When you think of a car along the lines of what it would look like if it wore a different badge but was otherwise left unchanged, it can transform your perception of its place in the market. In the case of a vehicle like the Ford Thunderbird Super Coupe, if you think of it purely as something that wears the familiar blue oval badge, it can lead to the perception of it being an overstuffed two door. But if it wore, say, a BMW badge, it would take its rightful place in the lineup as a powerful GT coupe available with three pedals. This 1993 Ford Thunderbird SC is listed here on craigslist in Richmond, VA for $12,500 and features the desirable 5-speed manual.
When we evaluate a BMW 6-Series Coupe – such as the E24 platform model – or even the later 8-Series, we generally don’t complain about its power-to-weight ratio or whether it made enough power. Because BMW had a history of making compelling luxury coupes that could also be transformed into interstate long-range missiles with the option to row your own gears, most of its big coupes are given a chance to succeed. With cars like the Thunderbird, because of its long-in-the-tooth history of being a heavy, slow personal luxury coupe, the peanut gallery adopts an attitude of, “Why even bother?” when Ford decided to make it into a 6-Series competitor. The Thunderbird SC was actually quite compelling, with an attractive, strictly-business cockpit, no goofy gadgets or features, and a list of equipment that was almost entirely driver-focused.
The trick suspension featured adjustable Tokico shock absorbers, along with a wide range of adjustment settings that allowed drivers to program the system’s dampening. Known as “Automatic Ride Control,” it truly was a world-class setup – if only the masses had appreciated just how advanced the engineering behind the SC was. Other notable features included contoured bucket seats with adjustments geared towards keeping the driver firmly in place, four-wheel disc brakes, a subtle body kit that improved its looks without being obnoxious, and 16-inch alloy wheels (that have been plastidipped in this case, which should absolutely have been removed for photos to maintain a stock appearance.)
The Thunderbird SC was a true four-seater performance coupe, with a usable back seat. The supercharged V6 produced 210 horsepower and a meaty 315 lb.-ft. of torque, good for a 0-60 run reliably in the 7 second range (although some road test editors at the time claimed they achieved high 6s). Regardless, the Thunderbird SC did everything right, and its road-holding ability was considered among the best of its day. However, brand stigmas are hard to shake, and even with its many attributes, the big coupe didn’t win over enough BMW shoppers to survive. Today, examples like these are sought after, and this one’s long list of recent maintenance and mostly stock condition should keep its time on the market short. Thanks to Barn Finds reader Rocco B. for the find.
I agree with your discussion Jeff. I think the Super Coupes were quite credible efforts. But they were saddled with being “just a Ford” and further, “just a Thunderbird” (though the preceding Turbo Coupes were also desirable cars). This one looks good. They don’t trade for big bucks. I also prefer the stock finish on the wheels.
The value and performance of an LX 5.0 Mustang pkg must have hurt Ford sales on this model. An in-house.. not so bad problem to have. 💁♂️
Is this new enough that the automatic seat belts were no longer a thing?
I always loved these cars too – it was only in the years following their production that I learned the backstory on how controversial they were at Ford and that folks got fired for missing weight targets, etc.
I’ve always thought the Thunderbird SC is a great looking car, but it’s that supercharged V-6 that has kept me away from them. I’ve heard rumors that it likes to blow head gaskets. Too much PSI in the supercharger and not enough beefyness in the engine. I wonder if FORD should have stuck with the tried and true turbo 4-banger up through 1997. The NASCAR boys sure did like the low air drag of these bodies. Alan Kulwicki won the championship in 1992 and FORD took home the manufactures trophy that same year. I’ll just buy a project SC and put a 351C in it. Now we’re talkin.
I’ve heard a lot of comments on head gaskets as well – and not just these SCs, but on the Taurus 3.8s as well.
I had a ’90 Cougar XR7 that I bought new with this exact drivetrain in it, 141,000 miles and never a minutes problem with the head. It did develop a rattle in the supercharger that I was about to replace when an idiot on the freeway rear-ended me in the rain at about 65-70 and spun it into a wall wiping it out (looked like a Gremlin). On the other hand we had a ’93 Cougar with a normal 3.8 that did lose a head gasket. So prevalent Ford had a pre-made gasket/ head bolt kit for it. That car didn’t make 70,00 miles when it let go.
Strangely enough, I had an ’87 Cougar 3.8 that did 360K with nary a head gasket or overheating problem. In fact, only major thing I ever did to that car was a timing chain at 212K. Original fuel pump too! Running like a new one until an underage/unlicensed driver ran a red light duping rides in her mom’s Mustang. Car saved my life since the hit was right at the driver’s door & A-post area.
I never understood why the 3.8 was so bad when the bored-out 4.2 in 1/2 ton trucks/vans was considered a very stout/reliable piece. YMMV but moral of the story is don’t overheat or run your junk hot.
The head gasket problem was far more prevalent in the naturally aspirated 3.8l engines, the SC engine wee pretty much bulletproof, in my years with Ford on the service side I honestly cannot remember a single 3.8 Super having any head gasket problems at all.
These were very stout performers and even when paired with the AOD, had surprisingly great performance, for its time, of course.
Always wanted one of these but had a Mustang GT Conv and a 325 BMW. Needed a more practical car so bought a Ranger. I rented a car and they gave me a bird similar to this and was impressed how far it had come having spent time in a neighbor’s 74 barge. Red and a 5 speed. Very tempting.
This will be a sweet deal for someone. Back in the college days, one of my bud’s dad bought the 30th Anniversary edition of this. He took us out for a ride & when he got on it, the rear end tried to come around & discuss the matter, but he kept it under control. He wanted to do a trade with me: My CJ-7 + $13k. Didn’t have that kind of $ at that stage in the game, so no could do. Probably a good thing.
A Ford factory friend was driving one of these when he came to visit for Hot August Nights. It was an R&D car that he had for a few weeks. He wouldn’t tell me what was under the hood only to say it was a 3.8 supercharged. I was driving and ended up next to a ’55 Chevy with a blower sticking out of the hood. He was reving his engine and wanted to play. My buddy said “take him!” I inquired as to launch technique. He replied, ” 5,000 RPM and sidestep the clutch.” I did as instructed and the car exploded off the line and never even got a glimpse of the ’55. It was a truly remarkable experience. The car felt like a 429SCJ Mustang at part throttle. I instantly wanted one. But knew one that didn’t come from R&D wouldn’t be the same. That was the second R&D Thunderbird I had driven. The first was a Turbo Coupe. It wasn’t as fast as the R&D Super Coupe, but it was way faster than your off the showroom floor Turbo Coupe!.
I bet Wayne’s R&D didn’t have a 2.7 axle ratio like all delivered SC’s and XR7’s had and with no optional ratios. That ratio killed this car. As a dealer, I decided to take my first XR7 for a spin. On I-80 in PA’s little hills, the car couldn’t hold it’s speed in 5th. The automatic version had 3.2 ratio and probably drove nice, but I never drove one, my religion requires that all performance cars have 3 pedals.
I love the Super Coupes, sold them for the first couple of years. The market for this generation of ‘Birds is very soft. Getting more than 7-8 grand for a nice one like this is a challenge.
One reason that the Super Coupes don’t resell well is that they are money pits when it comes to repairs. The 3.8 gasket issue is well-known. The material between the back cylinders and the water jacket is not much, so the boost really makes a bad problem worse. Supercharger maintenance with the unusual intercooling is challenging and there are certain crankshaft sensors and such that border on being made from unobtainium.
In short, someone buying one of these would not be buying it to be a daily driver unless they want every weekend filled.
My buddy gave me one of these, non-running but complete and rust free.
It was a black on black 5 speed I never did get on the road. It sat for a couple years while I was restoring my fastback and some guy came to the house to do some work. He got a chubber over the 5-speed so we wound up making a swap. Work for the car.
Alas, to my everlasting chagrin, he turned it into fodder for the local dirt track. Barberville claims another one.
Dog gone shame that.
I’ve had a non-supercharged 3.8 T-Bird. Fun driving car but it was a cruiser, same with my 94 with 4.6. The one I’d have loved to at least drive was Ford made 3 special IIRC 97 coupes for the Hot Rod Power Tour in 96. The put the Mustang DOHC 4.6, 4 speed and IRS under them. I really thought I’d trade off my 94 if they came to market. Turned out 97 was the last year before Ford retired the T-bird so it was not to be. I could dream though.
These all came with IRS. Supercharged or not.