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In the most exhaustive take a look at that he had ever done, Floyd Clymer drove a 1956 Ford Crown Victoria Skyliner 3098 miles for Popular Mechanics. The 1956 Ford retained essentially the same good handling and ride characteristics of the 1955 models, however with considerably extra snap. The 292 - called the "Thunderbird Y-8" and once more borrowed from the 1955 T-Bird and Mercury - was for Fairlanes. It was geared up with the 292 and Fordomatic. In 1955, for $35 above the $one hundred cost of the base V-8, this bundle had larger 8.5:1 compression and a four-barrel carb, raising the horsepower to 182 - but was accessible solely with Fordomatic. One was the larger-bore 292 V-8 from the new T-Bird and 1955 Mercury, with 8.5:1 compression, four-barrel carb, and 198 bhp. Beginning with the 1954 V-8, Ford had supplied a "Power Pack" option with excessive-compression heads, 4-barrel carburetor with computerized choke, and twin exhausts. It had a Holley four-barrel carb, 8.0:1 compression, and 200 bhp (commonplace transmission); with an 8.4:1 squeeze it cranked out 202 horses (Fordomatic). Strength got here from the standard frame of the Ford Victoria hardtop.

But all in all, this made Ford no match for a Chevy, which with Power Pack and Powerglide could simply zip from 0-60 in about eleven seconds. With overdrive, Motor Trend shaved the 0-60 time to 14.1 seconds. With a 292 engine and Fordomatic, Motor Trend was in a position to chop the 0-60 time to 12.2 seconds, a great 2.3 seconds faster than in 1955. But this nonetheless wasn't enough to sustain with Chevy, which outran Ford at Daytona and in early 1956 NASCAR racing, however not nearly by its 1955 margins. While testing a 1955 Customline 4-door with the 162-bhp V-eight and Fordomatic, Motor Trend obtained a non-exhilarating 0-60 time of 14.5 seconds and an average prime pace of 95.2 mph. The venerable two-barrel carb 272 was rated at 173 bhp with stick, 176 with Fordomatic, but was only for lower-line Mainlines and Custom-strains. The base engine for all 1955 Fords was the "High-Torque I-Block Six," the 223-cid overhead-valve six launched in 1952, now rated at 120 horsepower. Optional at mid-yr was the "Thunderbird Special" 312 (not quite the same engine because the 272/292), rated at 215 bhp with stick, 225 with Fordomatic.

The V-8s, overdrive ($109), and Fordomatic ($178) had been non-compulsory. This was a part of a particular-order bundle for Fairlanes and wagons that additionally included Fordomatic. Sedans and wagons had a K-formed middle cross-member, but the convertible, Victoria, and Crown Victoria chassis obtained additional stiffness through an X-formed support. The Crown Victoria Skyliner V-8 value $2,372, making it $forty eight more expensive than the Sunliner V-eight convertible, but nonetheless well below the $2,633 Country Squire V-8. And naturally there have been a myriad of minor choices, akin to "I-Rest" tinted glass and "rear fender shields." Although the base gold price today of a 1955 Crown Victoria V-8 was $2,302, a completely loaded instance - as a good lots of them have been - showed a backside line closer to $3,500. Rarely (if ever) have been Crown Victorias ordered with the six-cylinder engine. A four-door Victoria was even added, however not in Crown form. For 1955, you may equip your Crown Vic with "Power-Lift Windows" for $102, "4-Way Power Seat" for $64, and, in fact, "Master-Guide Power Steering" for $91 and "Swift Sure Power Brakes" for $33. For a couple of dollars additional, buyers might order a security package consisting of padded sprint and solar visors, as well as seat belts.

Sales of most makes were down after a banner 1955, however Ford's drop in gross sales that yr has frequently been linked to its security marketing campaign - which can or is probably not true. Spurred by Cornell University's analysis efforts and the primary yr of its personal security crash program in 1955, Ford determined to go all out for safety in 1956 with its "Lifeguard design" advertising campaign. While the 239-cid 1954 Ford V-eight had the identical displacement as the time-honored flathead, it had a a lot bigger bore than stroke. The problem with the 1954 V-8 was that it didn't pack all that much power. Ford had spent a lot cash correcting its 1949-1951 body errors with the all-new 1952 that the firm wasn't about to do it over again for 1955-1956 - nor was there really any must. Ford now featured 12-volt ignition (Chevy had it in 1955) and a alternative of three V-8s.

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