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1969 Cougar Convertible 351 Engine Automatic Power Top 0 Rust Ca Car Immaculante on 2040-cars

Year:1969 Mileage:9999 Color: Red / White
Location:

Reseda, California, United States

Reseda, California, United States
Transmission:Automatic
Body Type:Convertible
Vehicle Title:Clear
Engine:351
Fuel Type:Gasoline
For Sale By:Private Seller
VIN: 9F92H517965 Year: 1969
Number of Cylinders: 8
Make: Mercury
Model: Cougar
Trim: CONVERTIBLE
Options: CD Player
Drive Type: REAR WHEEL DRIVE
Mileage: 9,999
Exterior Color: Red
Disability Equipped: No
Interior Color: White
Warranty: Vehicle does NOT have an existing warranty
Condition: UsedA vehicle is considered used if it has been registered and issued a title. Used vehicles have had at least one previous owner. The condition of the exterior, interior and engine can vary depending on the vehicle's history. See the seller's listing for full details and description of any imperfections.Seller Notes:"SUPER CLEAN IN AND OUT WAS RESTORED ABOUT 3 YEARS AGO LOOKS GREAT IN PERSON"

THIS IS SOME HISTORY ABOUT  THESE CARS  Mercury Cougar is the name applied to a diverse series of automobiles sold by the Mercury division of Ford Motor Company from 1967 to 2002.

As was common with Mercury vehicles, the Cougar shared basic platforms with Ford models. Originally, this was the Mustang, later the Thunderbird, and the last a version of the Contour/Mondeo.

The Cougar was important to Mercury's image for many years, and advertising often identified its dealers as being "at the sign of the cat."[1] Female models holding big cats on leashes were used on Cougar ads in the early 1970s.[2]

The car was assembled at the Dearborn Assembly Plant (DAP) (one of six plants within the Ford Rouge Center) in Dearborn, Michigan from 1967 to 1973, at the San Jose Assembly Plant in Milpitas, California from 1968 into early 1969 and at the Lorain Assembly Plant (LAP) in Lorain, Ohio from 1974 to 1997.

First generation (1967–1970)[edit source | editbeta]

First generation
Mercury Cougar.jpg
1967 Mercury Cougar
Model years1967–1970 (1969–70 are the second body shape)
AssemblyUnited States: Dearborn, Michigan
Body style2-door hardtop coupe
2-door convertible
LayoutFR layout
Engine289 cu in (4.7 L) Windsor V8
390 cu in (6.4 L) FE V8
302 cu in (4.9 L) Windsor V8
351 cu in (5.8 L) Windsor V8
428 cu in (7.0 L) FE V8
427 cu in (7.0 L) FE V8
Wheelbase111 in (2819 mm)
RelatedFord Mustang
Classic "walking cougar" logo found on first generation Cougars

The introduction of the Cougar finally gave Mercury its own pony car. Slotted between the Ford Mustang and the Ford Thunderbird, the Cougar would be the performance icon and eventually the icon for the Mercury name for several decades. The Cougar was available in two models (base and XR-7) and only came in one body style (a two-door hardtop). Engine choices ranged from the 200 hp (149 kW) 289 in3 two-barrel V8 to the 335 hp (250 kW) 390 in3 four-barrel V8. A notable performance package called the GT was available on both the base and XR-7 Cougars. This included the 390 in3 V8, as well as a performance handling package and other performance enhancements.

The 1967 Cougar, with the internal code T-7, went on sale September 30, 1966.[3] It was based on the 1967 refaced first-generation Mustang,[4] but with a 3-inch-longer (76 mm) wheelbase and new sheet metal. A full-width divided grille with hidden headlamps and vertical bars defined the front fascia—it was sometimes called the electric shaver grille. At the rear, a similar treatment saw the license plate surrounded on both sides with vertically slatted grillework concealing taillights (with sequential turn signals), a styling touch taken from the Thunderbird. A deliberate effort was made to give the car a more "European" flavor than the Mustang, at least to American buyers' eyes. Aside from the base model and the luxurious XR-7, only one performance package was available for either model: the sporty GT. The XR-7 model brought a simulated wood-grained dashboard with a full set of black-faced competition instruments and toggle switches, an overhead console, a T-type center automatic transmission shifter (if equipped with the optional Merc-O-Matic transmission), and leather/vinyl upholstery. The GT package, meanwhile, supplied a much larger engine, Ford's 390-in3 (6.4 L)FE-series big block to replace the small-block 289-in3 (4.7 L) standard powerplant. Along with this came an upgraded suspension to handle the extra weight of the big engine and give better handling, more powerful brakes, better tires and a low-restriction exhaust system. Introduced with the music of Herb Alpert and the Tijuana Brass' The Work Song, the Cougar was a sales success from its introduction and helped the Lincoln-Mercury Division's 1967 sales figures substantially. The Cougar was Motor Trend magazine's Car of the Year for 1967.

The Cougar continued to be a Mustang twin for seven years, and could be optioned as a genuine muscle car. Nevertheless, it gradually tended to shift away from performance and toward luxury, evolving into something new in the market — a plush pony car. The signs were becoming clear as early as 1970, when special options styled by fashion designer Pauline Trig`ere appeared, a houndstooth pattern vinyl roof and matching upholstery, available together or separately. A reskinning in 1971 saw the hidden headlights vanish for good, although hidden wipers were adopted. Between 1969 and 1973, Cougar convertibles were offered.

Not much changed for the Cougar in its second year. The addition of federally mandated side marker lights and front outboard shoulder belts were among the minor changes, but the biggest changes were under the hood and in performance for the XR-7 model. A 210 hp (157 kW) 302-in3, two-barrel V8 was the base engine on all XR-7s and early standard Cougars. Three new engines were added to the option list this year: the 230 hp (172 kW) 302-in3, four-barrel V8; the 335 hp (250 kW) 428-in3, four-barrel V8; and the 390 hp (291 kW) 427-in3, four-barrel V8. In addition, the 289-in3 engine was made standard on base cars without the interior decor group midway through the model year. Mercury was serious about the Cougar being the performance icon for the company. The XR7-G, named for Mercury road racer Dan Gurney, came with all sorts of performance add-ons, including a hood scoop, Lucas fog lamps, and hood pins. Engine selection was limited only to the 302, 390, and 428 V8. A total of 619 XR7-Gs were produced, and only 14 Gs were produced with the 428 CJ. The mid-year 7.0-L GT-E package was available on both the standard and XR-7 Cougars and came with the 427 V8. The 428 Cobra Jet Ram Air was available in limited numbers on the GT-E beginning 1 April 1968.[5] Conservatively rated at 335 hp (250 kW), the 428 Cobra Jet could produce much more (306 kW (410 hp)) from the factory. A total of 394 GT-Es were produced, 357 with the 427 and 37 with the 428.[6] The GT-E came with power front disc brakes as standard.[7]

1970 Cougar
1969 Cougar

The third year of production, 1969, brought several new additions to the Cougar lineup. A convertible model was now available in either standard and XR-7 trim. These highly anticipated soft tops proved quite popular and today are considered, by many, among the most desirable of the '67-'70 production run. On the exterior, the grille switched from vertical bars to horizontal bars, and a spoiler and a Ram Air induction hood scoop were added as options. A new performance package appeared and several disappeared. The XR-7G and the 7.0-L GT-E disappeared, but the 390 and 428 V8s remained. The 290 hp (216 kW) 351 Windsor V8 was added to the engine lineup. The Eliminator performance package appeared for the first time. A 351-in3 four-barrel V8 was standard under the hood, with the 390 four-barrel V8, the 428CJ and the Boss 302 available as options. The Eliminator was the new top-of-the-line performance model of the Cougar lineup. It also featured a blacked-out grille, special side stripes, front and rear spoilers, an optional Ram Air induction system, and a more performance-tuned suspension and handling package. It also came in a variety of vibrant colors, such as White, Bright Blue Metallic, Competition Orange, and Bright Yellow. Only two Cougars came with the Boss 429 V8, making them the rarest Cougars ever built. Both were factory drag cars built for "Fast Eddie" Schartman and "Dyno" Don Nicholson.

For 1970, the Cougar appearance was similar to the 1969 model, but numerous changes were made inside and out. It now sported a new front end which featured a pronounced center hood extension and electric shaver grille similar to the 1967 and 1968 Cougars. Federally mandated locking steering columns appeared inside, and the aforementioned new nose and taillight bezels updated the look on the outside. The 300 hp (224 kW) 351 "Cleveland" V8 was now available for the first time, though both the Cleveland and Windsor engines were available, if the buyer selected the base model two-barrel motor. The 390 FE engine was now dropped, and the Boss 302 and 428CJ soldiered on.

Total production: 1967: 150,893 1968: 113,720 1969: 100,069 1970: 72,343

Second generation (1971–1973)[edit source | editbeta]

Second generation
1971 Mercury Cougar.jpg
1971 Mercury Cougar
Model years1971–1973
AssemblyUnited States: Dearborn, Michigan
Body styleTwo-door coupe
Two-door convertible
LayoutFR layout
Engine351 cu in (5.8 L) Windsor V8
351 cu in (5.8 L) Cleveland V8
429 cu in (7.0 L) Super Cobra Jet V8.
Wheelbase112.0 in (2,845 mm)
RelatedFord Mustang

For 1971, the Cougar was restyled, weighed less, and had only a one-inch-longer wheelbase than its predecessors (112 vs. 111 - which was similar to GM's intermediate-sized two-door models, such as the Olds Cutlass). The front end now featured four exposed headlights; the disappearing headlights were eliminated. The center grille piece was now larger. The rear featured a semifastback with a "flying buttress" sail-panel. The convertible returned, as did the XR-7 and the GT package. The Eliminator package was dropped, but the Ram Air option remained. The engine lineup was revised for 1971, as well. Now only three engines were offered—the standard 240 hp (179 kW) 351 Windsor two-barrel V8, the 285 hp (213 kW) 351 Cleveland four-barrel V8, and the 370 hp (276 kW) 429 Cobra Jet four-barrel V8.

By 1972, the climate had begun to change as the muscle car era ended. No longer able to use gross power numbers, the manufacturers had to use net power figures, which dropped the once-mighty figures down substantially. Engines were shuffled around a bit with the 429 engine option no longer available. They were now the standard 163 hp (122 kW) 351 Cleveland two-barrel V8, or the 266 hp (198 kW) 351C four-barrel Cobra Jet V8. Other than that, the Cougar remained a carryover from 1971. Only minor trim details were changed in 1972. The big-block engines were gone for 1972 and 1973. The days of performance-oriented muscle cars were coming to an end.

Aside from minor grille and taillight changes, 1973 would be largely a carryover year for the Cougar, but it would mark the last year of the Mustang-based Cougar, and the end of Cougar convertibles. (A light blue/white Cougar XR-7 convertible was actually the "last" convertible built by Ford Motor Company.) Many changes were scheduled for the 1974 models. Power figures continued to change, as new federal/EPA regulations began their stranglehold on the V8 engines. The new figures continued to fluctuate, but engine options remained unchanged from 1972. The standard engine continued to be the 168 hp (125 kW) 351 Cleveland two-barrel V8. Optional was the 264 hp (197 kW) 351 Cobra Jet V8. The following years changed to the Thunderbird/Torino chassis.

Total Production: 1971: 62,864 1972: 53,702 1973: 60,628  



WE HAVE HERE A 1969 MERCURY COUGAR REAL CONVERTIBLE THE OWNER HAD THIS CAR FOR 10 YEARS IN THE 10 YEAR EVENT HE HAD THIS CAR HE HAD THE ENGINE REBUILT NEW BRAKES NEW TRANSMISSION NEW PAINT 2 STAGE PPG PAINT IT WAS COLOR SANDED AND BUFFED OUT THE FLOORS AND RAILS  IT STILL WEARS ITS ORIGINAL BLACK AND YELLOW LICENSE PLATES NEW CONVERTIBLE TOP ALL NEW INTERIOR SEATS FOAM VINYL NEW CARPET KIT NEW DOOR PANELS NEW DASH NEW SEALS NEW CONSOLE ITS A REAL SUPER CLEAN CAR IN AND OUT A MUST SEE TO APPRECIATE YOU WILL NOT BE DISAPPOINTED THE CARS BODY LINES ARE CLEAN NO BONDO WAVES THE SIDES ARE STRAIGHT ALL THE CHROME IS IN GOOD SHAPE ALL THE LIGHTS WORK THE FRONT HEADLIGHT DOOR OPEN AND CLOSE TAIL LIGHTS WORK RAKES LIGHTS INTERIOR LIGHT WORK WHEN YOU OPEN THE DOORS THIS IS A CAR THAT;S READY TO GO ITS IS A TURN KEY IT HAS A VERY NICE DUAL EXHAUST FLOW MASTER SOUNDS VERY GOOD HAS A NEW CONVERTIBLE BOOT ALL 4 WINDOWS WORK NO PROBLEM WHEN YOU DRIVE THIS CAR EVERYBODY GIVES YOU THUMBS UP PLEASE CALL FOR A TEST DRIVE BOB 818-355-2620 WE WELCOME 3RD PARTY INSPECTIONS IF YOU LIKE THE CAR WE HAVE THE TITTLE IN HAND A CLEAR CALIFORNIA TITTLE PLATES ARE CURRANT WE SELL WORLD WIDE CALL ME IF YOU NEED SHIPPING ANY WERE OVER SEAS OR IN THE UNITED STATES THE TIRES ARE IN GOOD SHAPE IF YOU HAVE ANY KIND OF QUESTIONS CALL MY NAME IS BOB (818)355-2620 THANK YOU FOR VIEWING OUR AUCTIONS I JUST PUT 4 NEW TIRES ON IT TODAY IT LOOKS 100 PERCENT BETTER 

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NHTSA and Ford investigating steering issues in Crown Vic, Grand Marquis and Marauder

Fri, 11 Jul 2014 18:29:00 EST

There may be more steering woes for the Ford Crown Victoria. The National Highway Traffic Safety Administration has opened a preliminary evaluation into the Crown Vic and Mercury Grand Marquis from the 2004 to 2007 model years and the Mercury Marauder for the 2004 and 2005 model years because the steering shaft can jam. The issue could potentially affect an estimated 500,000 vehicles.
According to the regulator, there is a possibility that the driver's side heat shield for the exhaust manifold can rust, dislodge, and then wedge into the steering shaft. If this occurs, it leads to a situation where the driver can no longer control the car.
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Wed, 05 Jan 2011 09:00:00 EST

The signs have come down and retail production ended back in October of 2010. Now, the very last Mercury model has rolled off the assembly line. This last Mercury somewhat fittingly takes the form of a Grand Marquis reporting for fleet duty. It was built at the St. Thomas plant in Ontario, Canada, which is the same facility that continues to produce the Ford Crown Victoria and Lincoln Town Car for fleet and livery duty.
St. Thomas' days are numbered, however, as the factory is slated to close on August 31. When it goes, the Panther platform is likely to follow. So long, and thanks for all the fish memories.
[Source: Autoweek]Read | Permalink | Email this | Comments

NHTSA investigating 725k Ford, Mercury vehicles for stalling issue

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Owners of Ford Escape, Mercury Mariner, Ford Fusion and Mercury Milan models, listen up. According to a report on Automotive News, the National Highway Traffic Safety Administration has opened an investigation into these four vehicles totaling an estimated 725,000 units. The investigation appears to center around a malfunctioning throttle body on non-hybrid models of the 2005-2012 Escape and 2011-2012 Fusion. With Mercury dying off after the 2011 model year, this probe will also apply to the 2005 through 2011 Mariner and the 2011 Milan. There has been some discussion around the Escape stalling issue for some time now, but this investigation appears to be larger in scope than before.
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