The Ford Thunderbird was the odd duck of the group; it was the only American vehicle in the test, it didn't sport a premium badge and it was a roadster instead of a 2+2 convertible like the others. Still, we knew that we had to include this resurrection of a classic. Cashing in on America's current insatiable hunger for all things retro, Ford brought back the once-sterling, as-of-late-tarnished Thunderbird nameplate, in hopes that remembrances of things past will equal a halo car that will help lift the Blue Oval out of its current slump.

For the most part, the company has succeeded. The current Thunderbird is a two-seater based on the Lincoln LS, a rear-wheel-drive sport sedan that can compete with, if not quite overcome, the standards set by BMW and Mercedes-Benz. The Thunderbird is certainly no laggard in terms of power. With 252 horses on tap and 267 pound-feet of twist, the V8 sourced from the LS is the most forceful powerplant of the four vehicles. Of course, horsepower figures don't represent the whole story; they must pull 3,775 pounds' worth of steel, making the Ford the heaviest of the four cars. The engine's power is managed by a five-speed automatic transmission (the only one available). Thus outfitted, the Ford managed to accelerate from 0 to 60 in 7 seconds, outgunning the 9-3 but falling behind the BMW and Volvo. We were, however, impressed by its good-old American V8 exhaust note.

Stoppage is provided by four-wheel disc antilock brakes. The T-Bird's 60 to 0 mph braking distance of 119 feet is quite impressive; aside from soft initial feel of the pedal and grabby calipers, the brakes seemed to resist fade and provided confident power. Our test vehicle had traction control, which is optional on the base trim level; the AdvanceTrac stability control system, available on the Lincoln LS, is MIA. We also noted the lack of side airbags or any kind of rollover protection, even as options.

While some may summarily dismiss the Thunderbird from a performance point of view, we've found that it surpassed our expectations. Compared to the sport-package-equipped BMW, of course, it fell behind, and its 60.6-mph speed through the 600-foot slalom course was the slowest of the group. However, the comfort-biased suspension allowed it to float over bumps, and, like tummy support pantyhose on Oprah, body roll was controlled fairly well, considering the car's heft. The chassis was complemented by the 235/50R17 Michelin Pilot HX MXM4 tires, which offered a high level of grip. No one would call the Thunderbird's steering sporty or telepathic but, again, it works well with the car's relaxed demeanor.

What we would call attention to is the lack of attention to detail in the interior. Alas, most of the components are the same as those in the Lincoln LS. Aside from small turquoise strips and turquoise needles on gray-faced gauges and a silver streak through the dash, there was little here to distinguish it from a regular family sedan. Some suggestions to Ford from our editors included color-contrasting panels and retro cues to match the exterior's flamboyance. We liked the optionally equipped faux wood on the steering wheel and shifter, but the coarse leather trim was mediocre in quality and the hard plastics around the top of the dashboard and areas behind the seats earned only marginal scores.

The Thunderbird lacked some basic features that we consider essential in this type of vehicle. For instance, there is no seat heater option, so if this is your only transport for chilly weather, get the hardtop for a couple grand more. The convertible top was easy enough to operate, but like the Saab's, it wasn't one-touch; you must undo a latch before operation. The top had the quickest operation time since it didn't lower or raise the windows automatically; it took 10 seconds to go down and 12 to raise. Furthermore, its boot cover is cloth and the type you have to install with snaps; it took our editors only a little over a minute to install, and slightly over half a minute to pull it off. Still, it's a step down from the self-covering boot-a-go-go of the other three cars. The hassle will be worth it since the top well looks untidy without it, and the boot cover eats up a great deal of trunk volume, rendering the space all but useless. As previously mentioned, Ford offers a hardtop option for the T-Bird, a wise investment if you don't plan to drive with the top down for months during the year.

The trunk, even when not storing the boot cover, is shallow and the smallest of the bunch, providing 6.7 cubic feet of storage space. This is rather surprising, because the Thunderbird, at 186.3 inches, is the longest car in the test.

Luckily, the Ford's overall extroverted appearance allows for forgiveness for many of its faults; our minty aquamarine tester drew admiring glances and questions, especially, as one of our editors put it, "by every 50-something who told stories of high school memories." We further appreciated the in-dash six-disc CD changer with easy-to-use controls on the dash and on the steering wheel, as well as the dual-zone climate control, but the displays tend to wash out in the glare of the sun. There are shallow door panels and a decent-sized glovebox, and we think you'll make good use of the covered storage bins behind the seats.

The Ford Thunderbird manages to evoke fond nostalgia even while impressing with modern technology. People really responded to its appearance, and we were more impressed than not with its performance potential; we found that calling it a mere boulevardier didn't do it justice. Plus, our test car's under-$40,000 price tag gave it a vast advantage over the other vehicles. What put it in third place was its relative lack of safety and comfort features that we deem important in a vehicle of this class and price. But if you've been pining for the perfect vehicle to crank up a Brian Wilson retrospective on the way to the malt shop or necking with your sweetie at the drive-in, we'd highly recommend the Thunderbird. Just don't let Daddy take it away.

SECOND OPINIONS:

Consumer Advice Editor Phil Reed Says:
It's tough to judge this car side-by-side against others in its class. That's because it is, and always will be, a sentimental favorite. If you want to relive the excitement of your distant youth, remember cruising through the hamburger stand with '50s rock 'n' roll blasting around you, this is the car for you. If you want a true-blue American muscle car convertible, you'll love the T-Bird. But if you are shopping for the best-performing car in its class, the T-Bird should not be your choice. Topping the list of features are the Bird's classic lines with which Ford pays homage to its forefathers. Drive this car and prepare to be stopped by every 50-something and told stories of high school memories. This car also offers impressive V8 power with a guttural exhaust growl. Nice interior touches abound, but there are many generic components, too. And when it comes time to thread a tight turn, it's more of a cruiser than a sports car. Taken for what it is, Ford has done a respectable job and has even kept the price down to a manageable level.

Road Test Editor Erin Riches says:
This comparison test gave me the opportunity to try the Thunderbird again, and after 120 miles with it on little-traveled two-lane highways, I felt very grateful. Previously, I found this roadster too soft around turns, and while I still think the T-Bird is soft, I really like its suspension and steering, which work well together and provide a surprising amount of road feedback. The result is nothing like the sport-tuned 330Ci Convertible, but it is a car that feels playful and inspires confidence when tossed about on curvy roads. If you're only buying this car for cruising, you won't be disappointed, either, as the highway ride is smooth and the standard V8 sufficiently robust for comfortable passing. In spite of its historically grounded styling and attractive leather seats, there's not much to see inside the cabin, which is pretty much a worked-over version of the Lincoln LS. Of course, driving a Thunderbird is about having the sun on your face and looking stylish from a distance, though achieving the requisite top-down look isn't as easy as it might be — first you have to undo a latch, and then when the automatic top is down, you have to snap on the canvas cover yourself (otherwise it takes up a lot of space in the trunk). Do you care about such things? Perhaps not. But you might care about price. The T-Bird was the cheapest convertible in this test, but it could be the most expensive, depending on consumer demand and possible dealer markup.

Senior Editor Christian Wardlaw says:
Critics (like us) haven't given the Thunderbird enough credit for its ability to perform. Though it's been written off by most as a cushy boulevard cruiser, those who might be inclined to push the envelope on a favorite canyon road won't necessarily be disappointed by the T-Bird's power and handling. The V8 emits a pleasing grumble and accelerates the car with verve. Steering feel and responsiveness is excellent, and the brakes, if not easily modulated, can at least be counted upon. The Thunderbird possesses a limit most of its owners will never explore. What owners will do is drive briskly with the top down along meandering coastal roads, the same way we did. In this setting, the Thunderbird shines. It is comfortable, powerful enough to make passing slower traffic easy, offers reasonable cargo room for a week's worth of belongings for two, and has a great sound system with an in-dash CD changer. Plus, the top raises and lowers quickly, making either an easy proposition at a red light. Sure, at high speeds airflow causes the front seatbacks to shudder a bit, and the interior (a facelifted version of the Lincoln LS cabin) is cheaply constructed, but this is a genuinely fun car. It is fun to drive, fun to be seen in and fun to talk about. Can't say that's been true of a Thunderbird in a very long time.

Stereo Evaluation - 2002 Ford Thunderbird