The Mercury Cougar is a series of automobiles that was sold by Mercury from 1967 to 2002. The model line is a diverse series of vehicles; though the Cougar nameplate is most commonly associated with two-door coupes, at various stages in its production, the model also was offered as a convertible and a hatchback. During its production as the mid-size Mercury line, the Cougar was also offered as a four-door sedan and five-door station wagon.
In production for 34 years across eight generations (skipping the 1998 model year), the Cougar is second only to the Grand Marquis (36 years) in the Mercury line for production longevity. 2,972,784 examples were produced, making it the highest-selling Mercury vehicle. During the 1970s and 1980s, the marketing of the Mercury division was closely associated with the Cougar, with promotional materials advertising Mercury dealers as "The Sign of the Cat" with big cats atop Lincoln-Mercury dealer signs. Cat-related nameplates were adopted by other Mercury lines, including the Bobcat and Lynx.
During its production, the Cougar was assembled at the Dearborn Assembly Plant (part of the Ford River Rouge Complex) in Dearborn, Michigan from 1967 until 1973, San Jose Assembly (Milpitas, California) from 1968 into early 1969, Lorain Assembly (Lorain, Ohio) from 1974 until 1997, and at Flat Rock Assembly (Flat Rock, Michigan) from 1999 through 2002.
Overview
thumb|Mercury Cougar emblem (1970 Cougar Eliminator)
For nearly its entire production, the Cougar followed Mercury tradition, serving as a divisional counterpart of a Ford vehicle. Though sharing a common chassis architecture, the Cougar was visibly distinguished, ranging in degree from distinct grilles, badging, and lighting components to nearly every body panel specific to the model line.
For its first two generations, the Cougar was derived from the Ford Mustang. Initially serving as a pony car, the popularity of the Cougar led it to replace the Cyclone muscle car in the Mercury model line. The second generation moved its market position closer to the personal luxury car segment.
For its third and fourth generations, the Cougar adopted the Ford intermediate chassis. Slotted above the Montego, the model became the counterpart of the Ford (Gran Torino) Elite. For its fourth generation, Mercury split the Cougar into two model lines, with the Cougar replacing the Montego (matching the Ford LTD II), with the Cougar XR7 becoming the counterpart of the Ford Thunderbird (pairing the two models for 20 years).
For its fifth and sixth generations, the Cougar was downsized, adopting the Ford Fox chassis. Replacing the Mercury Monarch, the standard Cougar was the counterpart of the Ford Granada, with the larger Cougar XR7 designed alongside the Ford Thunderbird (sharing its chassis with the Lincoln Continental and Lincoln Mark VII). The sixth generation Cougar (adopting the lineage of the XR7) reverted the line solely to a two-door coupe.
The seventh-generation Cougar introduced the MN12 platform (alongside the Thunderbird). Though again a two-door personal luxury coupe, the model line underwent significant modernization.
After its discontinuation following the 1997 model year, an eighth-generation Cougar was introduced for 1999, with the nameplate returning as a sports compact hatchback. Originally intended for release as the third-generation Ford Probe, the nearly completed design was shifted to Mercury following the discontinuation of that model line. Sharing chassis underpinnings with the Ford Contour, the 1999 Cougar is the only generation offered with no divisional counterpart (though export vehicles were badged as the Ford Cougar).
Development
The Mercury Cougar began life in the summer of 1962, as both Ford and Lincoln-Mercury styling teams submitted design proposals for the T-5 project (the 1965 Ford Mustang). Though the Ford design was selected for the vehicle, Lincoln-Mercury retained interest in the T-5 project, seeking to develop its own vehicle from it to compete in a similar market segment as the Ford Thunderbird (at the time, the latter model line outsold Lincoln by a wide margin).<br />1969: 193.8 in (4923 mm)<br />1970: 196.1 in (4941 mm)
| width = 1967: 71.2 in (1808 mm)<br />1969: 75.0 in (1905 mm)<br />1970: 74.2 in (1885 mm)
| height = 1967: 51.8 in (1316 mm)<br />1969: 51.9 in (1318 mm)<br />1970: 51.3 in (1303 mm)
| layout = FR layout
| body_style = 2-door hardtop<br />2-door convertible (1969–1970)
| engine = Windsor V8<br /> Windsor V8<br /> Windsor V8<br /> Cleveland V8<br /> FE V8<br /> FE V8<br /> FE V8
| related = Ford Mustang
| transmission = 3-speed manual<br />4-speed manual<br />3-speed automatic
The Mercury Cougar was released by Lincoln-Mercury on September 30, 1966.
Chassis
Internally designated T-7, the first-generation Cougar shared its chassis with the 1967 revision of the Ford Mustang. The Cougar has a longer wheelbase than the Mustang, extended 3 inches to 111 inches. Both vehicles derive their underpinnings from the rear-wheel drive Ford Falcon unibody compact chassis architecture.
Powertrain
The first-generation Cougar’s engine lineup was exclusively V8s. A V8 was available with either a two-barrel or a four-barrel carburetor version; a "Marauder" V8 was offered as an option, producing (GT).
During 1968, the 289 was temporarily substituted with the V8 designed for the new federal emissions standards. At mid-year, a lower compression 289 was again available. The newly introduced GT-E was introduced with a V8, rated at . rated at . The 428 Cobra Jet engine replaced the 427 in the GT-E.
For the 1969 model revision, the engine line underwent further changes. The 289 was dropped entirely; a two-barrel 351 cubic-inch "Windsor" V8 became the standard engine for the Cougar, producing 250 hp (2-bbl) and 290 hp (4-bbl). The 390 was offered solely as a 320 hp four-barrel. The 428 Cobra Jet was the largest Cougar engine, rated at 335 hp (with or without Ram Air). The first Lincoln-Mercury vehicle with hidden headlamps, Cougar headlight doors were powered by dual vacuum actuators (one for each headlight door), with vacuum provided by the engine and stored in a reservoir under the fender. The front fascia was distinguished by a split "electric shaver" grille, featuring vertically slatted chrome trim. The rear fascia was styled similarly, concealing dark-lens taillamps behind vertically slatted trim; sequential turn signals were standard (adopting the mechanism from the Thunderbird).
The $185 upgrade to the XR-7 brought further European influence, including a (simulated) wood-trim dashboard, full instrumentation (black-face gauges), toggle switches, and an overhead console; if so equipped, the automatic transmission was fitted with a T-handle console shifter.
For 1968, the Cougar included federal safety enhancements that added side marker lights and front outboard shoulder belts (sash belt, shoulder harness). In a first for Ford Motor Company, the 1968 Cougar offered an electrically operated sunroof as an option. The Bosch-sourced sunroof assemblies were installed by the American Sunroof Corporation in Southgate, Michigan. While available on any Cougar, the sunroof was not a popular option.
1969–1970
thumb|1970 Mercury Cougar
thumb|1970 Mercury Cougar interior
For the 1969 model year, the Cougar underwent a mid-cycle revision alongside its Mustang counterpart. The straight-lined body sides transitioned toward Coke bottle styling, distinguished by a sweeping body crease sloping down from the hood line to the rear wheels; while the roofline saw little change to its design, the vent windows were deleted. The front fascia retained a full-width grille, with the "electric shaver" split grille replaced by a horizontally slatted grille (with a matching centerpiece); concave taillamp lenses replaced the previous convex design. The hidden headlamps were retained; the mechanism shifted its power from dual vacuum actuators to a single, centrally located vacuum actuator. The vacuum to operate the headlight doors was provided by the engine and stored in a reservoir under the fender. The headlight doors use spiral torsion springs to stay open.
A convertible body style was added to the model line, available in both standard and XR-7 trims; a power-operated top was standard.
For 1970, the Cougar underwent an additional revision to the front fascia; the split "electric shaver" grille with vertically slatted trim made its return, with a new hood adopting a pronounced body-color center section. As part of the front fascia revision, the Cougar also received a new front bumper and revised front fenders. Concave taillamp lenses remained but with revised trim bezels, in addition to revised side marker lights. A change to the position of the rear axle necessitated a new rocker panel length and rear quarter sheet metal as compared to the 1969 model, although these changes are not visually apparent.
Cougar also received a special option package (styled by fashion designer Pauline Trigère), including a houndstooth-patterned vinyl roof and matching upholstery; the roof and upholstery were available together or separately, in either brown-and-black houndstooth or white-and-black houndstooth check patterns. Further safety upgrades included the addition of locking steering columns and high-backed bucket seats (replacing adjustable head restraints).
Trims
The first-generation Cougar was offered in two trims, an unnamed Standard trim, and the XR-7 trim (introduced in early 1967).
For 1967 and 1968, to commemorate the success of the model line in competition, Mercury offered the Dan Gurney Special appearance option, available on both the Standard and XR-7 models. In addition to a signature decal, the option package included turbine-style wheel covers and a chrome engine dress-up kit.
To signify his association with Lincoln-Mercury, the XR7-G (G=Gurney) was introduced as an option for 1968. Largely a performance-oriented appearance package, the XR-7G project was assigned to Shelby Automotive, with the conversions performed at the A.O. Smith facility. Modifications included unique hood scoop, hood pins, fog lamps, tailpipe tips, special badging and wheels, and unique interior trim components. The option package was offered with any Cougar engine. A total of 619 Cougars were built with the XR7-G package.
For 1968, the GT-E was introduced above the Cougar GT. Offering a racing-derived 390 hp 427 V8 (paired solely with a 3-speed automatic As a running change in April 1968, the 427 engine was replaced by a 428 Cobra Jet as an option, the latter was officially rated at 335 hp. A total of 394 GT-Es were manufactured; of which 357 were equipped with the 427 and 37 were built with the 428CJ. With the change to the 428CJ engine for the GT-E, the 4-speed manual transmission was also made available for the GT-E package.
Cougar Eliminator (1969–1970)
alt=1970 Cougar Eliminator in Competition Blue|thumb|1970 Mercury Cougar Eliminator in Competition Blue
As a running change during 1969, the Eliminator was introduced in conjunction with the Boss 302 Mustang as Mercury's showcase for the Boss 302 engine. Largely a counterpart of the Ford Mustang Mach 1 and Ford Boss 302 Mustang, the Cougar Eliminator replaced the Cougar GT as the performance-trim Cougar on April 1, 1969. Offered solely as a standard Cougar hardtop (not available as convertible nor XR-7), the Eliminator was offered with all available Cougar engines, with the 351-4V as the standard engine (Windsor in 1969 and Cleveland in 1970) and the Boss 302 engine exclusive to the Eliminator.
For 1969, the Eliminator Option consisted of: the Eliminator Equipment Package, the Eliminator Decor Group, and the Performance Tire / Handling Group. These included the 351W-4V engine, a front air dam and body-colored rear spoiler, styled steel wheels (similar to the 1969 Mach 1 wheels), a black-out front grille, body-colored hood scoop (only functional with ram-air 428CJ engine), Eliminator-specific body side stripes in white or black (keyed to paint and trim color), left-hand remote-control racing-style side mirror, heavy-duty suspension, and a performance axle. Interior upgrades included: Hi-Back bucket seats (Eliminator-only for 1969 model year), and unique "black camera case" instrument panels with full instrumentation (including visual warning lights and gauges, tachometer, trip odometer, and rallye clock). Four exterior colors were available: white, bright blue metallic, competition orange, and bright yellow. Optional engines included: 390-4V, 428 Cobra Jet or Super Cobra Jet (both available with or without Ram-Air), and Boss 302 (available only with the Eliminator Option). There were 2,250 Eliminators built for 1969.
For 1970, the standard engine for Eliminator became the 351C-4V. The Eliminator Option blacked-out exterior trim expanded from the front grille to include the hood scoop and tail light bezels. A Cougar "running cat" badge replaced the Mercury crest emblem on the fuel door, and a passenger-side racing-style mirror was added. The body side stripes (available in black only) were altered to run the length of the car along the upper belt line and now included a hood stripe, rear spoiler stripe with "Eliminator" callout, and "Eliminator" callouts on the quarters behind the rear wheel. Exterior paint colors available for the 1970 Eliminator mimicked the "Grabber" colors in the Ford lineup and included: Competition Orange, Competition Yellow, Competition Blue, Competition Gold, Competition Green, and Pastel Blue. The Special Paint Order option was also available for Eliminators in 1970, producing single-digit examples in colors such as Black, Light Gray Metallic, White, and Red. Optional engines included: 428 Cobra Jet or Super Cobra Jet (both available with or without Ram-Air), and Boss 302 (available only with the Eliminator Option). There were 2,268 Eliminators built for 1970.
For 1969 and 1970, the Hertz Rental Car Company purchased Cougar Eliminators as part of their "Rent-A-Racer" program. These Eliminators were ordered with the electric sunroof option, which was not available on Eliminators sold to the public. All of the Hertz Eliminators were equipped with the 351-4V engine and FMX automatic transmission. They were also identically optioned, except for paint and interior trim colors, and the California Evaporative Emissions equipment required for the 1970 models sent to California. There were 101 Hertz Eliminators built in 1969, and 100 Hertz Eliminators built in 1970.
| layout = FR layout
| body_style = 2-door hardtop<br />2-door convertible
| engine = Windsor V8<br /> Cleveland V8<br /> Super Cobra Jet V8
| related = Ford Mustang
| transmission = 3-speed manual<br />4-speed manual<br />3-speed automatic
| width =
The continued success of the Cougar led to several changes within the Mercury model line. Largely overshadowed by the Cougar, the intermediate-size Mercury Cyclone was integrated into the Montego line and was quietly retired during the 1972 model year. To give the division a compact sporty car, Ford began sales of the imported Capri through the Lincoln-Mercury network; manufactured in West Germany by Ford of Europe, the Capri (not officially badged as a Mercury) was sized slightly smaller than the 1965 Mustang.
This generation of the Cougar is the final version derived from the Ford Mustang and is also the final version offered as a convertible. During the early 1970s, American manufacturers ended assembly of convertibles in anticipation of increased rollover safety standards. Following the retirement of the Montego and Marquis convertibles, the Cougar became the final Mercury model line offered with the design for the 1973 model year; a light blue/white 1973 Cougar XR-7 was the last convertible assembled by Ford Motor Company (for over a decade).
Chassis
The second-generation Cougar used a revised version of the first-generation chassis, again sharing the Ford Falcon unibody architecture with the Ford Mustang; the wheelbase was increased to 112.1 inches. To better accommodate big-block V8 engines (as the 385-series 429 V8 was replacing the FE-series 428 V8), the front track width was increased from 58.1 to 61.5 inches (only an inch narrower than the Panther-chassis Grand Marquis).
The model line was fitted with front disc and rear drum brakes, with power-assisted brakes becoming standard in 1973. The same year, the 3-speed manual transmission was dropped, with an automatic becoming standard; a 4-speed manual was offered as an option on 351 Cobra Jet V8s. All four-speed manual cars and 4-barrel 351 cars included factory dual exhaust and staggered rear shocks.
Powertrain
As with the previous generation, the 1971-1973 Cougar received a standard V8 engine (in contrast to the Mustang). In a revision of the powertrain line, the Cougar dropped the two-barrel 351 Windsor V8, the Boss 302, and the 428 Cobra Jet V8s. A 351 Cleveland V8 was the standard engine in two-barrel configuration (240 hp) or as an optional four-barrel design (285 hp). Replacing the Boss engines and the 428 Cobra Jet V8s, a 370 hp 429 Cobra Jet (with or without Ram Air) was the highest-performance engine option.
For 1972, Ford adopted SAE net horsepower ratings, leading to a numerical decrease in advertised engine output. The 429 V8 was dropped, leaving the Cougar with three versions of the 351C V8. A , two-barrel version was the standard engine, with an optional four-barrel Cobra-Jet 351 V8 (designated by a "Q" as the fifth character in the VIN). There was also an optional Cobra-Jet Performance Package which included a performance exhaust, thicker front sway bar, rear sway bar, and an upgraded 10.25-inch 2800 stall torque converter (if equipped with an automatic transmission; all 4-speed cars came standard with this package), which produces . For 1973, the Cobra-Jet Performance Package was made standard on all four-barrel engines, leaving the two-barrel 351C (retuned to 168 hp) and the 264 hp 351CJ V8. For 1973, the GT option was discontinued.
While both trims shared the same powertrain offerings, the XR-7 received its own exterior and interior design, distinguished by a vinyl top (on hardtops); along with standardizing many options, the XR-7 received its own door panels and dashboard. A standard Cougar equipped with the Decor Group,
| width =
| layout = FR layout
| body_style = 2-door hardtop
| engine = 351 Cleveland V8<br /> Q-code/351CJ V8 <br /> 351M V8<br /> 400 V8<br /> 385/Lima V8
| related = Ford Torino<br />Ford Elite<br />Mercury Montego
| transmission = 3-speed automatic
For 1974, Lincoln-Mercury released the third-generation Mercury Cougar, introducing both design and marketing changes to the model line. One of the few American model lines that would eschew downsizing during the mid-1970s, the Cougar grew in size, sharing its body with the Mercury Montego and the later introduced Ford (Gran Torino) Elite. Splitting from the Mustang (which became the subcompact Mustang II for 1974), the Cougar adopted a market position closer to the larger Ford Thunderbird. In a model consolidation, all third-generation Cougars were offered under a single XR-7 trim level, as the GT and Eliminator editions were retired.
Initially, at risk for cancellation (following declining sales of the second generation compared to its competitors), Lincoln-Mercury instead repackaged the Cougar as a halo car for the Mercury brand. As division executives sought to avoid overlap with the successful Capri (sold since 1971),
While fitted with a redesigned front bumper, the third-generation Cougar adopted many design elements of its front fascia from the previous generation, carrying over a center-section waterfall grille opening bordered by horizontal-trimmed openings with four inset headlights (in contrast to the egg-crate grille of the Elite with twin headlights). In contrast to the Montego, the rear fascia Cougar was fitted with a center panel matching the taillights (also hiding the fuel cap), along with vertically slatted chrome trim (similar to the first-generation Cougar). The body sides were styled with a wide side molding matching the bumper rub strips (a design added to the 1975 Grand Marquis).
In line with larger Lincoln-Mercury vehicles, the Cougar received a hood ornament for the first time, using a "prowling cat" emblem.
The body of the third-generation Cougar saw few changes throughout its production; for 1975, the front bumper was updated with the functional addition of two cooling slots below the grille.
Interior
Fitted with much of the interior of the Montego coupe, the Cougar differed primarily in its instrument panel (fitted with a tachometer instead of a clock and other performance-related gauges) and upgraded options. Six-passenger seating was standard with a "Twin Comfort Lounge" 50/50 split bench seat with cloth or vinyl upholstery. As an option, five-passenger seating was offered with front bucket seats (with vinyl upholstery) and a center console with a floor-mounted transmission shifter.
Production
{| class="wikitable"
|-
! Model year
! Units
|-
| 1974
| 91,670
|-
| 1975
| 62,987
|-
| 1976
| 83,765
|}
Fourth generation (1977–1979)
For the 1977 model year, Lincoln-Mercury released the fourth-generation Mercury Cougar, with two versions of the model line introduced. Replacing the Mercury Montego, the standard Cougar now served as the Mercury intermediate model line (slotted between the Mercury Monarch and Mercury Marquis), serving as the Mercury counterpart of the Ford LTD II (replacing the Torino/Gran Torino), introducing the first Cougar sedans and station wagons. The increased number of body styles and market segments resulted in these Cougars to be more popular than any since its 1967 debut, selling about half as many copies as its first version.<br /> (XR-7) The Cougar XR-7 was produced upon an extended-wheelbase Fox chassis (108.5 inches), shared with the 1980–1982 Ford Thunderbird, 1982–1987 Lincoln Continental, 1984–1992 Continental/Lincoln Mark VII. The mid-size Cougar shared its 105.5-inch wheelbase with the 1981–1982 Ford Granada and the Ford Fairmont and Mercury Zephyr (the introductory vehicles of the Fox platform).
Powertrain
The Cougar XR7 was offered with two V8 engines. Shared with the Mercury Marquis/Colony Park, a 4.2L V8 was standard, with a 4.9L V8 offered as an option; both engines were paired with a 4-speed Ford AOD overdrive automatic.
The standard Cougar was offered with a standard 2.3L inline-4, offering a 3.3L inline-6 and a 4.2L V8 as options (shared with the Ford Mustang/Mercury Capri). All three engines were paired with a 3-speed automatic transmission.
For 1982, an all-new 3.8L V6 replaced the inline-6; in various forms, the engine would be used by the Cougar and Thunderbird through their 1997 discontinuation. The 4.9L V8 option was discontinued for 1982, leaving the 4.2L engine as the sole V8 offering for either version of the Cougar.
Body
In its development, many design elements of the 1977–1979 Cougar XR-7 were carried forward in the fifth-generation redesign, including its Continental-style trunk lid, louvered opera windows, and sharp-edged fender lines. While the fourth-generation Cougar XR-7 had proven successful in the marketplace, the design elements fell out of proportion on a radically smaller car, leading to negative reception. In what would prove disastrous, the Cougar saw little to no differentiation from its Ford counterparts, with the XR-7 externally distinguished from the Thunderbird only by its grille, taillamps, trunklid, and usage of exposed headlamps.
During the production of the fifth-generation Cougar, the Cougar XR-7 was produced solely as a two-door coupe, with the mid-size Cougar produced as a two-door notchback coupe and a four-door sedan. For 1982 only, the mid-size Cougar was offered as a station wagon replacing the Zephyr station wagon. In a first, all two-door Cougars were designed with a fixed B-pillar and fully framed door glass.
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 XR-7 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 wood-grained Villager trim (the Mercury equivalent of a Ford Squire station wagon).
Ford of Venezuela marketed the Fox-platform Cougar from 1983 until 1986 as the Ford Cougar Brougham four-door sedan. Derived from the fifth-generation Cougar sedan, the Ford-badged Cougar Brougham was produced with the front and rear fascias of the 1983–1986 Mercury Marquis.
<gallery widths="200px" heights="140px">
File:'80-'82 Mercury Cougar Coupe (Sterling Ford).jpg|1980–1982 Cougar XR-7 (standard roofline)
File:1981 Mercury Cougar (4686125673).jpg|1981 Mercury Cougar two-door
File:1981 Mercury Cougar (4686124661).jpg|1981 Mercury Cougar two-door
File:Mercury Cougar (2041040441).jpg|Mercury Cougar LS sedan
File:1982 Mercury Cougar Wagon (8951436919).jpg|1982 Mercury Cougar wagon (standard trim)
File:1982 Mercury Cougar GS wagon.jpg|1982 Mercury Cougar GS wagon (Ford Mustang wheels)
</gallery>
Production
{| class="wikitable"
|-
! Model year
! Units
|-
| 1980
| 58,028
|-
| 1981
| 90,928
|-
| 1982
| 73,817
|-
|Total
|222,773
|}
Sixth generation (1983–1988)
For the 1983 model year, Mercury introduced the sixth-generation Cougar. While again derived from the Fox platform underpinnings of the previous generation, the new model line served as the replacement of the Cougar XR-7, as the Cougar reverted to its early 1970s role of a "luxury sports coupe" (again a counterpart of the Ford Thunderbird). Within Mercury, the Cougar was slotted above the Capri and below the two-door Grand Marquis (both would be discontinued during its production).
The 1983 redesign of the Cougar was part of an extensive revision of the Ford and Mercury model ranges. For Mercury, its mid-size sedan range underwent a minor model revision, as the previous Cougar sedan/wagon adopted the Marquis nameplate (with the full-size Grand Marquis becoming a distinct model line for 1983).
Along with its shift in model segment, the sixth-generation Cougar (and the Thunderbird) marked the first large-scale use of aerodynamic-intensive design for an American automobile; the Cougar/Thunderbird were the first Ford vehicles developed using computer-aided design (CAD).
Chassis
The sixth-generation Cougar retained the rear-wheel drive Ford Fox platform from the fifth generation. Downsized to a 104-inch wheelbase, the chassis underpinnings were largely unchanged, including a MacPherson strut/A-arm front suspension with a four-link coil-sprung solid rear axle with front and rear anti-roll bars.
Powertrain
For its 1983 launch, the sixth-generation Cougar offered a 120 hp 3.8L V6 from its predecessor as a standard engine; a 130 hp 4.9L V8 made its return as an optional engine. For 1988, the 3.8 L V6 was given multiport fuel injection, increasing output to 140 hp; the 4.9 L V8 was retuned to 155 hp.
From 1984 until 1986, the XR7 was equipped with a 2.3 L turbocharged inline-4; shared with the Thunderbird Turbo Coupe, the engine produced 145 hp with an automatic transmission (155 hp with a manual transmission). For 1987 and 1988, the 4-speed AOD transmission was fitted to both the 3.8 L and 4.9 L engines.
Body
Exterior
The exterior design of the sixth-generation Cougar was designed largely in response to the negative market response to the introduction of the fifth-generation Cougar. While retaining a common chassis, a primary objective for designers was to maximize the visual differentiation between the Thunderbird and Cougar. For 1985, the waterfall-style grille was replaced with an egg-crate design (similar to Mercedes-Benz); the red taillamp lenses were replaced by a dark gray design. Shared with the Mustang GT, the Cougar received new 15-inch wheels, becoming the standard alloy wheel design for 1988. Derived from the Cougar LS, the 20th Anniversary Cougar was produced in a near-monochromatic exterior (Cabernet Red with Midnight Smoke moldings); the wheels, all badging, and regular chrome trim were finished in 24 karat gold, with a gold-trimmed C-pillar emblem. Development began during the second quarter of 1984 along with the tenth-generation Ford Thunderbird; the $2 billion redesign of the two vehicles included benchmarking handling characteristics against luxury coupes such as the BMW 6-Series, Mercedes-Benz 560SEC, and Jaguar XJS while still targeting the same price point as their predecessors. During the development of the 1989 Cougar, the form factor of coupes shifted in the marketplace.
In its debut year of 1989, there were 97,246 Cougars produced, making it the best model year for the flagship coupe. As the 1990s progressed, market demand shifted away from large two-door coupes and the Cougar became the sole such model offered by the division. After a final-year production run of 35,267 units, the seventh generation of Cougar was discontinued, with the final example produced in late August of 1997.
Chassis
The seventh-generation Mercury Cougar is built upon the Ford MN12 platform. 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 V8 to a 4.6 L 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. several items were removed as part of de-contenting, including the courtesy lamps, underhood light, and a 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, taillamps, and front bumper; the facelift is distinguished by a smaller grille (1989–1990 versions extend above the headlamps).
<gallery widths="200" heights="135">
File:89-90 Mercury Cougar.jpg|1989–1990 Mercury Cougar LS
File:MercuryCougarBlack.jpg|1991 Mercury Cougar XR7
File:89-93 Mercury Cougar.jpg|1993 Mercury Cougar XR7
File:94-95 Mercury Cougar XR7 front view.jpg|1995 Mercury Cougar XR7
File:Mercury Cougar (14920486422).jpg|1997 Mercury Cougar 30th Anniversary Edition
File:1997 Mercury Cougar XR7 Sport in Silver Frost.jpg|1997 Mercury Cougar XR7 Sport
</gallery>
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 differentiate the XR7 from the LS, the model was fitted with sport seats, two-spoke sport steering wheel, and full analog instrumentation. In contrast to the previous LS, the 1993 XR7 offered both V6 and V8 engines. Equipped with 15-inch BBS alloy wheels, all examples were painted green with a tan interior and green carpet. Other features included a model-specific trunk lid and C-pillar badging and an imitation trunk lid luggage rack. 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.
- Frontal Crash Test – Driver:
- Frontal Crash Test – Passenger:
- Side Impact Rating – Driver:
- Side Impact Rating – Rear Passenger:
- Rollover Rating: Not rated
Production
{| class="wikitable"
|-
! Model year
! Units
|-
| 1989
| 97,246
|-
| 1990
| 76,467
|-
| 1991
| 60,564
|-
| 1992
| 46,928
|-
| 1993
| 79,700
|-
| 1994
| 71,026
|-
| 1995
| 60,201
|-
| 1996
| 38,929
|-
| 1997
| 35,267
|-
|Total
|566,328
|}
Eighth generation (1999–2002)
alt=1999 – 2000 Mercury Cougar photographed in Sault Ste. Marie, Ontario, Canda.|thumb|1999–2000 Mercury Cougar
By the mid-1990s, Ford engineers had completed 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 and Mercury Mystique. 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 sport hatchback coupe 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 with 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 consolidation with the 2013 Ford Fusion; the Mercury Cougar was effectively left without a donor platform.
The last Mercury Cougar rolled off the assembly line on 9 August 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 was designed with a fully independent multilink suspension.
The 1999–2002 Cougars were available with two engine options, the 2.0 L Zetec straight-4 engine with , and the 2.5 L Duratec V6 with . 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, fog lights, and the speed governor raised, not removed; contrary to popular belief. 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 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 bodywork, 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. It was also to be sold in Europe as the Ford Cougar ST200.
Body
thumb|2000 Mercury Cougar rear
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.
There were 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 years) Available mostly in white and silver color choices, this car was built under the Roush name with bodywork to the front bumper, back, side skirts, and more. A total of 112 were made during its two-year production.
For the 2001 model year, the Cougar was updated with new headlights, front and rear fascias, and updated interior trim.
US production numbers
{| class="wikitable"
|-
! Model year
! Units
|-
| 1999
| 88,288
|-
| 2000
| 44,935
|-
| 2001
| 25,044
|-
| 2002
| 18,321
|}
Safety
However they did evaluate the 1995-2000 Ford Contour/Mercury Mystique, which is structurally similar to the Cougar, both being built on the Ford CDW27 world-car platform, which was given a "Poor" overall rating in the frontal moderate overlap crash test by the IIHS.
While being similar the Cougar had many of its body panels, braces and other structural floor pieces modified to fit the new body shape, allegedly the Cougar is 17% stiffer than the Contour/Mystique, stronger in side impacts due to its side crash beams and, tests suggest that in a side impact, passengers could be up to three times safer in a Cougar than in some other competitors.
The Cougars complete safety suite includes:
- Second Generation Dual Frontal SRS Airbags
- Front occupant side-impact head/chest outboard seat Airbags (optional)
- 3-point safety belt with Emergency Locking Retractor (ELR) and Automatic Locking Retractor (ALR) in all seat positions
- Side impact door beams
- Reinforced high strength alloy steel front and side structures
- Four-channel Anti-lock Brakes with Electronic Brake Distribution (EBD) (optional)
- All-Speed Traction Control (optional)
National Highway Traffic Safety Administration (NHTSA) Crash Test Ratings for the 1999-2002 model year(coupe):
- Frontal Driver:
- Frontal Passenger:
- Side Driver (with side airbags):
- Side Driver (without side airbags):
- Side Rear Passenger:
Ford Cougar (Export)
thumb|Export Ford Cougar
In 1998, Ford launched the Cougar at the 1998 British Grand Prix at Silverstone. Without the Mercury brand in Europe and Australia, Ford marketed the Cougar as the Ford Cougar through Ford of Europe and Ford of Australia 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.
Except for Ford Blue Oval badging replacing Cougar emblems on the exterior and interior, both Ford and Mercury versions are essentially identical. Export 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 and Australia.
Racing
In 1967, NASCAR race car builder, Bud Moore, campaigned Mercury Cougars in the Trans-Am Series with Ford Motor Company factory support. The team featured drivers Dan Gurney, Parnelli Jones, Peter Revson, David Pearson, and Ed Leslie. Factory support ended 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. Driver Tiny Lund dominated the series and took the championship. After the Cougar changed to the Thunderbird platform in 1974, the body style was raced in NASCAR. The Wood Brothers Racing team with David Pearson and later Neil Bonnett was successful with the car and scored several victories until the body style 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-wheelbase) cars, though oddly the Thunderbirds had to have their wheelbases extended because the actual wheelbase of production cars was .
From 1989 through 1990, Lincoln-Mercury Motorsport fielded Cougars of the new body style in the GTO class of the IMSA GT Championship. The cars won the championship in both years and made the teams' total of seven manufacturer championships.
Appearances
Product placement in movies include a red 1969 XR7 convertible driven by Diana Rigg in her role as Tracy Bond in the 1969 James Bond film On Her Majesty's Secret Service.