In the process of researching the Ride of the Month, I have located the individual at Ford that was responsible for the launch of the XR7 Cougar! His Name is John Eilertsen and he has agreed to let me interview him about his days at Ford and to discuss the Cougar.
John worked on the development and introduction of the Cougar XR7, Cyclone, Lynx, Mercury Grand Marquis car lines, the Boss and Mach1 Mustangs and Cougar Eliminator models racing components, the industry’s first production racing mirrors, rear deck spoilers, hood scoops, hood locks and body-side tape stripes; and America’s first production sun roof in a domestic vehicle (Cougar XR7- G). He was even involved with the development of the aluminum brite dipped trim on our Cougars.
This is a rare opportunity to find out what really happened. I would appreciate it if you guys could help me think of some good interview questions. Here are a few that I am hoping to ask:
What does XR7 stand for?
Why no convertible or fast back or even station wagon?
Once you get him going he will start to offer triva that you would never think of asking about. Ask him about the employee incentive to reduce wasting in the stamping of body parts. I heard that if in the day a line worker came up with a plan to save even a small strip of metal he was awarded a new car. A customer of mine was in charge of a crew that stamped body parts and showed me how they would lay it out to maximize material. He said the 67 air cleaner lids were made from the fender opening. One of the guys under him got a new 66 Fairlane convert for the idea he submitted.
Amazing Bill. How about asking why the 390 FE was the largest engine in a Cougar during 1967. I know 1968 saw the introduction of the 427 side oiler and the 428 CJ but 1967 Shelby GT500’s got the 428 police interceptor so why was it not available in the Cougar. If I’m not mistaken the XR7S had a dual quad 428 did the larger cubic inch engines die when the XR7S didn’t make production in 1967?
Steven
Ask him if he knows Lynn Griffen (engineer/designer) who worked on the XR7-G at A O Smith?
Maybe throw Heinz Prechter name at him and see what he says.
See if he can clearify that all the sun roofs on the G’s were installed at A.O Smith?
Ask if he knows for sure the Streep prototype Eliminator got destroyed.
Ask him what kind of development work he did with Matt Donner (Ford suspension engineer)on the Eliminator suspension?
Ask him about the style of Lynards on the G hood pins. The print shows the swivel style (Shelby) yet most original G’s have just the eyelet?
Ok I’ll stop at seven, but can add more if you want
Edit…Ok one more… Why didn’t they make the hood scoop functional on the Cougars? ie eliminators, GT-E, G’s or at least make ram air on option on all engine codes and not just “R”.
I guess one question would be, where did he & his team draw inspiration from for the XR-7 package? Were there some specific [European] cars they were trying to emulate the “flavor” of?
Also I’m kinda curious how they did the woodgrain on the metal dash panels. It looks like the metal itself was somehow printed with the pattern before it was stamped.
And maybe ask about the “hash marks” that were on the rocker for the '67 XR-7, and why they were ditched in '68 (cost cutting measures I’d guess).
The 390 was the solution to 67 performance according to Ford. Shelby tried out 390 Mustangs and knew that would be a joke in a GT-500 so he pushed for the 428. Here is a picture of the XR7-S engine as seen in Dearborn 1980. I spent alot of time talking to the owner and he said the ‘S’ meant 390 S-code engine. Only had one carb and the air cleaner/valve covers match the 390 S-code in my 67 Mustang.
I had written a few notes on the back of the picture: “modified 67 XR-7 S code” and “intake C6AE-9425-G” “pillowed leather seats”
Very cool information. I knew I read somewhere about the dual quad 428 in the XR7S. It is on the Gt-E Registry history page. Your first hand knowledge of it having a S-code 390 changes that information.
Steven
