1955 FORD THUNDERBIRD—WHAT’LL SHE DO? PART 2

R&T’s ROAD TEST OF THE FIRST-GENERATION Ford Thunderbird emphasized testing methodology as opposed to a review of the car itself. Here in Part 2 the testers share hints on optimizing acceleration of automatic-equipped T-Birds. We begin by recalling Part 1’s T-Bird top end of 112 mph, with R&T reporting that’s as good as it gets. 

Another Hmm…. A few months later, in June 1955 (and also here at SimanaitisSays), R&T cited a T-Bird driven by Joe Ferguson posting 124.663 mph at that year’s Daytona Speed Week. I recall the T-Bird was owned by Tom McCahill, who “was Speed Trials Director for the second year.”

 0-60 in 9.5. R&T noted, “Few cars tested by us have been given such lengthy testing for acceleration times. This came about for two reasons: 1) to secure accurate results which, when averaged, could be duplicated by any similar car and 2) necessity of utilizing to best advantage certain peculiarities of the automatic transmission.” 

“Normally,” the magazine wrote, “we test automatic transmissions in ‘Drive’ and also attempt to get better times by various techniques. With this transmission it is possible to overrule the normal functioning in such a way as to reduce the zero to 60 mph time by over 1.5 seconds. ”

“Don’t try this at home, kids; we’re professionals.” No, actually R&T spilled the beans: “Here’s how it’s done. Rev the engine at 2000 rpm with the selector in neutral. Pull the lever quickly into Low range and hit the throttle when the tires begin to churn. There is a one or two second lag between the lever movement and car movement, and too much throttle gives excessive wheelspin with a tendency for the rear end to move sideways (to the right).”

“Once underway, with just the right amount of tire chirp,” R&T continued, “the throttle is opened wide. An engine speed of 4500 rpm proved to be the optimum shift point and at this point the lever is moved to Drive, still maintaining full throttle.”

But wait, there’s more: “The transmission shifts from first to second gear at this time, speed about 45 mph. Left in Drive it will shift to high at about 58 mph, at only 3800 rpm. To avoid this, the lever is quickly moved back to Low range, the speed being now around 50/55 mph, this forces the Fordomatic to stay in second gear—forever, if desired.”

“However,” R&T instructed, “at 4500 in second (lever in Low range) equivalent to 74 mph (82 indicated) the lever is again snapped into Drive. This effects a shift to third (high) gear.  At no time during this maneuver is the throttle released.” 

Now comes the portion to tell Dad: “Except for the start, the process does not seem abusive in any way and as a matter of fact we found the high revving start in neutral unnecessary. Holding the left foot on the brake, with the lever in Low gave equal times with less strain on the drive train.”

Here’s a tabulation of “Forced” shifts versus leaving the car in Drive.

And I thought they were just screwing around out there.  Gee, I wonder if the cop in this ad would mind? 

As the ad says, “And if they only knew the full story!” ds

© Dennis Simanaitis, SimanaitisSays.com, 2024