#60 thunderbird plus#

It was far from 'the kind of handling car it should be,' Motor Trend wrote in 1960. What were the faults of the Squarebird? Roadability, certainly.

#60 thunderbird plus#

Sunroofs were fitted to 2159 standard hardtops plus 377 with the optional 430-cid engine - fewer than three percent of production. This idea was also rejected for reasons of cost and complexity.įord's attention to detail was evident in the presence of a roof-mounted chrome railing, which directed wind and noise away from the passenger compartment when the hatch was open. Planners also considered a 'roof incorporating flippers,' probably indented sections that telescoped back or lifted when the door was opened. For more information on cars, see:īut the engineering would have been tremendously complicated owing to the Squarebird's short deck, and even the conventional soft top proved a complicated affair, taking up most of the room under the decklid when lowered. The '60 model also used a number of stainless-steel components, and two were actually built entirely of stainless steel by one of Ford's suppliers, Allegheny-Ludlum Steel Corporation.įind out more about the 1960 Ford Thunderbird's sliding metal sunroof on the next page.

On early models, built through the end of December 1959, there was a smooth belt molding this was corrugated on cars built in 1960. Door handles were blended more closely with the upper belt molding and the door trim was changed to incorporate a built-in armrest. There were also minor changes to emblems and ornaments, and a standard rectangular outside mirror. No mechanical changes occurred, and there were only a few styling differences - vertical hash-marks added to rear fenders, 'Thunderbird' script on the door projectile, a square-mesh grille with full-width horizontal bars and six taillights instead of four. The base figures were $3,755 for the hardtop and $4,222 for the convertible. The 1960 Thunderbirds were down very slightly in weight but up in price. The Thunderbird roofline had been applied to large Fords in 1959, and stylists were concerned that it was losing its originality.īut sheet metal changes were not feasible from either a cost or merchandising standpoint, according to Ford Division committee minutes, 'Similarly, partial revision to existing surface, i.e., roof, front end, bumpers, etc., did not provide enough visual difference to warrant the required expenditure of funds.' The Bird was in its last year of a styling cycle, and it was felt wiser to withhold serious changes until 1961. To get a low sports-car look, we took 10 inches out of the then-standard car height.' The four-seat 'Bird was a huge commercial hit, too, far more successful than the two-seater ever was.įor model year 1960, Ford Styling had proposed a number of revisions to the now-two-year-old Squarebird design. The Squarebird sat 52.5 inches off the ground.

When we were working on it, the standard automobile sat maybe 61 inches off the ground - shoulder height. 'Take that car and stick it in front of your house today. Though all of these were considered, all were rejected.Ĭhief Thunderbird body engineer Bob Hennessy claims the 'Squarebird' was revolutionary. Furthermore, it earned this honor without relying upon the technological dead-ends of the era: air suspension, fuel injection, supercharging, and retractable hardtops. In fact, it may well be one of the outstanding American automotive achievements of the decade.