Vintage Car Life Review: 1966 Ford Galaxie 7-Litre – “Tends To Confuse Bigger With Better”

Purple-tinted B&W photo of a 1966 Ford Galaxie 7-Litre hardtop on a beach at sunset with the words "Car Life Road Test" superimposed above it

By the mid-1960s, performance-minded buyers’ interest was rapidly shifting away from big cars, but that didn’t stop Ford from giving the full-size sporty car theme one more shot with the 1966 Galaxie 7-Litre, powered by the new Thunderbird 428 engine. Car Life tested the 7-Litre in January 1966 and came away more impressed with its stop than its go.

Right front 3q view of a metallic aqua 1966 Ford Galaxie 7-Litre two-door hardtop

1966 Ford Galaxie 500 7-Litre / Mecum Auctions

Car Life, January 1966, bottom half of page 43, with headline "Ford Galaxie 7-Litre" A 6-quart Package of Performance With a 10-gallon Measure of Stopping Power"

I generally regard Car Life as the best of the 1960s U.S. car magazines: less obsequious than Motor Trend, less pretentious than Road & Track (with which CL shared a publisher), more technically competent than Popular Science or Popular Mechanics, more grounded than the drag-racing-fixated Hot Rod or CARS, and more trustworthy than the stunt-driven ’60s Car and Driver. However, with this review, I think the Car Life editors missed the mark pretty badly: not in the accuracy of their observations, but in their stubborn determination to judge this car as something it was not.

The 7-Litre was really just a 1966 Ford Galaxie 500/XL hardtop or convertible (which remained available for 1966) with different badges and wheel covers, power front disc brakes, and the new Thunderbird 428 engine. Like the 500/XL, it had standard bucket seats, a center console, and a console-shifted C6 Cruise-O-Matic or four-speed manual transmission.

7-Litre badge on the right front fender of a Nightmist Blue 1966 Ford Galaxie 500 7-Litre

7-Litre was a sub-series of the Galaxie 500 line in 1966 / Mecum Auctions

 

As they admitted on the first page above, Car Life‘s dislike of this car seems to have been based on a brief press introduction drive of the new 7-Litre that “caused it to display somewhat more bravura than it actually possesses.” They had expected something more ferocious, a slightly more civilized version of the R-code 427 Galaxie they’d tested in 1965, and they were annoyed to find that the 7-Litre was basically just a flashy showcase for some new Ford options. (Except for the special badges, all of the 7-Litre equipment was available on other full-size Fords.)

Car Life, January 1966, page 44, second page of Ford Galaxie 7-Litre road test, with B&W photos of the dashboard, a wheel cover, and the brake pedal (marked with the words "DISC BRAKES")

The caption under the interior photo reads, “IMITATION WOOD steering wheel is complete with phony rivets; stereo tape player perched atop console was poorly placed for reloading with gear lever in Park.”

Right side of the front seat of a 1966 Ford Galaxie 7-Litre with blue interior and vinyl bucket seats

Although the CL test car had a red vinyl interior, it had most of the same equipment as this car, including the Stereo-Sonic Tape system and power windows / Mecum Auctions

 

Left front wheel of a metallic aqua 1966 Ford Galaxie 7-Litre with the stock wheel cover and whitewall tire

The special 7-Litre wheel covers looked like styled steel wheels; why Ford didn’t just use the actual styled steel wheels available on other contemporary Fords is unclear / Mecum Auctions

 

The editors weren’t very impressed with the test car’s acceleration, but they felt the new front discs were worth showcasing:

It was only a matter of time until some domestic sedan finally was built with an ability to stop as well as go (even though that length of time did seem interminable). Though available last year on Continental and Thunderbird, it remained for the high-volume Ford line to extend this exemplary braking system into the mass market. Hopefully, the pressures of that market will force other makers to build their cars with brakes of comparable effectiveness, thereby making a significant contribution to traffic safety. The car buyer who does not demand brakes such as these—even to the extent of paying the extra $97 when listed only as an option—is clearly disinterested in safe driving no matter how many mirrors or backup lights he gets with the car.

Although the disc/drum system included a proportioning valve to delay line pressure to the rear drums, Car Life still found the brakes prone to premature rear lockup. However, they recorded excellent deceleration rates of 27 to 29 ft/sec./sec., with only slight fade in repeated stops from 80 mph. The editors felt that “the brakes inspired so much confidence that even panic situations could be met with restraint.”

Front disc brake of a 1966 Ford Galaxie 7-Litre, with the car up on a hoist

Kelsey-Hayes vented front discs were standard on the 7-Litre, $96.51 on other full-size Fords in 1966 / Bring a Trailer

 

Sadly, front disc brakes were very rare on full-size Fords in 1966: The installation rate was only 3.3 percent (which includes the 7-Litre, on which the discs were standard). The $96.51 price tag of the option wasn’t quite as high as it looked, since it included the power brakes for which Ford otherwise charged $41.98, but I think the very low take rate had a lot less to do with price than with Ford’s reluctance to promote the disc brakes. Car Life observed:

Ironically, Ford Corporation lawyers advise the division not to refer to the discs as “safety” items. To do so, they reason, impugns the regular brakes which the company still sells to the public. To such reasoning, we can only say: Impugn away! The discs are safer (unless, of course, passengers are so lacking in judgment that they refuse to buckle on their seat belts).

A closely related concern for automakers in promoting the advantages of equipment like disc brakes was the Federal Trade Commission, which in this era went after a number of automakers over some surprisingly innocuous performance claims. Given some of the outrageous fabulation found in contemporary auto marketing, federal regulators sometimes chose to go after curiously small fish.

Car Life, January 1966, page 45, with B&W left/rear 3q photo of a Galaxie 7-Litre above the main text

The photo caption at the top of the page reads, “STYLISTS TAILORED the ’66 lines with a great deal less severity, then capped the 2-door hardtop with a graceful new roofline. Relative absence of ornamental bric-a-brac was noted with pleasure by test crew.”

While Car Life was pleased with the tidied-up exterior styling, they were none too happy with the 428 cu. in. (6,997 cc) Q-code engine that earned the 7-Litre its name, which Ford rated at 345 gross horsepower:

[The engine] would seem to be sufficiently large and potentially potent enough to satisfy most enthusiastic drivers for street use. It appears at a time when Chevrolet has produced a 427 cu. in./390 bhp and Plymouth/Dodge has available a 440/350. And, since Ford has been relatively honest in recent years with its horsepower ratings, it would seem that the 7-Litre is well within the competitive coliseum.

But the 428 Ford doesn’t seem to be playing in this arena. In acceleration figures, better performance than the 16.4 sec. quarter-mile should be expected in curbside trim, in view of the 14.9 sec. quarter achieved with last year’s 427 Galaxie (CL, Feb. ’65).

The earlier test to which they allude, of a 1965 Galaxie 500/XL with the dual-four-barrel 427 cu. in. (6,986 cc) R-code engine, heavy-duty suspension, four-speed manual transmission, and 3.50 axle, had managed 0 to 60 mph in 4.8 seconds and a best quarter mile time of 14.9 seconds at 97 mph. However, they’d found that car quite difficult to drive smoothly, with a heavy clutch and low-end torque so abundant that it not only readily sent its rear tires up in smoke, but also managed to work loose the pivot bolt of the suspension’s upper control arm during acceleration runs, bending and cracking both rear shock absorbers.

Ford 428 engine under the hood of a blue 1966 Ford Galaxie 7-Litre

Ford 428-4V engine in a different 1966 Ford Galaxie 7-Litre / Bring a Trailer

 

The 428 was a very different animal. As Car Life owlishly explained:

The Thunderbird engine, as it is called, is actually beginning to be slightly bewhiskered, despite its late appearance. It is a reworking of the 352-cu. in. “big block” which, with 4.63-in. bore centers and 21.6 overall length, has been a familiar fixture in Fords since the late ’50s. This engine has never been noted for exceptional breathing characteristics and this latest configuration shows little departure from that norm. Ford engineers had turned some attention to intake passages in the cylinder heads for this family of engines this year, but what is needed is a great deal more—say, like that lavished on the 7000 rpm 427 ultra-high performance engine (also based on the same block).

Expecting the 428 to act like a 427 was really missing the point: Although the 427 and 428 were related, both part of the late-’50s Ford FE series, the 427 was essentially a racing engine, which Ford only offered on production cars for homologation purposes and for the benefit of a handful of drag racers. By contrast, the 428 was essentially just a bored-and-stroked version of the mild-mannered 390 cu. in. (6,381 cc) engine found in the Thunderbird and many a Ford truck and station wagon, added because Ford’s bigger cars had become heavy enough to make the 390 feel a trifle over-matched. A Q-code 428 was not a high-performance engine, and for the most part, Ford didn’t represent it as such.

Left side view of a metallic aqua 1966 Ford Galaxie 7-Litre two-door hardtop

1966 Ford Galaxie 500 7-Litre / Mecum Auctions

 

The performance that Car Life found so disappointing was really quite brisk for the mid-’60s: 0 to 60 in 8.0 seconds, the quarter mile in 16.4 seconds at 89 mph, and 0 to 100 mph in 21.4 seconds. These weren’t muscle car times, but they’d be completely acceptable for a family sedan even today, and such performance was ample for the kind of driving most Galaxie owners would be likely to contemplate.

It seems instructive here to make a comparison with the Impala SS 427 Car Life tested a year or so later, with the L36 427/385 engine and Turbo Hydra-Matic. The Impala was almost a half-second slower to 60 mph, 0.7 seconds slower to 100 mph, and had a 2.5-mph-slower trap speed through the quarter mile (which indicated an inferior power-to-weight ratio, even though its ET was quicker than the Ford’s). Yet, Car Life praised that car’s “formidable power train” and remarked how easily its “reasonably impressive” quarter-mile performance could have been easily improved. This is something that often vexes me about road tests of this period: The milder versions of the 396 cu. in. (6,488 cc) and 427 cu. in. (6,996 cc) Chevrolet Turbo-Jet engines were also nothing special performance-wise, and yet testers were willing and eager to give them the nod based on their ostensibly superior potential, while deriding the big Ford engines as hopeless stones. In completely stock form, however, there doesn’t seem to have been much to choose between them other than partisanship.

Left side view of a Nightmist Blue 1966 Ford Galaxie 7-Litre convertible with white top up

The 7-Litre was available as a convertible as well as a two-door hardtop / Mecum Auctions

 

Where the 7-Litre really fell short compared to the Turbo-Jet Chevrolets was in transmission performance. The first 7-Litre CL had driven had suffered transmission problems, and the one tested here wasn’t much better:

Shifts were jerky regardless of the care exercised; exuberance on the throttle produced an uncertainty of shifting which was decidedly unpleasant. If, as it appears, the 7-Litre is proposed as a luxury car with a high degree of performance, or a performing car with a high degree of luxury, it has so far fallen short of the mark.

In this respect, the Turbo Hydra-Matic available on GM cars had the edge, offering crisp performance while still remaining smooth and well-mannered in normal driving.

Car Life, January 1966, page 45, continuing the Galaxie 7-Litre road test, with right B&W right rear 3q and right front fender photos above the text and the first half of the data panel (with an inset front view of the car) below

The caption of the larger photo above reads, “FROM ANY angle behind, Galaxie shows improvement this year. Handling of the car also has improved slightly because of minor suspension change.”

Right rear 3q of a metallic aqua 1966 Ford Galaxie 7-Litre two-door hardtop

1966 Ford Galaxie 500 7-Litre / Mecum Auctions

 

Regarding the 7-Litre’s handling, CL reported:

In this respect, it is much like last year’s Galaxie with an almost imperceptible improvement owing to a minor relocation of the rear suspension track bar. Unfortunately, heavy-duty suspension components were not fitted to the test cars, although they are available. The 7-Litre might have carried itself with a bit more authority had it had the stiffer underpinnings. Nevertheless, it was suitable for the ordinary kinds of driving usually done on ordinary roads and it continues the excellent riding qualities which Ford has achieved in its recent models.

The Galaxie 500/XL 427 they had tested a year earlier had had the heavy-duty suspension, which was required with the 427 engine. Car Life had rated its handling only “somewhat better” than the standard car, characterized by pronounced understeer that was exacerbated by the lack of power steering, unavailable with the 427. However, they found the firmer springs and damping worthwhile because they provided “a firm stable ride just a shade harsher than that of the normal model Fords, but a whole lot more comforting to the driver’s peace of mind.”

7-Litre badges on the left front fender and grille of a metallic aqua 1966 Ford Galaxie 500

Car Life thought the 7-Litre’s pin stripes “novel,” but complained that they were betrayed by slapdash application, “the work of a palsied hand” / Mecum Auctions

 

Car Life continued:

Over and above the pseudo-performance image which the car is supposed to convey, it is still a Galaxie 500-XL beneath it all. And that is to say it is right in keeping with the contemporary luxury level in appointments. The front bucket seats were the fairly recent thin shell design and were, except for our linebacker-sized staffer, comfortable all out of proportion to the usual Ford seating. The inside suffered from an over-slathering of simulated walnut, but the great expanse of red vinyl managed to mute this to the level of tolerance.

I’m biased here because I happen to adore most of the early ’60s “bucket brigade” interior treatments, and I find the shiny “Rat Pack at the Sands” Las Vegas flash of the 500/XL and 7-Litre hard to resist. Compared to the abundance of cheap woodgrain appliqué that afflicted too many American cars of the ’70s and ’80s, the woodgrain highlights also seem reasonably tasteful.

Back seat of a 1966 Ford Galaxie 7-Litre with blue vinyl upholstery

Ford described the 7-Litre upholstery pattern as “Rosette & Crinkle” / Mecum Auctions

Stereo-Sonic Tape system (finished in blue) in a 1966 Ford Galaxie 7-Litre

Stereo-Sonic Tape system cost $127.56 on top of the price of a radio / Mecum Auctions

 

The test car’s Stereo-Sonic Tape System, which the brochure called “a completely new kind of ‘living sound,'” proved another major disappointment:

From an audiophile point of view, it was hardly acceptable though it was possible to generate certain stereo qualities. But the speakers—tiny pod-enclosed ones under each side of the instrument panel and a more normal rear shelf type—weren’t up to the reproducer task. Bass response was notable for its complete absence, and the piercing treble was enough to make one switch to the soothing static of an am radio broadcast. We suspect the system may work somewhat better in 4-door hardtops, where large rear speakers can be concealed in both rear quarter pillars, thus enhancing the stereo effect, at least. One other bother we noted with the system was the need to pull the gear shift lever back to change cartridges, a design defect remedied with a column-mounted lever.

This was disheartening given the price of the system: $127.56, not including the price of the radio. Little wonder so many modern collectors resort to sound system upgrades, even in otherwise period-correct cars.

Front view of a metallic aqua 1966 Ford Galaxie 7-Litre

1966 Ford Galaxie 500 7-Litre / Mecum Auctions

 

With prices starting at $3,596.10 for the two-door hardtop, the 7-Litre actually cost $43.67 more than a Galaxie 500/XL with the same powertrain and brakes. For only $2.96 more, buyers could order the 428, C6 automatic, and front discs in a four-door LTD hardtop, which I suspect most contemporary big Ford shoppers would have considered a nicer car. This probably had a lot to do with why Ford sold only 11,073 7-Litres for 1966, against 97,065 LTDs.

Car Life, January 1966, page 46, last page of the Galaxie 7-Litre road test, with B&W photos of the trunk and engine above the text and the second half of the data panel below

The caption under the first photo above reads, “COAST-TO-COAST capacity is a feature of Galaxie’s huge trunk. Spare tire robs it of some room, but is easier to reach.”

Rear view of a metallic aqua 1966 Ford Galaxie 7-Litre

1966 Ford Galaxie 500 7-Litre / Mecum Auctions

 

Car Life and Road & Track were based in California, which required most new cars to have exhaust emissions controls beginning with the 1966 model year. Ford initially met this requirement by installing its Thermactor system, which CL described like this:

This basically is an air pump which injects fresh air into the exhaust manifold just outboard of the exhaust valves, thereby aiding more complete combustion of all fuel particles. Ford engineers maintain that the Thermactor does not detract from the engine’s performance, and in view of similarly dismal performance with all three 7-Litres (only the last of which was Thermactor-equipped) we are inclined to agree.

The Thermactor system, like GM’s similar Air Injection Reactor, did require a belt-driven air pump, which consumed a few horsepower, although probably not enough to make much difference with an engine of this size.

Ford 428-4V under the hood of a metallic aqua 1966 Ford Galaxie 7-Litre

Not a very racy engine, but a more-than-adequate Sunday cruiser / Mecum Auctions

 

Car Life concluded by trying to put a weakly positive spin on their generally disdainful reaction:

In the final analysis, the 7-Litre is not at all a bad car. It just isn’t our type of car, despite the intentions (or pretensions) it may hold out. It is still much the luxury limousine on a 119-in. wheelbase, catering to a great and growing public which tends to confuse bigger with better. The disc brakes, which can be ordered on any Galaxie, are what puts it head high above the competitors. However, if performance is desired, the 427 HP engine is still the better choice despite the absence of power steering and automatic transmission. That one, after all, is spelled “7 liters”—Yankee style.

Remember what I said earlier about “stubborn determination to judge this car as something it was not”? The R-code 427 cost an extra $750.78 on a 7-Litre, and Car Life‘s own earlier test had made clear that a 427 Galaxie wasn’t a very pleasant or rewarding car to drive on the street. Unsurprisingly, only 36 7-Litre hardtops and two 7-Litre convertibles were ordered with the R-code engine in 1966.

The 7-Litre was only a separate model for 1966, although for 1967, Ford repackaged it as an option for the XL, including the big engine, front discs, “special suspension,” G70-15 tires, and woodgrain sport wheel, for a hefty $515.86. It seems to have disappeared after 1967, although you could still order most of the same equipment separately for some years after that. The era of the full-size performance car was fading rapidly: Models like the 7-Litre are of much greater interest to modern collectors than they ever were to contemporary buyers, and even if Ford had standardized the 360 hp P-code Police Interceptor engine, as Car Life might have preferred, I doubt it would have made a bit of difference.

Close-up of the left headlights of a Nightmist Blue 1966 Ford Galaxie 500 7-Litre convertible, also showing the 7-Litre badge on the grille

Only 11,073 7-Litres were built in 1966, just 2,368 of them convertibles / Mecum Auctions

 

Was the 7-Litre a commercial failure? Strictly speaking, I guess: It sold in limited numbers for only two years, and it didn’t make much of a splash. On the other hand, I’m sure Ford had seen the writing on the wall with 500/XL sales, which had dropped off sharply in 1965 after two good years, so I suspect their sales expectations were very modest. Any additional costs to build the 7-Litre were undoubtedly negligible, and offering it as a distinct model got Ford’s new options more press attention than they otherwise would have received. (Would Car Life have bothered road testing this car at all if it had just been marketed as a 500/XL with a new engine?) When it comes to promotion and marketing, automakers have spent a lot more for a lot less return.

Left front 3q view of a metallic aqua 1966 Ford Galaxie 7-Litre

I am unreasonably fond of this color, which is not original / Mecum Auctions

 

7-Litre survivors don’t seem to be abundant — not surprising, given the low volume — but if I were in the market for a collector car, I might be tempted: The styling has aged well, I assume most parts are easy to come by, and the brakes would be less scary in modern traffic than some contemporaries. For all of Car Life‘s misplaced grousing, the 7-Litre’s performance was perfectly decent in 1966, and it’s still okay by the standards of 2025, within the usual allowances for antique automobiles. In all, the 7-Litre is probably significantly more appealing now than it was 60 years ago, and how many of us can say that?

Related Reading

Curbside Classic: 1966 Ford Galaxie 500 7 Litre – Maybe It Should Have Had 7 Gallons (by Paul N)
Car Show Classic: 1966 Ford Galaxie 500 – Look Ma, 428 Four-Speed! (by Tom Klockau)
Cohort Pic(k) of the Day: 1966 Ford Galaxie 500 – Jim Cavanaugh’s Alter-COAL (by J P Cavanaugh)
Cohort Pic(k) of the Day: 1966 Ford Galaxie 500XL Convertible – Chile’s Presidential State Car Has Quite The History (by Paul N)
Convertible Of A Lifetime: The Nightbird, Or How To Love And Lose A 1966 Ford Galaxie (by Mya Byrne)
Dawn Of The Brougham Epoch: 1965 – 1966 Ford LTD, Chevrolet Caprice, Plymouth VIP, Ambassador DPL – The New Low-Cost Luxury Options Of The Mid Sixties (by Rich Baron)
Vintage Review: Car And Driver’s 1965 Ford LTD – Possibly The Best Ford Ever Built (by Rich Baron)