Ford’s Galaxie rotated from a flamboyant, chromed-laden example of 1950s excess to a sedate citizen by the late 1960s. On the way, multiple facelifts and trim levels were assigned to the nameplate, and the wheelbase grew inexorably. Here on craigslist is a fourth-generation low-mileage 1969 Ford Galaxie 500 two-door hardtop, the beneficiary of the last new platform Ford gave this car. The seller wants $15,800 and the car is located in Parrottsville, Tennessee. Other than wearing a grille from a ’70 and brand new Cooper Cobra tires – accumulating about 32,400 miles – not much has changed since she rolled off the factory floor. T.J. spotted this superstar Galaxie for us – thanks T.J.!
The Galaxie was offered with, well, a constellation of seven engines during its fourth generation, all the way from the 240 cu. in. Big Six to a 460 cu. in. V8 (the Police Interceptor of 1973). This car still has its factory 302 cu. in. Windsor installed, good for 200 hp, and the standard column-mounted SelectShift three-speed automatic transmission. The seller suggests that a cross-country drive to its new home is not out of the question. Most of Ford’s mechanical innovations stalled from about 1968 for several years, as the company responded to safety and emissions regulations on the one hand, and later, fuel economy concerns. The sales pitch revolved around luxury – one item the car makers could control – and that meant accessories and size.
This wraparound instrument panel is one example of a styling detail Ford used to kick things up a notch. The steering wheel’s padded center had arrived in 1967 – a safety feature that Ford “sold” to customers; the column was also collapsible. Galaxies always enjoyed several trim levels, the 500 being a mid-range option while the XL was top-shelf. Like its engine bay, this car’s cabin is pristine; note the owner’s manual on the tunnel.
Why is the Galaxy 500 called the Galaxy 500? Apparently, the marketing department believed that the digits helped associate the car with popular stock car races. As a practical matter, the 500 trim level offered full side moldings above the rockers; bright trim surrounding the windshield and top of the doors; and more brightwork outlining the tail lights and rear panel. Values haven’t done much in the last several years; Hagerty pegs an excellent fourth-gen Galaxie 500 equipped with the 302 at about $11,400. Convertibles and larger engines draw more, but not by much. At the moment, the market prefers the vintage look of older generations. Is this one’s low mileage worth a premium?
This design evolved into the 72 LTD convert I once owned. While this Galaxy seems plain compared to my LTD, it looks solid and a good buy. Among my numerous upscale vehicles, FMC has been overall the best. A late 89 Crown Victoria LX with optional Brougham roof was a true Luxury Sedan. After bad experience with 93 Cadillac Brougham, I have since moved on to Grand Marquis and TOWN CARS. For me, the motto Fix Or Repair Daily is far from true 👍
Most of Ford’s mechanical innovations have stalled since 1968? Really? I wonder who’s been designing all those great engines throught the rest of Ford’s history, so far?
Sheesh, that was like an open parenthesis, huh. Meant to say while regulations were cropping up like fruit flies in the tropics but not forever. Fixed it; thanks for making articles at BF better.
It’s not as cherry as you think. Somewhere along the last 55 years the right fender, grill and hood were changed to that of a 1970. They did install the fender molding behind the wheel though. Actually 6 engines were offered in this year. The 240 cubic inch 6, the 302, 351 later in the year, the 390 and a pair of 429’s, one with a 2 barrel carburetor, the other with a 4 barrel carburetor and dual exhaust’s. These were absolutely everywhere in 1969. I personally knew of 9 10 people who bought new 1969 Fords. Unfortunately, here in Wisconsin they rusted out badly within 5 years. A real shame, but people bought new cars (or at least were expected to) every 3 years or so.
Thanks for pointing out the front end change. I thought my clutch was slipping a little. Ours had the neutral safety switch that required you to lift the selector while twisting the key.
Actually that issue was common to Ford products built in this era. I believe that was referred to as a reverse blocking switch. Apparently it was adjustable. My father bought a new 1969 LTD and never had this problem, but if you read the contemporary road tests by Consumer Reports, they complained of this issue in every Ford.
My bought a ‘69 Galaxie and traded it in for a ‘72. I asked why he only kept her for three years and he said he had motor issues with the 351. The ‘72 had the 302 and he kept her until ‘79 when he went over to Buick for a LaSabre coupe because he really liked my ‘71 Electra!
302 Windsor? Never heard of it.
Hi Rodger, the 302 was manufactured in Ford’s Windsor engine plant in Canada. They only began calling it the “Windsor ” to distinguish it from the Cleveland engines, which came out during the 1969 model year.
Actually Windsor is a 351 wedge head. Cleveland is a 351 with splayed valves.
So was there a 302 Cleveland?
Boss
Damn, this is an interesting 69 Galaxie 500, cruiser, bruiser. Didnt pointy beaks start in 70-72? That 302 could easily be warmed up with so few miles on it. Rather have a 390 version, but with so few miles on her what’s not to love?
The 69-72 big fords all shared the same platform. Once in a while you come across a junked police cruiser of same years with the motor long gone but the sway bars for front and rear still on the ground. Those enhanced bars really help this barge hold the road.
Been there with pencil thin, front sway bars. I replaced my smaller front sway bar on my 65 Mercury with a larger 1 1/8″ I think the original was only 5/8″-3/4″