1997 Ford Thunderbird Owners Manual
Contents • • • • • Design [ ] The car featured a (SLA) four-wheel, with a modified assembly in front, that offered excellent handling and. This setup was significant as it made the Thunderbird and the Cougar the only North American domestic cars other than the to offer a four-wheel independent suspension at the time.
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Options fell to only two for 1989 as Ford dropped the option for the new Thunderbird. The base and LX models were powered by Ford's.
Producing 140 horsepower (100 kW) at 3800 rpm and 215 lb⋅ft (292 N⋅m) of torque at 2400 rpm, many felt the engine was somewhat underpowered for a car that weighed over 3,500 pounds (1,600 kg) in base trim (heavier when equipped with available options). This engine was mated to Ford's 4-speed regardless of trim level from the 1989 to 1993 model years. Thanks in part to its low, the Thunderbird was relatively fuel efficient considering its overall size and weight. The gave 1989 Thunderbirds equipped with the standard V6 a fuel efficiency rating of 19 mpg ‑US (12 L/100 km; 23 mpg ‑imp) in city driving and 27 mpg ‑US (8.7 L/100 km; 32 mpg ‑imp) on the highway, though, like most cars built before 2008, this rating was retroactively reduced by the EPA to reflect newer, more realistic fuel efficiency measurements. The fuel efficiency rating was noticeably better than that of Thunderbirds equipped with higher performance engines and gave the base V6-equipped Thunderbird a significant driving range with its 19 gallon fuel tank (later decreased to 18 gallons). A more sophisticated, and version of the 3.8 L OHV V6 was used to power the high performance Thunderbird Super Coupe, also called Thunderbird SC for short. The Super Coupe could be had with a Mazda-derived, 5-speed or an AOD 4-speed automatic transmission.
The Thunderbird Super Coupe was for 1989, which Ford proudly. When running at a maximum of 5600 rpm, the supercharger provided 12 of boost, producing 210 horsepower (160 kW) at 4000 rpm and 315 lb⋅ft (427 N⋅m) of torque at 2600 rpm under an 8.2:1. 2015 Volvo S60 Workshop Manual. Accompanying the more powerful engine, Super Coupes were equipped with a host of unique features underlining their higher performance demeanor relative to standard Thunderbirds. Among these were larger, 16 x 7.0 inch alloy wheels with high performance tires (standard Thunderbirds came with 15 x 6.0 inch steel wheels and 15 x 6.5 inch alloy wheels were optional), a Traction-Lok, standard, 4-wheel disc brakes (vented front and rear rotors), speed-sensitive variable assist steering, lower body side cladding, fog lights, and a stiffer suspension with adjustable shocks supplied by Tokico.
In spite of the new Thunderbird's merits, it was considered a failure by Ford's top management. On January 17, 1989, Ford President, with Ford CEO and Ford Executive Vice President Phil Benton looking on, harshly criticized the MN12 program's staff in a meeting for badly missing the Thunderbird and Cougars' weight and cost targets (250 lb (110 kg) heavier and $900 US$ more per car than planned). This criticism came as a surprise to the program staff who expected to be praised for the Thunderbird and Cougars' technical achievements and positive reception. Anthony 'Tony' S.
Kuchta, manager of the MN12 program, was angered by Poling, not for his points about weight and cost overruns but rather that he directed his criticism at the program staff instead of at Kuchta who was responsible for all of the important decisions that determined the program's direction. Many of the decisions that Kuchta made regarding the MN12's development that resulted in the weight and cost overruns criticized by Poling were caused by the very things that set the MN12 cars apart from other cars in their class (such as rear-wheel drive and an independent rear suspension).