Ford's Thunderbird, its first sports car, was designed by Bill Burnett, William F. Boyer, and Franklin Quick Hershey. It was introduced in 1955 to compete with Chevrolet's 1953 Corvette sports car, GM's answer to sporty European imports. In their early forms, both cars were mostly caricatures of sports cars, concerned with superficial connotations of speed and maneuverability than with their mechanical accomplishments. This same year, 1955, George Walker was appointed Ford's Vice President of Styling. George W. Walker (1908-1993) was a US automotive designer. He was trained at Otis Institute, LA in 1916, continued at Cleveland School of Art, and headed his own industrial design office in Detroit by 1930s. His firm worked for Nash (1937-1945) and in product design as well. His role at Ford began in 1945 as an independent consultant working on the 1949 Ford, Ford's first true post-war model. He became Ford's first Vice President of Styling in 1955, where he remained until his retirement in 1962. Upon his appointment at Ford, his private office became Lawrence H. Wilson Associates, Wilson being an associate of Walker's since 1942. In 1957, Ford added two tiny back seats to the T-bird, and sales shot up 50 percent, in spite of the first post-war recession of 1958. The "personal luxury car" was created, when in the 1958 model, the expanded T-bird was loaded with luxury and plushiness. It was a distinguished car. Motor Trend magazine dutifully reported mechanical shortcomings of the 1960 model, but added, "It is a car apart, and like royalty, rarely is required to count for ordinary deficiencies…the Thunderbird is different, and that is all it has ever had to be." In 1962, Ford's new head of Styling, Eugene Bordinat, brought the new neoclassical look (taut, razor-edged sculpting) to the Thunderbird, including special editions with wire wheels and fiberglass tonneaus. Eugene Bordinat, Jr.

Volkswagen of America (just established) introduced its Karmann Ghia coupé in the US. An alternative sleek new body style for the standard Beetle chassis, it was designed by Carrozzeria Ghia in Turin, Italy. Sticker price was $2395. Production of the 1200 coupé began in August, 1955. A convertible was added in August 1957, and both were produced for about ten years. In 1956, only 70,000 Beetles had been produced for the US (19 million were produced by 1978). Though power plants were identical (36 hp air-cooled flat-four opposed engine), the more aerodynamic Ghiastyling resulted in a significant improvement in gas milage, averaging an additional 4 to 5 mpg, and increasing the top speed from 67 to 71 mph. The Ghia averaged 35 mpg at a speed of 60 mph, compared with average domestic milage of 16 mpg; or more than double. But in those days, US drivers did not consider fuel economy as a big deal, with gas at 30 cents a gallon. That awareness did not arrive till the mid 1970s. Even so, annual savings to the average user (10,000 miles) was an impressive $250. The Ghiaalso had 100% better driver's vision than the Beetle, and of course, an absolutely beautifully- made body with a rich, sleek appearance. For those who complained about the "ugly" Beetle, this answer by Volkswagen left them speechless!

This was one of the most successful post-war car designs, that Ford Motor Company from decline. Henry Ford II chose the 1949 Ford design by independent designer George W. Walker over a competing design by Ford Styling Chief Eugene "Bob" Gregorie. The design sold more than a million, and led to Walker being named to replace Gregorie in 1955. The design originated from a clay scale model submitted to Walker by a potential employee, Dick Caleal, but for years was credited to Joe Oros and Elwood Engel of Walker’s office. Caleal had previously been working for Raymond Loewy’s design staff for the Studebaker account under Bob Bourke. Studebaker in 1944 had hired Virgil Exner, previously with Loewy, to head an internal styling group, and had designed the famous 1947 Studebaker. There was hostility between Loewy and Exner, and Exner forced Burke to let go some Loewy staff, Caleal among them. Caleal then applied to Walker for a job. He was given the dimensions for the ’49 Ford by Walker, and told that if he came up with an acceptable design within three weeks, Walker would hire him. Caleal worked at his home in Mishawaka, Indiana, and built the clay model on his kitchen table, with considerable volunteer help from his former boss, Robert Bourke, along with Loewy/Studebaker employees John Bird, John Lutz, and Bob Koto. There are persistent rumors that the design was inspired by previous models designed by Loewy’s group for Studebaker, but were rejected by Virgil Exner, head of styling at Studebaker. Walker loved the Caleal design, hired him, and prepared a full-size mock-up. The aircraft inspired “spinner”-type grill, a feature of the design, is credited to Joe Oros of Walker’s office. Over many years, credit for the design was disputed by many of the participants, but in 2003, the Ford Motor Company officially recognized Dick Caleal as the designer of the 1949 Ford.