If you walked into a Lincoln-Mercury dealership in the fall of 1969, you probably felt a bit confused. Next to the Continental sat something aggressive. It was long. It had a snout like a fighter jet. That was the 1970 Mercury Cyclone GT, a car that basically tried to be everything at once and somehow, against all logic, almost pulled it off.
It was a weird era. Ford was winning everything in racing, but Mercury was trying to maintain this "refined" image. The Cyclone GT was the middle child caught in the crossfire. It wasn't quite a stripped-down drag racer, and it wasn't quite a floaty cruiser. It was just cool.
That Gun-Sight Grille and the "Montego" Connection
Let’s be real about the styling. Designers went absolutely wild in 1970. The Cyclone moved away from its Fairlane-based roots and adopted the Montego’s "coke bottle" lines, but with a twist that made it look like it wanted to swallow the car in front of it. That prominent center "gun-sight" grille is the dead giveaway. If you see one at a car show today, that’s what people are pointing at. Honestly, it’s one of the most polarizing front ends in American automotive history. You either love that protruding nose or you think it looks like a kitchen appliance gone wrong.
Underneath all that sheet metal, the 1970 Mercury Cyclone GT sat on a 117-inch wheelbase. It was bigger than the previous year. Heavier, too. But that was the point of the GT trim. While the "Spoiler" version was out there getting all the attention with wings and stripes, the GT was for the guy who wanted to look fast while sitting in a comfortable high-back bucket seat.
The Engine Options That Actually Mattered
Mercury didn't mess around with the powertrain. Standard equipment for the GT was the 351 Cleveland. Not the Windsor, the Cleveland. It’s a distinction that matters to gearheads because the Cleveland had those massive ports that breathed way better at high RPMs. It was rated at 250 horsepower in the basic two-barrel setup, but most people who bought these were looking for more.
If you had the cash, you stepped up to the 429.
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This is where things get legendary. You could get the 429 Thunder Jet, the 429 Cobra Jet, or the terrifying 429 Super Cobra Jet. The SCJ came with the Drag Pack option, which added a remote oil cooler and a solid-lifter cam. It was rated at 375 horsepower, but everyone knew that number was a total lie for insurance purposes. It was easily pushing 400.
Driving one of these today is an experience in raw torque. You tap the gas and the whole nose of the car lifts. It’s not subtle. It’s loud, it’s thirsty, and it’s glorious.
Inside the Cockpit: Luxury Meets the Track
Most muscle cars of the late 60s and early 70s had interiors that felt like they were made of recycled milk jugs. The 1970 Mercury Cyclone GT was different. Because it was a Mercury, the trim was just better. You got standard knurled vinyl, deep-set gauges, and an optional "Rim-Blow" steering wheel where you just squeezed the inner rim to honk. It felt expensive.
One of the coolest features was the "Computer Check" dashboard. It wasn't a computer, obviously. It was just a series of warning lights for things like oil pressure and door ajar, but in 1970, that felt like NASA technology. It gave the driver this sense that they were piloting something sophisticated, even if they were just going to get groceries.
Racing Heritage and the NASCAR Shadow
Mercury was a powerhouse on the oval tracks. David Pearson and the Wood Brothers were legendary in the #21 Cyclone. However, there’s a common misconception that the GT was the car on the track. It wasn't. The racing cars were based on the Cyclone Spoiler or the previous year's Cyclone Cale Yarborough specials.
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The GT was the street-legal, "gentleman's" version of that racing success. It allowed a suburban dad to feel a connection to the winner's circle without having to deal with a harsh suspension or a lack of power steering. It was marketing brilliance. Mercury sold over 10,000 GTs in 1970, which was significantly more than the high-performance Spoiler variant. People wanted the look and the comfort more than they wanted the raw track stats.
Why They Disappeared
So, why don't you see these everywhere like you do the Chevelle or the GTO?
Part of it was the identity crisis. Mercury was always the "in-between" brand. People who wanted pure luxury bought a Lincoln. People who wanted pure speed bought a Ford Mustang or a Torino. The Cyclone lived in this weird gray area. Plus, the 1971 redesign changed the look again, and then the oil crisis hit in '73, effectively killing the big-block muscle car for a generation.
Finding a clean 1970 Mercury Cyclone GT today is getting harder. They tended to rust in the rear quarters and around the wheel wells. Because they weren't as "famous" as the Mustang, many were sent to the scrapyard in the 80s when they were just seen as old, gas-guzzling boats.
What to Look for if You’re Buying
If you are hunting for one of these, you have to be careful. Documentation is everything. Because Mercury shared so many parts with Ford, it’s easy for someone to "clone" a GT or a Spoiler.
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- Check the Door Tag: The VIN will tell you if it started life as a real GT (Code 16).
- The Hood: The GT came with a non-functional hood scoop. If it has a functional ram-air setup, it might have been upgraded or it could be a rare factory option.
- The Hidden Headlights: These are vacuum-operated. If they don't pop up or if they "wink" (one stays down), it’s a pain to fix, but a great bargaining chip for the price.
- Interior Trim: GT-specific parts like the dashboard bezels are nearly impossible to find in good condition. If the interior is trashed, walk away unless you have a donor car.
The Verdict on the 1970 Mercury Cyclone GT
The 1970 Mercury Cyclone GT represents a very specific moment in American car culture. It was the peak of the "bigger is better" philosophy right before the world changed. It’s a massive, heavy, powerful beast that looks like a spaceship and sounds like a thunderstorm.
It isn't as nimble as a Trans Am. It isn't as recognizable as a Charger. But that’s exactly why people love them now. It’s an underdog. When you pull up to a stoplight in a Cyclone GT, people don't just see another muscle car—they see a piece of design history that dared to be weird.
Practical Steps for Potential Owners
If you're serious about getting into the Cyclone game, don't just browse Craigslist. You need to get involved with the International Mercury Group or the Fairlane Club of America. These guys have the secret stashes of parts that you won't find on eBay.
- Join the forums: Most of the best cars are sold "within the family" before they ever hit a public listing.
- Budget for fuel: No, seriously. These cars get about 8 to 10 miles per gallon if you're lucky.
- Check the frame: Focus on the torque boxes and the rear frame rails. These are the "bones" of the car, and if they're soft, the car is basically a parts donor.
- Verify the engine: Make sure the 351C or 429 is period-correct. A later-model smog engine from the mid-70s will kill the value and the performance.
Owning a 1970 Mercury Cyclone GT is a commitment to a specific aesthetic. It’s for the person who wants the performance of the golden age of muscle but prefers the sophisticated badge of Mercury. It’s a lot of car to handle, but for those who get it, nothing else compares.