![]() Market research suggested sales of the Thunderbird were limited by its two-seat configuration, making it unsuitable for families. ![]() Īlong with the 1958 Lincolns, the 1958 Thunderbird was the first Ford Motor Company vehicle designed with unibody construction.Īlthough the 1955–1957 Ford Thunderbird had proved successful (in comparison to the Chevrolet Corvette), Ford executives-particularly Robert McNamara-still felt its overall sales volume had room to improve. Sales totalled 198,191 over three model years, approximately four times that of the earlier two seat model. In response to Ford-conducted surveys two major changes were made to attract potential buyers: two rear seats were added and the level of luxury and features of a full-sized car were incorporated into a mid-size platform.Īs a result, sales soared and the new model dramatically expanded the personal luxury car market, winning the Motor Trend Car of the Year in 1958. That riding style has other rewards - while many modern bikes struggle to maintain 40mpg, Derek’s Thunderbird returns a steady 60mpg, which takes him over 240 miles on a four gallon tankful of juice.The second generation Ford Thunderbird (also called Square Bird ) was produced by Ford for the 1958 to 1960 model years as a successor to the popular 1955–1957 two-seater. I just ride slower and try to think a long way ahead.’ ‘It would be nice to have better brakes and they could be improved, but then it wouldn’t be as it was in 1961. ![]() For instance the ‘Lucas electrics are a bother and need constant attention to keep in good nick.’ Then the front brake, even though it grew from a 7-inch drum to an 8-inch item for 1961, isn’t massively powerful, but Derek accepts that as part of the overall experience. If you’re going to make just one mod, then this is certainly worthwhile.Įven after all that work, the 6T is not quite perfect. This ensures that the rotor runs true with the crankshaft and maintains the correct gap between the rotor and stator. ![]() The Thunderbird’s rotor is now driven by two pegs fitted to the engine driving sprocket and located on two 45-degree spacers, one either side of the rotor. Derek doesn’t claim credit for the idea - he originally saw this tip recommended by Royce Creasey in the first issue of Classic Mechanics magazine. He chose to rebuild the 6T as standard apart from one single modification to the alternator rotor fixing arrangement. ‘All the missing bits were located from various jumbles’, says Derek, ‘then painted and fitted.’ All the chrome work was re-plated, including the 19-inch wheel rims which were built with stainless spokes, and the seat was re-covered. The speedo was restored (so the bike’s total mileage is now a bit of a mystery), and the brakes re-lined. Derek installed a new clutch basket and plates, new chains, wiring harness, alternator and rotor and cables. All bearings and bushes were replaced, likewise with the gearbox, forks, swinging arm and rear suspenders. The engine was rebored with a replacement crank, new valves, guides, etc. The bike was stripped down completely and the frame and forks enamelled. So what did Derek do to the Thunderbird? Just about everything - and he really did just about everything himself, except for re-chroming. (Its original price, new, in 1961 would have been a whole £265 and tuppence). Now he can say that ‘it would have been good to know how bad it really was before I bought it’, but he freely admits that at the time ‘I didn’t keep records of the cost because I might not have continued if I’d known exactly how much it was! But I would guess about £2000 to £2500.’ Oh, and don’t forget the purchase price of £165 on top of that. Like many of us, when Derek bought the Thunderbird he wasn’t completely prepared for how much work he was letting himself in for.
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