Breezeway styling, with its reverse-slant rear windows, was available on an array of Mercury models starting in 1963.
For all its activity in compacts and intermediates, big cars remained Mercury's bread-and-butter in the 1960's. Annual production averaged around 100,000, though there were back-to-back records for 1965-66 -- over 165,000 each year.
Of all the big-Merc model names, only Monterey lasted the entire decade. The upper-echelon Montclair and Park Lane returned for 1964-68, then vanished again, replaced by a full-range Marquis line.
With Meteor an intermediate, the 1962 full-size fleet was reorganized around Monterey, Monterey Custom, and Station Wagon. The lone convertible shifted to the Custom series. Joining Mercury's bucket-seat brigade at midyear were the S-55 hardtop coupe and convertible. Styling was busier on all the big 1962's, with tunneled taillights and a complex convex grille. All V-8's returned, as did the faithful "big six" as standard power for base Montereys and Commuter wagons.
A similar array on the same 120-inch wheelbase returned for 1963, when a heavy reskin introduced "Breezeway Styling" for nonwagon closed models: reverse-slant rear windows that dropped down for ventilation as on the old Turnpike Cruiser (and 1958-60 Continental Marks). Wagons were pared to a pair of Colony Parks. Joining the S-55 subseries at midyear was a handsome "slantback" two-door like Ford's Galaxie Sports Hardtop. Engines remained strictly V-8's: 390's with 250-330 bhp, a new 406-cid enlargement packing 385/405 bhp, and, as a late-season option, a high-performance 427 with 410 bhp.
Tradition returned for Silver Anniversary year 1964 in a revived four-series line of Monterey, Montclair, Park Lane, and Commuter/Colony Park wagons. The first three listed Breezeway two- and four-door hardtops and four-door sedans (Monterey still included a pillared two-door), plus slantback "Marauder" hardtop coupes and sedans. A toothy convex grille replaced the concave 1963 unit.
The previous 390 V-8's continued, but the 406's didn't, giving way to 427's with 410/425 optional bhp for all models save wagons. Big-inch Marauders were awesome performers.
The record 1965 model year brought a larger full-size body with crisp, rectilinear lines "in the Lincoln Continental tradition," as well as a new "torque box" frame (tuned for each body to minimize noise, vibration, and harshness). Wagons now rode the 119-inch Ford wheelbase; other models were up to 123.
Breezeways thinned to a trio of four-door sedans, all hardtops were now slantbacks, and the Marauder name was de-emphasized amid calls for greater automotive safety. V-8s now comprised a quartet of 390's with 250-330 bhp, plus a single 425-bhp 427. The basic 1965 look carried into 1966 with a new diecast "electric-shaver" grille and, for hardtop coupes, a "sweep-style roof" with a concave backlight.
More-rounded bodysides mixed well with sharp-edged fenders for 1967. Sedans adopted conventional rooflines but still offered an optional drop-down backlight. Hardtop coupes received "faster" roof profiles. Three new limited-production line-toppers arrived: Marquis, a two-door hardtop with broad C-pillars and standard vinyl-roof covering, a similar Park Lane Brougham hardtop sedan, and a Park Lane Brougham Breezeway four-door sedan. Intermediates were waging Mercury's sporty-car wars, so the bucket-seat S-55 ragtop and hardtop were in their final year -- and just a Monterey option package now. Respective production was minuscule: just 145 and 570.
After a minor '68 facelift, the big Mercs were fully revised for 1969. Wheelbases grew to 121 inches on wagons and 124 on other models (except Marauder), sizes that would persist until their first downsizing for 1979. Series regrouped around base Monterey, revived Monterey Custom, and a full Marquis line comprising Colony Park wagon, convertible, and base and Brougham sedans, hardtop coupes, and hardtop sedans.
Riding the shorter 121-inch wheelbase was a new Marauder, a high-performance "tunnelback" hardtop that garnered 14,666 sales. Offered in standard and spiffier X-100 trim, it shared Marquis' hidden-headlamp front and the ventless side glass used by most other models. V-8s comprised the usual 390's and a new 429-cid big-block with 360 bhp, the latter being standard for Marauder X-100, optional elsewhere.
The 1970's were basically reruns save minor trim and equipment revisions. Sporty big cars had mostly disappeared by now, and so would the Marauder after just 6043 sales that model year.
The Mercury Cougar debuted in 1967 as an upscale version of the Ford Mustang.
Mercury Cougar Origins
One of the most interesting and desirable 1960's Mercurys was the Cougar. An upscale rendition of Ford's wildly successful Mustang ponycar concept, it premiered for 1967 as a two-door hardtop in three basic permutations. Convertibles were added for 1969.
Sriding a three-inch-longer wheelbase than Mustang -- 111 in all -- Cougar offered more luxury and standard power for about $200 extra (prices started at $2851). Where Mustang's base engine was a six, Cougar had a lively 200-bhp 289-cid V-8. The big 335-bhp, 428-cid CJ became an extra-cost option for 1969-70.
The 1967-68 Cougars arguably looked best with their crisply tailored lines, hidden headlamps in an "electric-shaver" grille, and a matching back panel with sequential turn signals, a gimmick borrowed from Ford Thunderbirds. Length and width increased on the 1969's, which sported Buick-like sweepspear bodyside contours, ventless side glass, less-distinctive "faces," and full-width taillights. The 1970's adopted a divided vertical-bar grille with a slightly bulged nose.
Early Cougars came in several forms. The most luxurious was the XR-7, boasting a rich interior with leather accents and full instrumentation in a simulated walnut dashboard. A GT option delivered a firmer suspension for more-capable roadholding and a standard 320-bhp 390 V-8 for extra go.
For 1968 came a GTE package with several unique appearance features and a 390-bhp 427. The hottest 1969 Cougar was the Eliminator hardtop, with 428 power and a standard rear-deck spoiler. Convertibles saw very low sales: fewer than 10,000 total for 1969 and less than 4300 for 1970.
Cougar never approached Mustang in popularity, though it was more solid and elegant, and just as roadable. Production was still more than respectable: 150,000 in the first year, about 114,000 in 1968, close to 100,000 in 1969, then about 72,000 in 1970. All are now collector's items.
Cougar was the crowning touch to a decade that saw Mercury move into luxury cars rivaling Lincoln even as it recaptured the performance aura it established in the late 1940's and early 1950's. But the good times of the 1960's couldn't last.
As the 1970's rolled along, Mercurys became more like equivalent Fords, while government mandates and the vagaries of petroleum power-politics conspired to sacrifice performance on the twin altars of safety and fuel economy.
By 1980, Mercury had once again resumed its original role as a plusher, costlier, and sometimes larger Ford. The only differences were that the parallel model lines encompassed five or six different size classes instead of one or two, and that Mercury styling often related more to Lincoln's than to Ford's.
The 1979 Mercury Capri, unlike earlier models with the same name, was a twin of the Ford Mustang.
Mercury Ponycars of the 1970's
The ponycar field was one area where Ford and L-M divisions parted company in the 1970's. The Mercury Cougar began diverging from the sibling Ford Mustang as early as 1971, when both models were redesigned. The Mercury swelled by two inches in wheelbase instead of one (to 113 inches) and looked considerably bulkier. Standard and XR-7 convertibles remained through the end of this generation in 1973, and have become minor collector's items, primarily by dint of low annual production: fewer than 2000 of each type, except for the 3165 XR-7s in 1973.
Of course, this only reflected the abrupt drop in demand for all ponycars after 1970, and it prompted Mercury to chart a new course for Cougar. While Mustang became a smaller, lighter, Pinto-based sporty car for 1974, Cougar grew into a kind of alternative Thunderbird, adopting the 114-inch-wheelbase two-door platform of Mercury's midsize Montego models.
Oddly, the L-M studio created the design chosen for the production Mustang II. But rather than field a badge-engineered clone of that car, the division opted to continue with the German-built Ford Capri it had been selling successfully since 1970 -- a "mini ponycar" like Mustang II, but better-built and more roadable.
The Thunderbirdesque Cougar continued through 1976 as Mercury's marker in the midsize personal-luxury segment dominated by the Chevrolet Monte Carlo and Pontiac Grand Prix. The name was diluted for 1977, when it replaced Montego as the sole intermediate line (including a wagon), with the XR-7 label reserved for a single top-shelf coupe.
Things were temporarily sorted out again for 1980, when Cougar really was a Thunderbird, a twin to that year's new downsized model on a special 108.4-inch version of the "Fox" corporate platform.
In between, Ford again redesigned the Mustang, and this time Mercury wanted in. The result was a new American-made Capri for 1979. The direct descendent of the genuine Cougar ponycar, it was virtually identical with that year's new-generation Mustang save somewhat busier styling on the Ford's three-door hatch coupe body style, the only one available.
Capri offered the same four engines as Mustang in base and luxury Ghia models (the latter honoring the famed Italian coachbuilder that Ford had purchased in 1970). More enthusiastic types could order a sporty RS package roughly comparable to the Mustang Cobra option (Mercury never called it "Rally Sport," likely for fear of objections from Chevrolet).
One of the last cars of this era with a distinctly Mercury character was the Cyclone, which bowed out after 1971. Offered that year with standard 351 and optional 429-cid V-8's, this muscular midsize was impressively fast.
Swoopier sheetmetal set it clearly apart from run-of-the-mill Montego linemates and Ford's corresponding Torino GT and Cobra, particularly the protruding nose and "gunsight" grille that appeared with the midsize line's 1970-71 facelift. Reflecting the muscle-car market's sad state of affairs at the time, Cyclone sold poorly in its farewell season, especially the desirable low-production Spoiler hardtop (just 353 of the 1971's were built).
Breezeway styling, with its reverse-slant rear windows, was available on an array of Mercury models starting in 1963.
For all its activity in compacts and intermediates, big cars remained Mercury's bread-and-butter in the 1960's. Annual production averaged around 100,000, though there were back-to-back records for 1965-66 -- over 165,000 each year.
Of all the big-Merc model names, only Monterey lasted the entire decade. The upper-echelon Montclair and Park Lane returned for 1964-68, then vanished again, replaced by a full-range Marquis line.
With Meteor an intermediate, the 1962 full-size fleet was reorganized around Monterey, Monterey Custom, and Station Wagon. The lone convertible shifted to the Custom series. Joining Mercury's bucket-seat brigade at midyear were the S-55 hardtop coupe and convertible. Styling was busier on all the big 1962's, with tunneled taillights and a complex convex grille. All V-8's returned, as did the faithful "big six" as standard power for base Montereys and Commuter wagons.
A similar array on the same 120-inch wheelbase returned for 1963, when a heavy reskin introduced "Breezeway Styling" for nonwagon closed models: reverse-slant rear windows that dropped down for ventilation as on the old Turnpike Cruiser (and 1958-60 Continental Marks). Wagons were pared to a pair of Colony Parks. Joining the S-55 subseries at midyear was a handsome "slantback" two-door like Ford's Galaxie Sports Hardtop. Engines remained strictly V-8's: 390's with 250-330 bhp, a new 406-cid enlargement packing 385/405 bhp, and, as a late-season option, a high-performance 427 with 410 bhp.
Tradition returned for Silver Anniversary year 1964 in a revived four-series line of Monterey, Montclair, Park Lane, and Commuter/Colony Park wagons. The first three listed Breezeway two- and four-door hardtops and four-door sedans (Monterey still included a pillared two-door), plus slantback "Marauder" hardtop coupes and sedans. A toothy convex grille replaced the concave 1963 unit.
The previous 390 V-8's continued, but the 406's didn't, giving way to 427's with 410/425 optional bhp for all models save wagons. Big-inch Marauders were awesome performers.
The record 1965 model year brought a larger full-size body with crisp, rectilinear lines "in the Lincoln Continental tradition," as well as a new "torque box" frame (tuned for each body to minimize noise, vibration, and harshness). Wagons now rode the 119-inch Ford wheelbase; other models were up to 123.
Breezeways thinned to a trio of four-door sedans, all hardtops were now slantbacks, and the Marauder name was de-emphasized amid calls for greater automotive safety. V-8s now comprised a quartet of 390's with 250-330 bhp, plus a single 425-bhp 427. The basic 1965 look carried into 1966 with a new diecast "electric-shaver" grille and, for hardtop coupes, a "sweep-style roof" with a concave backlight.
More-rounded bodysides mixed well with sharp-edged fenders for 1967. Sedans adopted conventional rooflines but still offered an optional drop-down backlight. Hardtop coupes received "faster" roof profiles. Three new limited-production line-toppers arrived: Marquis, a two-door hardtop with broad C-pillars and standard vinyl-roof covering, a similar Park Lane Brougham hardtop sedan, and a Park Lane Brougham Breezeway four-door sedan. Intermediates were waging Mercury's sporty-car wars, so the bucket-seat S-55 ragtop and hardtop were in their final year -- and just a Monterey option package now. Respective production was minuscule: just 145 and 570.
After a minor '68 facelift, the big Mercs were fully revised for 1969. Wheelbases grew to 121 inches on wagons and 124 on other models (except Marauder), sizes that would persist until their first downsizing for 1979. Series regrouped around base Monterey, revived Monterey Custom, and a full Marquis line comprising Colony Park wagon, convertible, and base and Brougham sedans, hardtop coupes, and hardtop sedans.
Riding the shorter 121-inch wheelbase was a new Marauder, a high-performance "tunnelback" hardtop that garnered 14,666 sales. Offered in standard and spiffier X-100 trim, it shared Marquis' hidden-headlamp front and the ventless side glass used by most other models. V-8s comprised the usual 390's and a new 429-cid big-block with 360 bhp, the latter being standard for Marauder X-100, optional elsewhere.
The 1970's were basically reruns save minor trim and equipment revisions. Sporty big cars had mostly disappeared by now, and so would the Marauder after just 6043 sales that model year.
The Mercury Cougar debuted in 1967 as an upscale version of the Ford Mustang.
Mercury Cougar Origins
One of the most interesting and desirable 1960's Mercurys was the Cougar. An upscale rendition of Ford's wildly successful Mustang ponycar concept, it premiered for 1967 as a two-door hardtop in three basic permutations. Convertibles were added for 1969.
Sriding a three-inch-longer wheelbase than Mustang -- 111 in all -- Cougar offered more luxury and standard power for about $200 extra (prices started at $2851). Where Mustang's base engine was a six, Cougar had a lively 200-bhp 289-cid V-8. The big 335-bhp, 428-cid CJ became an extra-cost option for 1969-70.
The 1967-68 Cougars arguably looked best with their crisply tailored lines, hidden headlamps in an "electric-shaver" grille, and a matching back panel with sequential turn signals, a gimmick borrowed from Ford Thunderbirds. Length and width increased on the 1969's, which sported Buick-like sweepspear bodyside contours, ventless side glass, less-distinctive "faces," and full-width taillights. The 1970's adopted a divided vertical-bar grille with a slightly bulged nose.
Early Cougars came in several forms. The most luxurious was the XR-7, boasting a rich interior with leather accents and full instrumentation in a simulated walnut dashboard. A GT option delivered a firmer suspension for more-capable roadholding and a standard 320-bhp 390 V-8 for extra go.
For 1968 came a GTE package with several unique appearance features and a 390-bhp 427. The hottest 1969 Cougar was the Eliminator hardtop, with 428 power and a standard rear-deck spoiler. Convertibles saw very low sales: fewer than 10,000 total for 1969 and less than 4300 for 1970.
Cougar never approached Mustang in popularity, though it was more solid and elegant, and just as roadable. Production was still more than respectable: 150,000 in the first year, about 114,000 in 1968, close to 100,000 in 1969, then about 72,000 in 1970. All are now collector's items.
Cougar was the crowning touch to a decade that saw Mercury move into luxury cars rivaling Lincoln even as it recaptured the performance aura it established in the late 1940's and early 1950's. But the good times of the 1960's couldn't last.
As the 1970's rolled along, Mercurys became more like equivalent Fords, while government mandates and the vagaries of petroleum power-politics conspired to sacrifice performance on the twin altars of safety and fuel economy.
By 1980, Mercury had once again resumed its original role as a plusher, costlier, and sometimes larger Ford. The only differences were that the parallel model lines encompassed five or six different size classes instead of one or two, and that Mercury styling often related more to Lincoln's than to Ford's.
The 1979 Mercury Capri, unlike earlier models with the same name, was a twin of the Ford Mustang.
Mercury Ponycars of the 1970's
The ponycar field was one area where Ford and L-M divisions parted company in the 1970's. The Mercury Cougar began diverging from the sibling Ford Mustang as early as 1971, when both models were redesigned. The Mercury swelled by two inches in wheelbase instead of one (to 113 inches) and looked considerably bulkier. Standard and XR-7 convertibles remained through the end of this generation in 1973, and have become minor collector's items, primarily by dint of low annual production: fewer than 2000 of each type, except for the 3165 XR-7s in 1973.
Of course, this only reflected the abrupt drop in demand for all ponycars after 1970, and it prompted Mercury to chart a new course for Cougar. While Mustang became a smaller, lighter, Pinto-based sporty car for 1974, Cougar grew into a kind of alternative Thunderbird, adopting the 114-inch-wheelbase two-door platform of Mercury's midsize Montego models.
Oddly, the L-M studio created the design chosen for the production Mustang II. But rather than field a badge-engineered clone of that car, the division opted to continue with the German-built Ford Capri it had been selling successfully since 1970 -- a "mini ponycar" like Mustang II, but better-built and more roadable.
The Thunderbirdesque Cougar continued through 1976 as Mercury's marker in the midsize personal-luxury segment dominated by the Chevrolet Monte Carlo and Pontiac Grand Prix. The name was diluted for 1977, when it replaced Montego as the sole intermediate line (including a wagon), with the XR-7 label reserved for a single top-shelf coupe.
Things were temporarily sorted out again for 1980, when Cougar really was a Thunderbird, a twin to that year's new downsized model on a special 108.4-inch version of the "Fox" corporate platform.
In between, Ford again redesigned the Mustang, and this time Mercury wanted in. The result was a new American-made Capri for 1979. The direct descendent of the genuine Cougar ponycar, it was virtually identical with that year's new-generation Mustang save somewhat busier styling on the Ford's three-door hatch coupe body style, the only one available.
Capri offered the same four engines as Mustang in base and luxury Ghia models (the latter honoring the famed Italian coachbuilder that Ford had purchased in 1970). More enthusiastic types could order a sporty RS package roughly comparable to the Mustang Cobra option (Mercury never called it "Rally Sport," likely for fear of objections from Chevrolet).
One of the last cars of this era with a distinctly Mercury character was the Cyclone, which bowed out after 1971. Offered that year with standard 351 and optional 429-cid V-8's, this muscular midsize was impressively fast.
Swoopier sheetmetal set it clearly apart from run-of-the-mill Montego linemates and Ford's corresponding Torino GT and Cobra, particularly the protruding nose and "gunsight" grille that appeared with the midsize line's 1970-71 facelift. Reflecting the muscle-car market's sad state of affairs at the time, Cyclone sold poorly in its farewell season, especially the desirable low-production Spoiler hardtop (just 353 of the 1971's were built).
