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Birdman93
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For decades fans of the classic 1955-57 Thunderbird two-seater gave up seeing another such car—especially since T-Bird sales soared when the car provided much broader appeal after becoming a four-seater in 1958.
But competition from successful European and Japanese two-seaters and a booming economy in the 1990s finally convinced Ford that it should return the Thunderbird to its two-seat roots.
That, and the fact that Ford could use a modified version of the rear-drive platform from its European-style Lincoln LS and Jaguar S-TYPE sedans—along with the LS V8 and dashboard—to hold down costs.
However, there's no shame in parts sharing. Ford liberally raided parts bins of its conventional Ford and Mercury models to get components for the original Thunderbird two-seaters, introduced to battle the much starker Chevrolet Corvette sports car. Not Cheap
Despite parts sharing, the Thunderbird convertible is hardly inexpensive, costing from $34,965 for the Deluxe soft-top version with no removable hardtop to $38,465 for the slightly higher-line Premium version with the hardtop, which costs extra for the base trim.
Virtually all Thunderbirds are being ordered with the hardtop, which has "porthole" windows like those used by the original two-seater.
The Thunderbird is well equipped, but count on dealers loading it with extras to make extra bucks. Dressing up the interior with color accent packages costs up to an additional $800. A traction control system is a $230 option for the Deluxe trim (with the hardtop), although the system is standard on the Premium version, with or without the hardtop. Traction control is needed because this is a powerful, rear-wheel-drive car.
Tight Supplies
Tight supplies mean you can count on dealer price gouging and/or long waits with the T-Bird—one of those "be-first-on-the-block-to-own-one" cars. Consider that a special run of $41,465 specially trimmed Neiman Marcus Edition models were quickly snapped up. And Ford says it will hold T-Bird production to levels that will keep the car pretty exclusive, or about 25,000 cars a year.
But, after all, the old Thunderbird two-seater is an icon. The car even looked good until the mid-1960s, although no four-seat model captured the magic of the original. The fact that low sales caused Ford to drop the T-Bird after the 1997 model year hasn't dented the Thunderbird nameplate's magical appeal.
Retro and Modern
The 2002 Thunderbird is a deft blend of retro styling and modern mechanical features. Some cars look great in any setting, but the Thunderbird looks markedly better on the street; that's where it can stand out from other cars, rather than on the crowded auto show floors where it has been displayed.
Still, some T-Bird critics dislike the car's laid-back headlights, long rear end and bland dashboard.
Mickey D'Armi, Ford's Thunderbird brand manager, said the automaker consulted with fans of the original Thunderbird two-seater to see what they wanted in the new version. "For one thing, they called for the optional 'porthole-window' hardtop because they feel it's an integral part of the car," D'Armi said.
The power convertible top lowers quickly and has a heated glass window. There isn't much wind disturbance at highway speeds when it's down. But occupants who exit in the rain will find that the soft-top drips water on them.
Removing the fairly heavy hardtop is a two-person job, and it must be left behind when taken off. However, it clamps on fairly easily, with no need to hook up electrical connections.
Retro Cues
The 2002 Thunderbird shares an "egg crate" grille, hood scoop and phony front fender vents with the original two-seater. The rear has the swept-back fenders and bullet-style taillights of early 1960s Thunderbirds. Of course, there are dual exhausts—also found on the original T-Bird.
Most body panels are plastic, but the T-Bird looks like an all-steel car. Bumps bring out some cowl shake, and the doors sound awfully tinny when closed with the windows down. However, the overall feel is solid.
Livening Up Interior
Interior color option packages with such items as an exterior color dashboard and seat inserts really liven up the fairly roomy cockpit, which has comfortable seats.
Nifty brushed aluminum trim panels on the dash and door panels help disguise the fact that the T-Bird's basically dull dashboard design and center console are shared with the LS. The main gauges look plain and need larger numbers to make them easier to read, although their aqua-colored needles are a nice retro feature.
Radio and climate controls are large enough for easy operation and there are big console-mounted cupholders. Integrated armrests on doors are wide and flat, but interior storage space is minimal. Although long, the trunk is shallow and has a rather high opening.
Exceeds Expectations
So how does this car drive? Much better than you might suspect for an auto mainly designed to be a stylish, laid-back cruiser—just like the original two-seater. It's no sports car, but it isn't meant to be. Most drivers should feel at home almost immediately in the Thunderbird, which is the sign of a good cruiser.
The power steering is quick, although a bit stiff. The shortened, beefed-up LS/ S-TYPE platform lets the supple, all-independent suspension and big wheels and tires deliver good handling and a smooth ride, although it gets a little floaty on road irregularities such as dips. The anti-lock brakes are powerful and have good pedal feel.
The relaxed Thunderbird doesn't discourage aggressive driving, but does not encourage it, either.
Quick Acceleration
The T-Bird weighs a hefty 3,775 pounds, with its large body and generous amount of comfort and convenience items. But the LS' sophisticated 3.9-liter V8 whisks the car from 0-60 mph in about 7 seconds, with a flat torque curve for good response at all speeds.
The quad-camshaft 32-valve engine works well with a responsive 5-speed automatic transmission. No manual gearbox is offered because Ford says demand for it would be very low. Few buyers of the 1955-57 model ordered the available manual transmission.
Fuel economy is in the mid-teens in the city and about 25 mpg on the highway.
For the most part, the new Thunderbird is what you would expect a modern version of the original two-seater to be. Good job.
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But competition from successful European and Japanese two-seaters and a booming economy in the 1990s finally convinced Ford that it should return the Thunderbird to its two-seat roots.
That, and the fact that Ford could use a modified version of the rear-drive platform from its European-style Lincoln LS and Jaguar S-TYPE sedans—along with the LS V8 and dashboard—to hold down costs.
However, there's no shame in parts sharing. Ford liberally raided parts bins of its conventional Ford and Mercury models to get components for the original Thunderbird two-seaters, introduced to battle the much starker Chevrolet Corvette sports car. Not Cheap
Despite parts sharing, the Thunderbird convertible is hardly inexpensive, costing from $34,965 for the Deluxe soft-top version with no removable hardtop to $38,465 for the slightly higher-line Premium version with the hardtop, which costs extra for the base trim.
Virtually all Thunderbirds are being ordered with the hardtop, which has "porthole" windows like those used by the original two-seater.
The Thunderbird is well equipped, but count on dealers loading it with extras to make extra bucks. Dressing up the interior with color accent packages costs up to an additional $800. A traction control system is a $230 option for the Deluxe trim (with the hardtop), although the system is standard on the Premium version, with or without the hardtop. Traction control is needed because this is a powerful, rear-wheel-drive car.
Tight Supplies
Tight supplies mean you can count on dealer price gouging and/or long waits with the T-Bird—one of those "be-first-on-the-block-to-own-one" cars. Consider that a special run of $41,465 specially trimmed Neiman Marcus Edition models were quickly snapped up. And Ford says it will hold T-Bird production to levels that will keep the car pretty exclusive, or about 25,000 cars a year.
But, after all, the old Thunderbird two-seater is an icon. The car even looked good until the mid-1960s, although no four-seat model captured the magic of the original. The fact that low sales caused Ford to drop the T-Bird after the 1997 model year hasn't dented the Thunderbird nameplate's magical appeal.
Retro and Modern
The 2002 Thunderbird is a deft blend of retro styling and modern mechanical features. Some cars look great in any setting, but the Thunderbird looks markedly better on the street; that's where it can stand out from other cars, rather than on the crowded auto show floors where it has been displayed.
Still, some T-Bird critics dislike the car's laid-back headlights, long rear end and bland dashboard.
Mickey D'Armi, Ford's Thunderbird brand manager, said the automaker consulted with fans of the original Thunderbird two-seater to see what they wanted in the new version. "For one thing, they called for the optional 'porthole-window' hardtop because they feel it's an integral part of the car," D'Armi said.
The power convertible top lowers quickly and has a heated glass window. There isn't much wind disturbance at highway speeds when it's down. But occupants who exit in the rain will find that the soft-top drips water on them.
Removing the fairly heavy hardtop is a two-person job, and it must be left behind when taken off. However, it clamps on fairly easily, with no need to hook up electrical connections.
Retro Cues
The 2002 Thunderbird shares an "egg crate" grille, hood scoop and phony front fender vents with the original two-seater. The rear has the swept-back fenders and bullet-style taillights of early 1960s Thunderbirds. Of course, there are dual exhausts—also found on the original T-Bird.
Most body panels are plastic, but the T-Bird looks like an all-steel car. Bumps bring out some cowl shake, and the doors sound awfully tinny when closed with the windows down. However, the overall feel is solid.
Livening Up Interior
Interior color option packages with such items as an exterior color dashboard and seat inserts really liven up the fairly roomy cockpit, which has comfortable seats.
Nifty brushed aluminum trim panels on the dash and door panels help disguise the fact that the T-Bird's basically dull dashboard design and center console are shared with the LS. The main gauges look plain and need larger numbers to make them easier to read, although their aqua-colored needles are a nice retro feature.
Radio and climate controls are large enough for easy operation and there are big console-mounted cupholders. Integrated armrests on doors are wide and flat, but interior storage space is minimal. Although long, the trunk is shallow and has a rather high opening.
Exceeds Expectations
So how does this car drive? Much better than you might suspect for an auto mainly designed to be a stylish, laid-back cruiser—just like the original two-seater. It's no sports car, but it isn't meant to be. Most drivers should feel at home almost immediately in the Thunderbird, which is the sign of a good cruiser.
The power steering is quick, although a bit stiff. The shortened, beefed-up LS/ S-TYPE platform lets the supple, all-independent suspension and big wheels and tires deliver good handling and a smooth ride, although it gets a little floaty on road irregularities such as dips. The anti-lock brakes are powerful and have good pedal feel.
The relaxed Thunderbird doesn't discourage aggressive driving, but does not encourage it, either.
Quick Acceleration
The T-Bird weighs a hefty 3,775 pounds, with its large body and generous amount of comfort and convenience items. But the LS' sophisticated 3.9-liter V8 whisks the car from 0-60 mph in about 7 seconds, with a flat torque curve for good response at all speeds.
The quad-camshaft 32-valve engine works well with a responsive 5-speed automatic transmission. No manual gearbox is offered because Ford says demand for it would be very low. Few buyers of the 1955-57 model ordered the available manual transmission.
Fuel economy is in the mid-teens in the city and about 25 mpg on the highway.
For the most part, the new Thunderbird is what you would expect a modern version of the original two-seater to be. Good job.
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