1962-1964 Ford

The full-sized Ford vehicles from 1962 to 1964 are often referred to as the "overlooked Fords." While the Mustang remains the most iconic Ford from this period, many details about these early '60s models have faded from memory. Despite this, the engines of the 1962-1964 Fords were remarkably robust for their time. It’s only in recent years that these vehicles, particularly the Galaxie 500/XL models, have gained recognition as collectible classics.

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The Fords from this era trace their roots back to the 1957 Fairlane, which had a 118-inch wheelbase. Although the exterior designs evolved significantly each year, the internal body panels and floor structures saw minimal changes. The wheelbase grew by just one inch in 1960, staying at 119 inches until 1968. However, models from 1965 onward featured a completely redesigned "perimeter" frame.

The defining feature of these large Fords was their engines. The powerful 390 Thunderbird Special debuted in 1961 and became the foundation for Ford's big-block performance engines for years. Essentially, Ford engineers expanded the 352 engine by boring and stroking it. While the horsepower stayed at 300, matching the top engine of 1960, the 390's torque rose to 427 pound-feet at 2,800 rpm. For law enforcement and enthusiasts, Ford provided a 330-horsepower engine that peaked at 5,000 rpm, equipped with solid lifters, a high-lift cam, header exhaust manifolds, and other performance enhancements.

Following this was a 375-horsepower version, reaching its peak at 6,000 rpm. This high-performance engine featured a reinforced bottom end, an additional oil pressure relief valve, larger oil channels, and other minor upgrades. The cylinder heads remained the same as the standard model. Exclusively available in non-wagon models, it was designed purely for racing. Later in the year, a triple two-barrel carburetor version was introduced, producing 401 horsepower.

Ford entered 1962 with a lineup of engines largely unchanged from 1961, including a 223-cubic-inch six-cylinder, a 292 V-8, a 352 V-8, and 390 V-8s producing 300 and 330 horsepower. Early in the year, enhanced 390 engines delivering 375 or 401 horsepower were also available. The 352 and most 390 engines (excluding the 401-horsepower variant) were equipped with single four-barrel carburetors.

Early in the 1962 model year, Ford introduced the 406 engine to replace the 375- and 401-horsepower 390s. The 406 came in two configurations: a 385-horsepower version with a four-barrel carburetor and a 405-horsepower version with triple two-barrel carburetors, both peaking at 5,800 rpm. This engine was designed to compete with the larger engines from Chevrolet, Pontiac, and Dodge. The 406 featured a thicker block than the heavy-duty 390, an increased compression ratio of 11.4:1, reinforced pistons and rods, and larger exhaust valves.

Transmission options were as diverse as The Music Man's wardrobe. All engines except the 406 came standard with a three-speed manual transmission, with overdrive as an optional upgrade. The six-cylinder, 292 V-8, and 352 V-8 engines offered an optional Fordomatic two-speed transmission, which had been refined since its 1951 debut. The 292, 352, and 390 engines could also be paired with a three-speed Cruise-O-Matic. Late in the 1961 model year, a Borg-Warner four-speed manual transmission was introduced for the 352 and 390 engines, becoming the sole option for the high-performance 406s.

The 1962 Ford models were among the last to be styled under George Walker's direction. In late 1961, Walker's recommendation of Elwood Engel for Chrysler's chief stylist role led to a fallout with Henry Ford II, resulting in Walker's departure. Before retiring to become the mayor of Delray Beach, Florida, Walker approved the designs for the 1962 and possibly the 1963 models.

The 1962 Ford bodies closely resembled those of 1961, with subtle changes in trim and body panels to give the impression of a fresh design. The remnants of tail fins were removed in 1962, aligning with industry trends. Round tail-lights were repositioned into a sculpted rear bumper to appear updated. While maintaining the overall dimensions of the 1961 models, the 1962 Fords featured a new roof panel, roof rails, upper back panel, rear quarter panels, deck lid, lower back panel, rear floor area, and rear crossmember. The grille was redesigned to be flatter, replacing the concave style of 1961.

The model lineup underwent some reorganization. With the Fairlane and Fairlane 500 names transitioning to the new intermediate line introduced in 1962, full-sized Fords were categorized under the Galaxie 100 and Galaxie 500 series. The Galaxie 100 was limited to two- and four-door sedans, while the Galaxie 500 expanded to include two- and four-door Victoria hardtops and a Sunliner convertible. The station wagon options included a six-passenger Ranch Wagon, six- and nine-passenger Country Sedans, and six- and nine-passenger Country Squires, all featuring four doors. Discontinued for 1962 were the sleek Starliner two-door hardtop and the two-door Ranch Wagon, a Ford staple since 1952.

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1962 Ford Galaxie 500/XL

1962 was heralded as the year of "The Lively Ones from Ford." The most spirited of the lineup were the 1962 Galaxie 500/XLs, a mid-year release featuring a convertible and a two-door hardtop equipped with bucket seats and a center console, though not necessarily paired with high-performance engines. (The standard engine was a 138-horsepower six-cylinder.)

For years, Ford avoided equipping its top-tier Galaxies with bucket seats and a console to maintain the Thunderbird's uniqueness. However, by 1962, the prevalence of this feature in competitors' standard models forced Ford to embrace the trend.

The 500/XL came standard with unique wheel covers, exterior badges, a chrome-accented console with an elegant shifter, and premium front bucket seats paired with rear semi-bucket seats. Chrome-like Mylar detailing enhanced the door and side trim panels.

The interior offered seven solid color options, and nearly every exterior color Ford produced was eventually available. The starting price for the 500/XL two-door hardtop was $3,268, but adding a larger engine and additional options could push the price beyond $5,000.

The 1962 Galaxies introduced several new features, including two-speed electric windshield wipers, power windows with a safety lock, load-leveling shock absorbers, a remote trunk release, and seat belt anchors (though seat belts remained optional). Transistorized ignition was also introduced in March.

Ford maintained its focus on extended maintenance intervals, offering 30,000-mile chassis lubrication and allowing up to 6,000 miles between oil changes. Radiator coolant was marketed as effective for two years. Single mufflers were reinforced with aluminizing, while dual mufflers were constructed from aluminized steel.

Extra care was taken to protect rust-prone body areas. Nylon bushings were used to minimize lubrication needs and wear, and additional components were plated to prevent corrosion. The 12,000-mile or one-year warranty program continued into its second year.

The 1962 Ford Galaxies debuted on September 29, 1961. By the end of the model year, 704,775 units, including wagons, had been produced, marking a decrease of 86,723 compared to 1961. (However, Ford's overall production increased by over 220,000 units.)

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1962 Ford Racing

By 1962, Ford's quality control initiative, launched in 1959 and bolstered by its 1962 racing program, began yielding positive outcomes. Since 1946, Ford experienced fluctuating quality levels, with improvements alternating between body construction, engines, interiors, chrome plating, and paint finishes.

However, no Ford model matched the 1961 version in overall excellence. The 1962 models saw improved quality control, and the 1963 and 1964 Fords were even better. During this period, Ford applied lessons from the missile industry to eliminate defects and enhance the reliability of its cars in every aspect.

Another key aspect of Ford's quality control initiative was its racing research. Contrary to common assumptions, Ford's racing efforts in the early Sixties weren't solely for marketing. The company rigorously tested its cars on the track, pushing them to their limits. Insights from stock car racing led to significant improvements in aerodynamics, engine performance, and durability for Ford's production vehicles.

In 1962, Ford and Pontiac fiercely competed on the National Association for Stock Car Auto Racing (NASCAR) superspeedway circuit. Ford secured a slight advantage in the eight major races held at Daytona, Darlington, Charlotte, and Atlanta, winning four compared to Pontiac's three, with Chevrolet claiming one victory.

However, the broader picture was less favorable for Ford. Pontiac dominated the NASCAR Grand National season with 22 wins, while Ford managed only six victories out of 52 races, marking its worst performance since 1955. Ford's challenges included the non-aerodynamic Galaxie roofline and issues with early 406 engine blocks. (Later redesigned blocks improved performance significantly.)

The drivers weren't at fault, as Ford boasted a talented roster including Nelson Stacy, Fred Lorenzen, Marvin Panch, Larry Frank, Norm Nelson, Bill Cheesbourg, and Troy Ruttman. The reality was that the 1962 Ford Galaxie with the 406 engine couldn't compete with the Pontiac 421. To address this, Ford introduced a bolt-on "Starlift" fastback roof for convertibles, resembling the sleeker Starliner hardtop roof from 1960-1961.

Due to complexities that would require a separate article to fully explain, NASCAR banned the Starlift roofs after their use in a single race. Today, these roofs are rare, making any 1962 convertible equipped with one a highly sought-after collector's item. (On shorter United States Auto Club tracks, where aerodynamics played a lesser role, Ford performed significantly better.)

In drag racing, Pontiacs and Chevrolets outperformed Fords, making 1962 a disappointing season for Ford enthusiasts. However, improvements were on the horizon across all fronts.

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1963 Ford

The 1963 Fords debuted with the 406-cubic-inch engine, still offering 385 or 405 horsepower. However, early in the year, it was succeeded by the new 427 engine. While not entirely new, the 427 was essentially a bored-out 406, enlarged by one-tenth of an inch. (Officially labeled as 425 cubic inches to comply with NASCAR's displacement limit, it was marketed as a 427.) This engine featured cross-bolted main bearing caps, a side gallery oiling system, a forged steel crankshaft, wedge-shaped combustion chambers, large valves, and solid lifters, with a compression ratio of 11.5:1.

The 427 engine produced 410 horsepower with a four-barrel carburetor or 425 horsepower with dual Holley four-barrels on an aluminum manifold. The street version of the 410-horsepower engine could be equipped with optional transistorized ignition. Like its predecessor, the 406, the 427 was exclusively paired with a four-speed manual transmission.

The robust 427 engine was accompanied by a new aerodynamic "slantback" hardtop roof design, which replaced the more formal Thunderbird-inspired style. While many believed this semi-fastback design was primarily for racing, Joe Oros, Ford Division Chief Stylist at the time, refuted this claim.

Regardless of the motivations behind its design and engineering efforts, Ford experienced its most successful NASCAR season in 1963. Dan Gurney kicked off the year with a victory at the Riverside 500 in January. Fords dominated every race exceeding 500 miles: Tiny Lund won the Daytona 500, Fred Lorenzen took the Atlanta 500 and Charlotte World 600, and Fireball Roberts secured the Southern 500 in a new Ford convertible. By the end of the 55-race season, Ford had claimed 23 victories, including a streak of seven consecutive wins, outpacing Plymouth's 19 triumphs.

Ford's 1963 advertising slogan, "Total Performance," faced challenges at dragstrips. A specialized dual-quad 427 engine with a more aggressive cam and 12.0:1 compression ratio was developed, alongside a fleet of 50 lightweight Galaxie slantbacks weighing just 3,425 pounds.

Despite achieving low 12-second ETs, the Fords were heavier and slower than their competitors, missing out on the National Hot Rod Association championship. By 1964, Ford shifted its drag racing focus to a high-rise manifold version of the 427 engine installed in specially designed midsized Fairlanes.

Ford's mainstream customers also found plenty to appreciate in 1963. The Galaxie's exterior was completely redesigned, featuring side sculpturing and a prominent beltline crease that replaced the flat-sided look of 1962. The concave grille returned, now adorned with a floating Ford crest that also functioned as the hood release.

The iconic taillights were repositioned above the bumpers, extending their circular design to the top of the rear quarter panels. Galaxie 500s and XLs showcased a striking bi-level chrome side treatment, seven hash marks on each rear fender, and a rear panel echoing the front grille design. The instrument panel received its first major redesign since 1960.

The model lineup underwent significant changes. A new budget-friendly 300 series introduced two- and four-door sedans priced below $2,400, while the entry-level Ranch Wagon was discontinued. The Galaxie 500/XL series expanded with the addition of a $3,333 Town Victoria four-door hardtop. Mid-year, Ford launched the "slantback" Sports Hardtop in both the Galaxie 500 and 500/XL lines. Despite its late introduction, 134,370 units of the "1963 1/2 Sports Hardtop" were produced (including 100,500 Galaxie 500s), compared to 79,446 of the traditional hardtops.

While the 223-cubic-inch six-cylinder engine remained standard for most models (excluding XLs), Ford offered eleven V-8 options, though not simultaneously. At the lower end, a 260-cubic-inch engine replaced the 292, and by spring, a 289 took over the 260. These two engines were standard for the XL series. The 352 and 390 V-8s were also available, with the 390 producing 300 or 330 horsepower, both equipped with four-barrel carburetors.

The Fordomatic transmission was limited to the six-cylinder and smaller V-8 engines. The 352 and 390 engines could be paired with Cruise-O-Matic, a four-speed Borg-Warner gearbox, or a new fully synchronized three-speed manual transmission designed for performance.

A new addition to the options was the Swing-Away steering wheel. Major lubrication intervals were extended from 30,000 to 36,000 miles.

In the April 1963 edition of Motor Trend, Jim Wright tested an XL convertible equipped with a 300-horsepower 390 engine and Cruise-O-Matic, achieving 0-60 mph in 9.8 seconds and a top speed of 107 mph. He particularly praised Ford's enhanced and firmer suspension.

A surge in Ford sales boosted full-sized car production to 845,292 units, an increase of 140,517 from 1962.

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1964 Ford

The 1964 Fords received widespread praise from critics and the public alike. The entire 1964 lineup was honored as Motor Trend's "Car of the Year" for embodying the concept of Total Performance through rigorous competition testing. The full-sized models underwent another redesign, emerging as arguably the best Fords of the 1960s.

The exterior designs drew inspiration from several aerodynamically styled concept cars of the time, notably the Torino, which later became a standalone model in 1968. Joe Oros, Ford's chief stylist during this period, recalls a year when Ford and Mercury essentially "swapped hats," with the design intended for Ford becoming the Mercury and vice versa. While Oros isn't certain of the exact year, 1964 is the most likely candidate.

The taillights retained their round shape but were recessed into a sharply defined rear cove. Oros and stylist John Foster noted the challenge of keeping the round taillights while making them appear fresh each year. By 1965, Ford abandoned this approach, switching to rectangular taillights for most full-sized models (except the budget-friendly Customs, which featured a round lens within a rectangular frame). This marked the end of a Ford styling tradition that began in 1952.

The 1963 300 series was rebranded as the Custom series for 1964, with the base Galaxie renamed the Custom 500. The Galaxie 500 and XL notch-back two-door hardtops were discontinued, and four-door hardtops adopted the sleek roofline of the popular Sports Hardtop. Even sedan rear windows, like those on the two-door Galaxie 500 (in its final year), were given a sportier slant.

Engines saw no major changes except for the 352, which gained a four-barrel carburetor and an extra 30 horsepower. Cruise-O-Matic became the standard transmission for XL models, and Fordomatic was phased out for all full-sized Fords.

Motor Trend evaluated two models: a Galaxie 500/XL four-door hardtop with a 390 engine and a two-door hardtop with a 427. The four-door handled tight, winding mountain roads at high speeds effortlessly, with the four-barrel carburetor performing flawlessly even during aggressive cornering.

Acceleration was robust, reaching a top speed of 108 mph without any noticeable lag. The 0-60 mph time was an impressive 9.3 seconds. Fuel efficiency was modest, averaging 11.4 mpg on premium fuel over 1,500 miles of mixed driving conditions. MT's 427-powered two-door, free of power accessories, sprinted to 60 mph in just 7.4 seconds.

The racing season began much like 1963, with Dan Gurney securing another victory at the Riverside 500 and Fords claiming second, third, and fifth places. However, Ford's dominance in the 1963 Daytona 500 was overturned in 1964 due to misfortune and the controversial introduction of the 426-cubic-inch Hemi in Chrysler vehicles.

Plymouths dominated the top three positions. Ford's racing officials protested and requested permission to use an experimental overhead-camshaft engine. NASCAR denied the request but allowed Fords and Mercurys to use a modified version of the high-riser 427 engine designed for drag racing. (This engine's intake manifold was so tall that lightweight Galaxies and Fairlane Thunderbolts required a teardrop-shaped hood bulge to accommodate the air cleaner.)

Ford made a strong comeback at the Atlanta 500, with Fred Lorenzen taking the win. He also triumphed at the Rebel 300 in Darlington and secured eight victories that year, though he missed out on the World 600 at Charlotte, which proved disastrous for Ford.

Early in the race, Junior Johnson and Ned Jarrett, both driving Galaxies, collided and spun out on the backstretch. Fireball Roberts, attempting to avoid the crash, lost control and hit the wall, causing his lavender No. 22 Ford to flip and catch fire. Jarrett escaped his own burning car and helped Roberts free himself from the wreckage. Sadly, Roberts, one of NASCAR's legends, succumbed to severe burns six weeks later.

Despite the tragedy, Ford secured 30 Grand National victories by season's end, more than double Dodge's tally and a record for the brand. Ned Jarrett alone claimed 15 wins, primarily on short tracks.

Total production of Galaxie and Custom models in 1964 reached 923,232, a significant increase over 1963. The Galaxie 500 two-door hardtop was the most popular Ford that year, with 206,998 units built.

Ford seemed to have perfected the generation of cars introduced in 1960 with the 1964 models. While the 1965-1966 Fords were faster on the track, they weren't as well-rounded. Beyond engine improvements, the 1965 Fords differed from the 1964 models as much as an Alfred Hitchcock thriller differs from a James Bond adventure. The mid-Sixties were a time of rapid change in both style and preferences.

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1962-1964 Ford Models, Prices, Production

The full-sized 1962-1964 Ford models were often overlooked during their era due to the Mustang's popularity. However, these "forgotten" Fords have recently gained recognition as collectibles. Explore the models, prices, and production figures for the 1962-1964 Fords in the chart below.1962 Ford Models, Prices, and Production:

1963 Ford Models, Prices, and Production:

1964 Ford Models, Prices, and Production:

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