Ford Zephyr | Classic Cars Wiki | Fandom powered by Wikia [ show ] Ford Zephyr History The Mark I Ford Consul and Zephyr models were first displayed at the Earl's Court motor show in 1950. They were the first to use in mass production the MacPherson Strut independent front suspension which is still widely used today. Production began with the Consul on January 1, 1951. The Mark I model ran until 1956. From April 1956 the Mark II Consul, Zephyr and Zodiac went on sale and were known as the Three Graces. The Mark II range was a big seller and finished its run in 1962 when from April that year the Mark III Zephyr 4, Zephyr 6 and Zodiac went on sale; the Consul name was dropped, the car's place in the Ford UK line-up being filled by the first four-cylinder Ford Zephyr. While the Mark II Zephyr and Zodiacs had shared the same body (the Consul had shorter front guards and bulkhead), the new Zodiac and Zephyrs launched in 1962 shared few body panels.

With the Mark III, Ford finally sorted out problems that had beset previous models (Mark I axles and Mark II gearboxes were particular weaknesses) and the Mark III proved to be the most popular and durable of the range (it is said that possibly no other UK-based car had undergone as much pre-production testing). The model sold at a rate equal to or better than the Mark II both in the UK and overseas, but was in production for a shorter time. During the last months of production, an up-market Executive version was added to the Mark III range, and examples of these are today highly sought after. The Mk III range was discontinued in January 1966 (many believe prematurely given the cars' success) and the completely new Zephyr / Zodiac Mark IV range was released in April 1966. This car was somewhat ahead of its time with a design that anticipated the later Consul/Granada range with V-engines and independent rear suspension, but the research and development of the model was very rushed and this unfortunately reflected in its durability. Although the Ford Zephyr never saw American production, a very limited amount were imported into the US and the name itself has appeared on other American Ford-related cars.

The first use of the Zephyr moniker was in 1936 with the Lincoln-Zephyr a smaller companion to the full sized Lincoln sedan sold at the time, followed in the early 1980s with the Mercury Zephyr, an upscale version of the Ford Fairmont, and the Lincoln Zephyr was resurrected began its second production run in 2006 with the name changed to the Lincoln MKZ. Mark I Zephyr Six (or Zephyr Mark I) Model number EOTA The first of the Zephyr range was a lengthened version of the four-cylinder 1,508 cc (92 cu in) Consul, with a 2,262 cc (138 cu in) six-cylinder engine producing 68 bhp (51 kW). It had MacPherson Strut independent front suspension and a live axle with half-elliptic springs at the rear. The car could reach just over 80 mph (130 km/h) and 23 mpg. The Ford Zephyr Six was available with 4-door saloon, estate and 2-door convertible bodies.

The convertible version was made by Carbodies and had a power-operated hood; the estate car was by Abbotts of Farnham and was sold as the Farnham. The car was a success not only in the market place but also in competition. In 1953 a Ford Zephyr Six driven by Maurice Gatsonides won the Monte Carlo rally, pushing a Jaguar Mark VII into second place in the process. Two years later a Ford Zephyr Six driven by Vic Preston with D P Marwaha achieved an outright win in the East African Safari Rally. A saloon tested by The Motor magazine in 1951 had a top speed of 79.8 mph (128.4 km/h) and could accelerate from 0-60 mph (97 km/h) in just 20.2 seconds. A fuel consumption of 23.7 miles per imperial gallon (11.9 L/100 km; 19.7 mpg-US) was recorded. The test car cost £842 including taxes but was fitted with optional leather trim, heater and radio (the basic car cost £842).

Zephyr Zodiac (or Zodiac Mark I) Model number EOTTA The Zephyr Zodiac (or Zodiac Mark I) was an upmarket version of the Zephyr launched at the London Motor Show in autumn 1953. It had two-tone paintwork, leather trim, a heater, windscreen washers, whitewall tyres and spot lights, etc. The engine had a higher compression ratio - 7.5:1 instead of 6.8:1 - increasing the maximum power to 71 bhp (53 kW). A car tested by The Motor magazine in 1955 had a top speed of 80 mph (130 km/h) and could accelerate from 0-60 mph (97 km/h) in 20.2 seconds. A fuel consumption of 22.2 miles per imperial gallon (12.7 L/100 km; 18.5 mpg-US) was recorded. The test car cost £851 including taxes. There are no official records of Zephyr Zodiac convertibles being produced but there were a few estate cars.

Gallery Zephyr Mark II Model number 206E In 1956 the Consul, Zephyr and Zodiac were all restyled to a new family look. The 6-cylinder cars' engines were enlarged to 2,553 cc (156 cu in), with power output correspondingly raised to 86 bhp (64 kW). The wheelbase was increased by 3 inches (76 mm) to 107 inches (2,700 mm) and the width increased to 69 inches (1,800 mm). The weight distribution and turning circle were also improved. Top speed increased to 88 mph (142 km/h) and the fuel consumption was also improved at 28 mpg-imp (10 L/100 km; 23 mpg-US). The Zodiac and Zephyr were also offered in two body styles these being the "Highline" and "Lowline", depending on the year of manufacture — the difference being 1.75 in (44 mm) being cut from the height of the roof panel.

The "Highline" variant featured a hemispherical instrument cluster, whereas the "Lowline" had a more rectangular panel. In Australia, the Mark II Consul, Zephyr and Zodiac were built at Ford's factory in Geelong. As well as a 3-speed manual gearbox there was an optional overdrive and from 1956 (1959 in Australia) a Borg Warner DG automatic transmission. At first drum brakes were fitted all round (with a larger lining area of 147 sq in/950 cm2) but front discs became optional in 1960 and standard from mid 1961 (in Australia only 4-wheel drum brakes were available; some dealers fitted servo-assistance from 1961). A two-door convertible version was offered with power-operated hood. Owing to the structural weaknesses inherent in the construction of convertibles very few convertibles are known to survive: probably only 20-25 examples. In Australia utility (pick-up) and station wagon (estate) versions built in local factories were sold.

A convertible with overdrive tested by The Motor magazine in 1961 had a top speed of 88.3 mph (142.1 km/h) and could accelerate from 0-60 mph (97 km/h) in 17.0 seconds. A fuel consumption of 24.5 miles per imperial gallon (11.5 L/100 km; 20.4 mpg-US) was recorded. The test car cost £1193 including taxes. Australian manufacture of the Zephyr continued until 1962, in which year production reverted to assembly of Mark IIIs from imported Completely knocked down kits Motorsport The Zephyr Mark II was one of the first cars used in the British Touring Car Championship, having been used by David Haynes at the first ever round. Between 1958 and 1962, the Zephyr was raced 42 times, taking 10 wins in class. In 1959, the Zephyr was put into the BTCC history books when Jeff Uren became the BTCC driver's champion, having taken his Zephyr to six class wins that year.

During the 1962 season, the Zephyr was phased out of the BTCC in favour of the larger Zodiac. Zodiac Mark II Model number 206E The Mark II Zodiac was slightly altered to distinguish it from the lesser variants, having more elaborate tail-end styling and at the front a different grille. The auxiliary lamps and wing mirrors were deleted from the Zodiac range but it retained two-tone paint, whitewall tyres, chrome wheel-trim embellishers and gold plated badges. A car tested by the British magazine The Motor in 1956 had a top speed of 87.9 mph (141.5 km/h) and could accelerate from 0-60 mph (97 km/h) in 17.1 seconds. A fuel consumption of 21.5 miles per imperial gallon (13.1 L/100 km; 17.9 mpg-US) was recorded. The test car cost £968 including taxes.

Gallery Zephyr 4 Mark III Model 211E Rather than call the smaller-engined model the Consul as before, Ford UK called it a Zephyr 4 — the 4 to indicate that it had the four-cylinder 1,703 cc (104 cu in) engine from old Consul. A four-speed manual gearbox, now with synchromesh on all ratios, was standard, with overdrive or automatic transmission available as options. Zephyr 6 Mark III Model numbers 213E, 214E (right-hand drive and left-hand drive) The Zephyr / Zodiac Mark III shared some of its mechanical components, as well as the basic chassis design, with the Mark II, but had a stronger overall body construction. The exterior was designed by Canadian Roy Brown who also designed the Edsel and the Cortina , though the rear of the body was inspired by a design proposal by Frua. Unlike the Zephyr 4, the Zephyr 6 had a full width grille including the headlight surrounds: overall body length and width were the same for both Zephyr III versions, however.

With the same 2,553 cc (156 cu in) displacement as before, the Mark III model had higher compression ratio resulting in some 20 hp (15 kW) higher output as well as a broader torque range. Only saloons and estate cars were made, the estate being a conversion by Abbotts of Farnham. Zodiac Mark III Model numbers 213E, 214E The Zodiac was an upmarket version of the Zephyr 6, but differed considerably from that model by the limousine-type rear doors, sharper roofline (with narrower C-pillar) and tail, unique grille (four headlights instead of two), exclusive bumper bars, plusher seating, and up-market upholstery, dashboard and interior fittings. A choice of individual or bench front seat was available trimmed in leather or cloth. The front doors and bonnet panels were shared with the Zephyr 6. The Executive version had extra luxury fittings again. The 2553 cc single-carburettor six-cylinder engine was improved internally to increase the power output to 109 bhp and a new four-speed all synchromesh transmission with column change was fitted.

The brakes, servo assisted, use discs at the front and drum at the rear. A Mk III saloon tested by the British The Motor magazine in 1962 had a top speed of 100.7 mph (162.1 km/h) and could accelerate from 0-60 mph (97 km/h) in 13.4 seconds. A touring fuel consumption of 22.6 miles per imperial gallon (12.5 L/100 km; 18.8 mpg-US) was recorded. The test car cost £1070 including taxes on the UK market. Gallery Zephyr Mark IV Models 3008 / 3010E In 1961, Ford began a complete redesign on the Zephyr, under the title of "Project Panda". As the car used the new V-series engines, the then traditional long bonnet concept created a problem until design engineer Harley Copp required that the car was both larger and had more internal space, and came up with the idea of placing the spare wheel ahead of the radiator on an angle. The result was a vehicle of similar dimensions to the North American Ford Fairlane .

Unfortunately, as the MkIV carried over so little engineering from the MkIII, Copp's insistence on independent rear suspension resulted in an alarming “tuck-under” of the outer rear wheel when cornering with the back seats empty. Neat “bow-back” styling made the capacious boot look deceptively short, but the large expanse of bonnet was unkindly likened to the landing deck of an aircraft carrier by some journalists. The Mk IV range was launched, not at an October motorshow, but in the Spring of 1966 with new V format engines, the 4 having a 1,996 cc (122 cu in) V4 and the 6 a 2,495 cc (152 cu in) V6 unit. The independent suspension was aided by servo-assisted disc brakes on all wheels. In November 1966 the manufacturers announced a plan to introduce an "export special" version of the Zephyr Mk IV combining the 3-litre engine of the Zodiac with other specifications largely following those of the existing Zephyr. This 3-litre Zephyr was not offered by Ford on the domestic (UK) market.

Criticism of the handling of early examples led to the fitting as standard of radial-ply tyres on the larger-engined version in place of the more conventional (in the UK at that time) cross-ply tyres with which all versions were shod at the 1966 launch, and the retro-fitting of radial-ply tyres to early examples addressed the tendency of the rear wheels to slide uncontrollably in wet weather, justifying in the process Ford's investment in a new and relatively sophisticated rear suspension arrangement for the Mark IVs. Even after that a contemporary nevertheless opined that the ride involved a certain amount of 'float', and reported that the nose-heavy handling called for a 'strong driver', a problem which the more expensive Zodiac and Executive versions mitigated through the fitting as a standard feature of power assisted steering. Cost constraints precluded adding power assisted steering for the Zephyr, but during its production run the steering ratio was lowered which reduced the strength needed to change direction by increasing the number of turns between locks from 5.5 to an even higher 6.4.

Another production modification for the 4-cylinder Zephyr involved redesigning the valve gear in order to eliminate the need on the early Mk IVs for frequent tappet adjustments. The size of the bonnet was emphasized by square cut styling of the wings. A practical use was found for some of the extra space in front of the driver: the spare wheel was stored, ahead of the engine, under the bonnet, freeing up space at the other end of the car for more luggage. Although large, the car, at least in its Zephyr form, was not particularly luxurious. Individual front seats were available at extra cost, but the standard front bench-seat was described by one commentator who ran the car on a long-term test as being intended for people no taller than 5 ft 8 in (1.72 m) who have the right leg 3 inches (8 cm) shorter than the left. An estate version of the Zephyr Mark IV was announced just in time for the London Motor Show in October 1966, though deliveries commenced only in January 1967.

As with the earlier Zephyrs, volumes did not justify tooling up for estate production at the Dagenham plant, and the cars were instead built by E.D. Abbott Ltd of Farnham, based on part finished saloons received from Ford. The Mark IV Zephyr estates (like their more expensive Zodiac siblings) came with black vinyl covered roof, a fashionable distinguishing feature of upmarket vehicles at the time: retention unchanged of the saloon's rear light clusters attracted criticism, however, because of the way it narrowed the rear hatch opening at floor level when compared to the arrangements on the cheaper Ford Cortina estates . Zodiac and Executive Mark IV Models 3012E / 3022E The Zodiac Mark IV and "Executive" had four headlights and an uprated 2,994 cc (183 cu in) V-6 engine. Claimed output was 136 bhp 'net' at 4,750 rpm, with 181.5 ft·lb (246.1 N·m). of torque at 3,000 rpm.

The Zodiac featured an alternator instead of a dynamo on the Zephyr, an adjustable steering column, a spare wheel in the engine compartment, a heater and Aeroflow ventilation, electric window washers, 2-speed wipers, a cigar lighter, rev counter, clock, ammeter and reversing lights as standard. In terms of price (and probably also in terms of cost), the Zephyr/Zodiac Mark IVs with their complex independent rear suspension design represented a considerable step up when compared to the Mark III big Fords which they replaced: Ford also determined to widen the price gap between the Zephyr and Zodiac version. In January 1967, less than a year after the car's introduction, it was announced that production of the Mark IVs was being cut back in response to poor sales. The announcement was accompanied by several pieces of more upbeat news about Cortinasales , and it was stressed that workers taken off Zephyr/Zodiac production would all be redeployed on the Cortina production lines. An estate version of the Zodiac Mk IV was announced at the same time as the Zephyr equivalent, and built alongside it at Farnham. There was no "Executive" estate.

The "Executive" was an upmarket version and had the highest specification offered by Ford to UK customers in the 1960s. Automatic transmission (the Zodiac's four-speed manual box with overdrive being also available as a 'no cost' option) along with power steering and a sunroof were standard equipment. Other standard features included; fully reclining front seats, Walnut fascia, full instrumentation, carpeting throughout, reversing lights, fog lamps, front inertia reel safety belts and a radio. The Executive was distinguishable from other models by exterior trim and name badges on the front and rear. An automatic transmission Ford Executive was tested by Britain's Autocar magazine in 1967. It had a top speed of precisely 100 mph (160 km/h) and could accelerate from 0-60 mph (97 km/h) in 13.1 seconds. An overall fuel consumption of 17.2 miles per imperial gallon (16.4 L/100 km; 14.3 mpg-US) was recorded.

By these performance criteria, the Ford betrayed its weight, but nevertheless usefully bettered the similarly sized 3.3-litre-engined Vauxhall Viscount . The Ford's recommended retail price of £1,567 significantly exceeded the £1,483 sticker price on the Viscount, however Gallery Motoring in the 60s Motoring in the 60s The big event in motoring in the sixties was motorways. The first stretch of motorway in Britain was not the M1, but the Preston By-pass, now part of the M6, which was opened in 1958. It was in fact closed only a few weeks later when frost broke up the surface! The first stretch of the M1 was built between March 1958 and November 1959 at a cost of 18,000,000. Fittingly as the fifties ended and the sixties began, a new age in motoring dawned. The impact of motorways on driving is difficult to appreciate in today's congested times - but it halved journey times. It ushered in a new era of fast and powerful cars.

The Jaguar MkII was actually launched in 1959, in time for the M1. A new type of fast touring car - the GT - was being built to cope with the new conditions. It is no coincidence that MG illustrated the brochure for the new MGB GT with a picture of the car on a motorway - a beautifully clear motorway at that! Launched in 1965, the MGB GT was a closed-in version of the MGB, which was first seen in 1962. BMC had taken three years to produce the GT, leaving motorists less than two years to appreciate its top speed of in excess of 105mph before speed limits were introduced on motorways. My own memories of motorways are, as a child, on my way to the seaside. They were fast, generally empty roads. Spotting the derelict houses that were dotted along the route provided a break from the boredom. Motorways were built in the era prior to "public enquiries" and concern for the environment did not exist. My parents were simply happy to wave goodbye to the traffic jams of the past.

The Mini The car that most people associate with the sixties, the Mini, was actually a product of the late fifties. BMC Chairman, Leonard Lord was disgusted by the appearance of bubble cars on British roads as a result of petrol rationing following the Suez Crisis in 1957. He asked top designer, Alec Issigonis, to design a car that was smaller than the Morris Minor, but nevertheless could seat four people in comfort. Unlike the bubble cars, it was to be in every way a "proper"car. Issigonis' design was revolutionary. Instead of mounting the engine North-South (front-back) and driving the rear wheels, the Mini's engine was to be mounted across the car - East-West, and the Mini was to be front-wheel drive. This arrangement meant that the new car would be at least as spacious as conventional small cars of a larger size - such as the Austin A35 or Ford Anglia. The Mini was launched in August 1959. It was initially available as an Austin Seven (or Se7en in Austin's advertising copy of the time) or a Morris Mini Minor.

Neither of these names caught on and the car became known to the public as just the "Mini". The first Minis were basic by today's standards. They had sliding windows. Wind-up windows did not come until 1969. Rubber mats covered the floor of the basic model, although carpets were available on the deluxe variant. There was no dashboard as such, just a centrally mounted speedometer separated two parcel shelves either side. There was no heater on the basic version. A heater was standard on the deluxe version. However, at the time it was not uncommon for much larger and expensive cars to come without a heater or full carpeting. The Mini took a year or two to really catch on with the public, but when it did, it sold extremely well throughout the decade. It was soon joined by the more sporting Mini Cooper and Cooper S - which won the Monte Carlo rally three times. There was also a Mini van and an estate car available with or without Morris Traveller style wooden framing, and two upmarket versions, the Riley Elf and Wolseley Hornet. These had wooden trim and leather seats.

They also lost the Mini's distinctive external door hinges and were the first of the Mini range to have wind-up windows and the 998cc engine. The Mini had a much broader appeal than BMC anticipated. Its small size made it ideal for parking in London. It was taken up by the rich and famous, as well as the ordinary. Coach builders, Harold Radford, took a basic Mini, usually a Cooper, and retrimmed the cars to incredible standards of luxury. Deep pile carpets, well-padded leather seats, wooden facia and cappings and special paint jobs made the Radford Minis stand out from the crowd. Pop stars and celebrities bought them. The ultimate Mini of the era was a Downton-tuned, Radford Mini Cooper - luxury and speed combined. Cortina and 1100 Although the Mini undoubtedly was the car of the sixties, the real competition for the mass market was between BMC's 1100 series and Ford's Cortina. The 1100 was Issigonis' next car after the Mini.

He took the transverse front wheel drive concept one stage further and designed a car of just over 12' long with a cabin as spacious as those of contemporary cars of 14' or more. The styling of Issigonis' initial concept was sharpened up by Farina. The result was a very neat and crisp design. The Morris 1100 was launched in August of 1962. The Austin version appeared a full year later in September 1963. The 1100 was considerably better equipped than the Mini. Standard and deluxe versions were available priced at 675 and 695 respectively. Interior features included trimmed doors and better quality seats. Deluxe features included such luxuries as a passenger's sun visor, front door pockets and padded rear quarter panels. A heater was still an option in both versions. Appearing in September 1962, the Ford Cortina competed head to head on price with the Morris 1100. It was priced at 639 for the standard version and 666 for the deluxe. Although these prices were for two door Cortinas.

The four door models appeared at the end of 1962 and after purchase tax revisions in the budget of that year, they were priced at 591 standard and 615 deluxe. Morris 1100s, which were always four door, were then selling for 592 and 611 for standard and deluxe. In spite of the similarity in price, the cars were very different in character. Ford advertising called the Cortina "The small car with a big difference". The Cortina was a conventional, rear-wheel drive saloon car. It's really revolutionary feature, though, was the price. Never before had a family saloon of this size offered such value for money. Ford did not cut corners with the design. The Cortina was very stylish and up to the minute. The overall look was well balanced and neat. It's circular rear lamps finished the design off beautifully.

The Cortina Mk1 was used by Hattie Jacques' "Glam Cabs" in the film "Carry On Cabby" as sleek modern transport, driven by glamorous lady cabbies - to compete against husband Sid James' fleet of, by then, out-dated Austin Taxis built to a pre-war design. The Cortina was 2ft longer than the 1100, but offered similar interior space. Ford had tried hard to keep the weight down and both cars weighed 16cwt. The Morris's 1098cc engine produced 48bhp at 5100rpm whilst the Cortina's 1198cc engine managed 48.5bhp at 4800 rpm. The Cortina's top speed was 77mph and it took 22.5 seconds to reach 60mph from rest. The Morris 1100 was a fraction quicker managing 78mph and a little more economical 32.7 mpg as against 30.2 mpg - but I am splitting hairs here. It was really down to personal preference. Both cars had strong followings throughout the sixties.

Initially the 1100 was ahead in sales, but lost out by the end of the decade to the Cortina. In October 1966 the Cortina became the Mk2. The new Cortina was, according to Ford's sales literature, "more Cortina". They were trading on an already established name and made it better. Stylistically, the Cortina had moved on. It had much straighter and squarer lines than the original Cortina, fitting in with the fashion of the time. It looked a far more modern car. In comparison with the outgoing model, the new Cortina was the same length, 14 ft, but 2.5 inches wider. Overall it was roomier, and better finished and equipped. However, it did lack some of the original car's undoubted style. Ford had positioned the new model slightly higher up the in the saloon car market. In 1967, the new Cortina sold for 749 in four door deluxe form. Its original rival, the Morris 1100 was now selling for 689 for the four door deluxe.

In Autumn 1967, a facelift was applied to the Austin/Morris 1100 range. The cars received cropped tail fins. Fins by this time were becoming unfashionable. However, when the Austin 1800 was revamped a year later, it was given fins for the first time! Both cars (Morris and Austin) had a new grill and were available as 1300s as well. Both were available as deluxe, or super deluxe, there were no basic models. The deluxe version featured a central speedometer with parcel shelves either side, whereas the super deluxe had a much better equipped dashboard with a strip speedometer. The interior of the deluxe was actually quite plain. The super deluxe car had two-tone door trims, which were, to my eyes, more attractive. Although mechanically similar, the new cars looked considerably more modern than the cars they replaced and continued to sell well. Other family saloons Although the Cortina and 1100 offered most of the requirements of a five seater family saloon of the sixties, most of the major manufacturers produced a slightly bigger and better equipped car along traditional lines throughout the decade.

BMC offered the Farina styled Morris Oxford and Austin Cambridge saloons throughout the decade. These were extremely popular with more conservative buyers and no sixties street scene would be complete without one of these cars. Originally launched in 1959 as the Morris Oxford Series V and Austin A55 Mk 2 Cambridge - the A55 Mk1 was styled completely differently, although had similar engine and running gear. These cars were rather long and narrow looking with large tail fins. Originally they were fitted with a 1489cc engine and managed a top speed of 78mph. Inside, the Austin was quite plain. The Morris was slightly more glamorous. It looked like a restrained American fifties saloon (very restrained that is, but the impression is there, nonetheless). They were extremely roomy inside - much more so than the equivalent modern car. Both cars were given a facelift in 1961. The models became the Morris Oxford Series VI and the Austin A60 Cambridge. Improvements included a larger engine, 1622cc, a longer wheelbase and wider track. The overall result was a much better car. The wider track significantly improved road holding.

Both cars could now reach 80mph and accelerated from 0 to 60mph in 21.4 seconds. Not spectacular, but respectable for the time. Externally both models had new grills and less prominent fins. The Austin Cambridge often featured a flash along the bodywork of contrasting colour to the paintwork. It was also given a wood effect dashboard, which was a significant improvement over the plain, painted metal affair of the earlier car. In this form both cars remained unchanged for the remainder of the decade. The Austin was withdrawn in 1969 and the Morris in 1971 - to be replaced by the Marina. Alongside these cars were more sporting and luxurious versions produced under other BMC badges. The Wolseley 15/60 and 16/60 were mechanically similar to the Austin A55 and A60. They were distinguished by the make's famous illuminated badge and traditional grill and a rather striking two-tone paint job, when specified. Inside, the Wolseley was luxuriously trimmed with a full wood veneered facia and door cappings, high quality leather seats and deep pile carpeting.

Selling in 1967 for 868, as opposed to 804 for the deluxe version of the Cambridge, it was good value for money. For the more sporting driver BMC offered a choice between the MG Magnette Mk IV at 916 and the Riley 4/72 at 916. These cars had a twin carburettor version of the 1622cc engine and could reach a maximum speed of 86mph. Additionally, the cars were trimmed to a very high standard - hence the premium over the Wolseley in price. Both were face lifted versions of a previous incarnation based on the original Farina saloons - the MG Magnette Mk III and Riley 4/68. The MG in particular was not well received by MG fans. The car replaced the Magnette ZB which handled well and was well liked. The Farina versions were far less sporty in their handling characteristics and were not really a proper sports saloon. Having said this, they were popular with the general public and outsold the original Magnette. Both were stylish and upmarket family saloons.

BMC made a clean break with the past in their medium sized saloon cars in 1964 when they introduced the Austin 1800. This was another Issigonis design - front wheel drive, transverse engine. Originally it had been intended as a replacement for the A60, but with the availability of the 1800cc B-series engine designed for the new MGB sports car, it just grew whilst on the drawing board. The result was a very spacious and comfortable saloon. It was fast too, with a top speed of 90mph. Unfortunately, the styling was not to everyone's taste. It lacked the crisp neatness of the 1100 series. Inside it was rather plain, although the deluxe version has leather seats. The 1800 did not sell as well as expected. The A60 range still appealed to conservative buyers. The 1800 possibly did not have quite the right image. With better styling and interior, it could have done much better. It offered more space than most 3 litre saloons of the era. Vauxhall offered the Victor saloon in various guises throughout the sixties.

At the beginning of the decade, Vauxhall were still selling a restrained version of the Victor of the late 1950s. This car was a scaled-down version of General Motors products in the US. In its original form, the Victor sported large amounts of chrome and had more than a passing resemblance to a 1956 Chevrolet. The styling was not to everyone's tastes and on top of that, the car had a reputation for rust, which the Company found hard to live down. In 1961, this ageing and by now unfashionable model, was replaced by the restyled FB series. These cars were much more restrained in style and bore no resemblance to the outgoing model. Vauxhall were keen to lose their reputation for rust and these new Victors were undersealed from new and the sills were injected with wax. These cars were available as standard, super and deluxe. In Vauxhall's hierarchy deluxe was top of the range. In Ford's super was - the Cortina super was top of the range. The deluxe Victor offered a touch of luxury with a walnut facia and leather seats.

In February of 1962, the Victor range was topped by a high performance version the VX 4/90. This car had a top speed of 88mph and could reach 60mph from rest in 16.9 seconds. Externally it was identified with a contrasting side flash. Inside the car was well trimmed with leather seats and walnut facia and cappings. The VX 4/90 was in direct competition with BMCs Riley 4/68 and MG Magnette. Vauxhall replaced the FB four years later, in 1965, with the FC Victor. These cars were of a squarer profile and very much the fashion of the mid-sixties. The square profile was relieved by gently curving doors and side windows, which gave considerably more interior space over the previous Victor. The VX 4/90 was also carried over into the new models. Once again, it was stylish and well equipped and carried over the characteristic side flash. Rootes Group (Hillman, Singer, Sunbeam and Humber) offered cars in this class as well. Most notable was the Hillman Super Minx.

This car, which was a development of the more basic Hillman Minx, was launched in 1961. It had unusual outward sloping fins at the back and oval tail lights. Rootes, like BMC, were keen on badge engineering and produced two luxury versions of the Super-Minx - the Humber Sceptre and the Singer Vogue. The Singer Vogue was a better trimmed version of the Super-Minx. The Humber Sceptre was quite special. It was meant to be a proper luxury saloon in the Humber tradition, but of compact size. Inside it was well trimmed. Although wood and leather did not feature, it was of high quality and stylish design. Externally it had a different roof line, but the main difference was under the bonnet. The Sceptre had a high compression version of the 1592cc engine fitted to the two lesser cars with a light alloy head as used in the Sunbeam Rapier sports saloon. This meant the Sceptre was a genuine 90mph car. The Sceptre was quite expensive, selling for 1029 in 1965.

Alongside the Super Minx, Ro's mainstay in the 1950s. It was given a restyle for the new decade and continued to sell well. Glamour, style and luxury - the big cars Most of the major manufacturers produced a "big" car to top their range throughout the sixties. BMC made the Austin Westminster and Wolseley 6/99 and 6/1l0. These cars were larger version of the Farina styled A60 derivatives. They were conservative cars, but had a presence and elegance not associated with smaller saloons. The Westminster began the decade as the A99. It had BMC's 6 cylinder C series engine of 2912cc. Using twin carburettors, this engine developed 103bhp. It could propel the car to a speed of just under 100mph and reached 60mph from rest in 14.4 seconds - quite fast actually. These cars were surprisingly quite plainly finished inside, with only a painted metal dashboard. Along with the small Farina styled cars, the A99 was face lifted in 1961.

It became the A110 with a 120bhp engine and a top speed of 102mph. A wood effect dashboard was also added at this time. Later in the decade, a super-deluxe version had full walnut facia and cappings and picnic tables for the rear passengers. The Wolseley followed the same pattern, becoming the 6/110 in 1961 with the same facelift. Externally the car had Wolseley's famous illuminated radiator badge and traditional grille. Inside it was trimmed to sumptuous standards, featuring walnut facia and door cappings and deep pile carpeting. Ford's Zephyr range was of similar size and performance. They started the decade with the Teddy Boys' favourite - the Zephyr MkII. Introduced originally in 1956, they belonged to the previous rock and roll era - fins and chrome. In 1962, Ford revamped the range and they became the Zephyr MkIII. The Consul name, which had been used to denote the 4-cylinder version of the earlier cars, was now dropped. Strangely enough, the Cortina was now the Consul Cortina.

The new Zephyr still had fins, but a lot less chrome. Where the Austin represented solid conservative values, the Ford was flash, up to the minute and stylish. It was also a bit cheaper - by about 100. Ford's original line up had been Zephyr 4 (4 cylinders), Zephyr 6, and the glamorous Zodiac model. In 1965, they went one stage further in luxury and introduced the executive. These cars had a wonderfully stylish interior featuring deeply padded leather seats finished with leather buttons, as seen in many lounge bars of the era! The Executive sold for 1335 on its introduction - considerably more expensive than BMC's Wolseley 6/110 and indeed the basic Zodiac at 1048. Vauxhall also competed in this area with the Velox and Cresta range. Sports cars There were essentially three types of sports cars in the sixties. The cheap and cheerful and fun cars like the Triumph Spitfire and MG Midget, the mid-range cars such as the MGB and Triumph TR4, and the very expensive and exotic cars such as the E-Type Jaguar and Aston Martin DB series.

To give you an idea of how much these cars cost, these are the 1965 prices MG Midget About Lincoln Email Save Lincoln is an automaker with a long history of building upscale vehicles for the American market. A division of Ford, Lincoln differentiates its vehicles through additional luxury features, more powerful engines and unique styling. The automaker's lineup includes cars, pickups and SUVs. Read more Lincoln history Lincoln is an automaker with a long history of building upscale vehicles for the American market. A division of Ford, Lincoln differentiates its vehicles through additional luxury features, more powerful engines and unique styling. The automaker's lineup includes cars, pickups and SUVs. The company was established in 1917 by Henry Leland, an automotive parts manufacturer who had previously founded the Cadillac brand. He named the company after his boyhood hero: the 16th U.S. president, Abraham Lincoln. Early Lincoln models include the L Series and the K Series. The company quickly hit dire straits, however, and was bought by Ford Motor Company in 1922.

Lincoln had found its niche in the luxury-car segment by the 1930s, riding high with the likes of Cadillac as a purveyor of premium status-mobiles. The 1936 model year saw Lincoln's launch of the popular Zephyr. The car's name and styling were inspired by the sleek lines of the Burlington Zephyr, a diesel-powered express train that boasted record-setting speed. The car was a big hit for Lincoln; at one point, nearly 80 percent of all Lincolns sold were Zephyrs. The '40s also saw the rise of the glamorous Continental. The vehicle's development was shepherded by Edsel Ford, son of Ford's founder Henry Ford. After World War II, Lincoln maintained its premium status with vehicles like the Mark II and the '60s-era Continentals, which gained fame through their "suicide-style" rear doors and use as U.S. presidential limousines. The Continental Mark III luxury coupe rolled out in 1968 and by the late '60s, more than 1 million Continentals had been built.

The 1970s saw the launch of the Mark IV as well as a new Lincoln, the Versailles. The Versailles was the first midsize sedan from the marque, and right from the start, it missed the mark with the public. The Versailles was based on the Ford Granada platform, and many blamed its failure on its obvious similarity to its less exclusive -- and less expensive -- twin. In 1981, Lincoln released its now iconic Town Car, the full-size luxury sedan that has since served as the marque's flagship. Though its moniker had been used to designate trim levels in previous years, 1981 was the year in which the Town Car came into existence as an individual model. Lincoln also distinguished itself during these years as the first American car line to offer antilock braking. The Mark series continued to evolve, and shrunk down considerably with the debut of the Mark VI. That velvet-lined cruiser was followed mid-decade by the Mark VII, which was more European in nature and could even be powered by a BMW turbodiesel engine. The '90s saw the debut of the Mark VIII, which featured a four-cam V8 and air suspension.

By this time, sport-utility vehicles had emerged as a segment to be reckoned with, and Lincoln made the most of this trend by launching its very first SUV, the Ford Expedition-based Navigator, for 1998. Bedecked in chrome and fitted with plush leather and luxury features galore, the massive truck was a breakout hit. The new millennium marked the debut of the Euro-flavored, midsize LS sedan that shared much of its platform with Jaguar's S-Type sedan. More recently, Lincoln has dropped the long-lived Town Car and updated its lineup with the MKS and MKZ sedans as well as the MKX crossover SUV in hopes of attracting a new generation of consumers. Some of its offerings fall short of the competition in areas such as performance and refinement. Still, the marque is a favorite of car buyers seeking a generous dose of all-American luxury. Hide Lincoln History Ford Motor Company Timeline | Ford.com 1896 Henry Ford builds the Quadricycle. Henry Ford's first vehicle rode on four bicycle wheels and was powered by a four-horsepower engine. Instead of a steering wheel, the Quadricycle had a tiller. The gearbox had only two forward gears with no reverse.

1899 Henry Ford joins a group that founds the Detroit Automobile Company. Ford leaves company within one year. 1901 Henry Ford defeats the top racecar driver of the era. Ford designed the 26-horsepower Sweepstakes and defeated Alexander Winton's 70-horsepower Bullet in 10 laps around the one-mile oval of the Detroit Driving Club. The victory lead to Henry Ford's second short-lived attempt at auto manufacture, the Henry Ford Company. 1903 The Ford Motor Company is incorporated. With 12 investors and 1,000 shares, the company had spent almost all of its $28,000 cash investment by the time it sold the first Ford Model A on July 23, 1903. But by October 1, 1903 Ford Motor Company had turned a profit of $37,000. 1904 Ford Motor Company of Canada is founded. Ford’s first international plant was built in Walkerville (now Windsor), Ontario, right across the Detroit River from Ford’s existing facilities. The company was a separate organization with its own set of shareholders.

It was created to sell vehicles not just in Canada, but also all across the then-current British Empire. 1907 Ford introduces the scripted typeface of its trademark. Childe Harold Wills designed the Ford logo. He used his grandfather’s stencil set, which was based on the style of writing taught in schools when Ford and Wills were children. However, the Ford oval would not be featured on a car until the 1927 Model A. 1908 Ford Introduces the Model T. Henry Ford’s Model T put the world on wheels with a simple, affordable, durable automobile. Ford sold 15 million Model Ts before ceasing production in May 1927, making it one of the best-selling vehicles of all time, and arguably the most famous car in the world. In 1908, there were only about 18,000 miles of paved roads in the US. To deal with the primitive roads, Ford used light and strong vanadium steel alloy for critical parts. At the time, most of the automobiles in existence were luxurious novelties rather than affordable transport. But to appeal to the mass market, Ford’s vehicle also had to be reliable and easy to maintain.

Fortunately for millions of new drivers, it was. 1908 Ford opens its first overseas sales branch in Paris. 1913 Ford introduces the integrated moving assembly line to auto production. Ford's innovation eventually reduced the Model T's chassis assembly line from 12.5 to 1.5 hours, and in doing so precipitated a revolution in manufacturing. The accelerating speed with which Ford could produce cars helped him continue to lower the price of the Model T. 1914 Ford institutes the famous "$5 Day". In 1914, $5 per day was double the existing pay rate for factory workers, and on top of that, Ford reduced the workday from nine to eight hours. The day after the “$5 Day” was announced, an estimated 10,000 people lined up outside Ford’s employment office hoping to be hired. Ford’s increased pay greatly improved employee retention since the monotonous and strenuous work of the moving assembly line was causing high turnover. The increased wage had the added effect of allowing many of Ford’s employees to purchase the cars they produced, and the eight hour workday allowed Ford to run 3 shifts a day instead of 2.

The increased pay, increased leisure time, and even increased the personal mobility of car ownership were all critical factors in the creation of an American middle class. 1917 Ford begins construction of the River Rouge Complex. It would become the largest integrated factory in the world by the following decade. Throughout its history, the self-contained Rouge Complex has contained a wide array of industries necessary to produce cars, including steel mills, a tire factory, a glass factory, a power plant and a reception depot for coal, iron ore, rubber and lumber. In the 1930s the complex employed over 100,000 workers. Today the River Rouge Complex continues to evolve to meet the needs of modern manufacturing processes. 1917 Ford Motor Company produces its first ever truck. The Ford Model TT was a truck based on the Model T car, but with a reinforced chassis and rear axle. This early pickup was rated at one ton. 1918 Ford’s River Rouge Complex begins manufacturing antisubmarine patrol boats. These 42 Eagle-class boats were the first product manufactured at the Rouge.

In its efforts to aid the Allies in WWI, Ford also produced more than 38,000 Model T cars, ambulances, and trucks, 7,000 Fordson tractors, two types of armored tanks, and 4,000 Liberty airplane engines for the Allies. Afterward, Ford hired disabled veterans returning from the war, making the automaker one of the first companies to hire people with disabilities and to adapt work environments to their specific needs. 1919 Edsel Ford succeeds Henry Ford as president of the company. On the same day, Henry Ford put a plan in place to buy out his investors and make himself, Clara Ford, and Edsel the sole owners of the business. Edsel’s interest in aesthetic automotive design brought a new dimension to Ford Motor Company, pushing the company to begin producing cars that were beautiful as well as practical. Edsel was also an extremely important art benefactor in Detroit, and one of the best-known paintings he commissioned was Diego Rivera’s Detroit Industry mural. His aesthetic legacy lives on in the original Lincoln Continental. 1922 Ford acquires the Lincoln Motor Company. Ford purchased Lincoln from Henry Leland, his former business associate from the Detroit Automobile Company.

Since then, Lincoln has produced many luxury cars of historical and aesthetic note, including the 1931-1939 K-Series, 1936 Zephyr, Edsel Ford’s original Continental, the ensuing first-generation Lincoln Continental and the classic 1956-1957 Continental Mk. II. 1925 Ford begins production of Ford Tri-Motor airplanes. Ford’s plane was nicknamed the “Tin Goose,” a reference to the Model T’s nickname as the “Tin Lizzie.” The Tin Goose was one of the first airplanes used by America’s early commercial airlines. Combined with Ford’s reputation, application of assembly-line techniques and investment in Ford Airlines, the plane helped spur the creation of the commercial airline industry. And to further accelerate the industry’s development, Ford offered the plane’s 35 patents free of royalties, including his patent for the navigational radio beam. 1927 Ford begins selling the 1928 Model A. While the Model T dominated the auto industry from 1908 to the early 1920s, by the middle of the decade there was fierce competition from other automakers.

After the 15 millionth Model T drove off the assembly line on May 26, 1927, Ford closed plants all over the world to spend six months retooling factories and perfecting the design of a new car. Ford called the new car the Model A, commemorating Ford Motor Company’s first car, the 1903 Model A. The car was the first vehicle to sport the iconic Blue Oval logo, and it included innovative features like a Safety Glass windshield. By 1931 Ford had sold over five million Model As despite the difficulties of the Great Depression. 1932 Ford introduces the flathead V8 engine. As with the new Model A, Henry Ford shut down all other production operations to work on this innovative project. At great effort and expense, the company engineered a way to cast the first commercially successful V8 engine. The flathead was a hit. It was affordable, versatile, and introduced just as the American market was becoming fascinated with ever-more powerful engines. It remained in production for over 22 years. To this day the flathead remains extremely popular with hot rodders. 1936 Ford begins selling the Lincoln Zephyr line.

Much like the Mercury brand, Lincoln-Zephyr was designed to sell at a price point between the Ford V8 De Luxe and the high-end luxury cars offered by Lincoln. Lincoln-Zephyr’s sleek, aerodynamic shapes helped make the brand a sales success, but when auto production ceased during WWII, the Zephyr name was dropped as well. 1938 Ford unveils the medium-priced Mercury brand. Edsel Ford created Mercury cars to bridge the gap between affordable Fords and luxurious Lincoln cars. The first Mercury was the 1939 Mercury 8, which had a V8 engine and a stylish body characteristic of Edsel Ford's design sense. 1941 Ford begins producing Jeeps for the U.S. military. The vehicles were nicknamed for their "GP," or general-purpose designation. 1941 Ford signs its first contract with the UAW-CIO. After years of struggle between management and labor at Detroit's major automakers, Ford signed a contract guaranteeing better pay, benefits and working conditions for employees. 1942 Ford halts civilian auto production in the United States to produce military equipment.

Through its manufacturing expertise, Ford facilities built a staggering number of automobiles, planes, tanks, aircraft engines and other materiel for the war effort. By the end of WWII, Ford had produced more than 8,000 B-24 Liberator bombers. Charles Lindbergh, the famous trans-Atlantic pilot, worked as an advisor for the construction of bombers at Ford’s Willow Run plant. In 1944, Rose Will Monroe was working at Willow Run as a rivet gun operator when she was chosen to appear in a promotional film for war bonds. Rose became the personification of the fictional “Rosie the Riveter” character as depicted in the iconic “We Can Do It!” posters. 1943 Edsel Ford dies. Edsel was the only child of Henry and Clara Ford. After his death, Henry Ford returned to his former position as president of Ford Motor Company. Today, Edsel's legacy lives on in his contributions to the design of Lincoln cars and his generous backing of art in Detroit. 1945 Henry Ford II becomes president of Ford Motor Company.

The son of Edsel and the grandson of Henry Ford, Henry Ford II, served as president from 1945 to 1960 and as chairman and CEO from 1960 to 1979. When Henry II took over, the company and its bookkeeping practices were in disarray. With the help of ten former U.S. Army Air Force officers nicknamed the “Whiz Kids,” Henry II transformed the organization into a disciplined company with modern management systems – prepared for the global challenges of the post-war world. 1948 Ford introduces the F-Series line of trucks. With its first postwar truck design, Ford ceased building trucks on car platforms and used a purpose-built truck platform instead. The truck was available in eight sizes and weight ratings, from the ½ ton capacity F-1 to the three-ton capacity F-8. In 1953, Ford replaced the F-1 with the ½ ton F-100, along with the F-250 ¾ ton trucks and the F-350 one-ton trucks. In 1984, the F-100 was replaced by the F-150 line of trucks.

Since 1982, F-series has been the best-selling vehicle in the U.S. View slideshow 1948 Ford introduces the 1949 Ford. The 1949 Ford was the first all-new American car design to come out of Detroit after WWII. With its wind tunnel-tested aerodynamic shape, integrated pontoon fenders, airplane-inspired spinner grille and an updated V8, the new car was as radical a change as the 1928 Model A. 1954 Ford introduces the Thunderbird. The T-Bird emphasized comfort and convenience over sportiness. With its performance, design and distinctive porthole windows, the car would become a classic. 1954 Ford begins crash testing its vehicles. In the 60 years since then, Ford has performed more than 31,000 crash tests around the world. In recent years Ford has also used virtual crash testing to maximize the quantity and availability of crash data. In tandem with physical testing, the crash simulations help Ford gather more data than ever before. 1956 Ford becomes a publicly traded company. At the time, Ford's initial public offering (IPO) of common stock shares was the largest IPO in history.

1956 The Continental Division of the Ford Motor Company introduces the Continental Mk II. Under Henry Ford's grandson, William Clay Ford, the 1956 Mk. II was a revival of the 1941 Continental that grew out of a custom car designed for Edsel Ford's private use. Edsel and designer E.T. Gregorie named these stylish and elegant cars for the inspiration they drew from the "continental" cars they saw in Europe. 1957 Ford introduces the Edsel. Introduced as a recession was beginning in the United States, the Edsel was simply the wrong car for the wrong time. However, the car's highly unique styling makes it a valuable collector's car to this day. 1959 Ford Credit is founded. The full name of Ford's financial services arm is Ford Motor Credit Company LLC, and today the company offers loans and leases to car buyers, in addition to loans and lines of credit for Ford and other dealerships. 1964 The Ford Mustang goes on sale. The Mustang came to define the pony car class with its combination of a long hood, short deck, affordable price and customization options.

The Mustang was a huge success, and today it remains one of the fastest-selling vehicles in history. With its role in movies like Bullitt and songs like "Mustang Sally," the car quickly became a cultural icon as well. 1965 Ford-Philco engineers unveil the Mission Control Center used to put a man on the moon. Ford owned Philco from 1961 to 1974, during which the company produced consumer electronics, computer systems, and military projects. In addition to designing, building, equipping and staffing Mission Control, Ford’s Philco electronics subsidiary performed support work for NASA’s Apollo and Gemini space programs thanks to Philco’s capabilities in transistors, solid-state devices, and microelectronics. Later, Ford Aerospace and Communications Corporation evolved out of Philco. In 1976 the company built seven INTELSAT V satellites for the International Telecommunications Satellite Organization. These satellites are still used today to send television transmissions and telephone calls between continents. 1965 Ford Germany and Ford U.K. collaborate to release the Transit in Europe. 1966 Three Ford GT40 Mk. IIs sweep the podium at the 24 Hours of Le Mans.

Ford broke Ferrari's six-year winning streak at Le Mans to become the first American manufacturer to ever win the race. 1966 was the first of four consecutive victories for Ford, which won the 1966, 1967, 1968 and 1969 24 Hours of Le Mans with various generations of the GT40. 1970 Ford introduces three-point, self-adjusting and retracting front outboard lap and shoulder belts. 1976 Ford of Europe introduces the Ford Fiesta. The subcompact hatchback became the company’s first internationally successful front-wheel drive model. At $870 million, its development budget was also the largest in Ford’s history. Moreover, Ford built a massive plant in Almusafes, Spain, near Valencia, to manufacture the car. The investments paid off, and the Fiesta broke the one-year sales record of the 1965 Mustang. From 1978 to 1981, Ford also sold the European Fiesta in North America. However, it wasn’t until 2009 that Ford would begin selling the Fiesta in the U.S. again. 1978 Ford introduces the downsized Panther platform.

The smaller platform debuted in response to rising oil prices and new fuel economy regulations. 1980 Phillip Caldwell succeeds Henry Ford II. Caldwell was the first non Ford-family member to become chairman and CEO of Ford. 1981 Ford begins selling the fifth-generation Escort world car. When the Ford Escort was first sold in North America, the car was designed to share components with the European Escort. As such, in its first year the North American car featured a badge with the name “Escort” superimposed over a globe instead of a blue oval. The car was one of Ford’s best-selling vehicles in the ‘80s. 1985 Ford revolutionizes automotive design with the Taurus. The Taurus’ aerodynamic “jelly bean” body style broke tradition with the boxy sedan shapes of the time, helping the car become one of Ford’s most popular vehicles ever. The car was an important part of a worldwide shift in automotive design. Within Ford, the car represented a shift toward increased quality standards and front-wheel drive designs. 1986 Ford introduces the modular assembly line at its St. Louis assembly plant. The modular assembly line made use of automated ancillary assembly lines to produce vehicle sub-assemblies.

The sub-assemblies were then added into the main assembly line. The trial run at St. Louis was a success, and today most Ford plants use modular assembly lines. 1990 Ford introduces the Explorer. In doing so, Ford helped launch the domestic SUV market. As SUVs became popular substitutes for family sedans, station wagons and vans, the Explorer became one of Ford’s most successful vehicles. The Explorer was a more comfortable and better-handling replacement for the Ford Bronco, which was discontinued in 1996. 1993 Ford introduces the Mondeo as its new global sedan. Though it was first introduced in Europe, the Mondeo was sold as the Ford Contour and Mercury Mystique in the United States until 2000. Today the Mondeo is known as the Fusion in the United States. 1996 Ford produces the Ford Ranger Electric Vehicle. With lead acid batteries, regenerative braking, and a 700 lb. payload rating, the Ranger EV was a forerunner to today’s electric vehicles and hybrid energy systems. 1998 The introduction of the Lincoln Navigator spurs rapid growth in the luxury SUV segment.

2001 Ford's board of directors names Bill Ford to replace Jacques Nasser as CEO. The change helped the company return its focus to its core operations -- building cars -- and it realigned the company's values to emphasize its employees and the quality of its products. 2003 Ford celebrates its 100th anniversary. To commemorate the centennial of the company that put the world on wheels, Ford offered limited production centennial editions of five of the vehicles in its lineup at the time. Like the early Model T, the vehicles were offered in “any color so long as it is black.” 2004 Ford introduces the GT as its premium sports car. The mid-engine, 550 horsepower Ford GT was inspired by the legendary GT40 race cars that dominated the 24 Hours of Le Mans from 1966 to 1969. 2006 Alan Mullaly becomes Ford's President and CEO. Under Mullaly, Ford didn’t just weather the financial crisis of 2008 as the only American auto manufacturer to avoid receiving a government bailout loan.

Instead of waiting out the crisis, Ford continued to aggressively invest in product development so that when the economy recovered Ford products would be some of the best vehicles on the market. A key part of Mullaly’s leadership was the One Ford plan. One Ford envisioned every person in every part of the global enterprise as part of a single team united by a common culture and a shared goal to deliver outstanding products. 2007 Ford begins offering SYNC in vehicles sold as 2008 models. Created from a partnership between Ford and Microsoft, SYNC offers a hands-free, voice-activated connectivity system with mobile phone integration, navigation and voice-activated access to entertainment. Ford has continuously updated SYNC since its introduction in order to help drivers keep their hands on the wheel and their eyes on the road while remaining connected to their technology. 2009 Ford begins offering its turbocharged EcoBoost line of engines. Delivering better fuel economy and more power than a naturally aspirated engine of the same size, Ford’s EcoBoost engines quickly became a popular choice in the U.S. and abroad. 2011

Question: Which motor manufacturer made the Zephyr in the sixties
Answer: Ford