Speculation is hard. Consider for a moment the collector car realm; I just looked at an active eBay advertisement for a first-generation Bronco that was rusted to the door handles, and the asking price was over $10,000 (and the seller will probably get it!). Meanwhile, this perfectly good 1964 Thunderbird is being offered for $16,999 or best offer, and that might be a tough ask. Buyers with a more frugal bent and less of a concern for what’s currently popular might as well take advantage of market vagaries and cruise around in a classic T-Bird; this one was brought to us by Barn Finds regular Curvette, who found it at a dealer on eBay in Lynchburg, Virginia.
T-Bird fans know that the 1964 model was the first in the trifecta of “Flair Birds,” the last go-round for the unit-body Thunderbird until the 1980 model was introduced. Heavy and luxurious, the T-Bird, with its sole available engine, the 300-horsepower 390, will never be fast, but it will feel effortless in keeping all that mass moving. This 390, along with its attendant Cruise-O-Matic transmission, have been rebuilt. Additionally, the car has been treated to a new aluminum radiator (which is readily available and not too noticeable under the T-Bird’s upper radiator hold down) and an electronic ignition (which I could do without—it’s too blue). The brake booster and master cylinder have been rebuilt and/or replaced, as have the brake lines.
As some readers have certainly noticed, this is not an air-conditioned ‘Bird. That leaves a significant amount of extra room in the surprisingly tight engine compartment, but it’s a non-starter for many classic car buyers. Personally, I would be thrilled to buy a T-Bird without the extra complexity of an AC system, but I live in the Great Lakes. I can take the heat for a few months a year.
The Flair Bird generation arguably had the best of the T-Bird interiors (although I’ll argue that the Bullet Birds were equally attractive). This example has had new upholstery installed, and everything works except for the radio. It seems to be lightly optioned for a T-Bird; it’s fairly uncommon to see one without power windows. If that doesn’t bother you, the dashboard is the only thing to worry about; the cover seems to be covering some cracks (which is not uncommon on ’60s T-Birds), and replacement or refurbishment is tedious and expensive. If you don’t mind the mat, it might be best to let it ride.
The selling dealer says that the body and undercarriage are rust-free. The exhaust was recently replaced and the front suspension rebuilt; from here, you can see that the tie rod ends are new, as are the sway bar links and bushings. I can’t tell about the ball joints or idler arm, but the strut rod bushings could still use replacement.
After some complaints about trunk space in the 1961-63 models, Ford relocated the fuel tank and added this “deep well” trunk for 1964, a huge improvement. The trunk mat in here is new, but the spare tire is missing.
Thunderbird sales improved by almost 30,000 units with the new 1964 model, to an impressive 92,465, and Landau models made up a decent proportion of them (22,715); this one has had a new vinyl top installed, and it complements the yellow paint well. The color itself seems to be a midyear addition to the charts, Code “V” Sunlight Yellow (if I had to guess). It’s certainly had a newer paint job, because the engine compartment is a little more faded than the exterior, but it looks good in pictures, and the dealer invites you to inspect the car and take it for a ride. If you’re in the greater Lynchburg area, you might get a nice T-Bird for just a little more money than a rusty Bronco.
Good write-up and analysis Aaron. This generation of T-Birds is stylish outside, exceptionally stylish and well-appointed inside, with good performance. Bread-and-butter Ford powertrains are straightforward. Maintenance parts still available. Yet they don’t command big prices. Maybe that is good; generally they are priced quite reasonably.
Maybe you won’t draw as much attention at a show as the trendy jacked-up restomodded Bronco next door. So it comes down to what you like and want, and what your bank account can afford.
I like this one, with the yellow color and the contrasting black vinyl roof.
1964 and 1977, two beautiful TBirds.
Nice bird. Recently saw a 63 bird here on the streets of south brooklyn and except for the exterior body its basically the same animal. What that 63 & this 64 both have in common is, as you mentioned, a lack of air conditioning.
Love your comment Aaron, “As some readers have certainly noticed, this is not an air-conditioned ‘Bird. That leaves a significant amount of extra room in the surprisingly tight engine compartment, but it’s a non-starter for many classic car buyers. Personally, I would be thrilled to buy a T-Bird without the extra complexity of an AC system, but I live in the Great Lakes. I can take the heat for a few months a year.”
I’m in the northeast and having come up in the 60’s-70’s I too have no real need or desire for ac, nor the ‘complexity’. Fine if it’s there I guess but back in the day it was the first thing I’d pull from under any hood.
I will add the bullit bird is a little sharper/desirable in my mind. Either way you are so right about the value of some t-birds these days.
I don’t know if this means anything, but I googled 1964 Ford Thunderbird Landau and this exact car, this exact picture was one of the first to show up. I don’t know if that means anything.
I was looking it up because I thought the Landau had the rear side window removed with a larger “b” pillar, but that wasn’t until 1966.
This is such an interesting color, especially for a Thinderbird, but it works, I think.
I love the ’64 through ’66 ‘birds but as someone mentioned, it is not very well optioned and T-birds should have power windows standard. At least in the upscale landau.
I agree Angel. The upscale T-Birds (or ALL of them IMHO) should have had all power and A/C as standard even back then. Of course, in my home state of Louisiana, A/C is a necessity rather than a luxury. My mother’s 1964 demonstrator (my parents owned the local Ford dealership where I grew up) was a medium blue and until the day that she passed away she would say that the 1964 T-Bird “demo” was her favorite car (above later Lincolns and all). She must have “hoarded” a set of keys to that car, as after she passed, we found a set of keys that were 1964 vintage (1965 and on Ford had “reversible keys) and they will turn the ignition, the trunk, and the glove box of my 1956 T-Bird that came out of Wisconsin (had had total frame off restoration)! Small world. (PS: although I’m a FLM guy I will always have a soft spot for Cadillac, The American Standard of Luxury.)
Not to be argumentative, Aaron, but I have to disagree with your statement “the 300HP 390 will never be fast”. I know for a fact that the 390 in my 65 Thunderbird will easily power the old girl way past 100mph. It won’t be quick, but it will easily let you check to see if the speedometer ribbon is long enough to reach the 120 mark. That is “fast” even if it takes a bit longer to get there.
And I’m sure Jerry with a few hotrodding tricks it wouldn’t be hard to improve on the hp #, improving the ‘fast’. Might want to tighten up the suspension a bit as well.
Maybe I should have said “quick.” I own a ’63, and it is definitely not a quick car, but I imagine it will do 100 and then some without too much trouble.
Okay boys- don’t confuse FAST with QUICK.
Fast is top speed
Quick is your 0 to 60 numbers.