Why the Ford Thunderbird Is One of the Most Important Cars Ever

1955 Ford Thunderbird

1955 Ford Thunderbird | Ford

Legendary cars usually come from a time and place that can’t be replicated. If the idea appeared too early or too late, it may not have happened at all. That’s certainly the case with the Ford Thunderbird, The Blue Oval’s personal car that re-energized the company, came to embody an entire decade, and launched a segment that would go on to dominate the American landscape within a few decades. To the casual observer, the Thunderbird is an icon: a sports car with a 50-year history that’s the rolling embodiment of nostalgia. But like most legends, the true story is a lot more complicated. Hell, it isn’t even really a sports car.

With an aging lineup and shrinking sales, Ford was in dire straits after World War II. The introduction of its 1949 lineup — the first all-new postwar car from The Big Three — was a much-needed smash, with a sedan, coupe, and wagon offered. But by the early ’50s, a new phenomenon was beginning to take hold with American gearheads: sports cars. Hundreds of GIs had fallen for the likes of MGs, Triumphs, and BMWs while stationed in Europe during and after World War II, and had begun importing and racing them. Ford had long been the performance king in the U.S. thanks to its venerable flathead V8 (Chevy wouldn’t have a V8 until 1955), but these small, well-handling roadsters and coupes were a different animal altogether. Among the young design staff, the idea of Ford lacking a sports car could become a black eye for the company if that segment ever took off. So despite a famously paranoid and autocratic environment at the time, the designers secretly began work on the car without alerting the engineers, accountants, or anyone else who could shut it down.

Ford design studio, mid 1950s

Ford design studio, mid 1950s | Ford

But Henry Ford II, the 35-year-old company chairman and grandson of Henry, was falling hard for European sports cars. In 1952, Enzo Ferrari had gifted him a Ferrari 212 Barchetta, and at that year’s Paris Motor Show, he took designer George Walker to task for not having something similar in the works. After the show, Walker called his team in Detroit, and told them to have a presentation ready when the men returned from Paris. 

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