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What would a classic Cougar be without functioning sequential taillights? Frustrating, that’s what.
Classic Cougar Community member coachJack has come to the rescue with his thorough guide “Everything You Wanted To Know About the ’67 Cougar Sequential Taillights.”
According to coachJack, he started with Steve Citrone’s “Sequential Signals of the 67/68 Cougar,” which provides comprehensive information about the system. Next, he added the “Sequential Turn Signal And Emergency Flasher Systems” which contains essential information, working diagrams, wiring diagrams and a troubleshooting flowchart. He then used Vic Yarnberry’s “Sequential Turn Signal Troubleshooting Guide” for the turn signal switch circuitry and troubleshooting. Last but not least, he read through numerous posts on the Mercury Cougar forum and the Classic Cougar forum, gleaning what additional information he could and integrating it into the document. He found Greg Murphy’s (devildog) format in which associated relays, their function, location, and indications of failure are described particularly helpful, so he incorporated that as well as adding additional notes, wiring information, and testing procedures for both off and on the car.
As you can see, the PDF file contains bookmarks and a handy table of contents for ease of navigation.
This was a huge effort and a great contribution to the community. Thanks, coachJack!
On October 17, 1913, Henry Ford launched the first moving automotive assembly line at the Ford Highland Park Plant, the birthplace of modern industrial mass production.
Line workers earned $5 per day, twice the average industrial wage at the time, and sufficient to allow the workers to purchase the product they produced, the Ford Model T. The American middle class was born.
The beautiful buildings comprising the Ford Highland Park Plant were dubbed the “Crystal Palace” due to the openness and natural light afforded by the huge windows. Many of the buildings still stand near the corner of Woodward Avenue and Manchester in Highland Park, Michigan. The site has been named a National Historic Site, but up to now, there has been no public access. Until now.
It was a great day to get together, the weather was perfect for bringing the cats out. Several attendees drove for more than an hour to attend. Set up began at 9:30 in the morning as slowly the members found their way to the Sycamore Picnic area. Ernie, as in years past, did an amazing job organizing the event. He was the first to arrive and began unloading his car with the various items he picked up, anticipating the arrival of help to set up the covered picnic area soon. Michael Dugan and Gavin Schlesinger met in San Ramon, California to drive down to Cupertino together.
This gallery contains 21 photos.
What If Team Cougar had won that last race in 1967 and become the Trans Am series Champs? It would have been difficult for Ford to pull the plug on Team Cougar. Perhaps Dan Gurney, Parnelli Jones, and Ed Leslie … Continue reading
This gallery contains 7 photos.
The Mercury Cougar interior color section of the 1968 Mercury Cougar Dealer Guide. View a page-flip version of the Dealer Guide and download a PDF copy of the Mercury Cougar section of the Dealer Guide here.
Today, we bring you a January 3, 1968 letter from the A.O. Smith Corporation to John Kerr of Shelby Automotive, Inc., regarding pricing estimates for modifying the 1968 Mercury Cougar.
Shelby Letter (2 MB)
The following document is a PDF containing two blueprints for the 1968 J-Code 427 cylinder heads.
J-Code 427 Heads (3 MB)
The way they did things back then…
The original design drawings for the special components that were used to turn a regular Cougar into an XR7-G are now available in the documents section of this site. The documents are downloadable PDF files and were produced from scans of the original 40-year-old blue prints.
It amazes me that these documents survived for all of these years. From what I have been able to piece together, this story begins in about 1970. The engineering group responsible for Shelby Automotive, was being disbanded. Shelby Mustangs had hit the end of the road, with no new cars being produced after 1969 (the ’70′s were actually left over ’69 models!). In the process of shutting things down, one of the engineers decided that the trunk of his car was better place to put a box of the XR7-G design drawings, than the dumpster for which they were intended. This box also included several of the California Special design drawings and even a few others. The box migrated from his trunk to his basement, and there the papers sat for the next 38 years. Fast forward to early 2008. In an effort to clean out the basement, the papers one again saw the light of day, and again bypassed becoming just a little more landfill. The papers were passed to an eBay merchant, who began listing the drawings in his auctions.
They never installed a 427 in anything but a GT-E in 1968. Except when they did…
Okay, so what if I told you that there was this guy who says there was a ’68 XR7–that’s not a GT-E–built with a factory W-code 427 (impossible), has factory Whisper Aire® Air Conditioning (not available with a 427), painted white (of course, all unicorns are white…), and that it was ordered by a dealer in Texas for a retail customer, built on the assembly line, and it may still be in the hands of the original owner?
I’ll bet you a beer that I’m not making this up. Make it two beers if you are really confident I am full of horse pucky.
The story begins many years ago. Rumors of a W-code XR7 begin to circulate. Story has it that it is a GT-E that is minus trim. Even the slightest chance of finding another lost GT-E is always worth checking out. It turns out that several guys claim to have seen the car, but no one can pin it down. A trip to where the car is said to be located finds no car, and only the remains of what may have been a house. Over time, the story fades to black, and the forgotten, missing, maybe-a-GT-E, fades from memory.