Tuesday, December 27, 2016

1954 Mercury Sun Valley And 1954 Ford Sunliner

1954 Mercury Sun Valley, from factory sales literature.

During the dream-car days of the 1950s, it seemed as if anything could have found its way onto the car of the future. Oftentimes, some subtle version ended up on the production models a few years down the road. And while the GM dream cars are far better known than their crosstown counterparts, the 1954 Ford Skyliner–and Mercury Sun Valley–can thank the 1953 Ford XL-500 for a clear view of the sky.
Clear tops were not all that new to the automotive world when the 1954 Ford Crestline Skyliner hit the showroom floor. Though the hardtop is generally considered the first mass-produced regular production car with a Plexiglas roof panel, it was actually the same-year Mercury Sun Valley that left the assembly line first–Ford just outsold it.
As mentioned, FoMoCo used Plexiglas, tinted blue-green (visually, it’s green), measuring one quarter-inch thick. The plastic was set into a rubber gasket, inserted into the rest of the roof, and surrounded by polished stainless steel. The transparent piece sat directly over the entire front seat. Structurally, one might think it would be a hindrance, but so long as all four wheels were still on the ground, there wasn’t much of a difference, as Ford used the beefed up convertible chassis.
The new models were advertised as a novel way to view the countryside; a more panoramic view, or certainly an advantage in viewing overhead traffic lights. Of course, the next thought to cross one’s mind might be the increased heat issue. To this, both Ford and Mercury claimed that the interior temperatures would increase only slightly, perhaps a nominal five degrees. In a Special Interest Autos November-December 1976 interview with designer L. David Ash, he claimed that “60 percent of the sun’s heat rays and 72 percent of the glare” were blocked by the tint. All the same, both companies offered a snap-in “aluminized nylon” shade to block out the world above.
The 1954 production run culminated with 13,344 Skyliners and 9,761 Sun Valleys. Then the trouble started. Rumors began to quickly circulate of the tendency for the interior to become sauna-like during the summer months, and even with the interior shade in place, the temps rose above the factory claims.
In time for the 1955 model year, Ford nixed the Crestline in favor of the Fairlane, thus moving the “bubbletop” Skyline model into the more popular Crown Victoria models of the mid-Fifties. Also introduced with the Fairlane was the “basket handle” chrome trim. Of little structural value, it’s actually hollow, and it’s where–on the Skyliner–the removable sun shade could be stored when not in use. For the 1954 model year, the shade would have to be stored elsewhere. There was also a change to the shade, in that a zipper ran down the middle so that half the Plexiglas top could be exposed.
Unfortunately, sales began their downward spiral at the rate of a lead brick in a pond. Ford’s 1955 Skyliner production total was just 1,999 units, while Mercury’s wasn’t far behind with 1,787. Mercury killed the bubbletop after the 1955 model year, but Ford continued it in 1956, producing just 603 units. Granted, 1956 wasn’t the best model year for any manufacturer, but when comparing bubbletop production numbers with their regular hardtop siblings, it’s easy to see why the novel idea didn’t last: Ford’s three-year hardtop versus bubbletop total was 137,838 to 15,946, while Mercury’s two-year total was 151,091 to 11,548. Today, they are highly collectible, especially the 1956 models.
The Sun Valley died in the design room, yet the Skyliner was transformed into the retractable hardtop, offered from 1957-1959. However, it’s not the end of the story for the Plexiglas top. It reappeared as the “moon roof,” an option on the 1977 Lincoln. Essentially the same width as the Skyliner plastic panel, it featured a reflective tint rather than blue-green.
So the next time you open your glass panel sunroof, you can thank FoMoCo’s Skyliner and Sun Valley.
This article originally appeared in the January, 2008 issue of Hemmings Motor News.

Source: blog.hemmings.com

1949 Mercury Coupe



Source:  hemmings.com

1965 Mercury Comet Caliente

Rally-prepped 1965 Mercury Comet Caliente for sale on Hemmings.com. From the seller’s description:
This vehicle is a recreation of one of the original Ford Motor Company Mercury Comet rally cars.
Commencing with an exceptionally solid, low-mileage, original car, the rebuild process changed the car into a performance and durable rally car with the following specification: 302 Ford V8 making approximately 300 HP. Five-speed Tremec T5 transmission. Four-barrel carb and reworked headers. Uprated suspension with heavy-duty springs. Rack and pinion power steering. Mustang front disc brakes and 11″ rear drums. Ford 9″ rear end with posi-traction. Front skid plate. Full rally instruments and roll cage. Recaro bucket seats, air conditioning and CD changer. Full spares package with built in lock box. Two sets of extra wheels, 14″ and 15″

Source: hemmings.com
1965MercuryComet_02_1000 1965MercuryComet_03_1000 1965MercuryComet_04_1000 1965MercuryComet_05_1000

1970 Mercury Cougar Eliminator



Source: hemmings.com

1948 Mercury Convertible

1948 Mercury Convertible

Source: hemmings.com

1967-’68 Mercury Cougar XR7

Photos by Daniel Strohl.

For 1967, Mercury took the Mustang uptown with the release of its Motor Trend Car of the Year winning Cougar.
From its quad headlights concealed behind a distinctive electric shaver grille to its triple taillights with sequential turn signals, the Cougar was aimed at the grown-up performance enthusiast who might have otherwise shopped for a European car.
Nowhere was Mercury’s emphasis on sophistication more evident than inside the sporting cat, particularly when outfitted with optional XR7 trim. If you’ve ever peeked inside a Jaguar sedan from this period, then you already know what Mercury’s designers were thinking about while planning the Cougar’s cockpit.
The XR7’s seats were skinned in a rich-looking combination of leather and vinyl, and its door panels were equipped with touring car-esque pull straps and map pockets. An overhead console further gentrified the XR7’s living quarters and served as a place to locate idiot lights that might have detracted from the elegantly simple instrument cluster. Along with the low-fuel warning light, seat belt reminder light, door ajar warning light and the parking brake light, a pair of round map lights were positioned neatly in the console above the driver and passenger.
The XR7’s instrument panel was especially European, trimmed full-width in a walnut-toned simulated woodgrain appliqué, with black-faced instruments. Front and center, flanking the steering column, sat the speedometer with trip odometer on the left and tachometer on the right. Positioned above the speedo and tach were the ammeter, fuel gauge and temperature gauge, while the oil pressure gauge was mounted far to the right on the passenger’s side of the panel.
Aligned in a tidy row at the center of the dash were a bank of toggle switches that controlled the left- and right-side map lights, rear quarter courtesy lights and the instrument panel courtesy lights.
If an optional sports console was ordered, it extended upward at the center of the instrument panel and provided a home for an electric clock and optional radio.
Mercury’s attempt to imbue the Cougar with British touring car touches wasn’t lost on reviewers of the day. In its March 1967 issue, Popular Mechanics even put two-time Indianapolis 500 champion Roger Ward behind the wheel of a 1967 Cougar XR7 390 GT and asked him to compare it against the 1967 Aston Martin DB6. The Cougar, loaded with every available option, carried a reasonable $4,450 price tag, while the DB6 checked in at $15,400.
When the smoke cleared, Ward seemed impressed with the Cougar’s 390 powerplant, but noted the car’s unsports-car-like tendency to understeer–probably in no small part due to the weight of its V-8 engine. The DB’s sophisticated all-aluminum 244-cu in DOHC six-cylinder, meanwhile, was at a slight disadvantage in a sprint, but it paid the driver back with a favorable power-to-weight ratio that made the Aston far more willing to hang out its tail in a high-speed turn.
“I’d say the Cougar is a car for the man who aspires to own an Aston Martin, but hasn’t got the pocketbook for it!” Ward said. The same could be said today of the XR7–an often underrated, overlooked but stylishly appointed American performance car.
Mercury Cougar XR7 Mercury Cougar XR7 Mercury Cougar XR7
This article originally appeared in the October, 2013 issue of Hemmings Motor News.

Source: hemmings.com

The Eliminator: 1970 Mercury Cougar

1970 Mercury Cougar Eliminator
I grew up hearing amazing stories about the Mercury Cougar. As you may recall, my dad has always wanted a Cougar, even just a base model. He eventually found one that he likes, so hopefully he doesn’t see this Cougar Eliminator and decide he needs another! This example is believed to be highly original, although the paint has been touched up and a few pieces have gone missing over the past 46 years. The seller has gotten it running and driving, with a new exhaust system, and it’s listed here on eBay in Wylie, Texas with a BIN of $18,500 and the option to make an offer.


1970 Mercury Cougar 351 4V Engine
$18,500 is a bit rich for my blood, but this Eliminator is a special car. It was special ordered by the first owner in Competition Orange paint, with the 351 4V engine, FMX transmission and the Rally Wheel covers. The handling package, 3.25 rear end and F70x14 tires were standard with the 351 Eliminator, but are nice features to have and sure made it a great car! There were just 2,267 Eliminators built in ’70, but it’s believed that only 3 of those came with the Rally Wheel covers and this could be the only one of those painted Competition Orange. I love the looks of this car, especially with those hide away headlights!


1970 Mercury Cougar Interior
This car’s history is a bit interesting. It was kept and cared for by the original owner until about 5 years ago. The next owner pulled the exhaust off, removed the headliner, carpets, then parked it and left it. It’s too bad they decided to pull it apart, it would likely be a much nicer survivor if they had continued to maintain it instead. I’m going to guess they were planning on restoring it, but lost interest or ran out of funds. It’s also a bummer that the parts they removed aren’t still with it, but they may have been past the point of saving. At least the new exhaust looks and sounds great!

 
While it’s a well optioned car, most Eliminators were, and looks to be in solid shape I think the current asking is a tad high. Thankfully the seller is willing to hear offers, so perhaps they will accept an offer closer to $15k. If you make them an offer, be sure to let us know! So do any of you have good stories or memories of the Eliminator to share? If so, we would love to hear them!
 
Source: barnfinds.com
 

1949 Mercury Monarch

1949 Mercury Monarch

Source: hemmings.com

1966 Mercury Cyclone GT

1966 Mercury Cyclone GT GT

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1968 Mercury Montego MX Convertible V8



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1966 Mercury Park Lane Convertible

1966 Mercury Park Lane Convertible

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1947 Mercury Monarch



Click Here to read all about this Mercury and to view other pictures.

Source: hemmings.com

1960 Mercury Montclair 4 Door Sedan

1960 Mercury Montclair 4 Door Sedan

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1950 Mercury Coupe

From the seller’s description:
1950 Mercury Coupe Lead Sled, 255 ci Flathead V8 bored 60 over with Isky Cam and Lifters, Turned crankshaft with new main and rod bearings, Edlebrock Finned heads with chrome acorn nuts, Holly 4 Barrel Carburetor, Custom Made Stainless Steel Headers, Dual stainless exhaust and tail pipes with Cherry Bomb Mufflers, , Borg Warner 5 Speed Transmission, Power steering, Power Windows, Original differential, A-Arms with coil springs and King Pins with two inch lowering blocks installed. Rear suspensiion original with Leaf Springs and three inch lowering blocks installed.
Body: All steel body with fiberglasss lower quarter panels and front and rear splash pans. Body Modifications – Louvered hood with rounded corners, cusomer made and chromed grill, 1953 Buick stainless steel side trim, frenched headlights, electronic tail lights, molded chrome laker pipes, custom fit and molded fiberglass fender skirts, customer made aluminum firewall, inner fender covers, and front of radiator all custom fit. Power trunk, Dummy chrome spot lights with door poppers and stainless prep mirrors.
Interior – Completely redone approximately 3 years ago in a grey tweed, seat and doors reupholstered, new carpets, and headliner with seat belts
Wiring – All wiring has been replaced with a complete kit from E-Z wiring and has been installed bumper to bumper. Converted to 12 volt system with alternator
Paint – Glassodur paint base clear two tone Orchid Metallic and Violet

Source: hemmings.com
1950 Mercury coupe 1950 Mercury coupe 1950 Mercury coupe 1950 Mercury coupe

Gone, But Not Forgotten – Mercury’s Cougar Turns 50

1967 Mercury Cougar. Brochure and print ad images courtesy Lov2XLR8.no.
It was meant to bridge the gap in the Ford product line between the Mustang and the Thunderbird, but Mercury’s Cougar would go on to become a mainstay of the division, ultimately symbolizing the “sign of the cat” brand. Beginning with a single two-door hardtop model, the Cougar would go on to spawn convertible, sedan, hatchback and even station wagon variants, but like the rest of the Mercury division, it’s now little more than a memory of our automotive past. Introduced on September 30, 1966, the final Cougar rolled off the assembly line on August 2, 2002. In honor of the half century that’s passed since the Cougar’s debut, here’s a look back at its origins.
1967 Mercury Cougar Dan Gurney Edition
1967 Mercury Cougar Dan Gurney Edition. Photo by Richard Lentinello.
The Cougar is often described as Lincoln-Mercury’s response to the Ford Mustang, but the Cougar’s origins pre-date the launch of the Ford Mustang. As early as 1963, the Lincoln-Mercury division was engaged in designing a sporty compact car, but the project only gained momentum in the summer of 1964, when John Aiken, the manager of the Lincoln-Mercury Advanced Styling Studio, was put in charge. Prior to Aiken’s involvement, Mercury considered launching a Mustang with a restyled fiberglass front end, but quality issues with both paint and panel fit nixed the idea.
1967 Mercury Cougar

If Mercury was going to produce such a car, it was going to do it right, and that meant a clean-sheet design. Only the Mustang’s platform, windshield and roof rails would be retained, clothed in new sheet metal and riding on a wheel base stretched to 111 inches (from the 1967 Mustang’s 108 inches). The Mercury product would be a luxury sport coupe, positioned in size, price and prestige between the Mustang and Thunderbird, both restyled for the 1967 model year.
Though thoroughly dissimilar in design, Aiken and Cougar chief designer Buz Griesinger admitted to being influenced by the sculpted appearance of the Jaguar Mark X sedan. As Aiken told Gary L. Witzenburg in Automobile Quarterly Volume 4, Number 24, “We looked very strongly at the Jaguar sedan, and we asked ourselves, ‘What is the mystique of the Jaguar?’ We wanted a car that, like the Jag, was curvaceous and feline in shape and form, with a highly sculpted look.”
1967 Mercury Cougar
To that end, the side sculpting on the Cougar was meant to accentuate the car’s overall length, further distinguishing it from the Mustang. The Jaguar played a role in the Cougar’s interior design as well, adding touches like toggle switches for interior lighting and the faux burl walnut dash that would grace XR-7 models, introduced midway through the Cougar’s first year.

1967 Mercury Cougar
Mechanically, the Cougar would differ from the Mustang in several significant ways. As Mark McCourt spelled out in our 1967-69 Mercury Cougar Buyer’s Guide, published in the January 2004 Hemmings Muscle Machines, no six-cylinder engine option was available, leaving consumers to choose between a 289 V-8 topped by a two-barrel carburetor, rated at 200 horsepower; a 289 V-8 topped by a four-barrel carburetor, rated at 225 horsepower; a 390 V-8, topped by a two-barrel carburetor and rated at 280 horsepower; and a 390 V-8, topped by a four-barrel carburetor and exhaling through a dual exhaust, rated at 320 horsepower. Transmission choices included the standard three-speed manual, a “top loader” four-speed manual, and a three-speed Merc-O-Matic with Select Shift, which allowed drivers to hold first or second gear.

1967 Mercury Cougar Dan Gurney Edition
The Cougar’s 289 V-8 was good for up to 225 horsepower when topped by a four-barrel carburetor. Photo by Richard Lentinello.

In keeping with it pseudo-luxury focus, the Cougar received a revised suspension as well, tuned more for comfort and compliance than for handling. A performance handling package featuring stiffer springs, heavy-duty shocks, and a larger front anti-roll bar was available for those wanting a sportier feel, but the Cougar was also saddled with an additional 123 pounds of sound deadening material compared to the Mustang.
In preparation for the car’s launch, automotive journalists of the day received press releases from towns with “Cougar” in the name, Cougar burgers (spiced ground beef, shipped on dry ice), Cougar crackers, Cougar wine and Cougar cookies, ensuring that no one would forget the car’s name at its September 1966 debut. Pitched by Ford executives as “America’s first luxury sports car at a popular price,” the Cougar promised consumers “Untamed elegance! …an entirely new kind of road animal from Mercury.”

1967 Mercury Cougar Dan Gurney Edition
Dan Gurney Edition interior. Photo by Richard Lentinello.

Well-equipped even in its most basic form, the Cougar hit the market priced from $2,851, or $350 more than a base Mustang. Opting for the more luxurious XR-7 version brought the price of admission to $3,081, which was still a considerable bargain compared to European luxury sports cars. In the words of Lincoln-Mercury general manager and Ford vice president Gar Laux, “In a nutshell, the Cougar XR-7 is the car for the man who aspires to Aston Martin, but doesn’t have James Bond’s pocketbook.”
The press liked it, too, with most describing the Cougar as a more refined version of the Mustang. Motor Trend named it Car of the Year for 1967, and perhaps to prove it was no slouch on the race track, Mercury enlisted the services of Dan Gurney to campaign the car in the SCCA’s Trans Am series, resulting in a Dan Gurney Special Edition Cougar XR-7.

1967 Mercury Cougar Trans Am
Dan Gurney in his Bud Moore Mercury Cougar at Kent, Washington in 1967. Photo courtesy Ford Motorsports.

In its debut year, the Cougar sold 150,893 examples, but by 1970, the last year of the original Mercury Cougar, just 72,343 were built. In 1971 a new Cougar was launched, still based upon the Mustang, but by the time the third-generation cat debuted in 1974, its basis was the larger Ford Torino. This version would be replaced by an even larger a new Cougar, riding on the LTD II (formerly Torino) platform and ultimately spawning a station wagon, available with or without fake wood paneling, in 1977.
Three more generations of Cougars would come and go from 1980 – 1997, but by then the car’s sales numbers were truly dismal. In 1996, just under 39,000 examples were sold, but this would fall further, to just over 35,000 examples, the following year. With its MN12 platform cancelled, the Cougar appeared to have given its last roar.
Except the brand wasn’t quite ready to give up on the name just yet. For 1999, Mercury revived the Cougar as a sport compact built upon the Ford Contour platform and sharing its front-engine, front-wheel drive layout. Power options were limited to four and six-cylinder engines, and while a sportier variant (borrowing heavily from the Contour SVT parts bin) was discussed, the model never made it to production. After the first-year novelty wore off, consumers weren’t drawn to reborn Cougar, and sales fell from 88,288 units in 1999 to just over 25,000 examples in 2001, its penultimate year. With little fanfare, the Cougar nameplate disappeared from the American landscape at the end of the 2002 model year.

Source: blog.hemmings.com

1954 Mercury Monterey 2dr. Hd. Top W/Contential Kit

1954 Mercury Monterey 2dr. Hd. Top W/Contential Kit

Source:  hemmings.com

Tuesday, December 20, 2016

1975 Mercury Bobcat Villager


Thanks to Pat L. for sending in this great tip! This is a 1975 Mercury Bobcat Villager, basically a nicer, fancier Ford Pinto Squire wagon. This wood-grain-wonder is listed on Hemmings with a very reasonable asking price of $1,999! You know you’ve always wanted one, here’s your chance. NADA has an average retail value for a 1975 Mercury Bobcat Villager as being $3,825.



The Bobcat was Mercury’s first compact car and it debuted, for some reason, in Canada in 1974 and finally made it to the US in 1975. Canada had those great Mercury pickups, maybe it had something to do with their dealer network. One of you will know why. This car looks good to me although, dang, those bumpers are ‘UGE! You could set up a three-bedroom condo on that thing. There was no way to avoid those types of things in that era, though. Just like lots of cars from the 1990/1991/1992 era had those #$% automatic seatbelts!


Bobcat buyers could choose from either a wagon, a Villager in Mercury’s case, or hatchback body style, the same as a Ford Pinto, but they had a unique grille and trim compared to the Pinto. The wood-grain DI-NOC vinyl could use some updating, or not. And, there are a few things that could use some help, but overall this car looks like it’s in nice condition.


That’s a great-looking interior! This car is located in California which may explain the apparent lack of visible body rust and the faded wood-grain paneling, I mean, wood-grain sticker. You can replace that, of course. The interior looks really nice other than a broken driver’s side window crank. For those of you under age 40, back in the early-stone age (pre-2000) people used to actually have to manually, physically, and literally turn a crank to open and close the side windows on vehicles! I know, right?! No fancy power windows on a Merc ‘Cat, no, sir. The seats look absolutely like new. Fabric inserts could be had and those would be preferable for sure, at least for me they would be. But the quality and preservation of this interior can’t be argued against too harshly.
Unfortunately, there are no engine photos and even more unfortunate is that the seller says the 2.8L, 97 hp V6 engine has a knock. I read one forum that said it could be as simple as being out of time, or another problem with the distributor. Hopefully it isn’t a huge deal to track down the cause. Have any of you owned a Mercury Bobcat? I know there are a lot of former and present Pinto owners out there!

Source: barnfinds.com

1964 Mercury Comet 404


This 1964 Mercury Comet 404 is a beautiful survivor that is a 2 owner automobile. Appearing in like new condition, it is easy to believe that this Comet has only covered 37,384 miles. Needing nothing other than a new home, we appreciate the crisp styling, and its wonderful originality. The owner has priced this Comet very advantageously at $4,800. Find it here on craigslist out of Pekin, Illinois.


Taking a peek under the hood reveals the original 200 cubic inch inline 6. Perhaps not the quickest power plant, but with it being coupled to an automatic transmission, this Comet is certainly a comfortable cruiser. Examining the engine and bay reveals some minor rust developing under the paint. But overall, the engine bay is acceptable.


The interior is gorgeous on this Mercury! Appearing original and flawless, this thing is a real gem inside. The black on red color combo is sharp and classy, and the red is just simply vibrant with no signs of aging. The door jamb looks a little dirty, and perhaps even mildly peppered with some surface rust. Difficult to say.


Moving to the exterior reveals a beautiful luster and shine. There is no apparent rust of any kind on the exterior of this Mercury, and the chrome is flawless as well. The black paint looks to be very nice, with no obvious signs of damage. The exterior trim and badging is all accounted for, and even the factory hubcaps are in god shape with no dents, rash, or rust.

Needing nothing, this great condition Mercury will make a great cruiser. Would you bring home this Mercury Comet survivor?
 
Source: barnfinds.com

1955 Mercury Montclair



Click Here to read all about this Mercury ans well as to view other photos.

Source: hemmings.com

Sunday, December 4, 2016

1951 Mercury Monterey



This ultra rare California Monterey is one of less than 1000 produced and came out of a collection of low mileage original cars .. The car shows 52000 miles and is supposedly correct and looks it .. The car drives like a brand new Mercury. Highly optioned and absolutely rust free.. Equipped with high way gears--standard shift -- radio heater duals skirts wide whites factory grille guard and more...

Click Here to find out more about this Mercury and to view other pictures.

Source: hemmings.com

Thursday, November 10, 2016

1973 Mercury Cougar XR7

Originally designed as an upscale version of Ford’s Mustang, the Mercury Cougar would take an entirely different direction for the 1974 model year, growing in size and plushness to become a personal luxury coupe instead of a pony car. That makes this 1973 Mercury Cougar XR7, for sale on Hemmings.com, the last of the “classic Cougars,” the final model year to share a platform with the Ford Mustang, and the last version to focus on performance over comfort. Described as a restored driver-quality car, this cat comes powered by a 351 Cleveland V-8 topped by a two-barrel carburetor, which was rated at 168 SAE net horsepower. As an XR7 version, it adds chrome rocker panels, unique wheel covers, a vinyl roof, and additional gauges, and this example was even ordered new with the power sunroof and Whisper-Aire air conditioning. Best of all, you probably won’t see another one at every Saturday morning cruise-in. From the seller’s description:
You are viewing a 1973 Mercury Cougar XR-7 that has undergone a loving, FRAME-ON restoration with under 75,000 ORIGINAL MILES (at time of ad).
This car was billed as the “Gentlemen’s Muscle Car” or a “Muscle Car in a Sports Jacket” because it was more luxurious and refined than its’ Mustang stable mate.
It comes equipped with the 351 Cleveland 2bbl, arguably the best V8 ever produced by the Ford Motor Company, mated to the C-6 Automatic Transmission.
It has power steering, power power brakes, and the rare, power sunroof option. Only 840 power sunroofs were ordered that year. How many are left???
The A/C and original AM/FM radio are functional.
The floor console houses the shifter and a WORKING analog clock.
This car has never been hit as evidenced by the arrow-straight body lines.
Also included are the owner’s manual, owner card, and retail delivery card – all original as well as the Marti report.
Don’t let this oportunity to own a piece of American muscle car history slip away. Although I’ve tried to be complete in my description, I will answer any and all questions to the best of my ability.
1973 Mercury Cougar XR7 1973 Mercury Cougar XR7 1973 Mercury Cougar XR7 1973 Mercury Cougar XR7


Source: blog.hemmings.com