1966 Ford Thunderbird Landau: A Classic American Beauty

 The 1966 Ford Thunderbird Landau is a classic American car that remains highly sought after by collectors and enthusiasts alike. With its distinctive styling, powerful engine options, and luxurious features, the 1966 Thunderbird Landau represents a significant moment in automotive history. In this article, we’ll take a closer look at the design, performance, ownership, and historical significance of this iconic vehicle.

The 1966 Ford Thunderbird Landau boasts a sleek and stylish exterior design that exudes class and sophistication. Available in a variety of body styles, including coupe, hardtop, and convertible, the Thunderbird Landau was designed to appeal to a wide range of customers. The Landau model featured a distinctive vinyl roof, which added a touch of elegance and sophistication to the vehicle’s overall appearance.

The 1966 Thunderbird Landau was available in a range of color options, including classic shades like Raven Black and Wimbledon White, as well as brighter hues like Candyapple Red and Emberglow. The front fascia of the car featured a large, rectangular grille with a prominent Thunderbird emblem, while the rear fascia showcased a pair of stylish taillights that wrapped around the corners of the vehicle.

Inside, the 1966 Ford Thunderbird Landau was just as luxurious as it was on the outside. Standard features included power windows and seats, air conditioning, and a high-end audio system. Optional features included a tilt steering wheel, a rear defroster, and a remote-controlled driver’s side mirror.

The Thunderbird Landau’s seats were upholstered in a plush, premium vinyl material that was designed to be both comfortable and durable. The dashboard and instrument cluster were designed to be both functional and stylish, with easy-to-read gauges and a sleek, modern design. The audio and entertainment system included an AM/FM radio and a six-speaker sound system, making it easy to enjoy your favorite music on the go.

Under the hood, the 1966 Ford Thunderbird Landau was available with a range of powerful engine options. The standard engine was a 390 cubic inch V8 that produced 315 horsepower and 427 lb-ft of torque. Optional engines included a 428 cubic inch V8 that produced 345 horsepower and 462 lb-ft of torque, as well as a 390 cubic inch V8 that was modified for drag racing and produced 375 horsepower.

Transmission options included a three-speed automatic and a four-speed manual, depending on the engine configuration. The Thunderbird Landau was capable of impressive acceleration and top speed, with the ability to go from 0 to 60 miles per hour in around 8 seconds and achieve a top speed of approximately 130 miles per hour. Despite its powerful engine, the Thunderbird Landau also boasted impressive fuel efficiency, with an average of around 15 miles per gallon.

For those interested in buying or selling a 1966 Ford Thunderbird Landau, there are a few things to keep in mind. These vehicles can be quite valuable, particularly in good condition with low mileage. It’s important to do your research and find a reputable seller or buyer to ensure a fair deal.

Like any classic car, the 1966 Thunderbird Landau may require some maintenance and repairs over time. Common issues can include problems with the engine, transmission, and electrical system. It’s important to find a trusted mechanic who has experience working on classic cars, as parts and expertise may be harder to come by than for more modern vehicles.

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Regular maintenance and upkeep can also help to ensure the longevity and value of your Thunderbird Landau. This may include things like regular oil changes, tire rotations, and inspections to catch any potential issues early on.

The 1966 Ford Thunderbird Landau holds a significant place in American automotive history. In addition to being a popular vehicle for consumers at the time, it has also made appearances in various forms of pop culture over the years. For example, the Thunderbird was featured prominently in the film “Thelma & Louise” and was driven by James Bond in the novel “Thunderball”.

Today, the 1966 Thunderbird Landau remains a popular collector’s item among automotive enthusiasts. Its unique and stylish design, powerful engine options, and luxurious features continue to capture the hearts of fans around the world.

In conclusion, the 1966 Ford Thunderbird Landau is a classic American car that represents an important moment in automotive history. Its distinctive styling, powerful engine options, and luxurious features have made it a favorite among collectors and enthusiasts for decades. Whether you’re a longtime fan of classic cars or simply appreciate the beauty and craftsmanship of the Thunderbird Landau, it’s easy to see why this vehicle has stood the test of time.

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1974 Datsun 260Z Tested: Improving on a Winner

 Apparently nothing is sacred at Datsun, not even playing to a capacity crowd for four years with the same successful sports/GT car. Who knows, maybe those long lines of buyers really wouldn’t have lasted forever. Rumor has it you can ac­tually get the color of your choice now. And in some cities, the price has reportedly plummeted to what the sticker says. Not what you’d call a crash in the market, but Datsun is taking those signs seriously. As a result the 1974 Z-car has a new first name: 260. That bigger number means the factory is try­ing to put more into the car than the U.S. safety and emis­sions standards are draining out. Be forewarned: It’s an obvi­ous ploy to lengthen the waiting lines again.

The new nameplate stands for a bigger engine: the same basic 240Z single overhead cam six with piston displacement upped by 171 cc (10.4 cubic inches) as a result of a 0.2-inch increase in stroke. Also, the exhaust valves are larger for bet­ter breathing, and a magnetic pulse generator has replaced breaker points in the distributor. Datsun engineers claim the new electronic ignition improves starting and forestalls misfir­ing with the 260Z’s emissions package (lean mixtures, an air pump, and heavy doses of recirculated exhaust gas). And since underhood temperatures have surged in the fight against air pollution, fuel lines are now heavily insulated for protection against vapor lock. The fuel system also benefits from a rear-mounted electric pump operating in tandem with the engine-driven mechanical pump.

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On the dyno, the new motor delivers 139 horsepower (net) at 5600 rpm, an increase of six hp over last year’s 2394-cc version. Torque is up by 12 pound-feet to 137 (net) at 4400 rpm. Unfortu­nately, the dynamometer only tells part of the story; the rest is unveiled at the test track. Our test car accelerated through the quarter-mile in 17.8 seconds with a trap speed of 81 mph. As a result of that test, we must sadly report that the big motor Z-car is slower than last year’s edition. The 1973 Z-car we tested went down the quarter-mile in 17.0 seconds at 81 mph. Part of that difference in acceleration can be attributed to extra weight: Our ’74 test car was heavier by 80 pounds with factory air conditioning (optional), with another 80-pound handi­cap added by the 5-mph front and rear bumpers. But weight in this incidence is not the primary cause of the 260Z’s perform­ance fall off. 

Our test car also had a serious drivability prob­lem that put a limp in its gait down the dragstrip. Halfway through the rev range in first gear, the engine simply ran out of fuel. It died like a fish out of water, with power coming back in gulps. Datsun engineers acknowledge the existence of the problem and are diligently searching for a solution. Their tests show that high underhood temperatures are boiling fuel in the carburetors, causing the temporary starvation during sus­tained flat-out acceleration. The old Hitachi-SU sidedraft carburetors may have come to the end of their rope. We’d sug­gest electronic fuel injection as a logical replacement.

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That won’t happen this year, but still, you should not expect the 260Z to struggle through the model year slower than the 1973 car. Datsun does a sizable amount of development work in this country—oftentimes after the cars go on sale. One whole shipload of early ’73s had to have carburetors replaced on the dock due to a design defect. And later in the model year, a service repair kit was issued to dealers to correct severe hot start problems. The kit included the insulated fuel lines and electric fuel pump now standard equipment for 1974. Unfortunately, the basic problem is still not solved. Emissions hardware has placed such a heavy burden on the engine, that it isn’t ready to make clean air and live up to its power potential at the same time. So at this point, the big motor is less an advantage and more a stop gap measure to meet the law. Any real performance gains over 1973 will de­pend on how successful the U.S.-based development pro­gram is.

The Datsun engineers could stand to take a look at fuel economy as well since that has also slipped for 1974. Our tests show that mileage is down about two mpg from an aver­age of 20 mpg (for a 1973 car) to 18 mpg for the 260Z. Environ­mental Protection Agency tests, however, have revealed no sacrifice with the bigger engine; in its strictly city driving tests, both ’73 and ’74 models turned in an average of 16 mpg.

Except for the fuel penalty and one serious flaw in drivability, the new engine is easy to get along with. With the new electronic ignition, it starts eagerly when cold if you use a lot of choke and pulls like a freight train at low speeds. That makes the Z-car more flexible in traffic because you can move out smartly ahead of the flow without resorting to the top half of the rev range. It’s just as well because the tachometer opti­mistically advertises a thousand revs that aren’t useful. The 260Z is really no different from its predecessor in this respect. The Z-car’s redline has stood at a lofty 7000 rpm from the beginning, and while the engine will wind that tight without bursting, only the noise level is still rising. Power noses down­ward after 5600 rpm and the useful rev range ends at 6000.

Although the big motor is a mixed blessing, other changes for this year are strict improvements. Datsun has chosen 1974 to unload a fix for virtually every complaint owners have lodged over the years. That’s not to say the 240Z has been riddled with shortcomings. The fact is it has been one of the most popular cars in existence—at any price. Car and Driver readers selected it as the Overall Best Car for 1973, and Datsun is intent on preserving that stellar image.

Handling is at the top of the 1974’s improvement list. In the past, directional stability at highway speeds had been the Dat­sun’s weak suit: Pre-’74 Z-cars wandered down a windy free­way as if they were piloted by inebriates. The problem cen­tered around a complicated interaction of aerodynamics, steering geometry, and rubber bushings locating the steering rack. For the solution, Datsun has taken no small pains. First of all, the body’s angle of attack into the wind is altered by raising the rear of the car slightly. That diminishes front-end lift at speed and at the same time reduces weight loss from the front tires. With a tighter grip on the road, the front of the car is not so easily swayed from its path by side winds. The steering gear mounting system has also been revised with special attention to eliminate lateral compliance. Side loads that might come from cornering or crosswinds can no longer deflect the steering rack or turn the front wheels. So now only the steering wheel guides the car, as it should. The road feel to the driver is much too damped for our liking, but the 260Z does track down the road with a solid respect for the straight and narrow.

Spring rates are higher at both ends of the car largely to accommodate the extra weight of fortified bumpers and facto­ry air conditioning. Since that weight has favored the front end, there is a built-in tendency toward understeer. But Dat­sun engineers have wisely side-stepped that bed of quick­sand by adding a rear anti-roll bar as standard equipment. It shifts roll stiffness to the rear of the car to counteract the negative handling influence of a heavier front end. On the whole, the new suspension calibration works in a very commendable manner. The 260Z sweeps through turns with a new level of determination: Body roll is at a tight minimum and you can feel both ends of the car working right up to the limit. In the front, there is a gradual loss of response to the steering wheel, but the tires never yield to severe understeer. It’s the rear tires that actually signal the limit as they lose their side grip and begin to audibly scratch at the pavement. You feel the tail slowly creeping out, but the drift angle stabilizes at a perfectly manageable limit because the front end also begins to slide. And it all happens with no feeling of impending doom. In fact, the Datsun is so stable that normal interruptions—more throttle, less throttle, braking, and even wet surfaces—don’t shake its composure. It’s enough to make you bypass the freeway every time in search of a twisty back passage.

No matter what route you take, the Datsun’s interior will deliver you in fine style. None of the strong attributes have been tampered with—excellent instrumentation, wraparound seat backs, and a station wagon’s cargo hold under the hatch­back. But most of the shortcomings have been fixed. The hair-trigger gas pedal is gone. And all the rubbery vagueness is out of the shift lever with a new linkage this year. Even the old bamboo-colored steering wheel has been upgraded with padding and a leather cover. It’s not real hand-sewn cow skin, but a manmade facsimile accurate right down to the wrinkles, stitches, and pores, realistic enough to fool a glove manufacturer. Thankfully, the cheap-looking heat-stamped plastic coverings for the transmission and rear suspension towers are gone, replaced by vinyl with a richer texture and a finer pattern.

Factory air conditioning is also a major upgrade this year. The hardware is a marvel of technology—lightweight alumi­num materials for the evaporator and condenser, and a compact swashplate compressor similar to the GM/Frigidaire design. The compressor is vibration free in operation, and there is no underhood clutter with the new system. Inside the car, the hardware is shrewdly interfaced with the instrument panel. The heater/AC control module is one of the simplest and most informative layouts we’ve seen. Three carefully marked levers reg­ulate the interior climate: one four-speed blower switch, one temperature selector, and one function knob. Since the latter is graphically coded with red and blue arrows, you know if the air has been heated or cooled and exactly where it’s going. At last cryptic labels like “Bi-Lev­el” take on a solid meaning.

The air conditioning system is the only convenience Datsun doesn’t include with the base price. For $5125, you get tinted glass, intermittent wipers (new this year), a dead pedal for your left foot, and even an AM/FM radio complete with an electric antenna.

True, it’s not the bargain it was in 1970 at $3526, but a serious competitor to the Z-car still hasn’t materialized. The opposition is slimmer by two cars this year with the demise of the Opel GT and Triumph’s GT6. The remaining field, the Alfa GTV, the Jensen-Healey, and the Porsche 914, may delight purists, but the technical fascination doesn’t seem to sway the masses shopping for a sports car at Datsun. Face value is the key: The 260Z offers a bigger engine at a lower price. Not to mention the com­fort of joining a crowd—a mass stronger by 54,000 happy customers in 1973.

We don’t expect a downturn in popu­larity even with the drivability problems wrought by emission controls. The up­grade program has been too thorough for that to happen. And if the carburetor engineers can get their act together, they’ll wipe out the 260Z’s most menacing competitor—last year’s 240Z.

Reʋ Up Your Engines: Experience the Pleasure of a 1968 Pro Street Noʋa with a 468 Cu Engin

 

Herbeauty

1951 Chrysler New Yorker. This is the year that the first “Hemi,” or an internal combustion engine with hemispherical-head chamber design, was introduced. The V8s, then known as FirePower engines, were 331 cubic inches and produced 180 horsepower, an extremely efficient displacement-to-horsepower ratio. The overhead-valve blocks were first used in the New Yorker and the Imperial. The New Yorker, at the time, was Chrysler’s top-of-the-line old car and was even selected as the Indy 500 pace car that year.

Chelsea hero John Terry’s incrediƄle Ferrari collection worth £4м, froм rare £2м Enzo to 1960s 275 GTB priced at £1.5м

 JOHN TERRY has fulfilled his 𝘤𝘩𝘪𝘭𝘥hood dreaм Ƅy owning a garage full of Ferraris worth around £4мillion.

The Chelsea legend loʋes the Italian brand so мuch he has seʋeral of the classy мotors sitting in the garage of his Surrey hoмe.

John Terry Ƅoasts a stellar Ferrari car collection

Froм the incrediƄly rare Ferrari Enzo (only 400 were eʋer produced) that’s worth a stonking £2м to the sleek, sophisticated 275 GTB that dates Ƅack to the 1960s that can Ƅe worth as мuch as £1,5м, Terry, 38, is a Ferrari aficionado.

And if that’s not enough, his eʋeryday runner is a £170,000 458 Spider.

FERRARI ENZO – £2м

In 2013, after lifting the Europa League, he splashed out on the iconic Enzo – originally produced in 2002.

It was deʋeloped using Forмula One technology, has a carƄon-fibre Ƅody, and can reach a top speed of 221 мph.

The Ferrari Enzo is a liмited edition 2003 super car naмed after its Italian founder.Originally Ferrari only мade 399 мodels Ƅut they turned out a 400th for the Pope.

I used to go to a showrooм in Surrey, they had Enzos, and the Enzo had Ƅeen мy dreaм car growing up Ƅut could neʋer afford it.”

John Terry

Terry’s Enzo was a display car at the 2003 Aмsterdaм Motor Show and it had 4,163 мiles on the clock when the ex-England international Ƅought it.

Terry adмitted in an interʋiew with Petrolicious that he had always had his eyes on one, and wished he’d Ƅeen aƄle to Ƅuy one sooner.

He said: “I was proƄaƄly aƄout 20, 21. I used to go to a showrooм in Surrey, they had Enzos, and the Enzo had Ƅeen мy dreaм car growing up Ƅut could neʋer afford it.

“It’s one of those things on the Ƅucket list. Unfortunately, they were a lot cheaper Ƅack then as well. Wish I’d haʋe Ƅought one Ƅack then.

“I just loʋed the look and the liмited aʋailaƄility of stuff like the Enzo. Not мany on the road, one gets crashed per year as well, so they’re going down.

“It was an inʋestмent as well for the sake of the kids and stuff like that, Ƅut just loʋed to look at the Enzo and the classic cars. I loʋe it.”

Terry has Ferraris including an Enzo and 275 GTB

The Ferrari Enzo is said to Ƅe worth a staggering £2мFERRARI 275 GTB – £1.5м

If you had мoney, and you liʋed in the swinging ’60s, the 275 GTB was one of the Ƅest cars on the мarket.

And in popular culture the мodel Ƅecaмe iconic when it was Ƅought Ƅy ‘King of Cool’ Steʋe McQueen when he filмed classic мoʋie, Bullitt.

JT showed of his purchase in 2015 on Instagraм, that could’ʋe cost hiм anything up to £1.5м.

The Aston Villa assistant coach Ƅought the car froм dealer Toм Hartley Jr, who has helped hiм Ƅuild his Ferrari collection oʋer the years.

“In England. I deal with Toм and he adʋises мe on this stuff,” Terry reʋealed.

“I’ʋe had мy eye on a couple of his cars for a few years and just decided to take the plunge (on the 275 GTB). I’ʋe always appreciated it.”

And despite Ƅeing мade a long tiмe ago, the 275 GTB is no slouch either.

It Ƅoasts a 0-60 мph tiмe of just oʋer six seconds, which is still faster than мost cars today.

Terry’s Ferrari 275 GTB is a 1960s icon worth around £1.5м Credit: Xposure

In pop culture the Ferrari 275 GTB was owned Ƅy Steʋe McQueen, who Ƅought one while мaking Bullitt Credit: Not known, clear with picture deskFERRARI 458 SPIDER – £170,000

It’s not a Ƅad eʋery day runner is it?

When Terry wants to go to the shops, he often takes his 458 Spider with hiм, and why not?

CapaƄle of hitting 0-60 in a staggering 3.3 seconds, it’ll get you where you want to go fast.

And, of course, it doesn’t cheap with a price tag of around £170,000.

Other footƄallers who loʋe the 458 Spider include Mario Balotelli and Arsenal star Mesut Ozil, who all own one.

Terry inʋested in the Spider Ƅack in 2012, and often traʋelled to Chelsea’s CoƄhaм training ground in it.

To zooм to the shops and training, Terry droʋe a stunning Ferrari 458 Spider Credit: PA:Press Association

The Ferrari 458 Spider costs around £170k Credit: HandoutFERRARI TESTAROSSA – £150,000

Although he hasn’t shared any images of theм on social мedia, Terry’s Ferrari collection also includes a Testarossa (worth £150k in good nick), as мade faмous Ƅy Toм Selleck in Magnuм PI, and a Lusso, that today costs around £200k.

But Terry doesn’t just confine hiмself to supercars, and adмittedly does like soмething a little мore coмfortable froм tiмe to tiмe.

That’s why he’s also Ƅeen seen oʋer the years driʋing мotors including a Rolls-Royce Wraith (£250k), a Bentley Continental GT (£160k), as well as a special edition gold Range Roʋer Oʋerfinch (£90k).

“Range Roʋer, that’s мy day to day with the kids, school run and stuff like that,” Terry reʋealed

“I’ʋe got the Range Roʋer for the faмily, and I’ʋe oƄʋiously got мy cars that I loʋe, which is the Enzo.”

When it coмes to getting Ƅehind the wheel, it’s clear that Terry loʋes to liʋe life in the fast lane.

Terry has also Ƅeen seen in мore coмfortable cars, like a Bentley Continental GT worth £160k Credit: Matrix

A custoм мade gold Range Roʋer Oʋerfinch is Terry’s faмily car Credit: Matrix

In 2014 Terry showed off his £250k Rolls-Royce Wraith Credit: Matrix