The Mercury Cyclone is an automobile that was marketed by the Mercury division of Ford from 1964 to 1971. Introduced in 1964 as the Mercury Comet Cyclone , the Cyclone replaced the S-22 as the performance-oriented version of the Mercury Comet model line. The Cyclone became a distinct nameplate for the 1968 model year, as the Mercury Montego was phased in to replace the Comet.
125-753: Within Mercury, the Cyclone was positioned between the Cougar pony car and the Marquis /Marauder full-size two-doors. Though largely overshadowed by the Cougar, the Cyclone was positioned as a muscle car , representing the Mercury brand in racing as a clone of the Ford Fairlane Thunderbolt . Four generations of the Cyclone were produced, with production ending after the 1971 model year. For
250-845: A "rim-blow" steering wheel. Package C included the Package A items, as well as the Special Handling Package, featuring improved tires and heavy-duty suspension components. Package D combined all other packages: Package A, the Interior Decor package, and the Special Handling package. The Sports Special could be combined with any available engine. For 1969 and 1970, the Hertz Rental Car Company purchased Cougar Eliminators as part of their "Rent-A-Racer" program. These Eliminators were ordered with
375-416: A 240 hp 351 Cleveland two-barrel V8 was the standard engine with a 351C four-barrel V8 as an option. The Boss 302 and Boss 429 were discontinued, with both Boss engines and the 428 Cobra Jet replaced by a 370 hp 429 Cobra Jet V8 (with or without Ram Air). For 1972, Ford adopted SAE net horsepower ratings, leading to a numerical decrease in advertised engine output. The 429 V8 was dropped, leaving
500-478: A 427 cu in (7.0 L) V8, rated at 390 hp (291 kW; 395 PS). As a mid-year option, a 428 Cobra Jet Ram Air was introduced on April 1, 1968, rated at 335 hp (250 kW; 340 PS). The 428 Cobra Jet engine replaced the 427 in the GT-E. For the 1969 model revision, the engine line underwent further changes. The 289 was dropped entirely; a two-barrel 351 cubic-inch "Windsor" V8 became
625-410: A 780 CFM Holley 4 BBL carburetor. The Cyclone Spoiler was for the performance-minded with front and rear spoilers, black or white racing stripes that went from front to the rear of the car, an integrated functional hood scoop for ram air induction, 140 mph speedometer with a four-gauge suite including an 8,000 rpm tachometer with adjustable red line, vinyl bucket seats, dual racing mirrors and
750-404: A black-out, stand-up grille, bucket seats with sewn-through pleats, center console, chrome-plated wheel covers with lug nuts, engine "dress up kit", unique insignias, a vinyl roof in black or white and a "Power-Pac" gauge cluster for the heavily padded instrument panel. The 1966 models underwent a major styling change. The body received "sculpturing" that ran the length of the car, and was based on
875-496: A compact sporty car. The second-generation Cougar is the final version derived from the Ford Mustang and the final version offered as a convertible. A light blue/white 1973 Cougar XR-7 convertible was the "last" convertible assembled by Ford Motor Company; at the time, American manufacturers ended assembly of convertibles during the 1970s in anticipation of increased rollover safety standards. The second-generation Cougar used
1000-468: A competition suspension package. The 429 Cobra Jet with Ram Air was the standard engine for the Cyclone Spoiler, with the 429 Super Cobra Jet with Drag Pak and Super Drag Pak optional. The Super Cobra Jet upgraded the block to four main bolts and provided a mechanical flat-tappet camshaft, and the carburetor was changed from a 720 cfm Rochester QuadraJet to a 780 cfm Holley. Standard with
1125-411: A crate engine from Ford Racing and Performance Parts. All 221, 260, and 289 engines built from July 1961 through August 1964 used a five-bolt bell housing, with all 221s and 260s being of this configuration, but the 289 changed to the six-bolt arrangement at this time – the change was made to resolve transmission utilization issues, such as the need for larger-diameter clutches. The block mount pads and
1250-486: A displacement of 221 cu in (3.6 L), it eventually increased to 351 cu in (5.8 L) with a taller deck height, but was most commonly sold (from 1968–2000) with a displacement of 302 cu in (later marketed as 5.0 L). Famed variants powered 289 Shelby Cobras to Trans-Am racing championships and the Ford GT-40 to wins at LeMans and 1-2-3 sweeps in its iconic 5L form. The Boss 302 also
1375-481: A divisional counterpart of a Ford vehicle. Though sharing a common chassis architecture, the Cougar was visibly distinguished, ranging in degree from distinct grilles, badging, and lighting components to nearly every body panel specific to the model line. For its first two generations, the Cougar was derived from the Ford Mustang . Initially serving as a pony car , the popularity of the Cougar led it to replace
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#17327804365831500-399: A fiberglass hood (bonnet) with two air scoops and several other performance options. The 1967 model was produced with several engine options. The standard engine was the 289 cu in (4,736 cc) V8 with 200 hp (149 kW). The GT's engine was 390 cu in (6,391 cc), but was quoted with 15 fewer horses at 320 hp (239 kW). Neither the 1966 Cyclone nor
1625-548: A four-barrel carburetor. This engine was rated (SAE gross) 260 hp (194 kW) at 5800 rpm and 269 lb⋅ft (365 N⋅m) at 4800 rpm. This engine was termed the HP-260 by Ford and was specifically made for Carroll Shelby – about 100 were made. The 1964–1966 Sunbeam Tiger Mk I used the 260. The 1967 Sunbeam Tiger Mk II used the 289 ci in V8 when the 'build ahead' stocks of the 260 ran out. The 289 cu in (4.7 L)
1750-420: A full-width grille, with the "electric shaver" split grille replaced by a horizontally-slatted grille (with a matching centerpiece); concave taillamp lenses replaced the previous convex design. The hidden headlamps were retained; the mechanism shifted its power from dual vacuum actuators to a single, centrally-located vacuum actuator. The vacuum to operate the headlight doors was provided by the engine and stored in
1875-523: A low-restriction exhaust system. For 1967 and 1968, to commemorate the success of the model line in competition, Mercury offered the Dan Gurney Special appearance option, available on both the Standard and XR-7 models. In addition to a signature decal, the option package included turbine-style wheel covers and a chrome engine dress-up kit. To signify his association with Lincoln-Mercury,
2000-399: A new hood adopting a pronounced body-color center section. As part of the front fascia revision, the Cougar also received a new front bumper and revised front fenders. Concave taillamp lenses remained but with revised trim bezels, in addition to revised side marker lights. A change to the position of the rear axle necessitated a new rocker panel length and rear quarter sheet metal as compared to
2125-522: A performance axle. Interior upgrades included: Hi-Back bucket seats (Eliminator-only for 1969 model year), and unique "black camera case" instrument panels with full instrumentation (including visual warning lights and gauges, tachometer, trip odometer, and rallye clock). Four exterior colors were available: white, bright blue metallic, competition orange, and bright yellow. Optional engines included: 390-4V, 428 Cobra Jet or Super Cobra Jet (both available with or without Ram-Air), and Boss 302 (available only with
2250-437: A reservoir under the fender. The headlight doors use spiral torsion springs to make the headlamp doors stay open in the neutral position. A convertible body style was added to the model line, available for both standard and XR-7 trims; a power-operated top was standard. For 1970, the Cougar underwent an additional revision to the front fascia; the split "electric shaver" grille with vertically slatted trim made its return, with
2375-634: A revised version of the first-generation chassis, again shared with the Ford Mustang; the wheelbase was increased to 112.1 inches. While substantially upgraded, the rear-wheel drive chassis underpinnings remained derived from the Ford Falcon unibody architecture. To better accommodate big-block engines (such as the Ford 429), the Mustang/Cougar chassis was widened 3 inches; the front track was widened from 58.1 to 61.5 inches (only an inch narrower than
2500-633: A single XR-7 trim level, as the GT and Eliminator editions were retired. Ford Windsor engine The Ford small-block (aka Windsor V8) is a series of 90° overhead valve small-block V8 automobile engines manufactured by the Ford Motor Company from July 1961 to December 2000. Designed as a successor to the Ford Y-block engine , it was first installed in the 1962 model year Ford Fairlane and Mercury Meteor . Originally produced with
2625-438: A sporty look. It had a spoked steering wheel and bucket seats . Some of the engine parts were chromed . In the 1965 models, the engine was updated to the four-barrel carbureted version of the 289 cu in (4,736 cc) unit, but generated 200 hp (149.1 kW). This model had a few performance options, which included a handling package, a special fan, and a "power transfer" rear axle. Special features included
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#17327804365832750-486: A world record speed of 189.22 mph (304.52 km/h) at Daytona. Several engines were available for the Cyclones: The 302 cu in (4,949 cc) standard engine was available as either the two-barrel carburetor, which generated 210 hp (157 kW), or the four-barrel carburetor, which generated 230 hp (172 kW). The 390 cu in (6,391 cc) optional engine (standard for GT)
2875-408: Is routed out of the block through the intake manifold. The design was soon bored to 260 cu in (4.3 L) and again to 289 cu in (4.7 L), then stroked to 302 cu in (4.9 L), settling on the most common displacement offered until the engine's retirement in 2001, nearly 40 years after the basic block design debuted. Two additional displacements were produced during
3000-470: The 1969 Boss Mustang . Mercury also added a new model to the Cyclone line: the Cobra Jet (CJ). The Cobra Jet's engine was a 428 cu in (7,014 cc) which generated 335 hp (250 kW). The engine had a Ram Air option, a 735 CFM Holley four-barrel carburetor although the option showed no quoted difference in horsepower rating. The Mercury Cyclone CJ had the following enhancements over
3125-662: The 351 cu in (5,752 cc) Q-code 4-barrel Cleveland Cobra Jet small block engine rated at 248 hp (185 kW) SAE net or the 429 cu in (7,030 cc) N-code 4-barrel rated at 205 hp (153 kW) SAE net. The Cyclone option group included a functional Ram Air induction through twin integrated hood scoops, Traction-Lok (limited slip) differential, F70-14 for 351 cu in (5,752 cc) cars, and G70-14 tires for 429 cu in (7,030 cc) powered cars, hub caps and trim rings, body striping and identification, three-spoke steering wheel and dual racing mirrors. The 351 cu in (5,752 cc)
3250-669: The 390 and 428 big-block engines became available in the Mustang and Fairlane lines, which offered similar power (at the expense of greater weight, and worsened front/rear weight distribution) with cheaper parts at far less cost. The HiPo engine was used in modified form by Carroll Shelby for the 1965–1967 Shelby GT350 , receiving special exhaust headers, an aluminum intake manifold, and a larger 4-barrel Holley 715 CFM carburetor , which rated power to 306 bhp (310 PS; 228 kW) at 6,000 rpm and 329 lb⋅ft (446 N⋅m) at 4,200 rpm of torque . Shelby also replaced
3375-527: The 735cfm Holley Carb Mercury produced a version of the Cyclone for NASCAR called the Cyclone Spoiler II. The model was available in two flavors. The street version featured a 351 cu in (5,752 cc) Windsor block, and was used to enter into the NASCAR business. The racing version featured a 429 cu in (7,030 cc) Boss block, which was the same engine as the one in
3500-570: The Cyclone muscle car in the Mercury model line. The second generation moved its market position closer to the personal luxury car segment. For its third and fourth generations, the Cougar adopted the Ford intermediate chassis. Slotted above the Montego, the model became the counterpart of the Ford (Gran Torino) Elite . For its fourth generation, Mercury split the Cougar into two model lines, with
3625-631: The De Tomaso Pantera exotic sports car beginning in 1971. For 1972, the Mercury Montego was fully redesigned with body-on-frame construction, front and rear coil spring suspension, and a new shorter 114-inch wheelbase for two-door models. The Cyclone was reverted to a performance option package available on Mercury Montego, Mercury Montego MX two-door, and the Mercury Montego GT. The package included one of two engines,
3750-587: The Ford Cougar ). The Mercury Cougar began life in the summer of 1962, as both Ford and Lincoln-Mercury styling teams submitted design proposals for the T-5 project (the 1965 Ford Mustang). Though the Ford design was selected for the vehicle, Lincoln-Mercury retained interest in the T-5 project, seeking to develop its own vehicle from it to compete in a similar market segment as the Ford Thunderbird (at
3875-652: The Ford GT40 MKII and GT40 MKIV had dominated the Le Mans 24-Hour Race for two consecutive years, using various versions of the Ford big-block engine. In an attempt to reduce the high speeds, the organizers of this race capped the engine capacity in 1968. Ford consequently returned to the MKI GT40 (originally using the Windsor 289), but had now increased its capacity to meet the new rules. Since Ford had ruled that
Mercury Cyclone - Misplaced Pages Continue
4000-730: The Ford Thunderbird (sharing its chassis with the Lincoln Continental and Lincoln Mark VII). The sixth generation Cougar (adopting the lineage of the XR7) reverted the line solely to a two-door coupe. The seventh-generation Cougar introduced the MN12 platform (alongside the Thunderbird). Though again a two-door personal luxury coupe, the model line underwent significant modernization. After its discontinuation following
4125-540: The Ford Torino Talladega , the Cyclone Spoiler II was introduced to compete with Dodge Charger Daytona and Plymouth Superbird . Although a redesigned Spoiler II was developed in 1970, only a single prototype was produced (alongside three Torino King Cobra counterparts). For 1971, NASCAR changed its rules to end the production of aerodynamically-optimized cars, increasing their homologation requirements and restricting their engine displacement. Following
4250-554: The Lincoln Town Car and continuing through the 1990s. The 2001 Explorer SUV was the last North American installation of the engine, and Ford Australia used it through 2002 in the Falcon and Fairlane . Although sometimes called the "Windsor" by enthusiasts, Ford never used that designation for the engine line as a whole; it was only adopted well into its run to distinguish the 351 cu in (5.8 L) version from
4375-825: The Y-block and the MEL . It was optional in Fox-chassis cars including the Mustang (and corporate cousin Mercury Capri), Thunderbird, and Fairmont, and standard equipment in the Ford LTD . Some variants (such as the one used in the Mercury Grand Marquis) were fitted with a variable-venturi carburetor which were capable of highway fuel economy in excess of 27 mpg ‑US (11 km/L; 32 mpg ‑imp ). Due to its dismal overall performance,
4500-496: The new V6 was in production. Rated power (SAE net) was 115–122 hp (86–91 kW), depending on year and application. Cylinder heads, which were specific to this engine, used smaller combustion chambers and valves, and the intake ports were oval whereas the others were all rectangular. The only externally visible clue was the use of an open-runner intake manifold with a stamped-steel lifter valley cover attached to its underside, reminiscent of previous-generation V8 engines, such as
4625-415: The 1967 Cougar featured a unique body design while continuing the popular "long-hood, short-deck" proportions of the Mustang. The model line was marketed as having "European" style and features. The first Lincoln-Mercury vehicle with hidden headlamps , Cougar headlight doors were powered by dual vacuum actuators (one for each headlight door), with vacuum provided by the engine and stored in a reservoir under
4750-400: The 1967 Cyclone used the 427 cu in (6,997 cc) Ford FE engine that went into the standard Comet officially from the factory. For Comet Cyclones that were modified by Andy Hotton of Dearborn Steel Tubing with the optional 427 Ford FE 410 hp (306 kW) engine there were no changes to the body work similar to the Ford Fairlane Thunderbolt . Only a small, chromed badge with
4875-414: The 1967 revision of the Ford Mustang. The Cougar has a longer wheelbase than the Mustang, extended 3 inches to 111 inches. Both vehicles derive their underpinnings from the rear-wheel drive Ford Falcon unibody compact chassis architecture. At its launch, the first-generation Cougar shared its engine lineup with the Mustang, although offering V8 engines exclusively. A 289 cu in (4.7 L) V8
5000-417: The 1969 model, although these changes are not visually apparent. Cougar also received a special option package (styled by fashion designer Pauline Trigère ), including a houndstooth -patterned vinyl roof and matching upholstery; the roof and upholstery were available together or separately, in either brown-and-black houndstooth or white-and-black houndstooth check patterns. Further safety upgrades included
5125-572: The 1971 model year, Lincoln-Mercury released the second-generation Mercury Cougar. To expand potential competition for the model line, Ford benchmarked the design of the Cougar against the quartet of GM A-body coupes, placing the model line in competition with the Oldsmobile Cutlass Supreme . Again sharing much of its bodyshell with the Ford Mustang, the Cougar began to shift away from a "plush pony car", taking on aspects of both sporty cars and luxury cars. The continued success of
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5250-415: The 1972 model year, the Cyclone returned as an option package for the Montego; only 30 examples were produced. Within the Mercury line, the Cyclone was not directly replaced. The Cougar XR7 was repackaged as a personal luxury version of the Montego for 1974. The Cyclone started as an option for the 1964 Mercury Comet . It featured a 289 cu in (4,736 cc), 210 hp (156.6 kW) engine and
5375-540: The 1997 model year, an eighth-generation Cougar was introduced for 1999, with the nameplate returning as a sports compact hatchback. Originally intended for release as the third-generation Ford Probe , the nearly-completed design was shifted to Mercury following the discontinuation of that model line. Sharing chassis underpinnings with the Ford Contour , the 1999 Cougar is the only generation offered with no divisional counterpart (though export vehicles were badged as
5500-512: The 255 was dropped at the end the 1982 model year with 253,000 units manufactured; however, 302 production continued and the plans to phase it out were dropped. Applications: The second version of the Fairlane V8 was given the name Challenger , and was introduced during the middle of the 1962 model year (March 1962). It had a larger bore of 3.80 in (96.5 mm), increasing displacement to 260 cu in (4.3 L). Compression ratio
5625-400: The 255 cu in (4.2 L)). The small block remains available for purchase from Ford Performance Parts as a crate engine . The small-block engine was introduced in the 1962 Ford Fairlane and Mercury Meteor cars. Displacing 221 cu in (3.6 L), it was designed to save weight, using thin-wall casting for a short-skirt block that does not extend below the centerline of
5750-469: The 260. Ford ceased production of the 260 at the end of the 1964 car model year with approximately 604,000 units having been made. The special rally version of the Falcon and Comet and early AC Cobra sports cars of 1962 used a high-performance version of the 260 with higher compression, hotter camshaft timing, upgraded connecting rods, valves with larger diameter valve stems, stronger valve springs and
5875-487: The 302 cu in block, producing the famous " Boss 302 ". The heads from the Boss 302 became the production heads on the 335-series Cleveland engines, which used the same bore spacing and head bolt configuration as the small block engines. As the 1980s drew to a close, Ford began the design of a new OHC V8 to replace the venerable small block design. The Modular 4.6 L OHC V8 debuted in the 1991 Lincoln Town Car , signaling
6000-449: The 351 cu in (5.8 L) "Cleveland" version of the 335-family engine that had the same displacement but a significantly different configuration, and only ever used to refer to that specific engine in service materials. The designations for each were derived from the original locations of manufacture: Windsor, Ontario and Cleveland, Ohio. From 1962 through the 1990s, these engines were marinized by various companies (except for
6125-572: The 429 cu in (7,030 cc) engine. During its production, the Mercury (Comet) Cyclone represented the brand in motorsport. Initially gaining use in drag racing , the Cyclone was raced in NASCAR alongside the Fairlane and its Torino successor, with the fourth-generation Cyclone becoming one of the most dominant body styles ever used in Winston Cup racing . In the 1968 Daytona 500 ,
6250-668: The BOSS 429 as an option, none were actually built. An oddity with the GT was the Action Special Equipment Package, for which 953 buyers pulled the trigger. The package included deluxe wheel covers, white sidewall tires, a vinyl roof, and most notably a bench seat replacing the standard bucket seats, all for about a $ 15.60 credit. For 1971 the Cyclone was marketed as the Mercury Montego Cyclone . It had some minor styling updates; most noticeable
6375-512: The Base and Spoiler became the M code 351 Cleveland with 4-barrel carburetor. For the Spoiler, Ram Air also became option as opposed to part of the package for 1970. Beyond minor changes in the color palette and available options, the 1971 Cyclone line was a carry over from 1970. The Cyclone competed for buyers at Lincoln-Mercury dealerships in the performance coupe segment when it was decided to offer
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#17327804365836500-954: The Boss 302 engine exclusive to the Eliminator. For 1969, the Eliminator Option consisted of: the Eliminator Equipment Package, the Eliminator Decor Group, and the Performance Tire / Handling Group. These included the 351W-4V engine, a front air dam and body-colored rear spoiler, styled steel wheels (similar to the 1969 Mach 1 wheels), a black-out front grille, body-colored hood scoop (only functional with ram-air 428CJ engine), Eliminator-specific body side stripes in white or black (keyed to paint and trim color), left-hand remote-control racing-style side mirror, heavy-duty suspension, and
6625-616: The Boss 302 engine. Largely a counterpart of the Ford Mustang Mach 1 and Ford Boss 302 Mustang , the Cougar Eliminator replaced the Cougar GT as the performance-trim Cougar on April 1, 1969. Offered solely as a standard Cougar hardtop (not available as convertible nor XR-7), the Eliminator was offered with all available Cougar engines, with the 351-4V as the standard engine (Windsor in 1969 and Cleveland in 1970) and
6750-638: The Challenger 289 engine was introduced late in the 1963 model year as a special order for Ford Fairlanes. The engine is informally known as the HiPo or the "K-code" (after the engine letter used in the VIN code of cars so equipped). It was the only 289 engine available in the intermediate Fairlanes, with lesser-powered cars receiving the 260 V8. Starting in June 1964, it became an option for the Mustang. The HiPo engine
6875-550: The Cougar included federal safety enhancements that added side marker lights and front outboard shoulder belts (sash belt, shoulder harness) . In a first for Ford Motor Company, the 1968 Cougar offered an electrically operated sunroof as an option. The Bosch-sourced sunroof assemblies were installed by the American Sunroof Corporation in Southgate, Michigan. While available on any Cougar, the sunroof
7000-610: The Cougar led to several changes within the Mercury model line. Similar in size and performance, the Mercury Cyclone intermediate (derived from the Mercury Montego) was quickly overshadowed by the Cougar, leading Mercury to end sales of the Cyclone during 1972. Slightly smaller than the 1965 Mustang, the imported Capri (not officially badged as a Mercury) began to succeed the Cougar within Lincoln-Mercury as
7125-726: The Cougar name, reviving the nameplate of the Ford T-5 proposal. Rather than serve as a direct counterpart of the Mustang (as the Pontiac Firebird did to the Chevrolet Camaro ), the Mercury Cougar was intended to create its own market segment, combining attributes of both pony cars and personal luxury cars. Slotted between the Mustang and the Thunderbird, the Cougar offered more comfort and features than
7250-708: The Cougar replacing the Montego (matching the Ford LTD II ), with the Cougar XR7 becoming the counterpart of the Ford Thunderbird (pairing the two models for 20 years). For its fifth and sixth generations, the Cougar was downsized, adopting the Ford Fox chassis. Replacing the Mercury Monarch, the standard Cougar was the counterpart of the Ford Granada, with the larger Cougar XR7 designed alongside
7375-408: The Cougar was offered in standard and XR-7 trim. As its Boss Mustang counterpart was dropped, Mercury discontinued the racing-oriented Cougar Eliminator. While de-emphasized as the model line shifted away from high performance, the GT option package remained an option, including upgraded suspension, tires, and engine cooling components. For 1973, the GT option was discontinued. While both trims shared
7500-425: The Cougar with three versions of the 351C V8. A 166 hp two-barrel version was the standard engine, with a 246 hp four-barrel offered as an option. The Cobra Jet version of the 351 made its debut, now producing 266 hp. For 1973, the four-barrel version of the 351 was dropped, leaving the two-barrel 351C (retuned to 168 hp) and the 264 hp 351CJ V8. The second-generation Cougar carried over both
7625-450: The Cyclone and Cyclone GT: it had a blacked-out grille; dual exhausts; 3:50:1 axle ratio; engine dress-up kit ( chromed parts); hood (bonnet) stripes; and a competition handling package. The CJ model was dropped from the Cyclone lineup, and applied to some of the engine names in the series. Mercury thus featured the Cyclone, Cyclone Spoiler and Cyclone GT. The Cyclones consisted of 351 cid V8s and 429 cid V8 engines. The standard engine for
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#17327804365837750-441: The Cyclone took both first and second place. The Wood Brothers Racing #21 1971 Cyclone still holds a NASCAR record, for 18 wins out of 32 races. For the 1972 Daytona 500 , 12 of the 40 cars in the race were Cyclones. The dominance of the Cyclone would lead to the development of the " Aero Warriors ", body styles of production muscle cars aerodynamically optimized for Winston Cup racing (following their homologation). Alongside
7875-535: The Decor Group, the "Bronze Age" Cougar was distinguished by its copper metallic (officially, saddle bronze ) appearance and a color-coordinated vinyl roof. Alongside its namesake color, the trim package was also offered in six other colors: ivy glamour metallic, green metallic, medium brown metallic, saddle bronze, medium yellow gold, and white. For 1974, Lincoln-Mercury released the third-generation Mercury Cougar, introducing both design and marketing changes to
8000-533: The Eliminator Option). There were 2,250 Eliminators built for 1969. For 1970, the standard engine for Eliminator became the 351C-4V. The Eliminator Option blacked-out exterior trim expanded from the front grille to include the hood scoop and tail light bezels. A Cougar "running cat" badge replaced the Mercury crest emblem on the fuel door, and a passenger-side racing-style mirror was added. The body side stripes (available in black only) were altered to run
8125-481: The Eliminator). A four-barrel "street" version of the Boss 302 produced 290 hp, while a 2x4-barrel "racing" version was rated at the same 290 hp (216 kW; 294 PS). While sales material showed the Boss 429 as an optional engine for the Cougar Eliminator, the Cougar was never offered to the public with the Boss 429 engine; two Boss 429 standard hardtop Cougars were produced as factory drag cars for "Fast Eddie" Schartman and "Dyno Don" Nicholson. For 1970,
8250-422: The GT40 engines must have a direct link back to its production cars, the 302 was adopted in domestic manufacturing. Both two-bolt and four-bolt main bearing versions were made. In 1968, the small-block Ford stroke was increased from 2.87 in (72.9 mm) to 3 in (76.2 mm), giving a total displacement of 4,942 cc (4.9 L; 301.6 cu in). The connecting rods were shortened to allow
8375-399: The Mercury Cyclone and Ford Thunderbird) including a waterfall-style grille. In a break from the previous generation, hidden headlamps were abandoned (replaced by four exposed headlamps). The taillights adapted simpler trim, set horizontally within the bumper (in line with full-size Mercury vehicles). For 1972, the Cougar underwent few substantial changes to the interior or exterior. For 1973,
8500-404: The Mustang, but was tuned for better road manners than the Thunderbird. The Mercury Cougar was released by Lincoln-Mercury on September 30, 1966. Far exceeding initial sales projections, the Cougar would account for nearly 40% of the 1967 sales of the entire Lincoln-Mercury division. In contrast to the Mustang, the Cougar was initially released solely as a two-door hardtop. Priced $ 284 more than
8625-414: The Panther-chassis Grand Marquis ). The model line was fitted with front disc and rear drum brakes, with power-assisted brakes becoming standard in 1973. In another change, the 3-speed manual transmission was dropped, leaving all engines paired with a 3-speed automatic; a 4-speed manual was a rarely-specified option. The second-generation Cougar underwent a revision of the powertrain offerings. For 1971,
8750-418: The Ram Air induction. It was rated at 370 hp (276 kW) SAE gross (305 hp (227 kW) net) and had a 720 CFM Rochester Quadrajet 4 BBL carburetor. The 429 Super Cobra Jet, which was part of a Drag Pack option, was a 429 cu in (7,030 cc) four-barrel with dual exhaust and Ram Air induction, but it was rated at 375 hp (280 kW) SAE gross (335 hp (250 kW) net), and had
8875-479: The SCJ was the Drag Pack, this package added a front-mounted engine oil cooler and a 3.91 ratio gear, while the Super Drag Pack offered a 4.30 ratio gear and a Detroit "no spin" locker differential. Colors for the Spoiler were limited to Competition Yellow, Competition Blue, pastel blue, Competition Gold, Competition Green and Competition Orange but for a premium Ford included the 'color of your dreams' program, and 31 buyers took advantage. Ford had intended to continue
9000-605: The Spoiler II option for 1970 with an even more aggressive nose profile. One prototype was built. For the sporting gentleman that placed more emphasis in style than speed, there was the Cyclone GT. The basic package offered comfort weave bucket seats, full-length console, twin racing mirrors, integrated hood scoop that could be made functional for optional ram air induction, hide-away headlights, three pod tail lights and unique lower-body line trim. The cost of all of this style
9125-567: The XR7-G (G=Gurney) was introduced as an option for 1968. Largely a performance-oriented appearance package, the XR-7G project was assigned to Shelby Automotive, with the conversions performed at the A.O. Smith facility. Modifications included unique hood scoop , hood pins, fog lamps , tailpipe tips, special badging and wheels, and unique interior trim components. The option package was offered with any Cougar engine. A total of 619 Cougars were built with
9250-479: The XR7-G package. For 1968, the GT-E was introduced above the Cougar GT. Offering a racing-derived 390 hp 427 V8 (paired solely with a 3-speed automatic ), the GT-E included special badging, quad exhaust, argent lower body paint delineated by chrome trim, and a redesigned grille; power front disc brakes were standard. As a running change in April 1968, the 427 engine was replaced by a 428 Cobra Jet as an option,
9375-555: The addition of locking steering columns and high-backed bucket seats (replacing adjustable head restraints). The first-generation Cougar was offered in two trims, an unnamed Standard trim, and the XR-7 trim (introduced in early 1967). Available for both the standard Cougar and Cougar XR-7, the GT option package was developed as a sportier version of the Cougar. Standard was the a 390 cubic-inch "Marauder GT" V8 (320 hp) as well as upgraded suspension, larger brakes, wheels, and tires, and
9500-417: The automatic transmission was fitted with a T-handle console shifter. The Cougar was offered with nearly every Mercury option (including speed control), with the sole exception of power windows. A "Tilt-Away" steering wheel was also offered, being a power-operated steering column that swung up and out of the way when the driver's door was opened, the transmission in "park", and the ignition was off. For 1968,
9625-479: The base Cyclone was the 429 cu in (7,030 cc) four-barrel with dual exhaust that was rated at 360 hp (268 kW) SAE gross (250 hp (186 kW) net). It was the standard engine in the 1970 Mercury Marauder X-100 and was available in other full-size models. It featured a 575 CFM carburetor. Two optional engines were available for the Cyclone. The 429 Cobra Jet was the 429 cu in (7,030 cc) four-barrel with dual exhaust but without
9750-517: The body of the Ford Fairlane . The models introduced new engines. The 390 Y code was a 390 cu in (6,391 cc) engine with a two-barrel carburetor and 265 hp (198 kW). The 390 H code had a four-barrel carburetor and 275 hp (205 kW). The GT option used a 390 S code engine which was a 390 cu in (6,391 cc) engine with a four-barrel carburetor and 335 hp (250 kW). The GT featured car stripes,
9875-411: The crankshaft. The engine uses a separate aluminum timing chain cover, which differentiates it from the later 335-series Cleveland engines that use an integrated timing cover. All Ford small-block engines use two-valve-per-cylinder heads, with "2V" and "4V" designations indicating the number of barrels (or venturi) in the carburetor . The valves are in-line and use straight six-bolt valve covers. Coolant
10000-626: The cylinder wall contour of the 221 and 260 engines changed in January–February 1963 with the introduction of the 289 variant – all 221 and 260 engine blocks up to this time featured "corrugated wall" construction with two core plugs on the side of each bank and engine mount hole pitch distances of 6 inch. All three block variants from this point on featured the straight wall method of construction, three core plugs, and an engine mount hole pitch distance of seven inches. The corrugated wall method of block construction had caused cleaning difficulties in
10125-435: The designation '427' located on each front fender reflected the larger displacement engine under the hood (bonnet). The 1968 models dropped "Comet" from their name. The Cyclones had a mid tire level body tape stripe. The Cyclone GT's had an upper level body stripe, buckets, wide whitewall tires, special wheel covers, all vinyl interior, and the special handling package. It was named the fastest car of that year, because it set
10250-617: The electric sunroof option, which was not available on Eliminators sold to the public. All of the Hertz Eliminators were equipped with the 351-4V engine and FMX automatic transmission. They were also identically optioned, except for paint and interior trim colors, and the California Evaporative Emissions equipment required for the 1970 models sent to California. There were 101 Hertz Eliminators built in 1969, and 100 Hertz Eliminators built in 1970. For
10375-469: The engine was introduced with a four-barrel carburetor and 9.0:1 compression, rated at 210 hp (157 kW) at 4,400 rpm and 300 lb⋅ft (407 N⋅m) at 2,800 rpm. The engine was an option on the 1965 Ford Mustang and was known as the "D-code" from the letter code used to identify the engine in the VIN . The D-code engine is relatively rare, as it was only offered as an optional engine in
10500-420: The engine's history. A 351 cu in (5.8 L) model was offered beginning in 1969 and continuing until 1996. The 351W (so identified to distinguish from the 335-series Cleveland 351C) uses a taller block than the other engines in the series to avoid excessively short connecting rods. And for a brief time in the early 1980s, a version with a smaller bore diameter that displaced 255 cubic inches (4.2 L)
10625-490: The equivalent Ford Mustang, the base price of the Cougar was $ 2,854 ($ 26,801 in 2023 dollars ); a fully-optioned Cougar XR-7 was $ 4,500 ($ 42,258 in 2023 dollars ), essentially matching the base price of the Ford Thunderbird. The Cougar received the 1967 Motor Trend Car of the Year award, becoming the first (and only) Mercury-brand vehicle to do so. Internally designated T-7, the first-generation Cougar shared its chassis with
10750-615: The eventual demise of the OHV Ford small-block. Through the rest of the decade, Ford gradually shifted V8 applications to the Modular engine, with the Mustang transitioning in 1996. Even as the small-block neared the end of its life, development continued, with new cylinder heads introduced for the Ford Explorer in 1997. American sales in new vehicles ended with the 2001 Ford Explorer, but the engine continues to be offered for sale as
10875-530: The fender. The front fascia was distinguished by a split "electric shaver" grille, featuring vertically slatted chrome trim. The rear fascia was styled similarly, concealing dark-lens taillamps behind vertically-slatted trim; sequential turn signals were standard (adopting the mechanism from the Thunderbird). The $ 185 upgrade to the XR-7 brought further European influence; in addition to a (simulated) wood-trim dashboard, full instrumentation (black-face gauges), toggle switches, and an overhead console; if so equipped,
11000-491: The foundry from day one and a change was phased in. The first engine of this family, called the Fairlane V8 , introduced for the 1962 model year as an option on the Fairlane and Meteor, had a displacement of 221 cu in (3.6 L), from a 3.5 in (89 mm) bore and 2.87 in (72.9 mm) stroke, with wedge combustion chambers for superior breathing. An advanced, compact, thinwall-casting design, it
11125-401: The front fascia underwent an update; to include a 5-mph bumper (required for 1973), the front bumper was reshaped and enlarged, requiring a redesign of the grille. To improve the crashworthiness, the design added three inches to the overall length. As it was the final year of the generation, the rear bumper was largely unchanged, receiving only minor revisions to the taillamp lenses. For 1971,
11250-417: The front main bearing journal, all designed to reduce the 'bending moment' in the crankshaft at high-rpm.) The HiPo equipped with a single 4-barrel Autolite 4100 carburetor carried SAE gross ratings of 271 bhp (275 PS; 202 kW) at 6,000 rpm and 312 lb⋅ft (423 N⋅m) at 3,400 rpm. The K-code HiPo engine was an expensive option and its popularity was greatly diminished after
11375-440: The fuel pump received an extra spring to keep up with high rpm demand, alternator/generator pulleys were larger diameter, respectively (to slow their relative speeds at high engine revs), and a special fan was fitted. Bottom-end high-rpm improvements included a flaw-free selected standard block, thicker main bearing caps and crankshaft damper/balancer, larger-diameter rod bolts, a crankshaft made from 80% nodular iron as opposed to
11500-426: The hardtop and convertible body styles from its predecessor. Sharing its roofline with the Mustang hardtop, the Cougar received a large " flying buttress " C-pillars , extending into the rear fenders. To distinguish the model line from the Mustang, the Cougar adopted multiple design elements from larger Mercury vehicles. In place of a split grille, the front fascia was styled with a prominent center section (in line with
11625-509: The highest-selling Mercury vehicle. During the 1970s and 1980s, the marketing of the Mercury division was closely associated with the Cougar, with promotional materials advertising Mercury dealers as "The Sign of the Cat" with big cats atop Lincoln-Mercury dealer signs. Cat-related nameplates were adopted by other Mercury lines, including the Bobcat and Lynx . During its production, the Cougar
11750-463: The internal front press-in oil gallery plugs with threaded plugs to reduce chances of high rpm failure, and installed a larger oil pan with baffles to reduce oil starvation in hard cornering. From 1966 to 1968, Shelby offered an optional Paxton supercharger on Shelby GT350 289s, raising power to around 390 hp (291 kW). About 25,000 K-code 289s were manufactured at Cleveland Engine Plant 1 (CEP1) between March 1963 and June 1967. By 1967,
11875-517: The latter half of the 1964 model year. This engine was marketed in the 1964 Mercury Comet Cyclone as the "Cyclone" and carried a K-code in its Mercury VIN. This engine is not the same engine as the HiPo K-code engine offered in Ford vehicles. For 1965, the compression ratio of the base 289 was raised to 9.3:1, increasing power to 200 hp (149 kW) at 4,400 rpm and torque to 282 lb⋅ft (382 N⋅m) at 2,400 rpm. In 1968,
12000-422: The latter was officially rated at 335 hp. A total of 394 GT-Es were manufactured; of which 357 were equipped with the 427 and 37 were built with the 428CJ. With the change to the 428CJ engine for the GT-E, the 4-speed manual transmission was also made available for the GT-E package. As a running change during 1969, the Eliminator was introduced in conjunction with the Boss 302 Mustang as Mercury's showcase for
12125-453: The length of the car along the upper belt line and now included a hood stripe, rear spoiler stripe with "Eliminator" callout, and "Eliminator" callouts on the quarters behind the rear wheel. Exterior paint colors available for the 1970 Eliminator mimicked the "Grabber" colors in the Ford lineup and included: Competition Orange, Competition Yellow, Competition Blue, Competition Gold, Competition Green, and Pastel Blue. The Special Paint Order option
12250-490: The model also was offered as a convertible and a hatchback. During its production as the mid-size Mercury line, the Cougar was also offered as a four-door sedan and five-door station wagon. In production for 34 years across eight generations (skipping the 1998 model year), the Cougar is second only to the Grand Marquis (36 years) in the Mercury line for production longevity. 2,972,784 examples were produced, making it
12375-521: The model line. One of the few American model lines that would eschew downsizing during the mid-1970s, the Cougar grew in size, sharing its body with the Mercury Montego and the later introduced Ford (Gran Torino) Elite . Splitting from the Mustang (which became the subcompact Mustang II for 1974), the Cougar adopted a market position closer to the larger Ford Thunderbird . In a model consolidation, all third-generation Cougars were offered under
12500-418: The regular item's 40% (with each one checked for correct 'nodularity' by polishing an area of the rear counterweight and comparing a magnification of that surface against a standard), and increased crankshaft counterweighting to compensate for the heavier connecting rod big ends. (The external counter weighting at the front was split between the crankshaft damper and a supplementary counterweight place adjacent to
12625-455: The same powertrain offerings, the XR-7 received its own exterior and interior design, distinguished by a vinyl top (on hardtops); along with standardizing many options, the XR-7 received its own door panels and dashboard. For 1973, Lincoln-Mercury marketed a "Bronze Age" special edition promotion of the Cougar (alongside the Monterey, Montego MX, and Comet). A standard Cougar equipped with
12750-449: The shift of the Cougar from the Mustang to the Montego chassis, Mercury-body NASCAR teams phased out the Cyclone in favor of the Cougar XR7, introduced in 1974. Mercury Cougar The Mercury Cougar is a series of automobiles that was sold by Mercury from 1967 to 2002. The model line is a diverse series of vehicles; though the Cougar nameplate is most commonly associated with two-door coupes, at various stages in its production,
12875-482: The standard engine for the Cougar, producing 250 hp (2-bbl) and 290 hp (4-bbl). The 390 was offered solely as a 320 hp four-barrel. The 428 Cobra Jet was the largest Cougar engine, rated at 335 hp (with or without Ram Air). As a mid-year change, Mercury introduced the Boss 302 V8 on April 1, 1969, in conjunction with the introduction of the Cougar Eliminator (with the Boss 302 engine being exclusive to
13000-449: The time, the latter model line outsold Lincoln by a wide margin). Until the spring of 1964, Ford remained skeptical of the sales potential of the T-5 project or committing to the expansion of the model line. Following the successful release of the Mustang, Ford approved the T-7 project, letting Lincoln-Mercury develop a model line from the planned 1967 update of the Mustang. The T-7 took on
13125-411: The two-barrel 351 remained the base engine, with the four-barrel engine replaced by a 351 cubic-inch "Cleveland" V8, rated at 300 hp (224 kW; 304 PS). While unchanged in displacement, this engine was an all-new design. The 390 was dropped, with the 428 Cobra Jet remaining alongside the Boss 302 as the high-performance engine options. Initially developed as a rebadged version of the Mustang,
13250-613: The two-barrel was reduced to 195 hp (145 kW). In 1965, the four-barrel (4V) version was increased to 10.0:1 compression, and was rated at 225 hp (168 kW) at 4,800 rpm and 305 lb⋅ft (414 N⋅m) at 3,200 rpm. The 289-4V was also the engine for the Australian Ford XR Falcon GT , its first Falcon GT,. Around 3,500,000 289-2V and 289-4V engines were made at Cleveland Engine Plant 1 (CEP1) and 800,000 289-2V at Windsor Engine Plant 1 (WEP1) in 1963-1967. A high-performance version of
13375-458: The use of the same pistons as the 289. The new 302 replaced the 289 early in the 1968 model year. The most common form of this engine used a two-barrel carburetor, initially with 9.5:1 compression. It had hydraulic lifters and valves of 1.773 in (45.0 mm) (intake) and 1.442 in (36.6 mm) (exhaust), and was rated (SAE gross) at 220 hp (164 kW) at 4,600 rpm and 300 lb⋅ft (407 N⋅m) at 2,600 rpm. Optional
13500-635: Was 24 in wide, 29 in long, and 27.5 in tall (610 mm × 737 mm × 699 mm). It weighed only 470 lb (210 kg) dry despite its cast iron construction, making it the lightest and most compact V8 engine of its type of the era. In stock form, it used a two-barrel carburetor and a compression ratio of 8.7:1, allowing the use of regular rather than premium gasoline . Valve diameters were 1.59 in (40.4 mm) (intake) and 1.388 in (35.3 mm) (exhaust). Rated power and torque ( SAE gross ) were 145 hp (108 kW) at 4,400 rpm and 216 lb⋅ft (293 N⋅m) at 2,200 rpm. The 221
13625-523: Was a Trans-Am design. The "Windsor V8" was installed in several of the company's most famous products, notably the Mustang , as well as the Mercury Cougar , Ford Torino , Ford Granada , Mercury Monarch , Ford LTD , Mercury Marquis , Ford Maverick , and Ford F-150 pickup. For the 1991 model year, Ford began phasing in their new Modular V8 engine to replace the small-block, beginning with
13750-484: Was a manufacturing economy measure so that both 260 and 289 engines could use the same valves. Although the engine breathed better, and was capable of producing marginally more power, rated power was not changed. In 1963, the 260 became the base engine on full-sized Ford sedans. Later in the model year, its availability was expanded to the Ford Falcon and Mercury Comet . The early "1964½" Ford Mustang also offered
13875-409: Was also available for Eliminators in 1970, producing single-digit examples in colors such as Black, Light Gray Metallic, White, and Red. Optional engines included: 428 Cobra Jet or Super Cobra Jet (both available with or without Ram-Air), and Boss 302 (available only with the Eliminator Option). There were 2,268 Eliminators built for 1970. The Cougar Sports Special package was offered only in 1969, and
14000-616: Was also introduced in April 1963 and was also called the Challenger V8. Bore was expanded to 4.00 in (101.6 mm), becoming the standard bore for most small block Ford engines. Stroke remained at 2.87 inches. The 289 weighed 506 lb (230 kg). In 1963, the two-barrel (2V) 289 replaced the 260 as the base V8 for full-sized Fords. It had 8.7:1 compression and was rated at 195 hp (145 kW) (SAE gross) at 4,400 rpm and 285 lb⋅ft (386 N⋅m) at 2,200 rpm. In 1964, an intermediate performance version of
14125-686: Was assembled at the Dearborn Assembly Plant (part of the Ford River Rouge Complex ) in Dearborn, Michigan from 1967 until 1973, San Jose Assembly ( Milpitas, California ) from 1968 into early 1969, Lorain Assembly ( Lorain, Ohio ) from 1974 until 1997, and at Flat Rock Assembly ( Flat Rock, Michigan ) from 1999 through 2002. For nearly its entire production, the Cougar followed Mercury tradition, serving as
14250-456: Was available as either the two-barrel carburetor, which generated 265 hp (198 kW), or the four-barrel carburetor, which generated 325 hp (242 kW). The limited production 428CJ became available mid year and was rated 335hp In 1969, the Cyclones had several engine options: There was also a Cyclone Spoiler with a 390 Improved Performance "S" code engine that made 325Hp with
14375-439: Was available with either a 4-speed manual transmission or 3-speed automatic, while the 429 cu in (7,030 cc) was only sold with an automatic transmission. Early Mercury factory literature showed this option available, while later editions did not have any information on the Cyclone package. Only 30 1972 Cyclone package cars were produced, 29 Montego GT's and one Montego MX. Twenty of these Cyclones were equipped with
14500-528: Was center section of the grill received a larger ring in the gun sight with the GT receiving a unique badge. The Spoiler received a revised stripe package, and the rear spoiler was painted flat black, and the Base Cyclone now had the integrated hood scoop like the GT and Spoiler. Under the hood things were different as well. Gone was the Super Cobra Jet and Drag Pak options, and the base engine for
14625-491: Was engineered to increase performance and high-rpm reliability over the standard 289. It had solid valve lifters with more aggressive cam timing; 10.5:1 compression; a dual point centrifugal advance distributor; smaller combustion chamber heads with cast spring cups and screw-in studs; low-restriction exhaust manifolds; and a bigger, manual-choke 595 CFM carburetor (105 CFM more than the standard 289-4V). The water pump had fewer vanes (to minimize high rpm foaming and cavitation),
14750-404: Was not a popular option. For the 1969 model year, the Cougar underwent a mid-cycle revision alongside its Mustang counterpart. The straight-lined body sides transitioned toward Coke bottle styling , distinguished by a sweeping body crease sloping down from the hood line to the rear wheels; while the roofline saw little change to its design, the vent windows were deleted. The front fascia retained
14875-441: Was offered with either a two-barrel 200 hp (149 kW; 203 PS) or a four-barrel carburetor 225 hp (168 kW; 228 PS) version; a 390 cu in (6.4 L) "Marauder" V8 was offered as an option, producing 320 hp (239 kW; 324 PS) (GT). During 1968, the 289 was temporarily substituted with the 302 cu in (4.9 L) V8 designed for the new federal emissions standards. This engine
15000-573: Was only available on the Standard hardtop model Cougar. There were four levels to the Sport Special package, with each adding additional features. Package A included: unique pinstriping, "turbine" style wheel covers, rocker panel moldings with simulated side scoops, and a remote-control racing-style side mirror. Package B included the Package A items, as well as adding the interior Decor Group option, which featured upgraded seating surfaces and interior trim panels with door-mounted courtesy lights, and
15125-433: Was phased out end of May 1963 as a result of lackluster demand. About 371,000 had been produced. In the late 1970s, an urgent need to meet EPA CAFE standards led to the creation of the 255 cu in (4.2 L) version for the 1980 model year, essentially a 302 with the cylinder bores reduced to 3.68 in (93.5 mm). The 302 was to be phased out and the 255 was to be an interim engine which would remain until
15250-489: Was produced as Ford struggled with emissions and fuel economy. In response to the Chevrolet Camaro 's success in the SCCA Trans-Am Series , Ford engineers developed a new racing engine from the small block. The first attempt mated a tunnel-port head to a 289 cu in block, but the displacement proved to be too small to deliver the desired power. The next iteration of the engine mated an improved head design to
15375-478: Was raised fractionally to 8.8:1. The engine was slightly heavier than the 221, at 482 lb (219 kg). Rated power (still SAE gross) rose to 164 hp (122 kW) at 4400 rpm, with a peak torque of 258 lb⋅ft (350 N⋅m) at 2200 rpm. For the 1962 and 1963 car model years, the valve head diameters remained the same as the 221, but for the 1964 car model year, they were enlarged to 1.67 in (42.4 mm) (intake) and 1.45 in (36.8 mm) (exhaust) – this
15500-405: Was rated at 210 hp (157 kW; 213 PS) with a 2-barrel carburator or 230 hp (172 kW; 233 PS) with four-barrel; with the former standard on the XR-7. At mid-year, a lower compression 289 was again available. A two-barrel "Marauder 390P" was introduced for non-GT Cougars, that was rated at 280 hp (209 kW; 284 PS). The newly introduced GT-E was introduced with
15625-523: Was the having a small block 351 Cleveland with 2-barrel carburetor and a three-speed manual transmission as standard fare. However, there were options, and they were good ones. The 4-barrel version of the Cleveland small block followed by a set of 429 CID big blocks up to the Super Cobra Jet and the Drag Pak plus a four-speed transmission and a selection of automatics. Although early sales literature shows
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