Ford Cougar The Ford Cougar was a large coupe from Ford Motor Company between 1998 and 2002. It was sold in the Europe, Australia and USA. In the USA it was sold under the Mercury marque, named as Mercury Cougar. Initially Ford intended to sell it as a third generation Ford Probe, but later offered it as a new model. Manual and automatic transmissions were available. All variants came with 16-in alloy wheels as standard. The Cougar was considered to be a driver?s car for its superior handling, but it did not sold well.
. (1967–1973). (1974–1997).
(1977-1979) (1981-1982). (1999–2002) (1967-1998) (1999-2002) The Mercury Cougar is a nameplate applied to a diverse series of automobiles sold by 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, four-door, and. 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. As the Mustang was downsized and redesigned in 1974, the Cougar became based upon the intermediate (itself based upon the ), becoming the replacement for the Montego in 1977. As the Cougar XR7 became the equivalent of the 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 sports coupe, based on the 'world car'; as such, it was sold outside of North America as the. 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 on leashes. In production for 34 years, the Cougar nameplate is second only to the in its longevity in the Mercury model line. The car was assembled at the —one of six plants within the —in, from 1967 to 1973, at the in from 1968 into early 1969, at the Plant in, from 1974 to 1997, and at the in Michigan from 1999 to 2002. 1967 Mercury Cougar Overview 1967–1970 Assembly, Body and chassis 2-door 2-door Related Powertrain 289 cu in (4.7 L) 390 cu in (6.4 L) V8 302 cu in (4.9 L) V8 351 cu in (5.8 L) V8 351 cu in (5.8 L) V8 428 cu in (7.0 L) V8 427 cu in (7.0 L) V8 Dimensions 111 in (2819 mm) Length 1967: 190.3 in (4834 mm) 1969: 193.8 in (4923 mm) 1970: 196.1 in (4941 mm) Width 1967: 71.2 in (1808 mm) 1969: 75.0 in (1905 mm) 1970: 74.2 in (1885 mm) Height 1967: 51.8 in (1316 mm) 1969: 51.9 in (1318 mm) 1970: 51.3 in (1303 mm) The introduction of the Cougar finally gave Mercury its own '. 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, no center or B-pillar). Engine choices ranged from the 200 hp (149 kW) 289 cu in (4.7 L) two-barrel 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 and vertical bars defined the front fascia—it was sometimes called the electric shaver grille. At the rear, a similar treatment had the surrounded on both sides with vertically slatted grillework concealing tail lights (with ), 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. 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 with a full set of black-faced competition instruments and, 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), 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 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 magazine's for 1967. The Cougar continued to be a Mustang twin for seven years, and could be optioned as a. 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 appeared, a -patterned 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 were offered.
The 1968 model year included federally-mandated and front outboard 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, included performance add-ons, such as a, 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. 1971 Mercury Cougar Overview 1971–1973 Assembly, Body and chassis Two-door Two-door Related Powertrain 351 cu in (5.8 L) 351 cu in (5.8 L) V8 429 cu in (7.0 L) V8.
Dimensions 112.0 in (2,845 mm) 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.
The rear featured a semifastback with a ' sail-panel. The 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/ 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 Montego MX, and 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. 1974-76 Mercury Cougar XR-7 2-Door Hardtop Overview 1974–1976 Assembly, Body and chassis 2-door Related Powertrain 351 cu in (5.8 L) 400 cu in (6.6 L) 460 cu in (7.5 L) Dimensions 114.0 in (2,896 mm) Length 215.5 in (5,474 mm) Width 78.5 in (1,994 mm) For 1974, the Cougar was shifted from its Mustang ponycar origins and upsized onto a different platform and into a new market as a. It now shared a chassis with the larger / intermediates and lent itself to create a Ford badged version released mid-year 1974 called. 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, the most notable featuring in a 1975 TV ad.
The Cougar was being marketed as an intermediate-sized personal-luxury car to compete against GM's, and, in addition to the while its twin the Ford Elite with its Thunderbird-like styling competed against the and and the. 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 of the personal luxury car in the 1970s:. 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 in 3 V8 and optional power plants included the very rare Q-code 351 'Cobra Jet' V8 (1974), plus 400 and 460-in 3 V8s. The 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 cloth trim, were the only major change for the interior. The sheetmetal of this generation remained in use in during the mid-1970s. A Mercury Cougar was the winner of the 1976 Daytona 500. Other teams, including, would continue to race this generation of Cougar in through the 1980 season. Production Model Year Units 1974 91,670 1975 62,987 1976 83,765. 1977–79 Mercury Cougar Overview Production 1977-1979 1977–1979 Assembly, Body and chassis Four-door Four-door Two-door Related Powertrain 302 cu in (4.9 L) 351 cu in (5.8 L) V8 400 cu in (6.6 L) V8 Dimensions Coupe: 114.0 in (2,896 mm) Sedan and Wagon: 118 in (3,000 mm) Length Coupe: 215.5 in (5,473.7 mm) Sedan: 219.5 in (5,580 mm) Wagon: 233.1 in (5,920 mm) Width 75.2 in (1,910.1 mm) Height 52.6 in (1,336.0 mm) 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, a lower-line base coupe, and even a (standard steel-sided version or the ' 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 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 for 1980. 1977 Mercury Cougar Villager Wagon 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 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, 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. 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 Model Year Units 1977 194,823 (XR-7 124,799) 1978 213,270 (XR-7 166,508) 1979 172,152 (XR-7 163,716). 1980–82 Mercury Cougar XR-7 Overview Also called Ford Cougar (Venezuela, sedans) 1980–1982 Assembly, Body and chassis Two-door Two-door Four-door Four-door Related Powertrain 255 cu in (4.2 L) 302 cu in (4.9 L) V8 140 cu in (2.3 L) 232 cu in (3.8 L) Five-speed Three-speed automatic Four-speed Dimensions 105.5 in 108.4 in Chronology Predecessor (non-XR7 coupe, four-door) Successor (all except XR7) 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. 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, 1984-1985 Continental Mark VII and 1986-1992 Lincoln 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. Engine 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. 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, 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).
First facelift version (1986) 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 four-cylinder engine. Similar to the Thunderbird Turbo Coupe, the XR-7 came only with the 145 hp (108 kW) 140-in 3 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 -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 (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. 1987–88 Cougar, rear view 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 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.
C-pillar emblems were finished in a gold. 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 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 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-in 3 (3.8-L) V6 was revamped to include multiport 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 Model Year Units 1983 75,743 1984 131,190 1985 117,274 1986 135,904 1987 105,847 1988 113,801 Seventh generation (1989–1997) Seventh generation.
1997 Mercury Cougar 30th Anniversary Edition 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 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.
1999-2000 Mercury Cougar 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 to a platform shared with the. 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 and all-new, 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. 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, introducing the first Mercury hatchback since the 1986.
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, and.
The (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 engines until the 2006.
Chassis The 1999 Cougar shared the 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 engine with 125 hp (93 kW; 127 PS), and the 2.5-L with 170 hp (127 kW; 172 PS).
Also, two transaxle options were available: the or the (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 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 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. Mercury Cougar, side view 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. This was also the first hatchback Cougar, and the first to have its own body, unshared by any Ford (except its European twin ).
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 idea in general, was introduced as a concept called the Mercury MC2 in 1997, and was considered a bigger version of the European.
Ford also sold this generation of Cougar in Europe and Australia as the, and it was a sales success. Main article: In 1998, Ford launched the Cougar at the. Without the Mercury brand in Europe and Australia, Ford marketed the Cougar as the Ford Cougar through and from 1999 to 2002. Replacing the Ford Probe in European markets, the Ford Cougar was manufactured in the United States. Slotted above the and (both based on the 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. 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, renowned NASCAR race car builder campaigned Mercury Cougars in the with factory support. The team featured superstar-caliber drivers, such as Captain, 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 racing in the newly formed series. Star driver dominated the series and took the championship. After the Cougar changed to the Thunderbird platform in 1974, the bodystyle was raced in NASCAR.
The team with and later 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, Motorsport fielded Cougars of the new body style in the GTO class of the. The cars collected the championship both years, and continued the teams' streak to seven 's championships. References.
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Retrieved 2011-09-04. The Ford Cougar Owners Club. Retrieved on 5 September 2010 External links Wikimedia Commons has media related to. at Curlie (based on ).