Franklin’s Situation was now Quite Desperate
The Landau was far more lost the key card for my condos elevator. The host is now telling me I need to go to the local police station, report it stolen, file a report and then buy a new one from the front desk. Bangkok popular. Introduced in the spring of that year, it came with a special numbered plaque on the console, plus all-white interior, special paint, and spinner wheel covers. Though Thunderbird production was down in these years, it remained far higher than it had been in the two-seater days. There were also 2000 examples of a Limited Edition 1963 Landau. At $4398 it cost only $77 more than the standard hardtop, yet delivered a vinyl-covered roof with a fake landau or “S” bar on each rear pillar, plus a spiffier interior. By 1966, it was outselling the plain hardtop; three years after that it was generating the bulk of T-Bird sales. Despite these minor touches, buyers flocked to the Landau.
Regular deliveries didn’t begin until September 2001, delayed by unforeseen problems that had cropped up in preproduction. This was another black eye for Dearborn’s image, coming after the Explorer/Firestone tire debacle and a rash of recalls involving early examples of Ford’s Focus subcompact. Essentially, the new T-Bird was a shortened Lincoln LS with a convertible body. Wheelbase was trimmed 7.3 inches to 107.2, though that was more than five inches longer than the 1955-57 dimension. Cooling-system and other woes required replacing components that had been thought acceptable.
But the size reductions for this eighth generation were just as dramatic as they’d been for the seventh: 16 inches in overall length, 4.5 inches in width, 5.6 inches in wheelbase (now 108.4). Next to the ’76, the 1980 looked positively tiny: two feet shorter, eight inches narrower, a foot less between wheel centers, and nearly a ton lighter. Yet it was no less comfortable or luxurious than its immediate predecessors. The interior blended opulence and convenience, and a split front-bench seat, buckets, and purpose-designed Recaro bucket seats were all available. The adoption of the Fox platform returned Thunderbird from body-on-frame to unitized construction for the first time since 1966, which contributed to both weight efficiency and interior-space utilization.
As a result, an unblown LX took a sluggish 10.4 seconds in Consumer Guide®’s 0-60 test. The magazine’s five-speed Super Coupe was far livelier at just 7.8, but would have been faster still without so many extra pounds. More disturbing for an all-new model, production dropped again. The ’89 also ended up way over budget, prompting Ford to fire some development engineers. The ’89 total was below 115,000, and the little-changed 1990 models were 1000 units under that.
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