Photos from the Cohort by Roshake.
As is known, Ford’s Thunderbird was a nameplate that went through as many reinventions as a long-lived rock band does. From its classic (if not quite sales-smashing) dawn, to its golden era, and later periods of thriving as it kept up with trends. Along those, like any pop culture phenomenon, lesser remembered periods; from failed reinventions to transitions that slip away from memory. The nameplate’s sixth generation that dawned in ’72 is the latter for me. One more reinvention that gets lost in my memory banks when Thunderbirds are mentioned.
Somewhat supporting my feelings these rarely show up in car shows or on the streets. Particularly as they appeared in their first year, carrying a muted “Bunkie Beak” inherited from the ’70-’71 generation; while not yet embracing the Conti-Royce grille that would define Fords of the ’70s.
In effect, the ’72-’76 was a repurposed Mark IV; with ‘Bird bookends of course. Even the interiors, aside from some instrumentation, had much commonality.
Being officially a Mark IV sibling, I guess that explains why this ‘Bird is preciously preserved in a garage in Budapest. After all, the owner also seems to be a fan of Marks of the 1970s. Or so I gather since two Mark Vs are stored nearby, along an LTD 2-door pillared hardtop.
Who loves you most, Fords of the ’70s? A Hungarian fan club it seems.
About the Mark IV origin of these ’72-76 ‘Birds, our previous post on the model summed up the model’s brief thus:
“More wheelbase, more front and rear overhang, more luxury gadgets, and more velour. The 1972 Thunderbird was completely redesigned, and shared much with the also new for ’72 Continental Mark IV. The 1972 Thunderbird (and the Mark IV) were approved by Ford President Bunkie Knudsen just before his departure from Dearborn. This was a big ‘Bird. Total length was now 214 inches, with a 120.4″ wheelbase and 80″ width. The 1972 model came in a single Landau two door hardtop bodystyle – the four-doors were history – and was priced at $5293.”
All styling efforts aside, this ‘Bird face is the one I recall the least. Even when pressed to do so. But well, after a successful run from ’55-’66, the model had reached a period of searching that sometimes portrayed a muddy message. Understandable, since reinventions are never easy.
Not that this ‘Bird wasn’t successful. Sales for the model rebounded in ’72, and numbers climbed yet more when the “Ford-face” of the 1970s was grafted on for ’73. A fascia not yet Conti-Royce like, but with the “1940s Caddy Series 60 snout” ripoff that Ford had so enthusiastically adopted for the decade.
So the model was attuning itself to the vibes of the new decade, and its definite reinvention would arrive in ’77 with the ‘Bird learning to jive to the Disco beats of the era. And just like that music genre, selling by the bucketloads and proving as divisive about its merits decades later.
But well, when retelling a legendary nameplate’s story all chapters must be included. From the ones that we wished hadn’t happened, to those that were relevant if less remembered today. And it’s good to have remnants of each, especially as well preserved as this one in Budapest seems to be.
Related CC reading:
Curbside Classic: 1974 Ford Thunderbird – A Mark By Any Other Name…
One of those delightful, one-year old frontal treatments. These weren’t common forty years ago!
That said, an acquaintance of my mother had a ’72 Thunderbird. Looking at it now, the front gives a healthy prediction of the ’73 LTD’s beak. Perhaps due to familiarity, I prefer the beak from ’73 to ’76.
Having owned a ’75 for a while, a car I seriously miss 20-odd years later, these are wonderful cars. Like light beer, they aren’t for everyone, but they are unparalleled for smoothness and quietness – and the 460 in mind burned fuel at a much slower rate than many would give it credit for doing.
The 1972 was a very clean designed car. I did not like them when they were new, but have since started to appreciate their styling. Hidden headlights might have given their front end appearance an even more clean appearance.
Or if squared headlights would have been approved sooner, it could be interested to see how the front end might look with squared or rectangular lights.
Those hidden headlights make a huge improvement on the front styling. I like!
I only have experience with a 1972 Mark IV and that was a very enjoyable highway cruiser in the mid 70s. Many a weekend while I was a college student in Richmond VA I would hit I-95 to DC going to the Disco’s. The Mark could just float along at 90 mph without strain and I would think the T-Bird could do the same.
As an out-of-state student I would occasionally visit parents where they retired in NC. First driving the Mark IV which was later traded for a new 1975 Imperial (most comfortable of all) then the 1976 Eldorado conv. I was gifted. Dad never asked me where I got these cars but I could tell his favorites. He would borrow the Mark to go the grocery store 10-mins away and be gone for 2-hours. He never borrowed the Imperial. He would borrow the Eldo for a quick run to the grocery store and return 4-hours later with the top down even in cold weather. Great memories with some wonderful 70s highway cruisers and memories of my Dad.
Thanks, to the wide popularity (no pun intended) of Frank Cannon, I strongly associated this general design theme with Private Investigator Frank Cannon. And the Lincoln Continental Mark IV. At least until 1974-1975. By then, the popularity on the roads of the current T-Bird version, made me associate this generation’s styling, more with the Ford.
Well, it is an improvement over the ‘beak’ Birds.
I never knew what to call this generation of T-bird. Fatbird maybe?
When this one came along, could no longer spot a “T bird” from a distance. Is it a Ford? Merc? Lincoln?, maybe a “T/bird”?
H’mm.