Results of the usual braking test, i.e., two all-on stops from 80 mph, with a similar '64 model, are quite enlightening and elevate the newly-braked car into proper perspective. The real interest insofar as the new model is concerned lies in the caliper-disc braking system and its effect on the woefully neglected area of stopping performance. Nonetheless, the data panel illustrates the present 'Bird's level of performance.
Frontal area of the latter was 22.1, com-pared to the present car's 22.5 sq. and terminal speed but it would be interesting to determine the relative difference between the new body and the old. Aerodynamics hardly play a part in this car's e.t. That the new 'Bird improves on such performance is most likely because of the different tire size (8:15-15 low profiles) and apparent attention on the part of the engineering staff to reduction of operating friction. quarter-mile time, attaining 72 mph at the quarter marker. Regular readers will recall it returned an 18.7 sec. less and had exactly the same engine /transmission / rear axle equipment, although it was mounted on 8.00-14 wheels. Save for the brakes, there have been no significant mechanical changes between '64 and '65, either-or for that matter since the '62.
has satisfied itself with only a slight re-arrangement of decorative bright work to serve as the visual indicator of the new model year. That test car, a convertible with the then-available fiberglass tonneau cover and wire wheels, has been superseded by the newly-dressed 'Bird which displayed its angular lines for the first time last fall. A case in point is the Thunderbird, which Car Life editors last reported on in the July 1962 issue. ONE THING ABOUT a stable car design: There's not much point in putting one of the models through road test procedures every year or so.
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