1968 Mercury Cougar





Comments: Mercury got serious with performance with the introduction of the GT-E. It initially came with the mild 390 bhp E version of the 427 cid V8 with SelectShift Merc-O-Matic, the performance handling package, styled steel wheels, power disc brakes, a power dome, and non-functional hood scoop. The 427 equiped Cougar was nose heavy and thus suffered in acceleration runs. But later in the 1968 model year, the 427 was replaced with the new corporate 428 engine. To keep insurance agents happy, the 428 was rated at 335 bhp, although most experts believed it was closer to the same 390 bhp as the 427-E. The longer stroke 428 engine had an easier time with emission requirements and would carry the Mercury performance banner.

Also new for 1968 was a new model option, the XR-7G. The “G” stood for American racing hero, Dan Gurney, who raced for Mercury at the time. This was a one year model as Gurney left for Plymouth in 1969. The “G” package was available on any Cougar and included a fiber glass hood scoop, road lamps, a racing mirror, hood pins, and the new optional sun roof. Four exhaust tips exited through the rear valance panel and new spoke pattern styled wheels held radial FR70-14 tires. A special emblem graced the instrument panel, roof pillar, deck lid, and grille. The “G” cougars were not widely promoted and few were made and even fewer exist today.


Production:
2D Hardtop: 81,014
XR-7 2D Hardtop: 32,712

Engines:
289 V8 195 bhp.
289 V8 200 bhp.
289 V8 225 bhp.
302 V8 210 bhp.
302 V8 230 bhp.
390 V8 280 bhp.
390 V8 320 bhp.
390 V8 335 bhp @ 4800 rpm, 427 lb-ft @ 3200 rpm.
427 V8 390 bhp.
428 V8 335 bhp.

Performance:
427/390: 0-60 in 7.1 seconds, 1/4 mile in 15.12 seconds @ 93.6 mph.


1969 Mercury Cougar





Comments: The Mercury Cougar was wider, longer, and heavier for 1969, but a new convertible body style joined the two door hardtop and the Cougar received a serious performance boost mid year with the introduction of the Eliminator package. The Eliminator came standard with the four barrel version of the Windsor 351 cid V8, rated at 290 bhp. Optional was a full range of engines from the Trans Am inspired solid-lifter 302 seriously under-rated at 290 bhp and the 428 Cobra Jet, with and without Ram Air. In all out acceleration, the 290 bhp 302 cid V8 was overmatched by the Cougar’s weight, but the 428 Cobra Jet benefited from the relatively generous wheelbase. Grip was better off the line that the Mustang and 1/4 mile times were just as good. Standard Eliminator equipment included F70x14 in Goodyear Polyglas tires on styled steel wheels with blank center caps. The Eliminator was also available in Drag Pak guise with an oil cooler and a 4.30:1 Detroit locker. Eliminator didn’t use the shaker hood; its standard scoop was functional only when Ram Air was ordered. A black-out grille, side stripe, and front and rear spoilers enhanced the look, and Mercury offered the Eliminator in a palette of “high impact” blue, orange, and yellow exterior colors. Even more performance was available over the dealer’s parts counters, which offered not only headers and dual quads, but such exotic hop-ups as deep-sump oil pans and quadruple-carb Weber setups. All from Mercury!

Production:
2D Hardtop: 66,331
Convertible: 5,796
XR-7 2D Hardtop: 23,918
XR-7 2D Convertible: 4,024

Engines:
302 V8 290 bhp.
351 V8 250 bhp.
351 V8 290 bhp.
390 V8 320 bhp.
428 V8 335 bhp @ 5200 rpm, 440 lb-ft @ 3400 rpm.

Performance:
428/335: 0-60 in 5.6 seconds, 1/4 mile in 14.1 seconds @ 103 mph.


1970 Mercury Cougar





Comments: The 1970 Mercury Cougar was even larger than the year before and sported new styling. Returning was the Eliminator, now with a standard 351 Cleveland four-barrel carb rated at 300 bhp. Optional engines included the Boss 302, 428 CJ and a new big block, the 429 V8 with Ram-Air induction and 375 bhp. Despite these improvements, sales continued to decline.

Production:
2D Hardtop: 49,479
Convertible: 2,322
XR-7 2D Hardtop: 18,565
XR-7 2D Convertible: 1,977

Engines:
302 V8 290 bhp.
351 V8 300 bhp.
428 V8 335 bhp @ 5200 rpm, 440 lb-ft @ 3400 rpm.
429 V8 375 bhp.

Performance:
N/A.

Edmunds Inside Line hears from mysterious “supplier sources” that the Blue Oval won’t build new Mercurys after 2012. Why on earth would Ford kill a beloved brand with such a rich heritage? Maybe because Mercury sales are set to drop below Lincoln’s for the first time since 1938. The Fusion-based Milan should be the last of its current models manning the ramparts, once the Montego and Grand Marquis hit the dust sometime in 2011 or early 2012. Looking down the road, the Mercury cup hardly runneth over, without even a version of Lincoln’s Flexible MKT crossover or the 2010 Ford Taurus. Edmunds rests its case with this quote from Ford Presidente del Americas, Mark Fields: “We’ve laid out a strategy to focus a lot of our efforts going forward on the Lincoln side of the franchise. That’s where a majority of our focus is going to be, and Lincoln will become the dominant portion of the Lincoln-Mercury franchise, which is a flip from the history.” But if that sounds too grim, note that Fields told Automotive News [sub] that “[Mercury] is an important part of the stable of brands.” In fact, FoMoCo would continue to invest in the nameplate. Is this a sign of internal divisions over Mercury’s fate? All things being equal, it’s probably just a ruse to generate faith in the brand, while it’s being taken out back to be shot.