1996 Ford Thunderbird User Reviews

Very Happy With It As My First Car. It Has Served Its Purpose Well, And Continues To Do So. — 0-60 in around 6s stock Around 18 mpg city, with a 4.6L V8 Dashboard lights have gone haywire a few times, but then magically fix themselves Automatic temperature control is very nice feature 4 speed automatic transmission is nothing special, but has not been problematic either. Grips the road well enough in good road conditions, but add just a little rain or snow, and driving becomes much more difficult

Primary Use: Sport/fun (spirited driving, track racing, off-roading, etc.)

If You Like Big Cars, And Don't Need To Carry A Bunch Of Stuff Or People, It's Worth A Look. — It's got a torquey 4.6 litre V8, and is one of the few affordable RWD V8 powered cars that you can drive without feeling like you've borrowed your son's car. A gentlemen's sport coupé that surprises more than a few people on a winding road.

Primary Use: Commuting to work

Mark Viii Luxury And Mustang Performance For Under $22,000 — Ford's aging personal coupe is nearing the end of the proverbial line. Seven years is a long time for automotive sheetmetal to be around, and the Thunderbird is looking a little long in tooth. For 1996, the Thunderbird has received a freshened front and rear end that has improved its looks. In spite of these updates, the Thunderbird is due for a full-body makeover (i.e., Taurus, Escort, F-Series and Contour) by the gang at the Blue Oval. Nonetheless, we will be saddened by this rendition's departure because we feel a rare balance between sport and luxury is represented in this affordable car. We received our Laser Red Thunderbird one fine Arizona morning and were delighted to find it equipped with the Sport Package and Ford’s exciting modular V-8 engine. We immediately hunted down the nearest stretch of open road to enjoy the melodious song of this powerful engine. We weren’t disappointed. Acceleration was brisk and Ford thoughtfully included a defeat switch for the optional traction control that allows the kid in all of us the thrill of squealing the sixteen-inch tires, not that WE would ever do that. Flat spots in the powerband were non-existent as we ran the car up to the Grand Canyon State’s much appreciated new 75 mph speed limit. The T-Bird's motive force had us merging with traffic without a second thought. It also let us mow down freeways like some speed-crazed farmer in a supercharged John Deere. Anti-lock brakes on the T-Bird are optional and we were happy that Ford included them on our test vehicle. Early one morning, a smoke-belching Pontiac Le Mans decided to help us test them by pulling into traffic a scant fifteen feet in front of us. The ability to steer while standing on the brakes is the only reason we didn’t trade paint. Cornering is not the Thunderbird’s greatest ability but the car handled reasonably well, with just a touch of predictable understeer. A stiff suspension reminded us that we were in a fast car, but the ride was smooth enough to leave our fillings intact when motoring over Phoenix’s washboard Interstate-17. The Thunderbird has an organic, sweeping dashboard that is dramatically oriented towards the driver. No-nonsense white-on-black analog gauges include: a tachometer, speedometer, voltmeter, fuel and temperature indicator. They are small but easy to read. The equipment buttons and dials are ergonomically correct with the obvious exception of the Ford stereo, we aren’t sure but we think older Ford stereos were designed by malevolent elves that held a grudge against myopic people with big fingers. The hard-to-see lettering on the hard-to-push buttons makes the radio dangerous to fiddle with while driving. Fortunately, the sound quality of the stereo makes up for its disastrous design. Cabin noises were minimal except for a strange rattle in the dashboard that occasionally assaulted our aural senses. Our car had a tan leather package that looked great with the Laser Red exterior, but contrasted oddly with the fighter-pilot charcoal dash. The driving position of the Thunderbird was excellent, but one staffer noted that the rearview mirror was in exactly the wrong place. Every time he looked towards the right fender he caught a glimpse of the trunk. We overcame small blind spots created by the C-pillar with the sideview mirrors, and our drivers enjoyed expansive forward views out of the large windows. Passenger room is commodious and comfortable for a sporty coupe. The driver enjoys a power seat while the passenger has to do things the old fashioned way. Ford deleted the power passenger seat from the option list for 1996, and one of our writers complained that the seat was too low and flat. Several of us noted the uncomfortably low placement of the glove box. Backseat space is big enough to accommodate a six-footer, and those riding back there are kept from stifling by the inclusion of rear air vents. Trunk space is wide and deep but not very tall; liftover is easy but the trunk-lid is so short that items that roll to the front of the trunk are hard to get at. The Thunderbird is a lot of car. Measuring over 200-inches in length, and weighing more than 3500 pounds, no one will confuse this car with a lightweight sports coupe. It offers satisfactory speed and agility and has the added benefit of not being mistaken for a boy-racer hot-rod. In our opinion, this is the ideal vehicle for a mature driver who isn’t quite ready to plant themselves in a garden variety sedan. The Thunderbird is also a great value for the smart shopper. Fully optioned with the V-8 engine, sports package, leather package, premium audio, ABS, and traction control; our Thunderbird had an MSRP of only $21,800. We think the understated Thunderbird is much more attractive than its gaudy corporate-twin, the Mercury Cougar. We also believe that it offers an amazing value when compared to its distant cousin, the Lincoln Mark VIII. The Mark VIII costs a whopping a $26,000 more, but doesn’t deliver that much more luxury. Unless you think a 10-disk CD changer and built-in dash compass are worth $13,000 a pop. We were happy with our Thunderbird and sad to see it go. We wish there were more cars in the market that offered two-door sportiness, a touch of luxury and V-8 power at a reasonable price. Unfortunately, there aren’t. Maybe that’s why Ford is hesitating with the Thunderbird’s makeover; as it stands, nothing can touch it.

They Don't Make Them Like This Anymore. — I bought this vehicle in 2003 and I am the second owner. Bought this thing with 117K now its at about 138K. Straight pipes out the back for that deep rumble and K&N direct intake. I just recently took it out of storage. It sat unused and a bit smashed up from 2005 to 2007 but its back and better than ever. Chris Hardtke and I fixed all the flaws and made it quite presentable. New sound all around with Pioneer speakers and 2 12's in the trunk. USB flash drive head unit and I'm good to go. Very quick. I have been on a few police ride alongs and I think this one is faster and quicker than the Crown Vic police package. Current speed limiter at about 115 but I'm working on getting the Hypertech programmer. I try to keep up on all the mechanical aspects and rust as well, but i don't drive it very much. The roads must be salt free and try to be dry before I even bother with it. My Sundance is my everyday car and close to my heart as well. I have ground effects for it but I have mixed feelings about putting them back on or not. Otherwise handles very well and the 4.6L is very solid unlike the problemactic 3.8L they put in these cars as well. I'm always on the look out for nicer rims as well. I replace parts that wear out on this car such as shocks, sensors, and anything else that shows wear. Giving that no one else destroys this car, because I know I won't, I'd say its good for at least 250K.

Nice Sleeper — One of the first cars I bought, Had it for a few years and enjoyed it. Loved the power from the V-8, it surprised a few people who didn't expect it to have the power it did. I wished I had kept it a few years more.