1960 Mercury

The 1960 Mercury offered a more subdued presence compared to its bold predecessors. Mercury models from the late 1950s could be overwhelming, often leaving a sensitive person in shock. Today, those grand cars are remembered as icons of their era, brimming with chrome, bold angles, and windshields with such dramatic curves they defied expectations—everything that represented the height of excess.

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Indeed, sales took a dip in 1958 -- the year that many deem as the peak of Mercury's excess, marking a tough period for the entire industry. The numbers were even lower in 1959, as Mercurys presented a somewhat cleaner look yet grew in size. Still, thousands of Americans fell in love with these lavishly designed cars and brought them home; just as many others were thrilled to own the latest Edsel.

What might appear hideous in hindsight, of course, wasn't all that bad at the time -- at least to many middle-class drivers. And today, numerous collectors yearn for the boldest examples of American overdesign.

Mercury wasn't the only brand appealing to questionable tastes; many other manufacturers were just as baroque in their designs. Depending on your preference, Mercury could have been either the finest or the most extreme example of the bunch. Regardless, they were distinct, with a clear and unmistakable identity.

In general, the 1960 Mercury facelift was a step forward, reducing the chrome details and softening the sharp angles with more rounded contours, although the core shapes and rooflines stayed the same.

The tall, vertical taillights integrated into upright bumper pods replaced the large triangular lenses of the 1959 model. Though some small fins remained visible above, this change gave the car a more restrained feel. Quad headlights were relocated into a new concave grille, giving the front end a more streamlined and less boxy appearance. Both the windshields and backlights once again featured striking compound curves.

Maintaining a 126-inch wheelbase, the 1960 Mercurys were impressively large vehicles, available in three models. The Monterey featured a 312-cid V-8 (with a 383-cid option), while the more expensive Montclair and Park Lane models used the Lincoln-based 430-cid V-8, which was reduced to 310 bhp from its previous 345, thanks to lower compression. This drop in power was unexpected after the 1950s horsepower race, but was a direct result of the deep recession of 1958.

For better fuel economy, 2.71:1 and 2.91:1 axles were offered with the 383- or 430-cid engine. Nonetheless, the 430 V-8, with its 460 pounds/feet of torque, remained an incredibly powerful machine. No one had reason to worry; soon, horsepower numbers would begin climbing again.

Discover more about the distinctions between the 1960 Mercury Monterey, Montclair, and Park Lane on the following page.

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The 1960 Mercury Park Lanes were adorned with the most chrome, featuring rocker panel moldings that ran through the fender skirts and across the quarter panels, merging with the expansive taillight housing. A sharp crease line stretched above the rocker panel, arching over the front wheel. Five trim pieces positioned ahead of the rear wheel openings marked the Park Lane; Montclairs had three such strips, while the Monterey had none.

The 1960 Mercury Monterey came with a standard column-shift three-speed transmission. Montclairs were equipped with Merc-O-Matic, while Park Lanes featured the Multi-Drive automatic. The Mercury ladder frame had bowed box-girder side rails, with convertibles adding X-type center reinforcement.

Convertibles were available in the 1960 Mercury Monterey and Park Lane models, while the Commuter and Colony Park station wagons (the latter featuring woodgrain sides) had their own separate lineup. Prices started at $2,631 for the Monterey two-door sedan and went up to $4,018 for the luxurious Park Lane ragtop.

A wide range of colors was offered, including 15 Super Enamel solid shades and 35 two-tone combinations. Options ranged from power steering for $106 and a four-way power seat for $76.50, to air conditioning priced at $471. Lower-tier Mercurys could upgrade to Multi-Drive Merc-O-Matic (with dual drive ranges) for an additional cost.

The substantial size of the Mercury meant significant weight, and the Park Lane convertible was no exception, weighing in at 4,500 pounds. The Colony Park wagon was even heavier, adding a few more pounds to the total.

Despite its considerable bulk, performance was surprisingly decent. Motor Trend tested a Montclair with the 310-bhp, 430-cid V-8 engine and the optional Multi-Drive Merc-O-Matic. Accelerating in D-1 Range, it reached 0-60 mph in a solid 12 seconds, while the quarter-mile took 17.7 seconds at 76 mph. Using D-2 range added an extra 1.1 seconds to the 0-60 time, and the quarter-mile time stretched to 18.6 seconds at 75 mph.

With production hitting 154,000 units, full-size Mercury sales rose slightly compared to 1959. However, this would mark the end of Mercury’s unique identity. From 1961 onward, Mercury would shrink to a 120-inch wheelbase and become little more than a reworked, upscale Ford -- much like it remains today.

Find the specifications for the 1960 Mercury on the following page.

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1960 Mercury Specs

The 1960 Mercury retained the 126-inch wheelbase from previous models but featured a reduction in horsepower compared to earlier versions.

Specifications

Engines: all OHV V-8; 312 cid (3.80 x 3.44), 205 bhp; 383 cid (4.30 x 3.30), 280 bhp; 430 cid (4.30 x 3.70), 310 bhp

Transmissions: 3-speed manual; overdrive, 3-speed Merc-O-Matic (standard on Montclair), and Multi-Drive Merc-O-Matic (standard on Park Lane) available as options

Front Suspension: upper and lower A-arms, coil springs, link-type stabilizer

Rear Suspension: live axle, leaf springs

Brakes: drum brakes on both front and rear

Wheelbase (in.): 126.0

Weight (lbs.): Ranges from 3,901 to 4,558

Top Speed (mph): V8-430: Between 110 and 115

0-60 mph (sec): V8-430: Between 12.0 and 13.1 seconds

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