Grand Marquis
This one was the top level trim of the Marquis series. It arrived for 1975. Both 2-door hardtop and 4-door post bodies were offered. For an engine the 460 CID 4bbl V8 at 216hp was standard in the Grand Marquis. In 1976 a 400 CID 2bbl V8 was the new standard engine, while the 460 was now an option. ’77 & ’78 were carryover years for the most part.

In 1979 the Grand Marquis moved onto the Panther platform along with the Marquis. It now sat on a 114 inch wheelbase and shed hundreds of lbs. The 2-door hardtop was replaced with a 2-door post at this point. Motivation was provided by a standard 302 CID 2bbl V8 of 129hp, or the optional 351 CID 2bbl V8 of 138hp. Most features carried over for 1980. A 255 CID 2bbl V8 that made 115hp was the new base engine for 1981. Also added this year was an optional 351 CID 2bbl High Output V8 for police use and it made 165hp. In 1982 the civilian 351 2bbl V8 was dropped. In the last year we cover here, 1983, a 302 CID 4bbl V8 was added which made 145hp. The Grand Marquis carried on through the end of the smog-era and for many more years thereafter.

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Pantera
The DeTomaso Pantera arrived in the U.S. via Ford Motor Company. It was imported from Italy and sold through Lincoln-Mercury dealers. “Pantera” translates directly to “panther” in Italian.

In 1973, the Pantera was already in its third American model year. Previous imported models were known for poor fit and finish, lack of corrosion-resistance, and getting exceptionally hot inside the driver compartment. All these issues were addressed, to a degree as of its third year, though far from a non-issue.

On a better note, the car from its inception, was almost a decade ahead of its time. It had four wheel disc brakes and rack and pinion steering which was not too common until the early 1980s. Wheelbase was 98.8 inches and curb weight was about 3300 lbs.

The 1973 cars went through a refreshing from previous years to satisfy U.S. bumper strength requirements. Big, rubberized bumpers were fitted front and back. American versions were trimmed in what was equivalent to Europe’s Pantera L.

Powering the ’73s was a mid-mounted 351 CID 4bbl Ford Cleveland V8. Autolite provided the carburetor. The compression ratio in the American version was 8.6:1. Output was 266 hp with 301 ft/lbs of torque.

This ‘cat’ had a rear mounted 5-speed manual transaxle supplied by ZF. The final drive ratio was a stout 4.22:1. Zero to sixty mph was good, even by modern standards, at 6.1 seconds. Top speed was estimated to be 140 mph.

For 1974, a Pantera GTS model was newly available in Europe, or the Gray Market for that matter. This package added better tires, wheel flares, 350hp engine, and a more luxurious interior, once again, in Europe. A GTS-appearance package was available in the U.S. this year. While it looked great, it netted you no extra performance.

There were no 1975 or later models imported under Ford’s control, due to slumping sales. This was a time where the oil crisis, economic recession, and pollution were on everyone’s mind. The 1975 through 1980 Euro Panteras had 330hp in the base car, with an estimated top speed of 160 mph.

In 1981, DeTomaso reintroduced the Pantera to the U.S.-market. This time the cars had a wood-trimmed interior with leather seating. The price rose to $60k+. For 1982, a GT5 version was added, as well as a GT5-S. These were essentially trimmed comparably to the earlier GTS cars. Pantera was around through 1989.

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Marquis

The Mercury Marquis underwent a fresh redesign for 1973, like its stablemates, the Ford LTD, Galaxie, etc. The Marquis was considered a mid-level model, slotted between the Monterey and the Grand Marquis. Trim levels were base and Brougham. Body styles were a hardtop coupe, hardtop sedan, or a station wagon. The 429 CID 4bbl V8 was standard for 1973. For 1974, the standard and only engine was now the 460 CID 4bbl V8.

Model year 1975, brought a refreshed appearance, plus a new base engine, the 400 CID 2bbl V8. The 460 was still around as an option. This same 400/460 engine pairing was offered until 1978. A 351 CID 2bbl V8 however, was the base engine for ’78.

The Marquis was downsized for 1979 on Ford’s new Panther platform, Mercury advertising this year proclaimed the new Marquis as having more interior space than the previous generation. Once again body styles ranged from coupe, sedan to wagon, though B-pillars now were part of the coupe and sedan. Base and Brougham were still the trim levels offered (Grand Marquis to be covered elsewhere on its own page). Engines offered were the 302 CID 2bbl V8 as standard, and the 351 CID 2bbl V8 as optional. For 1981, a 255 CID 2bbl V8 was the new standard powerplant.

For the last model year we cover here, 1983, the Marquis was downsized yet again. This time on the Fox platform, which was shared with the also new Ford LTD. The coupe was dropped, as were the 255 and 351 V8s. New Marquis engines were now offered. The 140 CID I4 was standard on the sedan. The 200 CID I6 was standard on the wagon, and optional on the sedan. The 232 CID V6 was optional on both. Unfortunately, the 302 V8 was offered only in Canada but in later model years. The good news is that the Fox platform is what underpins the Mustang, so V8 swaps are easily hashed out.

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Monterey
The Monterey, like the Marquis, was just restyled for 1973. It was the low end fullsize car in the Mercury lineup. Two trims were offered, base and Custom.

Available bodies were 2-door hardtop, 4-door post, or a station wagon. Engines for 1973 were a 351 CID 2bbl V8 as the base powerplant, which made 159hp. Monterey Custom got a 400 CID 2bbl making 168hp. Optionally, a 429 CID 4bbl V8 or 460 CID 4bbl V8 were available.

Engine offerings were trimmed back for 1974 with just the 400 (170hp) and 460 (275hp) V8s offered. The final year for the Monterey was 1974, as for 1975 the Marquis took over the low-end slot, leaving the new Grand Marquis as the top end model.

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Montego

Montego was Mercury’s slightly more upscale version of the Ford Torino. Like the Ford, the coupes had a shorter wheelbase (114″) than the sedans and wagons (118″)— a trait that was common even with General Motors intermediates of the day.

A “Sports Appearance Group” option was available, with included a Mach-1 style scooped hood, special trim, leather steering wheel, and full gauges. A sporty- appearing Montego GT was in its last year of offering in 1973. The GT included deluxe wheel covers, sport-type 3 spoke steering wheel, dual ‘racing mirrors’, and twin non function hood scoops. From 1973 to the end of its production run in 1976 engine choices were a 302 2bbl V8, 351 2bbl V8, 400 2bbl V8, 460 4bbl V8. The smallest engine offered was a 250 I6 for 1973. The crown jewels in the performance department were offered up to buyers for the short term. These were the 351 Cobra Jet (til ’74), and 429 4bbl V8 (til ’73).

Law enforcement agencies were briefly offered a Police Package Montego, powered by a choice of 351 2bbl V8, 400 2bbl V8, 460 4bbl V8, or the 460 4bbl Interceptor V8. The Interceptor V8 offered dual inlet air cleaner, high output fuel pump and oil cooler. The Montego was essentially replaced by the Cougar for 1977, since the Cougar then had a full line of body styles.

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Monarch

Introduced as a premium companion to the Ford Granada, the Monarch was introduced for the 1975 model year. The Monarch was extensively pushed as a midsize car inside a compact, by boasting the interior room matching standard midsize. Body styles were a coupe or sedan. Trims ranged from base to top of the line Ghia. Base engine was a 200 I6 through 1977. A 250 I6 came in the Ghia model through ’77, but was standard in all trim levels starting 1978.

An updated grill and rectangular headlamps also were new for ’78. A 302 2bbl V8 was optional all years. A 351 2bbl V8 was optional up until 1977. Transmission choices were a standard 3-speed manual up until 1976. A 4-speed manual was standard as of ’77. A 3-speed automatic was optional all years. The final model year for the Monarch was 1980.

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