![]() ![]() Production eased to 15,631, but was still five times Corvette's. Porthole hardtops heavily outsold the nonporthole kind in 1956, and virtually all '57 Thunderbirds had them. Changes were limited to a larger 312 V-8 option with 215/225 bhp (nonoverdrive stickshift cars retained the 292, now up to 202 bhp), plus exterior-mounted spare (answering cries for more trunk space), softer suspension (for a smoother ride), and no-cost portholes for the hardtop (a Boyer idea inspired by vintage coachwork). You don't mess with success in Detroit, and Ford didn't with the '56 T-Bird. ![]() It whipped the rival Chevy in 1955 production by nearly 24-to-1 - 16,155 for the model year. With European style and American comfort, convenience, and go, the Thunderbird proved well-nigh irresistible at just under $3000 without options. Styling, conceived by Walker lieutenant Hershey and executed by a young Bill Boyer, couldn't have been better: simple and smooth yet clearly Ford, with rakish long-hood/short-deck proportions recalling the classic early-'40s Lincoln Continental. There's a lot of "mutts" (cars with mixtures of parts from different years) all over the world because of people who do not know (nor care) what the original configuration was.Bill Burnett supervised the engineering, which relied heavily on passenger-Ford components. Many times if a donor car from another year is available, those parts are used and the original ones discarded. There are a LOT of electro-mechanical and hydraulic systems components to deal with, and all work in a specific sequence.Īs for the '61 sheet metal on your '63, I've seen numerous times that cars sold to buyers in Europe often are lacking the correct parts for their model year, usually due to a collision and an inability or willingness to source correct parts (expense being the primary factor). The convertible top system on a '60s T-bird is MUCH MORE COMPLICATED than the run-of-the-mill cars out there, regardless if it's American, British, German, Swedish, Italian, etc. John and the others are doing a great job of helping you out, but you will be well advised to gather as much reference material as you can so that you can be conversant on things they'll bring up, such as adjusting limit switches, relays, hydraulic solenoids, deck lid and convertible top lift cylinders, etc. Having a copy of the Body/Trim/Sealer Assembly Manual and the Electrical Assembly Manual will also be of great help for you, especially since you're not in the USofA. Knowledge of automotive electrical systems and how to read/use a multi-tester are also helpful. This can't be emphasized enough - YOU NEED THE CONVERTIBLE TOP MANUAL along with the factory shop manual for 1962 and the supplement for 1963 as there are numerous little things mechanically, electrically, etc. Mheiron wrote:You need a jumper wire and a convertible top manual. Let us know what happens and we'll try to help as you go along. Access is still not great but we'll walk you through those tricks if we need to. I usually jump the deck to the unlock and then open position for easier relay access to change one. Install the plug first then attach the relay. If I can't get that to work I usually replace the offending relay. You want to get to make the click that tells you it's working. Check the power bar at the base of the relays for power.įirst thing I do is find the correct relay for "deck unlock" (there are eight) and jump power to the single pole operating side (either from the power bar or a battery box). You need a jumper wire and a convertible top manual. A weak battery won't be able to actuate the relays. ![]() Good news is it shouldn't be expensive to get it working.Ĭheck the battery is fully charged. Mine get "sticky" if I don't operate it fairly frequently. If so it's probably a relay (behind the back seat). When you say the deck won't unlock, do you mean you push the button and nothing happens at all? No pump running noises, etc. Your car looks awesome and I'm sure we can get the top working again. The tops are very temperamental to say the least. ![]()
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