This rose to 140 hp in 1984-85, probably due to the adoption of EEC IV as an engine management system, though if this is incorrect, someone here will probably know the exact changes. In 1983, as Joe Yoman stated below, the CFI 5.0 in the ‘Birds was rated at an earth-shattering 130hp. If you look at the pic with the hood open, you’ll notice that the air cleaner housing clearly says ‘5 litre V-8’.
You are mistaken sir! The low output 5.0, (which is actually officially called the ‘Standard Output’ or SO in Ford parlance) was available throughout the Aerobird’s run. The torque would have been less but also the weight and a 60 degree V6 should have a more pleasant demeanor. I wonder if a slightly less embarrassing Cologne 2.9 would have been a better base engine. It must not have worked too well as sales were way down, for this noisier less smooth driving car. That leaves the embarrassing 3.8 and low output 5.0 to go after the bulk of the customers who bought the late 70s version. With a competitive engine, the more modern styling and suspension,it could have outclassed the rivals. No where on the order form was the HO 302 to take on the Monte SS and Olds 442.
#1980 thunderbird custom manual
In addition the NVH of a big four with a manual was just not a good fit for this type of car. I like most people like the basic shape, but this car is rather betwixt and between.Ī turbo four, with Recaro seats, a five speed, and TRX suspension is the one everybody talks about, but since most of those attracted by those specs just were just not going to buy an American car by 83, the turbo coupe had a low take rate. A bench seat was not available, but its lovers probably found appreciation in the buckets’ lack of much bolstering, for an easy entry/exit slide.Īuto-Biography: 1983 Ford Thunderbird Turbo CoupeĬurbside Classic: 1984 Ford Thunderbird Turbo CoupeĬurbside Classic: 1986 Ford Thunderbird Elan Whereas the Turbo Coupe and even the base model were available with articulated sports seats, the Heritage featured standard velour bucket seats, with the Thunderbird logo embossed into their backs. While there were no vinyl tops and opera lights, the luxury-oriented 1983-only Thunderbird Heritage sought to appeal to these buyers with a few familiar touches. Although this ninth generation Thunderbird had decidedly modern and international aspirations, buyers accustomed to the very Broughamy T-birds of the past decade were not completely alienated.įor starters, the instrument panel was largely carryover, as nearly all the project’s budget was used for the extensive exterior redesign. It’s a shame this otherwise beautiful expression of past and present is marred with one such feature that should have remained in the past.ĭitching the stand-up radiator grille, hidden headlights, and opera windows, the 1983 Ford Thunderbird helped usher in the Aero Revolution with its wind-tunneled front and rear ends, rakish roofline, and sleek wedge-shaped profile. While still riding on the Fox platform, this new Thunderbird was a total-180 in terms of styling, and with sales more than doubling over the previous year, the buying public seemed to approve.Įxternally, Heritage models provided further tributes to the Thunderbird’s historic past with touches including all-chrome mirrors and available wire wheels. While this was all well and good, some dealers unfortunately chose to pay further homage to a less pleasant aspect of past T-birds in the form of horrendous aftermarket Continental kits. (first posted ) With the pitiful eight generation (1980-1982) Ford Thunderbird failing miserably in comparison to the success of the seventh generation, Ford wasted no time in rolling out a substantially redesigned ninth generation T-Bird for 1983.
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