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 * Home
 * Photographs
   * My 351 Cougar
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 * Cougar Warranty
   * Cougar Warranty 1967
   * Cougar Warranty 1969
   * Recall due to a seat defect
 * Advertising Gallery
   * Advertising Gallery 1967
   * Advertising Gallery 1968
   * Advertising Gallery 1969
   * Advertising Gallery 1970
   * 1967 Advertising Postcards
   * 1967 XR-7 Introduction Postcard
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 * Cougar Road Tests
   * Cougar Road Tests 1967
   * GT-E Prototype
 * Cougar Wrecks
   * Cougar Wrecks 1967
   * Cougar Wrecks 1967-1
   * Cougar Wrecks 1968
   * Cougar Wrecks 1968-1
   * Cougar Wrecks 1969 1
   * Cougar Wrecks 1969 2
   * Cougar Wrecks 1969 3
   * Cougar Wrecks 1969 4
   * Cougar Wrecks 1970
   * Tree Cars
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   * Mercury Cougar
   * GT-E Package
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   * Eliminator
   * Introducing The XR7-G
 * Commercials
   * Commercials 1967
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 * Paint Samples
   * Paint Samples 1967
   * Paint Samples 1968
   * Paint Samples 1969
   * Paint Samples 1970
 * Drag Racing
   * Dyno Don Nicholson
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 * Super Cat
   * The Super Cat
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   * Advertising Super Cat
 * Nascar Racing
   * Homologating The TransAm
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 * Special Cougars
   * 1970 Mercury Cougar El Gato
   * Special Cougar
   * Sports Special 1969
   * Ultimate Mystery Cat GT E
   * One Of A Kind Find
   * FOUND! First Production GT
   * Eliminator Defined
   * Ski Pac 1969
   * Calypso Coupe 1968
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   * The GT-E prototype story
 * VIN Decoder
 * Dataplate Decoder
   * The Warranty Plate
   * Body Type (from Door Tag)
   * Exterior Color
     * Exterior Color 1967
     * Exterior Color 1968
     * Exterior Color 1969
     * Exterior Color 1970
     * Exterior Color 1971
     * Exterior Color 1972
     * Exterior Color 1973
   * Interior Trim
     * Interior Trim Color 1967
     * Interior Trim Color 1968
     * Interior Trim Color 1969
     * Interior Trim Color 1970
     * Interior Trim Color 1971
     * Interior Trim Color 1972
     * Interior Trim Color 1973
   * Date
   * DSO
   * Axle
     * Axle 1967
     * Axle 1968
     * Axle 1969
     * Axle 1970
     * Axle 1971
     * Axle 1972
     * Axle 1973
   * Transmission
 * Other info
   * 1969-1970 Mercury Cougar
   * 380HP For Less Than $2,000
   * Cougar Rarity
   * A close look at the 1967-1968
   * Benchmark Cat
   * Classic Cougar FAQs
   * The Cougar Eliminator
   * Definition of Horsepower
   * Braking System
   * Mercury Cougar 1967 - 1973
   * Traction Control Systems
   * The Holy Grail?
   * Motor Trend Car of the Year
   * Miss Teenage America Cougar
   * FE Oiling Mods
   * 1967 - 1968 Cougar Tune-Up Charts
   * 1969 Cougar Tune-Up Charts
 * Restoration and Repair
   * 1969 Door Windo Glass Repair
   * Restarting an Old Engine
   * Tail Light Restoration
   * Restoring Brake Valves
   * Troubleshooting Sequential Turn Signals
   * Repairing power steering
   * Convertible Inner Rocker Repair
 * Paper archive
   * Accident form
   * Warranty Application
   * 1971 vehicle inspection form
   * Gulf Safety "CAR-CHEK" SERVICE
   * Colonial Lincoln-Mercury receipt
   * Boomershine Pontiac
 * For Sale
   * Dutch Cougar
 * Guest book


1969-1970 MERCURY COUGAR



In typical fashion, the Cougar in its first major restyle, got bigger and
heavier in 1969. The resemblance to the original 1967 model was certainly there,
but the car looked larger and heavier, and it was, too. While wheelbase remained
the same at 111 inches, the body was 3.5 inches longer and 2.9 inches wider. The
unique sequential turn signals remained but the electric shaver front grille was
replaced with a horizontal rib affair with a central bulge with the headlights
remaining hidden. From the side, the most noticeable change was the use of
horizontal character line that started at the front fender and gradually dropped
down to the rear wheel opening. In addition to the two door hardtop, a
convertible model was made available. Another visual change, which was also
adopted by most of the American manufacturers, was the deletion of the side vent
windows.



In terms of models, the standard Cougar could be upgraded with the luxury
oriented XR-7 package which could be complimented with the newly available power
side windows. The GTs were dropped but it wasn\'t until April 1 of 1969 that a
performance Cougar model was once again available (although the big 428CJ engine
was available on the standard Cougar at the beginning of the model year) and it
was the Cougar Eliminator. More on the Eliminator under the Specials section
later on.

Engine availability was juggled somewhat. The previous base 302 c.i. V-8 was
dropped and replaced by the 351 c.i. Windsor V-8, a new engine, which was
basically an enlarged 302.

By increasing the stroke of the 302 to 3.5 inches, the block\'s height was
raised by one inch to accommodate the longer stroke. At the same time, the crank
journals were resized, resulting in an engine that has no interchangeability
with the 289/302 engines, save for the heads. The heads, by the way, did have
slight larger ports. Because the engine was built at Ford\'s Windsor plant, it
came to be known as the 351W. Ford\'s other 351, the 351C, was available on
Cougars during 1970-73. The 351W was the only 351 cubic inch V-8 that was
available on 1969 Cougars. The 351W was rated at 250 hp with a two barrel
Autolite carburetor and 290 hp with a four barrel. The 290hp version also came
with a dual exhaust system.

351-4V powered Cougars could also have been equipped with the 351 Performance
Group which consisted of the Competition Handling Package, F70x14 whitewall
tires and special hood stripes.

The old Maurauder 390 was still available, to bridge the gap between the 351\'s
and the 428\'s, rated at 320hp. Acceleration over the 351-4V was negligible
while it tending to detract from the car\'s handling because of its greater
weight.

The same 428 Cobra Jet that was introduced in the late 1968 GT-E Cougar, was the
top engine option, however it was available in three versions-and all were rated
at the same 335hp.

The first 428 CJ was available without a functional hood scoop. The Ram Air
version of the 428CJ was known as the 428CJ-R and it used a special air cleaner
assembly that incorporated a trap door which let outside cool air enter the
carburetor whenever the gas pedal was floored. It worked, too, as quarter mile
times usually improved by 2 mph and 0.2 seconds.

A third available version was known as the 428 Super Cobra Jet Ram Air(428SCJ).
It came with Ram Air but it had some additional important features. Available
only when a 3.91 or 4.30 axle ratio was ordered, its main difference was that it
used special cap screw connecting rods, similar to the 427 Le Mans rods. These
were much stronger and, accordingly, more reliable a higher engine rpm. Part of
the SCJ package included an engine oil cooler, mounted in front of the radiator.
This was good for a thirty-degree drop in engine oil temperature, again a
measure to increase reliability. Ford did not issue a different engine code for
the SCJ, but any 428CJ-R Cougar with the axle code V(for 3.91) or W(for 4.30)
were SCJs.

All 428CJ Cougars were equipped with the Competition Handling package-stiffer
shocks and springs as well as the staggered rear shock absorbers on those
equipped with a four speed manual transmission. The three speed manual
transmission was standard with engines up to the with either a close ratio four
speed manual or three speed automatic a mandatory option on the 428s.

Prior to the release of the Eliminator package, 428CJ equipped Cougars could be
identified with the dual contrasting stripes that embellished the hood bulge.
These had CJ428 lettering and a cat imprint at the center of the front part of
the hood bulge.

Perhaps the most interesting new engine that powered 1969 Cougars was the Boss
302 V-8. The Boss 302 was a mid-year (April 1, 1969) introduction, coinciding
with the Eliminator package. Available only with the Eliminator, the Boss 302
powered Eliminator was Mercury\'s version of the Boss 302 Mustang which was
built to qualify the Mustang in SCCA\'s Trans Am Series. Even though Cougar was
no longer involved in the Trans Am Series and that the Cougar didn\'t have the
same sort of muscle car image the Mustang had, it was necessary from a marketing
point of view to offer the same high performance engines.

The Boss 302 was quite an engine. The block was a strengthened version of the
production 302 block, with four-bolt main caps. It used a forged steel
crankshaft with forged connecting rods that were the same as those found on the
old High Performance 289. All of this was done to ensure reliability . The
reason for the excellent power output was the redesigned cylinder heads. These
had extremely large intake and exhaust ports, canted valves measuring 2.23
inches on the intake and 1.72 inches on the exhaust and adjustable rocker arms.
As a comparison, the High Performance 289 had valves measuring 1.78 inches
intake and 1.44 inches exhaust. An aluminum high-rise intake manifold with a
large Holley 780 cfm Holley four barrel provided induction. A subdued mechanical
lifter camshaft was used as was a dual point distributor and dual exhaust
system. Very little else was really necessary to convert this into a full-blown
race engine.

To ensure reliability on the street, Ford installed a rev-limiter, which stopped
the engine from revving over 6150 rpm. The engine was good to 7000 rpm, wit an
occasional burst to 7500 rpm. Even with the rev limiter, the Boss 302 was rated
at 290 hp at 5800 rpm.

Obviously underrated, the Boss 302 powered Eliminator could cover the quarter
mile in the high fourteen second range and with 0-60 mph times under seven
seconds. The only thing to watch out for in the Boss 302 is that the stock
pistons usually cracked between 10,000 and 30,000 miles, resulting in a rebuild.
If you find an original Boss 302 with under 30,000 miles you should expect to
rebuild the engine.


SPECIALS

With the GTs gone for 1969, Mercury introduced the Eliminator option package in
May 8, 1969. The Eliminator helped to give the Cougar some visual punch, as well
as to compete with other muscular pony cars. The Eliminator was not a different
model but rather, an option package. Included were front and rear spoilers, a
blacked out grille, argent styled steel wheels with F70x14 Goodyear tires, a
flat black non functional hood scoop, a driver\'s side color keyed rear view
mirror and a twin side stripe with an Eliminator decal just behind the door. In
the interior, the Eliminator was equipped with high back bucket seats and the
dash was complimented with a tachometer and rally clock. Mechanically, all
Eliminators were equipped with the competition suspension, dual exhausts and
power front disc brakes. A four speed manual or three speed automatic were
mandatory options. Only four colors were available; white, bright blue metallic,
competition orange and bright yellow.

Any Cougar, with the exception of those equipped with the 351 two barrel V-8
could be optioned out with the Eliminator package. However, the Eliminator was
not available on convertibles. Because it was introduced late in the model year,
only 2,411 Eliminators were built in 1969. Eliminators could also be optioned
with the Eliminator Decor Group which consisted of a more luxurious interior.

When the Eliminator was announced in March of 1969 at the Chicago Auto Show, it
was mentioned that the Ford\'s Boss 429 NASCAR engine would become optionally
available on the Cougar. The Boss 429, based on the regular 429 c.i. big-block
V-8, featured aluminum hemi type Cylinder Heads along with a host of other
improvements. Ford decided to install the engine in specially modified Mustangs
in order to homologate the enginefor NASCAR stock car racing. However, only two
Cougars were built with the Boss 429 engine, making them the rarest of all the
high performance Cougars.


YEAR 1970

Returning to a vertical grille theme, the 1970 Cougar resembled the 1967-68
models, however, the center grille divider had a more pronounced bulge, which
added 2.3 inches to the Cougar\'s length. The bodywork, in other respects,
remained essentially unchanged from 1969. Unchanged, too, was model
availability. The base Cougar was complimented with the upscale XR-7 and the
performance Eliminator. Once again, the convertible could only be had as a base
or XR-7.

Mechanically, an additional engine was introduced, the 351C(Cleveland) V-8. The
351C, while having the same bore and stroke as the 351W, was a completely
different engine using different cylinder block and heads. The heads, were
similar to those used on the Boss 302, in that they were a canted valve design
which had considerably more airflow potential. The 351C replaced the previous
351W with the four barrel carburetor and was uprated to 300hp. The base engine
on the Cougar was the 250hp 351 (it could have been either the 351W or the 351C)
which used a two barrel carburetor.



The old 390 was finally retired, while the 428CJ and SCJ remained the top engine
options. Somewhat different from 1969, the 428CJ was upgraded to SCJ status when
the Drag Pack option package was ordered. It included the engine oil cooler, a
3.91:1 Traction Lok rear or a 4.30:1 Detroit Locker rear unit. The 428CJ/SCJ was
more often seen in an Eliminator optioned car, but it was possible to get one in
base Cougar or XR-7-hardtop or convertible.

You\'ll find that some of the factory literature proclaims that the Boss 429 was
optional on the Eliminator, however, there were no Boss 429 Cougars built in
1970.

There were several minor, yet important refinements, that helped to make the
1970 Cougar a slightly better car than the 1969s. This is especially true in the
suspension department. On the Eliminators, wheel rim width was increased to 7
inches while models equipped with performance suspensions, benefited from the
use of a rear anti-sway bar-1/2" on 351 equipped cars and 5/8" with the 428s.
Four speed equipped Cougars automatically got a Hurst shifter and all Cougars
with a dual exhaust system got a new system that used two mufflers rather than
the previous single transverse muffler.



From a collector\'s point of view, it was once again the Eliminator that has the
most interest. The base engine for 1970 was the 300hp 351C with the 290hp Boss
302 and 335hp 428CJ & SCJ optional. And of the three, the Boss 302 and 428CJ/SCJ
powered Eliminators are more in demand. Production for the Eliminator totaled
just 2,200, broken down to 450 with the Boss 302 engine, 1,306 with the 351 and
444 with the 428CJ.

The 1970 Eliminator, in terms of styling, was very similar to the 1969 version.
Front and rear spoilers, blacked out hood scoop, front grille and taillight
panel, color-keyed side view mirrors, side stripes in addition to a special
stripe treatment on the hood bulge and on the rear wing spoiler. You\'ll find
that most Eliminators sported five spoke styled steel wheels although a
hubcap/trim ring wheel was also available. Color choice expanded to the
so-called Competition Colors. These were Competition Yellow, Blue, Green, Orange
and Gold. Deep Gold Metallic, Pastel Blue and Red were added at mid-year.




PROSPECTS

An XR-7 equipped Cougar is more desirable than a base model; so is one equipped
with one of the big-block V-8s particularly the 428CJ/SCJ V-8 engine. Because
production was fairly low, the 1969-70 Cougar Eliminator stands out. Once again,
the edge goes to a 428CJ/SCJ or Boss 302 powered model. On the other hand, a
351C equipped Eliminator will probably be quicker than a Boss 302 and as quick
as a 428CJ on the street.

It will be somewhat more difficult finding a nice 1970 convertible because
production dropped by about 50%; still, either year is a worthwhile investment,
particularly if it is an XR-7 with one of the larger engines. You\'ll find that
Cougar prices will be lower than a comparable Mustang model.



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