Nostr notes by Mac’s Motor City Garage (Unofficial)

1949: Hudson’s Greatest Postwar Year In 1949, the Hudson Motor ...

2026-10-22T05:54:19Z

1949: Hudson’s Greatest Postwar Year

In 1949, the Hudson Motor Car Company celebrated its 40th anniversary, and it also recorded its best-selling year of the postwar era.
In the years following World War II, the USA’s independent automakers were suddenly in tall cotton. Before the war they had struggled to stay in business, but when auto production resumed in 1945-46, newly prosperous Americans were buying more cars than the major manufacturers could produce. In this sellers’ market, cars from the more marginal carmakers were suddenly in high demand.
Hudson, one of Detroit’s oldest but smallest automakers, was especially well-positioned for this trend with its advanced Step-Down models introduced for 1948. One of the industry’s first true postwar designs, the Step-Downs were as good as anything the Detriot Three were producing, arguably better. (See our detailed feature on the Step-Down Hudsons here.) Founded in 1909, Hudson had recorded its best year in history back in 1929 when it produced more than 300,000 cars, but through the depression years it struggled to break the 100,000 mark. On the strength of the Step-Down models, In 1948 the company sold 117,000 cars, and in 1949 it set a postwar record: 159,210 vehicles.
The number needs some perspective. While Hudson comfortably outsold fellow independents Nash, Studebaker, and Packard that year, the company’s total output was dwarfed by individual General Motors divisions including Pontiac (305,000) and Oldsmobile (288,000). Meanwhile, Ford and Chevrolet were each producing more than 1,000,000 cars per year. In a sea of killer whales, Hudson was a minnow. Short on capital and resources and lacking the economies of scale of the major automakers, Hudson’s very survival depended on doing more with less. Far less.
Hudson’s product line for ’49 consisted of four models: the Super Six, Commodore Six, Super Eight, and Commodore Eight. All were based on the 124-in wheelbase Monobilt chassis, Hudson’s unique form of unit construction in which the frame rails passed outside the rear wheels. This layout gave the Step-Down Hudson its unnaturally wide seats and cabin, an attractive selling point in those days. Its tank-like construction and low center of gravity also drew high praise. The often bombastic Tom McCahill of Mechanix Illustrated wrote, “This is America’s best road car by far.”
Two engines powered the Hudson line for 1949. Introduced the year before, the Super Six (above left) was a classic Detroit L-head with a bore and stroke of 3.56 x 4.38 inches, a displacement of 262 cubic inches and 121 hp. The Super Eight, an older straight-eight design, was actually slightly smaller in displacement with a 3.00 x 4.50-in bore and stroke and 254 cubic inches, but slightly greater output at 128 hp. Both were equipped with Hudson’s signature wet clutch, while the company’s Drive-Master automatic transmission was an extra-cost option. The famous 308 CID Hornet Six and victory in NASCAR would come a few years later.
The lowest-priced model in the Hudson lineup, the Super Six, was by far the company’s best seller in ’49 at more than 91,000 units, more than 57 percent of the company’s total production. Sales of the straight-eight models lagged well behind. At $2,156 in a range that climbed to slightly more than $3,000, the Super Six was no doubt seen as the best value. Unfortunately, the success of ’49 would not continue much longer, as the major automakers now had their postwar designs on the market.
Sales slipped to 121,408 in 1950, then recovered slightly in 1951, only to tumble to a mere 70,000 in 1952. Hudson’s handicaps at the time are well documented: The company lacked the resources to develop a modern, competitive V8, Monobilt construction severely limited the Step-Down’s restyling potential, and finally, the compact Jet failed to launch in the marketplace.
Years later, automotive historian Richard Langworth interviewed executive Roy Chapin Jr., a board member and sales manager at Hudson, who estimated that the carmaker’s break-even point was around 75,000 cars per year. As it failed to meet that target, now the company’s balance sheets were upside down, recording a $10.4 million loss for 1953. Bowing to the inevitable, in April of 1954 the Hudson Motor Car Company merged with Nash to form American Motors.
The post 1949: Hudson’s Greatest Postwar Year appeared first on Mac's Motor City Garage.

https://macsmotorcitygarage.com/1949-hudsons-greatest-postwar-year/

#hudson #supereight #six #worldwar #commodoreeight #motorcar #generalmotors #detriotthree #detroit

#rss #feeds #linksharing #qwibbit

Emergency Room Engineering: 1962 Chevy II For a car that was ...

2026-10-21T10:43:12Z

Emergency Room Engineering: 1962 Chevy II

For a car that was rushed into production in a matter of months, the Chevy II enjoyed a long and successful life.
Introduced on July 7, 1959, the 1960 Corvair was a fairly solid seller for General Motors with more than 250,000 units shipped that first year. But due to its innovative air-cooled, rear-engine design, the Corvair was an expensive car to manufacture, constantly struggling to meet its cost targets and generate a reasonable profit margin.
Meanwhile, Ford took a very different approach with its entry in the compact class, the Falcon. With its extremely simple and conventional design, it was cheap and profitable to build, and the public liked it just fine. More than 435,000 Falcons were sent out the door in its first model year, outselling not only the Corvair but the Rambler American and Volkswagen Beetle in the USA. By December of 1959, the GM brass had seen enough. Chevrolet would take direct aim at the Falcon with a second entry in the compact class, the car we know as the Chevy II. As the story goes, a Falcon was parked in the center of the Chevy styling studio to serve as a target.
The Chevy II’s development program ran at an emergency-room pace—barely 18 months from the first blank sheet of paper to the start of production in August of 1961. And while it’s not quite a clone of the Falcon, the similarities are remarkable. The Chevy II’s wheelbase was 110 inches and overall length was 183 inches—same as the Falcon, give or take an inch or two. The front suspension (above) was strikingly familiar as well, with a strut-rod lower control arms and coil springs perched atop the upper wishbones. This basic platform, known as the X-body inside the company, was not shared with any other GM product in its first generation.
But there were some differences, and a few innovations, too. The Chevy II used a novel monoleaf rear suspension, and for ease of manufacturing, the unit-construction chassis was constructed in two halves that bolted together at the firewall with 14 fasteners. The new compact was also the first product to feature the Chevrolet division’s totally redesigned Powerglide automatic transmission, which the full-size cars would adopt the following year. (Read our Powerglide feature here.)
There were two available Chevy II powerplants the first year: a 153 CID inline four and a `194 CID inline six. Both were variants of the third-generation Chevrolet straight six introduced on the bow-tie division’s big cars in ’63. (This inline engine family shared parts and tooling with the Chevy small-block V8.) The six found far more popularity than the four in the Chevy II, accounting for more than 80 percent of the deliveries in ’62.
The Chevy II lineup for the inaugural year included three trim levels, starting with the bare-bones 100 series, above. At $2003, the base price was eight bucks more than the Corvair and $18 more than the Falcon. Next up was the 300 series, which added a little more chrome trim and upgraded interior fabrics. The top of the line was the 400 Nova, which boasted real carpeting inside and the inline six as standard. All three trim levels were available in two-door sedan, four-door sedan, and station wagon body styles; on the 400 Nova wagon, a third seat was available. The 400 Nova line also included a snazzy two-door hardtop sport coupe (top photo) and a convertible (below).
For 1962, there was no Super Sport in the Chevy II lineup, no V8 engines or four-speed transmissions, either. All that would come a few years later as eventually, even big-block V8s became available in the platform’s third generation (1969-74). The Chevy II badge was retired for 1969, but the Nova name continued on for decades. It was last seen in the USA on a front-drive subcompact produced by the GM/Toyota NUMMI joint venture from 1985 through 1988.
The post Emergency Room Engineering: 1962 Chevy II appeared first on Mac's Motor City Garage.

https://macsmotorcitygarage.com/emergency-room-engineering-the-1962-chevy-ii/

#chevy #room #generalmotors #chevrolet #rambleramerican #volkswagenbeetle #cid #powerglide

#rss #feeds #linksharing #qwibbit

1939: An Oldsmobile for Everybody In 1939, the Oldsmobile ...

2026-10-20T12:47:25Z

1939: An Oldsmobile for Everybody

In 1939, the Oldsmobile division at General Motors added a third, low-priced model to its lineup, declaring that now there was “an Oldsmobile for everybody.”
Series 80 Convertible Coupe with Bing Crosby
Through most of the 1930s, Oldsmobile stuck to a straightforward product line consisting of two well-equipped cars of six or eight cylinders. Then for 1939 the model designations were revised and a third car was added: the Series 60, which shared the General Motors A-body shell with Chevrolet and Pontiac. With prices ranging from $777 to $889, the Series 60 Olds occupied the same price bracket as Pontiac and nibbled at the top of the Chevrolet range as well.
Series 60 Four-Door Sedan
Meanwhile, the two previous Olds models, now renamed Series 70 and Series 80, continued on as before, but consolidated on a single 120-inch wheelbase. The Series 60 and 70 shared the familiar Olds L-head six, while the flagship Series 80 featured the 257.1 CID straight eight and pricing in the $1,000 range. With this broad lineup of products, GM’s Lansing division could justify the slogan, “An Oldsmobile for everybody.” But in the meantime, GM’s carefully engineered price ladder, “a car for every purse and purpose” in the vision of CEO Alfred P. Sloan, was quickly growing fuzzy at the edges.
While the Series 60 was constructed on a 115-in wheelbase and the Series 70 and 80 on a 120-in wheelbase, the three cars shared a new chassis design for 1939. GM’s Independent coil spring front suspension was joined at the rear by a novel coil-spring system that used two converging trailing arms that were fixed to the rear axle to prevent its rotation. Thus there were no upper links, while a Panhard bar handled the lateral location.
Olds called the new smooth-rolling chassis “Quadra-Coil” and its road properties “Rhythmic Ride.” Then a few decades later, this same twin-arm layout was used on 1960-1972 Chevy pickups to improve the ride. There it was discovered and adopted by the NASCAR crowd for its anti-squat and roll-steer characteristics—useful on oval tracks. The “truck arm” setup, as it was known, was used in the Cup series from the mid-’60s until 2021 and is still found in the junior series, but it was first seen at Oldsmobile in 1939.
Series 80 Two-Door Sedan
Oldsmobile sales and production rose 33 percent in 1939, but there’s a lot going on there. The entire industry was battered by a recession in the previous year, and Oldsmobile responded by cutting prices across the board and introducing the third low-priced model. The Series 60 sold nearly 52,000 units, providing 37 percent of the total volume. Another noteworthy trend: Around 22 percent of the Olds buyers in ’39 opted for GM’s Automatic Safety Transmission, despite its $75 cost (actually it was semi-automatic; see our feature here.) That set the stage for the introduction of the fully automatic Hydra-Matic in 1940.
The post 1939: An Oldsmobile for Everybody appeared first on Mac's Motor City Garage.

https://macsmotorcitygarage.com/1939-an-oldsmobile-for-everybody/

#series #generalmotors #everybody #olds #sedanoldsmobile #convertiblecoupe #bingcrosby #chevrolet #pontiac #sedanmeanwhile

#rss #feeds #linksharing #qwibbit

MCG Executive Briefing for October 19, 2026 This 1964 Ferrari ...

2026-10-19T07:32:06Z

MCG Executive Briefing for October 19, 2026

This 1964 Ferrari Lusso was among the top sellers at the Broad Arrow Auctions Zoute sale. Get all the latest auto industry news in the Executive Briefing.
Today’s headlines:
+ Tesla CEO Elon Musk unveiled the Tesla Roadster hypercar, now reportedly due in 2028, with a show-biz demonstrator vehicle featuring a road-vacuum system and jet thrusters. More at NBC News.
+ General Motors remains on track to launch eyes-off, hands-off autonomous driving on the Cadillac Escalade IQ in 2028, CEO Mary Barra told Jim Cramer on CNBC’s Mad Money. More at CBT News.
+ Mind Robotics, an industrial robotics company founded by Rivian CEO RJ Scaringe in late 2025, has named former Ford, Apple, and Tesla executive Doug Field as president. More at Wards Auto.
+ The TGR Haas Formula team announced that Formula 2 title contender and Ferrari Driving Academy member Rafael Camara has signed a multi-year contract starting in 2027. More at Racer.
+ The Mexican government announced that a new five-year tariff break for imported car parts will apply only to automakers with existing production facilities in the country. More at World Auto Forum.
+ Hyundai has issued a recall and a “park outside” warning some 2015–2016 Genesis and 2017–2020 Genesis G80 sedans that could catch fire and pose a safety hazard. More at Car and Driver.
+ General Motors is throwing cold water on reports that the Corvette will be offered with a traditional manual transmission, as the mid-engine packaging makes it impractical. More at The Drive.
+ While sales of the new Hyundai Tuscon climbed 32 percent and the Honda CR-V rose 22.9 percent, sales of Toyota’s compact SUV, the RAV4, remained flat last month. More at Autoblog.
+ Broad Arrow Auctions reported total sales of $40.136 million and a sell-through rate of 91 percent for its second annual Zoute Concours sale in Knokke-Heist, Belgium. More at Old Cars.
+ Ford appears to be readying a new NASCAR Cup body style for 2027 as a car with signature blue camouflage was spied at a Goodyear tire test at Charlotte Motor Speedway. More at Jayski.
Photo courtesy of Broad Arrow Auctions.
Review the previous MCG Executive Briefing from October 16 here.
Join Mac’s Motor City Garage on Facebook and X to receive notices when every new story is published.
The post MCG Executive Briefing for October 19, 2026 appeared first on Mac's Motor City Garage.

https://macsmotorcitygarage.com/mcg-executive-briefing-for-october-19-2026/

#executivebriefing #mcgexecutive #october #arrowauctions #broadarrow #generalmotors #tesla #ferrarilusso #teslaroadster #elonmusk

#rss #feeds #linksharing #qwibbit

Second-Generation Ponyfish: The 1967 Plymouth Barracuda For 1967, ...

2026-10-18T15:25:13Z

Second-Generation Ponyfish: The 1967 Plymouth Barracuda

For 1967, Plymouth introduced a new Barracuda, with plans to take a bigger bite out of the pony car market.
Introduced on April 1, 1964, the Plymouth Barracuda actually beat the Ford Mustang to market by 17 days. Even so, it was the Mustang and not the Barracuda that quickly defined the Motor City’s hot new pony car category, selling in record numbers. (They’re called pony cars, not fish cars.) So the Plymouth division at the Chrysler Corporation took another swing at the pony car phenomenon with the second-generation ’67 Barracuda, introduced on November 25, 1966.
A collaborative effort, the new exterior was largely the work of prolific Ford and Chrysler stylist John Samsen and young John Herlitz, who eventually became Chrysler’s vice president of design. Four different proposals (more on that here) competed for the production assignment, but ultimately, the new Barracuda was based on the Valiant compact. A bundle had been spent developing a new Valiant for ’67, and there wasn’t funding for a second complete car. The Barracuda’s A-body unit-construction platform and the sheet metal from the cowl forward were shared with the Valiant.
While the original Barracuda was offered in a single glass-back body style, for ’67 there were three: a Fastback Coupe, a Convertible, and a distinctively notch-backed Hardtop Coupe (above). While it was handsome and original, the scoop-roofed Hardtop Coupe didn’t really throw a pony car vibe. But as it worked out, the fastback and notchback sold in roughly equal numbers through the ’67-’69 product cycle. In comparison, the Convertible generated far less volume, contributing around 6 percent of the three-year production total.
A 225 cubic-inch Slant 6 with 145 hp was standard, while for those who desired V8 power there were two optional 273 CID LA-series engines. The two-barrel carb version offered 185 hp, while the four-barrel version sported a Carter AFB, a hotter camshaft, a 10.5:1 compression ratio, and 235 hp. Not long into the model year, a 383 CID V8 with 280 hp joined the list. Offered only in Formula S trim, the 383 was not available with air conditioning or power steering. Even though the A-body’s front rails had been widened three inches with the ’67 redesign, the big-block V8 could barely squeeze in.
In its December 1966 issue, Car and Driver magazine declared the Barracuda fastback “unquestionably the best-looking car out of Detroit in 1967.” Now there’s an affirmation. And furthermore: “It’s a practical, well-balanced, sassy little car with exceptional roadworthiness. We wouldn’t hesitate to recommend it.” That’s with the 273 V8. When they sampled the nose-heavy 383 version in April ’67, they found the slow, heavy, non-assisted steering to be more than a handful, reporting that the car was best suited for the drag strip.
Plymouth projected 100,000 Barracuda sales in ’67, but while the numbers were considerably better than in ’66, at 62,000 cars they didn’t come close to the original estimate. For the ’67-’69 product cycle, the total volume came to not quite 140,000 units, a fraction of what the Ford Mustang and Chevrolet Camaro were generatng. Senior management decided that the Barracuda’s handicap was its Valiant roots, and set to work on a dedicated E-Body platform for the 1970 Barracuda and its corporate sibling, the Dodge Challenger.
The post Second-Generation Ponyfish: The 1967 Plymouth Barracuda appeared first on Mac's Motor City Garage.

https://macsmotorcitygarage.com/second-generation-ponyfish-the-1967-plymouth-barracuda/

#plymouthbarracuda #car #hardtopcoupe #chrysler #fordmustang #chryslercorporation #motorcity #introduced #fastback #johnherlitz

#rss #feeds #linksharing #qwibbit

Desperate Times, Desperate Measures: The 1933 Willys 77 As the ...

2026-10-17T14:21:56Z

Desperate Times, Desperate Measures: The 1933 Willys 77

As the USA sank into the worst economic depression in history, Toledo automaker Willys-Overland very nearly went out of business. The product that kept it afloat, barely, was the unlikely Willys 77.
Like much of the American auto industry, Willys-Overland cycled through wild swings of boom and bust. In the late ’20s, the Toledo carmaker was very briefly third in sales in the USA, trailing only Ford and Chevrolet on the strength of its popular four and six-cylinder Whippet models. At this high point, company founder John North Willys retired, selling off his common stock and departing to become Ambassador to Poland for President Herbert Hoover. No surprise there, as Willys was a major contributor to the Hoover campaign.
But as the economy began to falter and then fail following the great Wall Street crash in October of 1929, the auto industry tanked with it. Willys-Overland fell even harder and faster than the rest, piling up losses of $35 million between 1929 and 1932. Willys rushed back to Toledo in June of 1932, injecting $2 million of his own cash into the company to keep it running as the nation’s banking system collapsed, but it wasn’t enough. In February of 1933 the company was declared bankrupt, and as leading holder of the company’s preferred shares, Willys was named a co-receiver of the remains.
As a frequent traveler to Europe, Willys was a fan of light, advanced cars in the European style, and his plans for the rebirth of WIllys-Overland included the discontinuation of the existing model line—obsolete and unwanted by then—and the introduction of two totally new models: the compact Model 77 and the 99, similar in design to the 77 but of a more conventional size. With the company under the tight-fisted supervision of a federal bankruptcy judge, there was no funding for the 99, and it was canceled before it went into production. (Read about the ill-fated Willys 99 here.) The company’s hopes were pinned entirely on the small and unlikely 77.
The production mockup above shows the 77 in nearly its final form. With rather unusual styling (strange, some might say) by Amos Northup, the petite machine rode on a stubby 100-inch wheelbase. Contributing to the unique appearance were a radically sloped nose (critics nicknamed the 77 the “potato digger”) and stamped-steel seashell wheels that were manufactured for W-O by Kelsey-Hayes. There were but two models, coupe and sedan, with commercial body styles added later.
The left photo above reveals what might be the car’s most unusual feature: its 51-inch track width. Some five inches narrower than the industry’s standard 56-inch track, the 77 didn’t fit in the ruts made by other cars in the snow or on the unimproved dirt roads of the day. Drivers were forced to choose one rut or the other and drive around with a severe tilt, an unstable and uncomfortable condition. The 77 was a city mouse. And with a base price of just $395, the 77 was basic in the extreme in its appointments, with cardboard door panels and low-grade upholstery. It was a cheap car and it looked the part. (Drag racers would later appreciate the 77’s features. Years later.)
The chassis featured a sturdy ladder frame with X-member and conventional beam axles, semi-elliptic leaf springs at both ends, and Bendix four-wheel mechanical brakes. The body was nearly all steel, advanced for the time, and from his old friend and rival Walter P. Chrysler, Willys obtained a license to use Chrysler’s innovative Floating Power engine mounting system. The engine, a 134-cubic inch inline four, was a development of the Whippet four from a few years previous. In its 1933 tune it produced a mere 48 hp, but it would be continually updated over the coming years, and it eventually became the powerplant for the famed Jeep.
While under the control of the federal court, Willys-Overland was permitted to build cars a few thousand units at a time, only when it could demonstrate it had parts and orders in hand. Sales were meager: 15,167 in 1933 and a bleak 6,576 in 1934, and the company subsisted for a time manufacturing pickup trucks for International Harvester. Willys died in 1935 following a heart attack at the Kentucky Derby, but the company struggled on, reorganizing again in 1936 as Willys-Overland, Inc. An improved, standard-width update of the 77 was introduced in 1937 (read about it here) and this vehicle, in turn, became the mechanical basis for the Willys Jeep. And now, more than 80 years later, Willys-Overland is long gone, but the Jeep name lives on as one of the most valuable consumer brands in the world—thanks to a peculiar little car that sold just enough to keep a company afloat.
The post Desperate Times, Desperate Measures: The 1933 Willys 77 appeared first on Mac's Motor City Garage.

https://macsmotorcitygarage.com/desperate-times-desperate-measures-the-1933-willys-77/

#willys #northwillys #toledo #usa #herberthoover #johnnorth #wallstreet

#rss #feeds #linksharing #qwibbit

Ford vs. Chevrolet: Battle of the 1936 Sales Giants In 1936, Ford ...

2026-10-16T07:27:01Z

Ford vs. Chevrolet: Battle of the 1936 Sales Giants

In 1936, Ford and Chevrolet battled to a virtual tie for the number one spot in the U.S. market. So let’s have fun and compare the two brands head to head.
All through the 1930s, Ford and Chevrolet dominated the U.S vehicle market as each battled for the number one spot. Combined, these two automakers claimed more than 50 percent of new car market in 1936. And when we include Plymouth, the somewhat distant third among the Low-Priced Three, they claimed nearly 65 percent of the Motor City’s total volume. From that angle, it appears that all the other auto brands across the industry were merely fighting over the scraps. Ford and Chevy were the titans of the market.
Chevrolet Master De Luxe Two-Door Town Sedan
With an improving economy, by ’36 the battle of the giants had reached a fever pitch, and depending on which numbers you choose, either Ford or Chevrolet could claim a slight edge. But for most purposes, it was effectively a dead heat at just over 900,000 vehicles each for the calendar year. Both makes offered competitive pricing: $510 to $670 at Ford, $495 to $665 for Chevrolet. But in the products themselves, there were some interesting differences for car shoppers to to sort out. Which was better, Ford or Chevrolet? We’re certainly not going to settle that age-old question here, but it’s an interesting one to explore.
Ford Standard Coupe
+ Engines: The sensational Ford flathead V8 enjoyed a reputation for superior smoothness and performance, but the Chevrolet inline six offered overhead valves, rock-solid reliability, and better fuel economy. Really, both delivered perfectly adequate acceleration and speed for their time, with comparable output ratings: Chevrolet with 79 hp, Ford with 85 hp. While the Ford V8 demonstrated greater performance potential with modifications, not an issue for most buyers, it was also known for its tendency to overheat. That problem was partially remedied when the cooling system was redesigned for 1937.
Chevrolet Master De Luxe Sport Sedan
+ Chassis: Here, more differences are evident. Ford continued to rely on its transverse buggy-spring suspension as pioneered in the Model T back in 1909, while Chevrolet was right up-to-date with independent front suspension, albeit with the sometimes troublesome Dubonnet Knee Action system. Ford also clung to its four-wheel mechanical brakes, while Chevrolet updated to the latest Huck hydraulic system that year. One could say Chevy claimed the edge in safety, ride, road comfort, while the ruggedness and reliability of the simple Ford chassis were difficult to top.
Ford De Luxe Fordor Touring Sedan
+ Engineering: Chevrolet boasted Fisher Body’s all-steel Turret top, while Ford carried on with a wood-and fabric top insert for one more year. However, Ford made greater use of steel in its internal body structure. Chevrolet also offered a quieter, more advanced hypoid rear axle. But with its smooth eight-cylinder engine, Ford could still stake a claim to engineering leadership. Ford advertised its V8 as “the mark of the modern motorcar.”
So who offered the better car in 1936? Ford or Chevrolet? Here at Mac’s Motor City Garage, that’s not our call. Both cars have their merits and shortcomings, and often the question comes down to personal to styling preferences and so on. If nearly two million American car buyers in 1936 were almost perfectly divided on the issue, it’s not for us to say. Let the arguments begin.
Ford De Luxe Convertible Sedan
The post Ford vs. Chevrolet: Battle of the 1936 Sales Giants appeared first on Mac's Motor City Garage.

https://macsmotorcitygarage.com/ford-vs-chevrolet-battle-of-the-1936-sales-giants/

Scaled for Success: The 1977 Ford Thunderbird For 1977, Ford ...

2026-10-16T04:30:28Z

Scaled for Success: The 1977 Ford Thunderbird

For 1977, Ford reduced the Thunderbird’s weight by more than 900 lbs, slashed the price by thousands, and created the best selling T-Bird in history.
Thunderbird Coupe cabin
The sixth-generation Ford Thunderbirds of 1972-76 were the largest and most luxurious T-Birds in history. In fact, the Big ‘Bird, as it was known, was nearly a clone of the Lincoln Continental Mark IV, the preeminent luxury cruiser of the 1970s. But with the introduction of the federal government’s Corporate Average Fuel Economy (CAFE) standards, which required the Ford Motor Company’s passenger car fleet to average 18.0 mpg by 1978, the thirsty Big ‘Bird would have to be retired. So for 1977, the Thunderbird was moved from the Continental to the Torino/LTD II platform, chopping off nearly 10 inches in length and 900 to 1,100 lbs to create a more fuel-efficient package.
Thunderbird Coupe
Actually, the new T-Bird shared more than a little with the ’72-’76 Torino and ’77-on LTD II package, including the 114-in wheelbase body-on-frame chassis, suspension, and running gear. Many sheet metal components, interior pieces, and trim were borrowed from the Ford Elite, Torino, and Mercury Cougar. And as often noted, the Thunderbird bore more than a passing resemblance to the LTD II Coupe due to their common silhouette. Where the T-Bird differed was in its hidden headlamps, full-width tail lamp, and B-pillar and quarter window treatment. Design manager Dave Royer is credited with the look, working under studio director Gene Haldeman. assistant design VP Jack Telnack, and VP Gene Bordinat.
Thunderbird Coupe
With the 460 cubic-inch 385-series V8 banished from the lineup, the base engine was now a 302 cubic-inch Windsor V8 with just 130 SAE net horsepower. (California ‘Birds got a 351M V8 to meet the state’s stricter emissions rules.) Optional upgrades included two 351 CID V8s with 135 or 149 hp and a 400M V8 with 173 hp, while the only available transmission was a three-speed Cruise-O-Matic. The base V8 was EPA rated at 15 mpg city, 19 highway, and 17 combined—almost in line with the new government-mandated corporate average. (See Ford’s 60-second sales pitch here.)
Thunderbird Town Landau
Along with the improved fuel economy, there was one more important development with the move to the mid-sized platform. Ford slashed the list price from $7,790 to $5,063, moving the Thunderbird from its founder’s slot at the premium end of the personal luxury coupe category to the mass market, alongside the Chevrolet Monte Carlo and the rest. Now open to a much wider audience with the $2,700 price cut, T-Bird sales exploded to more than 318,000 cars in 1977, six times the 1976 volume. And with its distinctive styling and the prestige of the name, the mid-size Thunderbird outsold the similar LTD II Coupe by nearly four to one.
Town Landau cabin
In mid-season ’77, Ford rolled out the Town Landau, a Thunderbird loaded up with fancier trim, a brushed aluminum roof tiara, more standard equipment, and a base price of $7,990, back in Big ‘Bird territory. However, since the Town Landau was an option package rather than a standalone model, the production numbers were never broken out and its impact is difficult to gauge. But the Torino ‘Bird (as it was later nicknamed by T-Bird enthusiasts) sold in even greater numbers in ’78: almost 353,000 cars, the biggest year in Thunderbird history. By the end of ’79, the final year for the Torino ‘Bird, more than 955,000 cars were sold. There would be four more generations of Ford Thunderbirds, but that record was never equaled.
Thunderbird Coupe
The post Scaled for Success: The 1977 Ford Thunderbird appeared first on Mac's Motor City Garage.

https://macsmotorcitygarage.com/scaled-for-success-the-1977-ford-thunderbird/