The Mercury Cougar is a nameplate applied to a diverse series of automobiles sold by Mercury from 1967 to 1997, and again from 1999 to 2002. While most examples were produced as two-door coupes, at various times throughout its production life, the Cougar was also sold as a convertible, four-door sedan, station wagon, and hatchback.
During its production life, as was common practice within the Mercury division, the Cougar shared much of its underpinnings with a Ford counterpart. At the time of its introduction, it was based upon the Ford Mustang. As the Mustang was downsized and redesigned in 1974, the Cougar became based upon the intermediate Mercury Montego (itself based upon the Ford Torino), becoming the replacement for the Montego in 1977. As the Cougar XR7 became the equivalent of the Ford Thunderbird in 1977, the Thunderbird would serve as the Ford counterpart of the Cougar for two decades. After its initial discontinuation, the Cougar emerged as a replacement for the Ford Probe sports coupe, based on the Ford Contour "world car"; as such, it was sold outside of North America as the Ford Cougar.
For many years the Cougar was important to the image of the Mercury division; advertising often identified its dealers as being "at the sign of the cat". In the early 1970s as part of advertising for the Cougar and Mercury, female models held big cats on leashes. In production for 34 years, the Cougar nameplate is second only to the Grand Marquis in its longevity in the Mercury model line.
The car was assembled at the Dearborn Assembly Plant--one of six plants within the Ford River Rouge Complex--in Dearborn, Michigan, from 1967 to 1973, at the San Jose Assembly Plant in Milpitas, California from 1968 into early 1969, at the Lorain Assembly Plant in Lorain, Ohio, from 1974 to 1997, and at the Flat Rock Assembly Plant in Michigan from 1999 to 2002.
Video Mercury Cougar
First generation (1967-1970)
The introduction of the Cougar finally gave Mercury its own "pony car". Slotted between the Ford Mustang and the Ford Thunderbird, the Cougar was the performance icon and eventually the icon for the Mercury name for several decades. The Cougar was available in two models (base and XR-7) and only came in one body style (a two-door hardtop, no center or B-pillar). Engine choices ranged from the 200 hp (149 kW) 289 cu in (4.7 L) two-barrel V8 to the 335 hp (250 kW) 390 cu in (6.4 L) four-barrel V8. A performance package called the GT was available on both the base and XR-7 Cougars. This included the 390 cu in (6.4 L) V8, as well as a performance handling package and other performance enhancements.
The 1967 Cougar, with the internal code T-7, went on sale September 30, 1966. It was based on the 1967 refreshed first-generation Mustang, but with a 3-in-longer (111 in) wheelbase and new sheet metal. A full-width divided grille with hidden headlamps and vertical bars defined the front fascia--it was sometimes called the electric shaver grille. At the rear, a similar treatment had the license plate surrounded on both sides with vertically slatted grillework concealing tail lights (with sequential turn signals), a styling touch taken from the Thunderbird.
A deliberate effort was made to give the car a more "European" flavor than the Mustang, at least to American buyers' eyes, drawing inspiration from the popular Jaguar E-Type. Aside from the base model and the luxurious XR-7, only one performance package was available for either model: the sporty GT. The XR-7 model brought a simulated wood-grained dashboard with a full set of black-faced competition instruments and toggle switches, an overhead console, a T-type center automatic transmission shifter (if equipped with the optional Merc-O-Matic transmission), and leather-vinyl upholstery.
This was the only generation with covered headlights. In 1967 and 1968, they were deployed using a vacuum canister system that opened and closed the headlamp doors. For 1969 and 1970, a redesigned vacuum system kept the doors down when a vacuum condition existed in the lines, provided by the engine when it was running. If a loss of vacuum occurred, the doors would retract up so that the headlights were visible if the system should fail.
The GT package, included Ford's 390 cu in (6.4 L) FE-series big block , along with an upgraded suspension to handle the extra weight of the big engine and give better handling, more powerful brakes, better tires, and a low-restriction exhaust system. Introduced with the music of Herb Alpert and the Tijuana Brass' "The Work Song", the Cougar was a sales success from its introduction and helped the Lincoln-Mercury Division's 1967 sales figures substantially. The Cougar was Motor Trend magazine's car of the year for 1967.
The Cougar continued to be a Mustang twin for seven years, and could be optioned as a muscle car. Nevertheless, the focus continued away from performance and toward luxury, evolving it into a plush pony car. The signs were becoming clear as early as 1970, when special options styled by fashion designer Pauline Trigère appeared, a houndstooth-patterned vinyl roof and matching upholstery, available together or separately. A facelift in 1971 did away with the hidden headlights and hidden wipers were adopted. Between 1969 and 1973, Cougar convertibles were offered.
The 1968 model year included federally-mandated side marker lights and front outboard shoulder belts (sash belt, shoulder harness) among some minor changes. A 210 hp (157 kW) 302 cu in (4.9 L) two-barrel V8 was the base engine on all XR-7s and early standard Cougars. Three new engines were added to the option list this year: the 230 hp (172 kW) 302 cu in (4.9 L), four-barrel V8; the 335 hp (250 kW) 428 cu in (7.0 L), four-barrel V8; and the 390 hp (291 kW) 427 cu in (7.0 L), four-barrel V8. In addition, the 289 cu in (4.7 L) engine was made standard on base cars without the interior decor group midway through the model year.
Comfort and performance options available for the Cougar included the "Tilt-Away" steering wheel that swung up and out of the way when the driver's door was opened, the transmission in "park", and the ignition was off, and from 1971, a power driver's seat. The new option appeared in 1968: Ford's first factory-installed electric sunroof. It was available on any hardtop Cougar, but rarely ordered on early cars.
Mercury also made limited versions of Cougar in the performance-market segment. The XR7-G, named for Mercury road racer Dan Gurney, included performance add-ons, such as a hood scoop, Lucas (brand) fog lamps, and hood pins. Engine selection was limited to the 302, 390, and 428 V8s. A total of 619 XR7-Gs were produced, and only 14 Gs were produced with the 428 CJ. The 7.0-L GT-E package was available on both the standard and XR-7 Cougars and came with the 427 V8. The 428 Cobra Jet Ram Air was available in limited numbers on the GT-E beginning 1 April 1968. Conservatively rated at 335 hp (250 kW), the 428 Cobra Jet could produce more than the (306 kW (410 hp)) from the factory. A total of 394 GT-Es were manufactured, 357 with the 427 and 37 with the 428. The GT-E came with power front disc brakes as standard.
The third year of production, 1969, brought several new additions to the Cougar lineup. A convertible model was now available in either standard and XR-7 trim. The grille switched from vertical bars to horizontal bars. Tail lights still spanned the entire rear of the car and retained vertical chrome dividers, but were now concave rather than convex. Body sides now featured a prominent line that swept downward from the nose to just ahead of the rear wheel wells. A new performance package appeared. The GT, XR-7G, and 7.0-L GT-E were discontinued, but the 390 and 428 V8s remained. The 302 engines were dropped, except for the "Boss" version, available only with the Eliminator package. The new standard Cougar engine was a 250-horsepower 351 Windsor. A 290 hp (216 kW) 351 Windsor V8 was also added to the engine lineup. The Eliminator performance package appeared for the first time. A 351 cu in (5.8 L) four-barrel Windsor V8 was standard, with the 390 four-barrel V8, the 428CJ, and the Boss 302 available as options. The Eliminator also featured a blacked-out grille, special side stripes, front and rear spoilers, an optional Ram Air induction system, a full gauge package including tachometer, upgraded "Decor" interior trim, special high-back bucket seats, rally wheels, raised white letter tires, and a performance-tuned suspension and handling package. It also came in vibrant colors, such as white, bright blue metallic, competition orange, and bright yellow. Only two Cougars were produced with the Boss 429 V8 as factory drag cars for "Fast Eddie" Schartman and "Dyno" Don Nicholson. A 1969-only package was the Cougar Sports Special that included unique pin striping, "turbine" style wheel covers, and rocker panel moldings with simulated side scoops. Décor interior and performance suspension were available for the Sports Special, as were any of the optional Cougar engines, other than the Boss 302. No badges or decals denoted the Sports Special option on either the interior or exterior.
For 1970, the Cougar appearance was similar to the 1969 model, but changes were made. A new front end featured a pronounced center hood extension and electric shaver grille similar to the 1967 and 1968 Cougars. Federally mandated locking steering columns appeared inside, and high-backed bucket seats, similar to those included in the 1969 Eliminator package, became standard on all Cougars. Other changes included revised tail light bezels, new front bumper and front fender extensions, and larger, recessed side markers. The 300 hp (224 kW) 351 "Cleveland" V8 was now available for the first time, though both the Cleveland and Windsor engines were available as the base model two-barrel engine. The 390 FE engine was now dropped, and the Boss 302 and 428CJ continued. The Eliminator received with new striping, revised colors, and the four-barrel 351 Cleveland replacing the four-barrel 351 Windsor as the standard engine. The upgraded "Décor" interior and styled steel wheels, standard '69 Eliminator equipment, were moved to the options list for the 1970 Eliminator. No Eliminator convertibles were factory produced in either 1969 or 1970. New options for the 1970 Cougar were interior upholstery and vinyl top in bold houndstooth check patterns.
Production
Maps Mercury Cougar
Second generation (1971-1973)
For 1971, the Cougar was restyled, weighed less, and had only a one-inch-longer wheelbase than its predecessors (112 vs. 111 - which was similar to GM's intermediate-sized two-door models, such as the Olds Cutlass). The front end now featured four exposed headlights; the disappearing headlights were eliminated. The center grille piece was now larger, sharing its appearance with the 1971 Mercury Cyclone. The rear featured a semifastback with a "flying buttress" sail-panel. The convertible returned, as did the XR-7 and the GT package. The Eliminator package was dropped, but the Ram Air option remained. The engine lineup was revised for 1971, as well. Now only three engines were offered--the standard 240 hp (179 kW) 351 Windsor two-barrel V8, the 285 hp (213 kW) 351 Cleveland four-barrel V8, and the 370 hp (276 kW) 429 Cobra Jet four-barrel V8.
By 1972, the climate had begun to change as the muscle car era ended. No longer able to use gross power numbers, the manufacturers had to use net power figures, which dropped the once-mighty figures down substantially. Engines were shuffled around a bit with the 429 engine option no longer available. They were now the standard 163 hp (122 kW) 351 Cleveland two-barrel V8, or the 266 hp (198 kW) 351C four-barrel Cobra Jet V8. Other than that, the Cougar remained a carryover from 1971. Only minor trim details were changed in 1972. The big-block engines were gone for 1972 and 1973. The days of performance-oriented muscle cars were coming to an end.
Aside from minor grille and taillight changes, 1973 would be largely a carryover year for the Cougar, but it would mark the last year of the Mustang-based Cougar and the final run of Cougar convertibles; a light blue/white Cougar XR-7 convertible was actually the "last" convertible built by Ford Motor Company in the 1970s. An automatic transmission and power front disc brakes became standard, though a 4-speed manual transmission was still available as a rarely ordered option. Many changes were scheduled for the 1973 models. Power figures continued to change, as new federal/EPA regulations began their stranglehold on the V8 engines. The new figures continued to fluctuate, but engine options remained unchanged from 1972. The standard engine continued to be the 168 hp (125 kW) 351 Cleveland two-barrel V8. Optional was the 264 hp (197 kW) 351 Cobra Jet V8.
Additionally, an arguably little known trim style and certain mandatory options (e.g. hardtop) of Cougar was the "Bronze Age" edition made by Mercury in 1973 (also made for the models: Mercury Monterey, Mercury Montego MX, and Mercury Comet of that year). While it was marketed primarily in copper metallic colors, it was also available in 6 other colors: ivy glamour metallic, green metallic, medium brown metallic, saddle bronze, medium yellow gold and white.
Production
Third generation (1974-1976)
For 1974, the Cougar was shifted from its Mustang ponycar origins and upsized onto a different platform and into a new market as a personal luxury car. It now shared a chassis with the larger Mercury Montego/Ford Torino intermediates and lent itself to create a Ford badged version released mid-year 1974 called Gran Torino Elite. The wheelbase grew to 114 inches (2,896 mm) and became practically the only car to be upsized during the downsizing decade of the 1970s. These years marked the end of the "luxurious Mustang", and the beginning of the Cougar's move towards becoming a "junior Thunderbird" and eventually a sibling of the Thunderbird. TV commercials compared the Cougar to the Lincoln Continental Mark IV, the most notable featuring Farrah Fawcett in a 1975 TV ad.
The Cougar was being marketed as an intermediate-sized personal-luxury car to compete against GM's Oldsmobile Cutlass Supreme, and Buick Regal, in addition to the Chrysler Cordoba while its twin the Ford Elite with its Thunderbird-like styling competed against the Chevrolet Monte Carlo and Pontiac Grand Prix and the Dodge Charger. Almost every GM division had an entry in this market by 1974, and the market was too large to ignore so both Ford and Mercury expanded their offerings to compete.
The new Cougar paid homage to its smaller predecessor with a three-piece grille up front, topped by a new hood ornament which featured the Jaguar-like silhouette of a creeping Cougar. The car's Montego heritage was fairly evident from the sides and back. The Cougar acquired the sine qua non of the personal luxury car in the 1970s: opera windows. The opera windows were rectangular shaped glass mounted in the C-pillars and accompanied by a standard partial rear section vinyl roof. This body ran unchanged for three years, and during this period all Cougars were XR-7s.The base model and convertible were dropped this year, but the XR-7 moniker soldiered on as the only model in the Cougar lineup.
Engine offerings from 1974 to 1976 included a standard 351 in3 V8 and optional power plants included the very rare Q-code 351 "Cobra Jet" V8 (1974), plus 400 and 460-in3 V8s. The manual transmission was dropped in favor of the automatic.
Since the Cougar was based on the Montego, it used the same interior except for some minor trim and upholstery. Interior offerings during these three years included a standard bench seat with cloth or vinyl upholstery, an optional Twin-Comfort Lounge 60/40 bench seat with center armrest and cloth, vinyl or optional leather trim; or all-vinyl bucket seats with center console.
In 1975, the Cougar XR-7 continued to add more luxury features as it moved upmarket. But with more features, the Cougar was gaining in weight, as well. Compared to the 1967 version, the 1975 version weighed a full 1,000 lb (450 kg) more. Despite the added weight, the buying public wanted the Cougar, and sales figures reflected that fact. For the performance fans, however, a high-performance rear axle and 'Traction-Lok' differential continued to be on the option sheet. The standard engine continued to be the 148 hp (110 kW) 351M two-barrel V8 with the 158 hp (118 kW) 400 two-barrel V8 and 216 hp (161 kW) 460 four-barrel V8 optional. Visually, the only change from 1974 was the addition of two rectangular openings in the center section of the front bumper.
The 1976 Cougar carried over largely unchanged from 1975. Minor trim pieces served to differentiate this year from last. Engines continued unchanged, as well. The high-performance axle and Traction-Lok differential were dropped. Twin Comfort Lounge reclining seats, with or without velour cloth trim, were the only major change for the interior.
The sheetmetal of this generation remained in use in stock car racing during the mid-1970s. A Wood Brothers Racing Mercury Cougar was the winner of the 1976 Daytona 500. Other teams, including Bud Moore Engineering, would continue to race this generation of Cougar in Winston Cup through the 1980 season.
Production
Fourth generation (1977-1979)
In 1977, radical marketing changes came to Ford's intermediate lineup, although under the skin, mechanical changes were few. The Montego name was discontinued, and all the intermediate Mercury vehicles became Cougars (Ford renamed its Torino line the LTD II). There were now Cougar sedans, complete with opera windows, a lower-line base coupe, and even a station wagon (standard steel-sided version or the "woody" Cougar Villager), which lasted only one year (1977). The top-of-the-line Cougar XR-7 continued as a separate model, with unusual simulated louvers applied in front of its opera windows and a new rear style that was meant to evoke the larger Continental Mark V coupe. This year, the Elite vanished from the Ford lineup and was replaced by the Thunderbird which was downsized onto its chassis to become the Cougar XR-7's corporate twin. This association between the two cars would continue for two decades until their demise in 1997. In keeping with the general trend of the times, the old Torino chassis was discontinued after 1979 and all Ford and Mercury intermediates went over to the smaller, lighter Ford Fox platform for 1980.
Customers to Lincoln-Mercury showrooms were surprised by the all-new Cougar this year. New sharper and straighter styling that mimicked the Ford Thunderbird and Continental Mark V replaced the "fuselage look" of earlier Cougars.
The engine lineup changed for this year, as well. The base engine was the 134 hp (100 kW) 302 two-barrel V8 on all coupes and sedans. The station wagons had the 161 hp (120 kW) 351 two-barrel V8 standard. The 149 hp (111 kW) 351 two-barrel V8 and 173 hp (129 kW) 400 two-barrel V8 were optional on all models.
For 1978, the base model two-door (Model #91 and Body Style 65D) and four-door (Model #92 and Body Style 53D) sedan stayed the same. The Brougham was discontinued as a separate model and became an option package on the base Cougar.
XR-7 (sport-luxury package) sales continued to increase. This package (Model #93 and Body Style 65L) was only available in a two-door hard top coupe. This model included power disc brakes and steering, 15-inch wheels, rear stabilizer bar, walnut woodtone instrument panel, Flight Bench seat, "XR-7" trunk key-hole door, "COUGAR" decklid script, large hood ornament, and sport-styled roofline with back-half vinyl and rear opera side windows and louvers. Some XR-7s had the Rally Sport Tach and Gauge package (only 25% of all Cougars came with this option).
Two new decor packages became available, the XR-7 Decor Option and the Midnight/Chamois Decor Option. This latter package came with a half-vinyl roof, padded "Continental" type rear deck, and Midnight Blue and Chamois interior with Tiffany carpeting. This was Mercury's take on the special designer decor options used in the Continental Mark V. Engines continued unchanged, as well. The Cougar XR-7 would set an all-time sales record this year.
Few changes were made in 1979, as Mercury prepared to downsize the car. A new electronic voltage regulator and a plastic battery tray would be the biggest mechanical changes for the Cougar. The standard engine continued to be the 302 V8 with the 351 the only optional engine available, as the 400 was discontinued. A redesigned grille with body color inserts and revised taillight assemblies were the only exterior body changes.
Production
Fifth generation (1980-1982)
For the 1980 model year, the Mercury Cougar underwent an extensive redesign, undergoing downsizing for the first time. Shedding 15 inches in length, 4 inches of width, and approximately 900 pounds of curb weight (depending on version), the 1980 Mercury Cougar XR7 shifted from the intermediate-segment Ford LTD II (Torino) chassis to a version of the Fox platform. As with the previous generation, the Cougar XR7 was designed as the Mercury divisional counterpart of the Ford Thunderbird; for 1980, only the XR7 was produced.
For 1981, Mercury expanded the Cougar into its premium mid-size product line, as a notchback coupe and four-door sedan were introduced. Sharing a body with the redesigned Ford Granada, the non-XR7 Cougars served as replacements for the Mercury Monarch.
Chassis
Both the Cougar XR7 and mid-size Cougar were produced using the Ford Fox platform. Alongside the Ford Thunderbird, the Cougar XR7 was produced upon an extended-wheelbase Fox chassis (to 108.5 inches), shared with the 1980-1982 Ford Thunderbird, 1982-1987 Lincoln Continental, and the Lincoln/Continental Mark VII. The mid-size Cougar shared its 105.5 wheelbase with the Ford Fairmont and Mercury Zephyr, the launch vehicles of the Fox platform.
The Cougar XR7 was offered with two V8 engines, both shared with the Mercury Marquis. A 4.2L V8 was standard, with a 4.9L V8 offered as an option. A four-speed overdrive automatic transmission was paired with both engines. For 1981, the
While sharing its chassis and underpinnings with the XR7, the mid-size Cougar was offered with its own powertrain lineup. A 2.3L inline-4 was a standard engine, with a 3.3L inline-6 and a 4.2L V8 as options. For the first time ever in the Cougar, a 4-cylinder engine was offered, and a V8 engine was no longer standard; with the 2.3L engine, the first 5-speed manual transmission for a Cougar was offered. The 2.3L and 3.3L engines were also offered with a 3-speed automatic transmission.
For 1982, the 3.3L inline-six was replaced by a 3.8L V6. In various forms, the latter engine would remain in use by the Cougar through 1997. The 4.9L V8 was withdrawn, leaving the 4.2L V8 as the sole V8 engine offering in the Cougar model line.
Body
In its development, many design elements of the 1977-1979 Cougar XR7 were carried forward in the fifth-generation redesign, including its Continental-style trunklid, louvered opera windows, and sharp-edged fender lines. While the fourth-generation Cougar XR7 had proven highly successful in the marketplace, the design elements fell out of proportion on a radically smaller car, leading to a highly negative reception. In what would prove disastrous, the Cougar saw little to no differentiation from its Ford Thunderbird and Ford Granada counterparts, with the XR7 externally distinguished only by its grille, exposed headlamps, taillamps, and trunklid.
During the production of the fifth-generation Cougar, the Cougar XR7 was produced solely as a two-door coupe, with the mid-size Cougar produced as a two-door notchback coupe and four-door sedan. For 1982 only, the mid-size Cougar was offered as a station wagon (taking over for the Zephyr station wagon).
In what would become a long-running tradition for the Mercury brand, 1981 marked the debut of GS and LS trim lines for both the mid-size and XR7 Cougars. Both trim packages were largely similar, though the LS was exclusive to four-doors. The GS package focused on appearance, while the LS package offered luxury touches such as power windows, keyless entry external number pad, and other luxury trim touches. The Cougar station wagon was offered in either GS trim or woodgrained Villager trim (the Mercury equivalent of a Ford Squire station wagon).
Production
Sixth generation (1983-1988)
An all-new Cougar greeted buyers in the fall of 1982; gone were the sedan and station wagon models which were facelifted and moved under the Marquis nameplate. The Cougar sported a completely new aerodynamic body, but retained the same chassis. This restyle was shared with its sister car, the Thunderbird, with the two becoming the first examples of the new "aero-look" design, which would eventually spread throughout the Ford line and ultimately the entire industry. The major difference between the two was the side window treatments; the Cougar had a more formal notchback with a nearly vertical rear window and upswept quarter windows. This made the Cougar look more aerodynamic, as well as more exciting, when compared to the previous generation of Cougars. The new look was such a hit, it outsold the Thunderbird for 1983. Because of the money spent in restyling both models, the instrument panel was only modestly changed from the 1982 model. The GS (but not badged as such) and LS models carried over from the previous year; however, the XR-7 did not, as there was not yet a performance version ready. The engine lineup changed, as the only two engines offered were the 232-in3 (3.8-L) V6 and the 302-in3 (5.0-L) V8. The 390-mm (15.3-in) TRX wheels were an option.
After its redesign for 1983, the Cougar remained mostly unchanged for 1984. The XR-7 returned and for the first time, its standard engine was not a V8 or V6, but a turbocharged four-cylinder engine. Similar to the Thunderbird Turbo Coupe, the XR-7 came only with the 145 hp (108 kW) 140-in3 turbocharged I4. The XR-7 also featured blacked-out window trim, wide body side mouldings and two-tone paint in silver with charcoal grey lower (or the reverse combination) with tri-band striping to separate it from the base Cougars. A performance suspension was also standard. A three-speed automatic or a five-speed manual were offered on the XR-7. Also for 1984, the 3.8-L V6 switched from a carburetor to throttle-body fuel injection.
Subtle exterior changes, such as a new Mercedes-Benz-esque grille and new taillights were just a few of the many changes, as a whole new instrument panel greeted buyers for 1985. This new instrument panel featured an optional full digital instrument cluster which lent a futuristic touch to the Cougar, but it was only available on base and LS Cougars. The XR-7 received a performance analog gauge cluster, including a tachometer. The standard gauge panel in non-XR-7s was an unusual mix of digital speedometer, analog gauges, and warning lights.
The 1986 Cougar was a carryover year; it was supposed to be redesigned this year, but with sales continuing to be strong, Ford decided to push it ahead to 1987. The biggest changes were under the hood, as the 302 V8 received new sequential electronic fuel injection (SEFI), which boosted power to 150 hp (112 kW); a 20 hp (15 kW) improvement over the previous year. The Cougar XR-7 continued to offer only the turbocharged I4 with output increased to 155 hp (116 kW).
1987-1988
The Cougar received a complete restyle for its 20th anniversary. Much smoother than the previous Cougar, it featured flush-mounted headlights and grille. The side quarter glass retained its upswept design, but it was stretched more to the rear of the car. The interior remained mostly unchanged. The GS was dropped, leaving the LS and XR-7 models. The XR-7 changed by dropping the turbocharged I4, and the 302 V8 became the standard engine. The manual transmission was also dropped this year. The digital instrument cluster, which was optional on the GS/LS models, became standard on the XR-7. The special lower tri-stripes and blacked-out window trim continued to set apart the XR-7 from the LS. The Cougar's 20th anniversary was highlighted by a limited-edition Cougar.
20th Anniversary Cougar
To celebrate its 20th anniversary, a limited-edition Cougar was produced. The car went on sale in February 1987. The Cougar LS was the starting point for this special model. These special Cougars featured these standard items to set them apart from the regular production Cougars:
- Cabernet Red exterior w/Midnight Smoke moldings
- All exterior badging (front bumper, grille trim, trunk lid nomenclature and moulding trim) was finished in 24 karat gold. C-pillar emblems were finished in a gold cloisonné.
- Nonfunctional luggage rack
- Mustang GT wheels painted gold with a Cougar center cap
- Special "20th Anniversary Edition" dash emblem
- Light Sand Beige interior with unique part-leather, part-suede (Ultrasuede) seats with heating and three-user memory profile. The seats also featured a special Cabernet Red piping.
- Special embroidered 20th Anniversary floor mats
- Traveler's convenience kit
- A hardcover book - "Mercury Cougar 1967-1987", which detailed the history of the Cougar
- 150 hp (112 kW) SEFI 302 V8
- Sport handling suspension package (XR-7)
The only options were power moonroof, power antenna, illuminated entry, keyless entry, automatic climate control, engine block heater, and a Traction-Lok axle with a 3.08 gear ratio. Total Production of 20th anniversary Cougar was 5,002, with at least 800 destined for Canada.
With the new MN-12 chassis and new body style coming in 1989, the 1988 Cougar changed little from the previous year. Outside, the biggest change was the XR-7 now came in a new monochromatic color scheme. It was available in three colors (black, red, and white) with body-colored or optional argent-colored wheels. The base 232-in3 (3.8-L) V6 was revamped to include multiport fuel injection and an internal balance shaft that increased power to 140 hp (104 kW). The 302 V8 received a dual exhaust option, which added 5 hp (4 kW). The analog gauge cluster returned as standard on the XR-7, but the digital cluster remained as an option on both the LS and XR-7.
Production
Seventh generation (1989-1997)
On December 26, 1988, the seventh-generation Mercury Cougar was introduced for the 1989 model year. A counterpart of the tenth-generation Ford Thunderbird, the $2 billion redesign of the two vehicles was intended to create handling benchmarked against far more expensive coupes (BMW 6-Series, Mercedes-Benz 560SEC, Jaguar XJS) while remaining in the same price segment. During the development of the 1989 Cougar, the form factor of coupes shifted significantly, as the quartet of GM G-body coupes were replaced by front-wheel drive vehicles; the introduction of the Acura Legend by Honda marked the introduction of Japanese-produced luxury vehicles.
At its 1989 debut, the Cougar was marketed largely as the flagship coupe of the Mercury division. As Mercury revised its model line during the 1990s, the Cougar became the sole two-door model offered by the division. As market demand shifted away from large two-door coupes, the Mercury Cougar and Ford Thunderbird were discontinued after the 1997 model year, with the final example produced on September 4, 1997.
Chassis
The seventh-generation Mercury Cougar is built upon the Ford MN12 platform. Designed specifically for the Mercury Cougar and Ford Thunderbird, the MN12 chassis retained the use of rear-wheel drive. While its exterior footprint changed negligibly, in a major change, the wheelbase was expanded nine inches to 113 inches (longer than a Mercedes-Benz 560SEC).
Centered around the design of the MN12 chassis was its use of four-wheel independent suspension in place of a live rear axle. With the exception of the Chevrolet Corvette, the Ford MN12 chassis marked its first use in a mass-produced American automobile. In front, the Mercury Cougar was configured with a short/long arm wishbone suspension. As an option, the Cougar was available with 4-wheel antilock disc brakes (standard on the Cougar XR7).
As part of the 1989 redesign, the MN12 chassis was powered solely by a 3.8L V6, as the lowered hoodline of the MN12 was too low to properly house the 5.0L V8, the engine was removed from the model line (marking the first time no V8 was available for the Cougar or Thunderbird). LS-trim Cougars were offered with a naturally-aspirated 140 hp version of the V6, while the XR7 was powered by a 210 hp supercharged version (serving as the replacement for the turbocharged 2.3L inline-4). The naturally-aspirated V6 was paired with a 4-speed automatic transmission, while the supercharged V6 was offered with a 5-speed manual (with the automatic as an option).
For 1991, to increase demand for the Cougar, Mercury introduced a 200 hp version of the 5.0L V8, a redesigned intake manifold allowed for sufficient underhood clearance. Offered as an option on the Cougar LS, the V8 replaced the supercharged V6 in the XR7 (which also marked the end of the 5-speed manual in the MN12 Cougar). Originally slated for 1993, the 1994 Cougar shifted from the overhead-valve 5.0L V8 to a 205 hp 4.6L SOHC V8 (shared with the Mercury Grand Marquis). In another 1994 change, the 4R70W electronically-controlled version of the AOD 4-speed automatic was introduced for both the V6 and V8 engines.
Body
As the sixth-generation Mercury Cougar had proved successful in the marketplace, the 1989 redesign of the Cougar was largely an evolution of the previous generation, with updates of many previous design elements. The upright notchback roofline underwent a major revision, with the controversial upswept quarter windows of the previous generation abandoned. While proportioned differently, wraparound headlamps and taillamps were modeled similar to the Mercury Sable. As a result of the longer wheelbase, the rear overhang was shortened. During development of MN12, Ford designers sought to develop increased differentiation between the Cougar and Thunderbird. While fenders and front doors are common between the two vehicles, in comparison to the 1983-1987 generation, fewer visible parts are shared.
As part of the shift to the wider MN12 chassis, the Cougar again became a 5-passenger vehicle (for the first time since 1982). As a result of the wider interior, all Cougars were fitted with a center console with a floor-mounted shifter. In following with the previous generation, LS-trim Cougars were fitted with digital instrumentation; the Cougar XR7 was fitted with an analog instrument panel. Originally slated to be launched with dual airbags, cost overruns and market demand necessitated the use of automatic seatbelts to meet passive-restraint requirements. For 1994, the interior underwent a complete redesign (similar to the Lincoln Mark VIII), with dual airbags replacing the automatic seatbelts. For 1997, the Cougar received a new instrument panel (similar to the Taurus/Sable), with cupholders added to the center console; several items were removed as part of de-contenting, including the courtesy lamps, underhood light and glove box light.
During its production, the seventh-generation Mercury Cougar underwent several revisions. For 1991, the Cougar underwent a slight facelift, with new headlamps and taillamps and front bumper; the facelift is distinguished by a smaller grille (1989-1990 versions extend above the headlamps). For 1994, a second facelift saw a revision of the grille, taillamps and a simplification of the side molding. For 1996, a major restyling of the front fascia adapted elements of the 1996 Mercury Sable redesign; with the exception of the bumper cover, the Cougar now shared its entire front fascia with the Ford Thunderbird.
Trim
At its launch, the seventh-generation Mercury Cougar retained the same model trims as before, with the LS geared towards luxury and convenience features and the XR7 geared towards performance and handling. Externally, the LS was given chrome window trim while the XR7 was nearly monochromatic with black window trim. To optimize its handling capabilities, the XR7 was fitted with many model-specific features. In addition to the 210 hp supercharged V6 (replaced by a 5.0L V8 in 1991), the XR7 featured four-wheel antilock disc brakes, electronically adjustable handling suspension, 16-inch alloy wheels, and a 5-speed manual transmission. To differentiate the XR7 from the LS, the model was fitted with sport seats, two-spoke sport steering wheel, and full analog instrumentation.
For 1993, Mercury revised the Cougar model line, with the XR7 becoming the sole trim level, dropping the LS and the monochromatic sport-oriented XR7 (eliminating some overlap with the Ford Thunderbird). Adapting much of the equipment of the previous LS, the 1993 XR7 adapted chrome exterior trim and a standard digital instrument cluster, with four-wheel disc brakes becoming an option. In contrast to the previous LS, the 1993 XR7 offered both V6 and V8 engines.
Alongside the LS and both versions of the XR7, several limited editions of the Cougar were produced. To commemorate the 25th anniversary of the Mercury Cougar, in 1992, the 25th Anniversary Mercury Cougar was an option package (nearly exclusively on XR7 models). Equipped with 15" BBS alloy wheels, all examples were painted green with a tan interior (with green carpet). Other features included model-specific trunklid and C-pillar badging and an imitation trunklid luggage rack. To commemorate the 30th anniversary of the Mercury Cougar, for 1997, Mercury produced a 30th Anniversary Mercury Cougar XR7 as an option package. Distinguished by its use of Lincoln Mark VIII wheels, the 30th Anniversary Cougar featured model-specific C-pillar emblems, embroidered seat and floormat emblems; the option also included commemorative items shipped to the owner.
Approximately 5,000 25th anniversary and 5,000 30th anniversary Cougars were produced.
Production
Eighth generation (1999-2002)
During the mid-1990s, Ford engineers commenced design work on the third generation of the Ford Probe. Intended for a 1998 model year launch, the new Probe shifted its design from the Mazda MX-6 to a platform shared with the Ford Contour. At the end of the 1997 model year, Ford announced a major streamlining of its coupe offerings, with Ford discontinuing the Thunderbird and Probe; Lincoln-Mercury lost the Cougar and Lincoln Mark VIII (the latter, after 1998). To make room for the updated 1999 Ford Mustang and all-new Ford Escort ZX2, the Contour-based Ford Probe continued into production, with Ford shifting the vehicle to the Lincoln-Mercury Division to adopt the Mercury Cougar name.
After skipping the 1998 model year, Mercury introduced the eighth-generation Mercury Cougar for the 1999 model year at the 1998 Los Angeles Auto Show. Serving as the replacement for the Ford Probe, the first front-wheel drive Cougar shifted market segments from two-door personal luxury coupe to three-door sport compact, introducing the first Mercury hatchback since the 1986 Mercury Capri.
While marketed in Europe and Australia under the Ford brand, the eighth-generation Mercury Cougar was the first Mercury car since the 1991-1994 Mercury Capri sold without a direct Ford model equivalent in North America.
Initially outranking its predecessor in sales, the eighth-generation Cougar (marketed towards younger buyers, similar to the ZX2) struggled to compete for sales against sedans (the Mercury Sable and Grand Marquis) in the Mercury model line. While coupes had traditionally been offered in Lincoln-Mercury dealerships for several decades, the shift of the Cougar to the sports compact segment presented a challenge to sales personnel acquainted to marketing luxury-segment vehicles to new-car buyers along with attracting younger buyers into Mercury showrooms.
In 2002, Ford announced another restructuring of its model line, with 2002 marking the final year for the Cougar, Mercury Villager, Lincoln Continental, and Ford Escort. The Ford Contour/Mercury Mystique (Ford Mondeo MkII) ended production in 2000, with the Cougar outliving it by two model years. As part of the model line revision, the Ford Mondeo platform was no longer used in North America until its 2013 consolidation with the Ford Fusion; the Mercury Cougar was effectively left without a donor platform.
The last Mercury Cougar rolled off the assembly line on August 9, 2002; following the end of its production, the Mercury model line offered no cars with four-cylinder engines until the 2006 Mercury Milan.
Chassis
The 1999 Cougar shared the Ford CDW27 world-car platform introduced by the Ford Contour/Mercury Mystique. The first front-wheel drive Cougar, it was designed with fully independent multilink suspension.
The 1999-2002 Cougars were available with two engine options, the 2.0-L Zetec 4-cylinder engine with 125 hp (93 kW; 127 PS), and the 2.5-L Duratec V6 with 170 hp (127 kW; 172 PS). Also, two transaxle options were available: the manual Ford MTX-75 transmission or the automatic Ford CD4E transmission (available in the US with either engine, although the I4/automatic combination was extremely rare; supposedly only 500 Cougars were built with the I4/auto).
"Sport Package" models of the V6 featured four-wheel vented disc brakes (from the Contour SVT), 16-inch alloy wheels, and the speed governor removed. With the electronic speed limiter removed, the top speed of the car was limited by drag and engine power in top gear at redline, around 135 mph (217 km/h). While this was considered attainable given enough road, the automatic transmission version could not reach this speed without significant engine modification. However the manual transmission version of the car, when given enough road, was capable of reaching speeds of around 145. Without the sport package, the speed governor was set at 115 mph (185 km/h) due to the H-rated tires with which the car was equipped.
Ford also prepared two high-performance concept-only versions; one dubbed the "Eliminator", which was a supercharged version built with aftermarket available parts, and the other the "Cougar S", which featured new body work, all-wheel drive and a 3.0-L Duratec engine.
A high-performance Cougar S (not to be confused with the concept) was discussed in the press, which was essentially a Cougar with a Contour SVT engine; however, this version never made it into production. The Cougar S was so close to production, though, many of its parts are still available to order from the dealership and it is listed in many parts catalogs and insurance databases. It was also to be sold in Europe as the Ford Cougar ST200.
Body
This generation of Cougar had a far more contemporary package, with modern DOHC 24-valve six-cylinder Duratec engines, a fully independent multilink suspension, and front-wheel drive. This was also the first hatchback Cougar, and the first to have its own body, unshared by any Ford (except its European twin Ford Cougar). The body design used a philosophy Ford dubbed "New Edge" design: a combination of organic upper body lines with sharp, concave creases in the lower areas. The Cougar's body, and the New Edge idea in general, was introduced as a concept called the Mercury MC2 in 1997, and was considered a bigger version of the European Ford Puma.
Ford also sold this generation of Cougar in Europe and Australia as the Ford Cougar, and it was a sales success.
To help create excitement for the Cougar, Mercury created several paint and trim packages:
- Special Edition (2000 model year) available in Zinc Yellow, leather interior with yellow stitching on the seats
- C2 (2001-2002 model years) available in either French Blue, Silver Frost, or Vibrant White, along with special blue interior accents
- Zn (2001 model year) available with special Zinc Yellow, special Visteon hood scoop and spoiler
- XR (2002 model year) available in either Black or XR Racing Red, with special black and red seats and interior trim, also came with 17-inch silver wheels with black accents on the inner spokes
- 35th Anniversary (2002 model year) versions were available in Laser Red, French Blue, Satin Silver, and Black; most came with leather interiors with silver center sections on the seats. They also came with 17-inch machined wheels, the same as the XRs without the black paint on the center spokes.
- Roush Edition (1999-2000 model year) Available mostly in white and silver color choices, this car was built under the Roush name with body work done to the front bumper, back, side skirts and more. It is considered the rarest of all Cougars, since only 112 were ever made during its two-year production.
For the 2001 model year, the Cougar was "updated" as the Cougar2 with new headlights, front and rear fascias, and updated interior trim.
US production numbers
Ford Cougar (Europe)
In 1998, Ford launched the Cougar at the 1998 British Grand Prix at Silverstone. Without the Mercury brand in Europe, Ford marketed the Cougar as the Ford Cougar through Ford of Europe from 1999 to 2002. Replacing the Ford Probe in European markets, the Ford Cougar was manufactured in the United States. Slotted above the Ford Ka and Ford Puma (both based on the Ford Fiesta subcompact), the Cougar was marketed as a mid-sized coupe.
With the exception of Ford Blue Oval badging replacing Cougar emblems on the exterior and interior, Ford and Mercury versions are essentially identical. European Cougars also have clear marker light lenses (in place of amber) and amber rear turn signals. In the United States, the Ford Cougar was built in both left and right-hand drive, with the latter allowing for its sale in the UK (the Cougar was also sold by Ford of Australia).
Racing
In 1967, renowned NASCAR race car builder Bud Moore campaigned Mercury Cougars in the Trans-Am Series with Ford Motor Company factory support. The team featured superstar-caliber drivers, such as Captain Dan Gurney, Parnelli Jones, Peter Revson, David Pearson, and Ed Leslie. Factory support dried up towards the end of the season and the Cougars began to show their wear. Ultimately, Mercury lost the championship to Ford by two points.
In 1968, Bud Moore took his Cougars NASCAR racing in the newly formed Grand American series. Star driver Tiny Lund dominated the series and took the championship.
After the Cougar changed to the Thunderbird platform in 1974, the bodystyle was raced in NASCAR. The Wood Brothers Racing team with David Pearson and later Neil Bonnett was very successful with the car and scored a number of victories until the bodystyle became ineligible following the 1980 season. The next year (1981) saw the previous Cougar teams switch to the Thunderbird when NASCAR mandated the smaller (110-inch-wheelbased) cars, though oddly the Thunderbirds had to have their wheel bases stretched 6 inches, as the production cars wheelbase was only 104 inches.
From 1989 to 1990, Lincoln-Mercury Motorsport fielded Cougars of the new body style in the GTO class of the IMSA GT Championship. The cars collected the championship both years, and continued the teams' streak to seven manufacturer's championships.
References
External links
- Mercury Cougar at Curlie (based on DMOZ)
Source of article : Wikipedia
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