Both Ford and Chrysler came out with cars named Thunderbolt that were never
put into mass production. Here is a little information about both cars.
1940 Chrysler Thunderbolt
Built on the smaller 128.5-inch Traveler/New Yorker/Saratoga
chassis, the Thunderbolt used the optional 323.5-cu.in. Crown
Imperial engine, which produced 143 hp @ 3,400 rpm. Many
advanced features of both the Newport and Thunderbolt were
shared-electrically activated, push-button door switches; Lucite
edge-illuminated gauges; and the advanced styling of the Le
Baron all-aluminum body construction. Unlike the Thunderbolt's
constant curve, the Newport featured downward-sloping fender
lines that carried past the rear doors until it reached a
kick-up at the rear wheel. Both cars had electrically operated
concealed headlights, but the Newport's front bumper and grille
treatment was far more conventional than the Thunderbolt's. The
one-piece hardtop was also functional, at the push of a button
recessing into a space behind the bench seat. Other electrically
operated components included the trunk lid and side windows.
Interiors were fully trimmed in leather, while different paint
and color choices gave each one a unique appearance.
Le Baron constructed six Thunderbolts for Chrysler; they were
used for dealership showroom displays and were eventually sold
off to private buyers. Of the six built, perhaps only two or
possibly three survive.
1964 Ford Thunderbolt
Even with their strong 427-cid V-8s and lightened front ends,
big body-on-frame Ford Galaxies were no match for the
lighter-still unibody Dodge and Plymouth muscle cars. The
obvious solution was to stuff the 427 into the midsize Fairlane.
Nothing good comes easy. With help from Dearborn Steel Tubing, a
contract car builder, Dearborn concocted the race-ready and
street-legal, if not exactly streetable,1964 Ford Thunderbolt.
To compete in drag racing with lighter muscle car rivals, Ford
stuffed its
biggest V-8 into the midsize Fairlane body to create the 1964
Ford Thunderbolt.
Extensive front-end modifications were necessary to custom-fit
the big-block, and eight equal-length exhaust headers had to be
snaked through the suspension components. The competition 427's
high-rise manifold elevated the air cleaner above the fender
line, requiring a teardrop-shaped hood bubble. It gulped air via
screened inner headlight bezels. Transmissions were a
Hurst-shifted four-speed with 4.44:1 gears or an automatic with
4.58:1. Massive traction bars, asymmetrical rear springs, and a
trunk-mounted 95-pound bus battery helped get down what was
realistically 500 bhp.
