Tuesday, September 1, 2009

Mercury Commuter

1966 Mercury Commuter

The Mercury Commuter was Mercury's lowest-priced full-size station wagon from 1957 to 1968. When introduced for the 1957 model year it was priced below Mercury's other two new full size wagons, the Voyager and the Colony Park. It was initially available as a two door wagon and as a four door wagon with the former discontinued after the 1959 model year. The Commuter was temporarily absent in 1963, in concession to the new Meteor station wagons, but was reinstated for 1964, when the Meteor was dropped. The Commuter was phased out for good, like the full-size Mercury Montclair and Park Lane, after the 1968 model year. On a collectible scale model note, a 1968 Commuter wagon was rendered in the form of a Matchbox scale die cast car, however, along with a companion Matchbox 1968 Park Lane sedan.

1957 Mercury Commuter 2-door hardtop station wagon

Sunday, August 16, 2009

'49 Mercury Convertible

We have a solid rare car to begin with (not chopped) and then we took it to the nines. Underneath the car is solid and clean. No rot, no rust. Aluminized mufflers and exhausts. Convertible top is a tan Mercedes Hartz Stayfast. This car has only 2,167 miles since being done. Nose Decked & Shave Door Handles Power Top, Dual Frenched Power Antennas, Am-Fm Cassette Radio, Hidden CD Player, Original Radio in Dash, Disc Brakes, Ron Francis Wiring Harness, Diamond Back Wide White Radials, Fresh 350 w/700R4 Overdrive Transmission, Power Windows, Power Steering, Keyless Entry For Doors & Trunk, Dual Dummy Spots, Tilt Wheel, Beautiful Tan Leather Upholstery, New Soft Convertible Boot, New Brakes, Cylinders & Brake Lines, New Electric Fuel Pump, All these features and more…

Source: Hotrod Hotline

'63 Mercury 4 Door Custom Meteor

All original 4 door Custom, 67,378 actual miles, 260 V-8, automatic, not driven since early 1990's. Minimal rust, runs/drives needs radiator would make dandy odd rod. Original wheels and caps in trunk. Additional 302 V-8 and C-4 transmission available.

Source: Hotrod Hotline

Saturday, August 15, 2009

1947 Mercury Pickup Truck - The End? Dj Vu

By John Gilbert
Photography by Greg Doucette

Whether loyal CCT readers are aware of it or not I don't know, but each month's edition brings with it an underlying theme. These common threads aren't planned, they just seem to happen. Greg Doucette of Grande-Digue, New Brunswick, Canada, sent us this photo of what he thinks, is a '47 Mercury. Greg said he found the Mercury in a field about 1/2-mile from the Bay of Fundy near Dorchester, New Brunswick. Strange as this may seem, if the Mercury was driving around town in 1957, I might have seen it. Remember reading about Fred Steiner's '56 Chevy in this issue and the summer trip his family took due to a plumber's strike? My dad belonged to the same Local and our family also took an extended summer vacation during the strike. We drove our '50 Olds 88 clear across the states up into Canada and I got to stick my toes into the red clay of the Bay of Fundy while the tidal bore was out. When we returned to California in September my dad bought his Kodiak Brown '58 Chevy longbed with a Panoramic rear window.

Source: Custom Classic Trucks

Saturday, August 1, 2009

Friday, July 3, 2009

It Pays To Own A Mercury

Mercury Ad

Wednesday, July 1, 2009

Mercury Sable

Mercury Sable

Manufacturer Ford Motor Company

Production start 1985

June 2007

Production end

April 29, 2005
May 21, 2009


Mercury Marquis (1986)
Mercury Montego (2008)


Mercury Milan (2005)

Class Mid-size (1985–2005)

Full-size (2007-2009)

The Mercury Sable is a mid-size (model years 1986-2005) or full-size (2008-2009) luxury sedan car model created by the Ford Motor Company and sold under the Mercury brand. It served as a rebadged variant of the Ford Taurus.

The Sable was a milestone design for both Mercury and the entire American automotive industry, as well as a very influential vehicle in the marketplace, with Mercury selling 2,107,061 cars (as of May 31, 2009) during more than 20 years of production. The Sable's design was so futuristic, that it was called by the press "The car that came from the moon". An important feature of the Sable's design was its front "lightbar", a low-wattage lamp between the front headlamps. This later became mainstream for Mercury's line-up, and was copied by many automakers in the early nineties.

The Sable was refreshed in 1992 and received its first complete redesign in 1996. The 1996 model remained the basis for the vehicle up through the 2005 model year. A major sheet metal and interior redesign occurred in 2000, softening some of the controversial design vestiges of the 1996 model which the Taurus also endured. Minor styling changes in 2004 further refined the car.

The Sable station wagon ended production in 2004 and sedan production ended on April 29, 2005. The Ford Taurus remained in production through the 2007 model year, primarily for service as a fleet vehicle. Taurus production ended on October 27, 2006.

At the Chicago Auto Show on February 7, 2007, Ford CEO Alan Mulally unveiled a refreshed version of the Mercury Montego sedan and announced that the new name of the car would be "Sable," due to customer recognition and dealer demand.

However, sales never met expectations and the full-size Sable ended production (permanently, this time) on May 21, 2009. Its Taurus counterpart continued on and was redesigned. The Sable's second counterpart, the Ford Taurus X, ended production on February 27, 2009.

First generation (1986–1991)

Production 1986-1991


Atlanta, Georgia (Hapeville, GA Plant)
Chicago, Illinois

Body style(s)

4-door sedan
4-door station wagon

Layout FF layout


Ford D186 platform


2.5 L HSC I4
3.0 L Vulcan V6
3.8 L Essex V6


3-speed ATX automatic
4-speed AXOD automatic

Wheelbase 106.0 in.


190.9 in. (1986-88 sedan)
192.2 in. (1989-1991 sedan)
193.2 in. (1989-1991 station wagon)
191.9 in. (1986-88 station wagon)

Width 70.8 in.


54.3 in. (sedan)
55.1 in. (station wagon)


Ford Taurus
Lincoln Continental

Designer: Jack Telnack

Mercury Sable wagon

The Sable was a very important sedan for both Mercury and the American auto industry.

Ford had lagged in introducing mid-size front wheel drive cars to compete against General Motors' Chevrolet Citation and its best-selling Chevrolet Celebrity/Pontiac 6000/Oldsmobile Cutlass/Buick Century quartet as well as Chrysler's well-received K cars and Japanese offerings from Honda, Datsun/Nissan and Toyota. The Mercury brand suffered even more from this delay. In 1984, Ford launched the redesigned Mercury Cougar to start a reinvigoration of the Mercury brand with new aerodynamic designs, and started development of the Sable.[8] Because of this design, the Sable was a resounding success and launched Mercury into a new design era, as well as influencing the other American automakers to follow suit and create more aerodynamic cars, thus ending the "boxy" cars of the 1970s and 1980s.

The Taurus and Sable siblings used flush aerodynamic composite headlights. Ford was the first to produce and sell vehicles with such headlights in the U.S., when it introduced the Lincoln Mark VII in 1984. To do so, Ford (among other automakers) had to lobby the National Highway Traffic Safety Administration (NHTSA) to have them approved. The Taurus and Sable were the first domestically-produced, mainstream sedans to use the new lights. They also went beyond the Audi 5000, with which they were often compared, to adopt a grille-less "bottom breather" nose, first pioneered by the Citroën DS in the 1950s, and also used briefly on the Mustang.

The Sable was unveiled along with the Taurus in a resounding fashion. For its aerodynamic shape, the launch was held in MGM Studios Soundstage 85, where Gone with the Wind was filmed. Ford workers came into the room, which was decorated in space-age decor, holding cups shaped like flying saucers and the Taurus and Sable were sitting behind a curtain, their outlines silhouetting. Then, with the flashing of strobe lights and a drum-roll, the curtain was pulled back and the two cars were revealed to the public.

The bodyshell was smooth and aerodynamic. The Sable twin had a wraparound "lightbar" with two headlights and a low-wattage stretch in between. Aircraft-style doors were used to reduce wind noise, and the handles were recessed. The Sable also had large glass areas with slim pillars, and were flush with the body. The rear glass wrapped fully around, and the B-pillars were painted black to give the illusion that the front and rear glass were connected. The interior was available with bucket seats — very rare for most U.S. midsize sedans — and the dashboard wrapped around the driver and fed into the door panels to create more of a "cockpit" feel.

The Sable was first introduced as a 1986 model in December 1985, to strong sales and fanfare. It came in two models, base GS and high-end LS. Initial Sable sales were strong, and the Sable sold around 300,000 units its first year.

For the first year on the market, Sable buyers had the choice of a 90 hp HSC 4-cylinder mated to a three-speed automatic transaxle or a 140 hp Vulcan V6 with a four-speed automatic, with the latter having much higher sales. 4-cylinder Sable sales were so poor that the engine was dropped in 1987 (it remained an option for the Taurus until 1991). Ford's 3.8 L Essex V6 was added to the line-up in 1988. Although the power output was rated at the same 140 hp (104 kW) as the 3.0 L engine, this large V6 produced 215 ft·lbf (291 N·m) of torque, a welcome addition, especially in the heavier station wagons. However, the 3.8 suffered from premature head gasket failure, which was primarily a fault with Ford's supplier of gaskets, not with the engine itself. Some also attribute this to reduced under-hood cooling. Unlike the Taurus, no manual transmission was offered in the Sable.

The Sable had just received small changes over the years, mostly in terms of equipment and cosmetics. In 1991, sales dipped to just over 100,000 units, so a new generation of Sable was launched.

Sable In Mexico

This generation of the Sable wasn't sold in Mexico. It was sold with Mercury badges as the Ford Taurus up until 1995, especially with the second generation.


The Sable was on Car and Driver magazine's Ten Best list on its release in 1986 and again in 1990 and 1991.

Second generation (1992–1995)

Production 1992–1995


Atlanta, Georgia
Chicago, Illinois

Body style(s)

4-door sedan
4-door station wagon

Layout FF layout

Platform Ford D186 platform


3.0 L Vulcan V6
3.8 L Essex V6


4-speed AXOD-E/AX4S automatic
4-speed AX4N automatic

Wheelbase 106.0 in.


192.2 in. (sedan)
193.2 in. (wagon)

Width 71.2 in.


54.4 in. (sedan)
55.5 in. (wagon)


Ford Taurus
Lincoln Continental
Ford Windstar


Jack Telnack

Second-generation Mercury Sable wagon

The Sable received its first significant cosmetic update in 1992, which modernized the interior and the front and rear fascias. The operation cost Ford $650 million at the time. With the older model facing slumping sales, this new model brought sales back up again, with 410,000 examples sold during 1992, a number unheard of even today. While the design was basically the same, every body panel on the sedan except for the doors was changed, on the station wagon all the sheet metal to the rear of the cowl was the same as that of the 1986-1995 Ford Taurus wagon. The interior was also redesigned, and included an optional passenger-side airbag, a first in its class. The Taurus, sister car of the Sable, was the best-selling car in the United States for every year of this cosmetic update.

The base "GS" and luxury "LS" trim levels were carried over from the previous generation. A front cloth bench seat were standard on GS sedans and wagons, although cloth bucket seats were available on GS sedans only. Higher-end cloth bucket seats were standard on LS sedans, but a bench seat was a no cost option. A front bench was standard on LS wagons, with bucket seats optional. Leather seating surfaces were available on all LS Sables.

In 1993, unpopular optional features such as the "InstaClear" heated windshield were eliminated. For 3.0 L V6 engines, the drive belt system became a single-belt setup for 1993 (previously, the 3.0 L alternator had used a separate belt). A passenger-side airbag became standard for 1993, and a redesigned drivers side airbag and steering wheel came in 1994. Also in 1994, some 3.0 L models began receiving the new AX4N transmission.

The wagon version was available with mostly the same options as the sedan versions. Wagons had a maximum of 81.1 cubic feet of cargo area with the 60/40 split rear seat folded down. They featured a 2-way liftgate (raise the entire liftgate or just the window), a roof rack with crossbar and tie-downs, an optional rear-facing third seat, a lockable under-floor compartment, and an optional fold-out picnic table. With both rear split seats in the upright position, standard cargo capacity was 45.7 cubic feet. Wagons that were equipped with the front bench seat and rear folding seat could seat eight people.

The last year of this updated Sable generation was 1995. For the 1995 model year, the rare LTS trim level was added. It featured leather bucket seats, Taurus LX-style alloy wheels, special cladding, and many leather wrapped interior trim parts. The LTS trim had either the standard 3.0 L Vulcan V6 or the optional 3.8 L Essex V6.

Third generation (1996–1999)

Production: 1996–1999


Atlanta, Georgia
Chicago, Illinois

Body style(s)

4-door sedan
4-door station wagon

Layout: FF layout

Platform: Ford D186 platform


3.0 L Vulcan V6
3.0 L Duratec V6


4-speed AX4N automatic

Wheelbase 108.5 in.


199.7 in. (sedan)
199.1 in. (station wagon)

Width 73.0 in.


55.4 in. (sedan)
57.6 in. (station wagon)


Ford Taurus
Lincoln Continental
Ford Windstar

The 1996 model year saw the first complete redesign for the Sable. Ford hoped the radical redesign would lead to the same success it had had with the 1986 Sable. The controversial oval theme was not well received by the press and the public, and is ultimately blamed as the reason for a substantial dip in sales. For this generation, the Sable tried to move slightly upmarket, and as a result, prices rose considerably, also driving away potential buyers. The 1996 Sable was the first model to share sheetmetal with the Taurus. Differences from the Taurus included different front and rear fascias, and the elimination of the rear quarter window. Although the Sable used a less oval based styling, sales still fell.

The 1996 model could be equipped with the powerful 200 hp (149 kW) 3.0 L DOHC Duratec 30 V6 as an option. Trim lines stayed the same, with GS as the entry level model and LS as the most luxurious model. The LTS was eliminated. Although all 1998 models had the option of the DOHC Duratec engine, it was only available on the LS for 1999. That same year front bucket seats became optional on the GS. Mercury claimed that the 1999 Duratec had less power than the 2000 Duratec in hopes to increase sales of the 2000 Sable.

1998-1999 Mercury Sable LS wagon

In an effort to reverse the declining sales of the Sable, Mercury did major cost cutting for the 1997 model. They carried this further for 1998, by giving it a front end facelift, and cutting the price up to $2,000 in 1999. Mercury also continued to cut costs, eliminating some options for 1999.

Fourth generation (2000–2005)

Production 2000–2005


Atlanta, Georgia
Chicago, Illinois

Body style(s)

4-door sedan
4-door station wagon

Layout: FF layout

Platform: Ford D186 platform


3.0 L Vulcan V6
3.0 L Duratec V6


4-speed AX4N automatic

Wheelbase: 108.5 in.


197.8 in. (station wagon)
199.8 in. (sedan)

Width: 73.0 in.


57.8 in. (station wagon)
55.5 in (sedan)


Ford Taurus
Lincoln Continental

2000-2003 Mercury Sable LS wagon

The Sable received another redesign in 2000, which minimized some of the oval design elements from the 1996 model, replacing them with more conventional styling. The redesign also featured a taller roof over the rear-passenger space, to increase passenger headroom that had been sacrificed by the tapered 1996 design. The taller and roomier trunk also served to make the vehicle more functional. The interior was completely changed for a much more conservative design. Certain elements of the interior were retained from the 1996 model, such as the integrated control console, which combined the sound system and climate controls into one panel; but the shape of that panel was changed from the controversial oval to a more conventional and conservative trapezoid. The suspension was also softened to appeal to a broader, non-sporting audience. To reduce the price and increase profitability, many features such as four-wheel disc brakes were eliminated on the sedan; station wagons retained four-wheel disc brakes.

2004-2005 Mercury Sable GS sedan

The 2002 Sable included extra equipment on every trim level, including a CD player and power driver's seat on the GS, and a power moonroof or leather interior on the LS.[9] Side airbags and traction control were added as options on all models. For 2004, the Sable received minor cosmetic changes to the front and rear fascias, most noticeably the grille was made fully chrome. Inside were a new instrument cluster and steering wheel.

Due to the Mercury brand's discontinuation in Canada, the fourth generation Sable was never available in the Canadian market. Thus it was unique to the US and Mexico.

The 2005 Mercury Montego and 2006 Milan were launched as replacements for the Sable. Shortly after the Montego's introduction the Sable was discontinued, along with the Taurus wagon; the Taurus sedan continued to be produced, but primarily for the fleet market. The last Sable left the Atlanta plant on April 29, 2005.

Fifth generation (2008-2009)

Production: 2007-2009


Chicago, Illinois

Predecessor: Mercury Montego

Successor: Ford Taurus

Body style(s)

4-door sedan

Layout: Front engine, front-wheel drive / four-wheel drive

Platform: Ford D3 platform


3.5 L Cyclone V6


6-speed 6F automatic

Wheelbase: 112.9 in

Length: 202.1 in

Width: 74.5 in

Height: 61.5 in

Curb weight

3643 lb (FWD)
3814 lb (AWD)


Lincoln MKS
Volvo S60
Volvo XC90
Ford Taurus
Ford Taurus X
Ford Flex

Designer J Mays

Ford CEO Alan Mulally said that Ford's scheme to make all its cars names start with the letter F was a bad move, as it made Ford's new cars easily forgettable.
Mulally wanted to revive some known and respected Ford nameplates for its new model line, the Sable being one of them. The new 2008 Sable went on sale in late July 2007, though remaining 2007 Montegos continued being sold as of August 2007. Mulally believed that with the new name, more customers would recognize the car, thus raising sales.

Changes to the new Sable from the existing Montego included a new front end with Milan-inspired headlamps, as well as exterior satin-aluminum mirror and door-handle accents, and new LED taillights. Also new was the addition of the 3.5 L Cyclone engine from the Ford Edge, as well as the replacement of the continuously variable transmission (CVT) with a conventional one to counter criticism of the Montego being underpowered. On Wednesday February 7, Ford confirmed the changes.

When Ford redesigned the Taurus for 2010, they opted not to continue the Sable so they could commit more engineering and advertising to the Taurus. Sable production ended on May 21, 2009.

Special editions

A few rare special editions of the Sable were made, all consisting of first generation models.

In 1987, Mercury created a special edition of the Sable called the "LS Monochrome Edition", which as an option would color the bumpers, side trim, and wheels white. It was only offered in 1987; the production quantity is not known and it is also unknown how many still exist.

In 1989, Mercury created a "50th Anniversary" edition of the Sable, to celebrate Mercury's 50th Anniversary. Keeping with the name, only 50 were sold, combined between GS and LS models. This Sable was actually a test bed for creating a Luxury sports version of the Sable called the LTS, similar to that of the Ford Taurus SHO. It was meant to use the SHO's chassis, interior, and suspension, but not the engine. After the launch of the SHO, and all the publicity and praise it got, Ford shelved the Sable LTS to focus on the SHO, and because they were afraid it would take sales away from the SHO. The Sable LTS remained in a "development hell" until mid-1994 when it was introduced as a high end version of the Sable, but by then, it was just a highly optioned LS. An unknown number of these Sables still exist, but a pristine condition GS in this trim was sold on eBay in 2007.

A special one-of-a-kind Sable convertible was created in 1988 for the Detroit SAE auto show. It was built from a sedan chassis and featured a completely custom two-door body with a custom folding top. However, it was shelved; the only one sat in a warehouse for years until it was given a VIN, titled, and driven. It was sold on eBay in 2006.

In an article in Automotive News (circa 1990) an all aluminum "body in white" was made for a Sable. In an accompanying photo it is shown being held up by two middle aged women, leading to the belief it would weigh less than 600 lbs. At the time Audi had just released the A8, so it might have been an engineering exercise for constructing all aluminum frames, as Jaguar has now. Whatever became of the "Aluminum Sable Unibody", or if there was more than one, is unknown.

Popular culture

In the movie Coneheads, the main character, Beldar, drives a 1992 Sable GS. The car is equipped with a removable sunroof to accommodate his "cone." At the end of the movie, the car is taken to planet Remulak, and the owner's guide given as a gift to the Conehead Highmaster. The car is described as "a personal conveyance named after its inventor, an assassinated ruler, a character from Greco-Roman myth and a small furry mammal."

External links:

Mercury Sable official site

FAQ Farm's Mercury Sable FAQ: wiki question and answer forum

Taurus Car Club of America

TCCA: Taurus/Sable Encyclopedia

Tuesday, June 23, 2009

The Mercury Messenger Concept Car

Powered by basically the same V8 engine as the Mustang GT, the Messenger concept not only looks fast but also has the acceleration to back it up.

The Messenger is equipped with stunningly beautiful 18-spoke polished alloy wheels - 19-inches up front and 20-inches at the rear.

One of the Messengers most impressive features is its computer active suspension that adjusts the cars ride height, modifies the suspension setup and then integrates intelligent traction control.

The Messenger is large for a two-seat coupe, and comes with numerous convenience items, including a powerful THX certified digital CD/radio audio system.

The Messenger is a car that makes you sit up and take notice, but does Mercury have the cachet to attract traditional import buyers?

Saturday, June 20, 2009

540,000 miles on the same car....

My Ford experience included selling these cars to Lincoln Mercury dealers. It was a hot item.

In 1963 Ford had a promotion at the Daytona speedway. They had 4 or 5 Comets running in a "100,000 miles at 100 mph" event. All Comets finished the course with one breakdown. One car broke a valvespring in the engine, which was repaired and finished the test. Cheapest one sold for about $2,000 retail and they sold a bunch of them.

I drove one of these cars after the test. Ran fine, but a little noisy.

Bob M.

540,000 miles on the same car.... ((( You gota love this lady )))

This is great video clip ....if you love old cars, senior citizens.

This is a GREAT story about an older woman and her car. She even drives it to her 70th reunion!

She also knows how to protect herself....

She has driven this car 540,000+ miles


Click Here: To Watch The Video

Mercury Pickup's (Canada)

1947 M47 And 1950 F47

Doug R's 1948 Mercury M47 and Andy V's 1950 Ford F47

1962 Mercury Econoline

1962 Mercury Econoline
1962 Mercury Econoline tailgate

Click Here: To check out the SOCP Website for Classic Ford And Mercury Trucks.

Thursday, June 18, 2009

Mercury Cougar

The Mercury Cougar was an automobile sold under the Mercury brand of the Ford Motor Company's Lincoln-Mercury Division. The name was first used in 1967 and was carried by a diverse series of cars over the next three decades. As is common with Mercury vehicles, the Cougar shared basic platforms with Ford models. Originally this was the Mustang, but later versions of the Cougar were based on the Thunderbird, and the last was a version of the Contour/Mondeo. The Cougar was important to Mercury's image for many years, and advertising often identified its dealers as being "at the sign of the cat." Models holding big cats on leashes were used on Cougar ads in the early 1970s. The car was assembled at the Dearborn Assembly Plant (DAP) (one of six plants within the Ford Rouge Center) in Dearborn, Michigan from 1967-73 and at the Lorain Assembly Plant (LAP) in Lorain, Ohio from 1974-97.

The First generation (1967-70)

First generation

Production 1967-1970


Dearborn, Michigan

Body style(s)

2-door hardtop coupe
2-door convertible

Layout FR layout


200 hp (149 kW) 289 in³ V8
335 hp (250 kW) 390 in³ V8
230 hp (172 kW) 302 in³ V8
290 hp (216 kW) 351 Windsor V8
335 hp (250 kW) 428 in³ V8
390 hp (291 kW) 427 in³ V8

Wheelbase 111 in (2819 mm)

Related Ford Mustang

1967 Mercury Cougar

The 1967 Cougar was based on that year's refaced first-generation Mustang, but with a 3 inch (76 mm) longer 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 saw the license plate surrounded on both sides with vertically slatted grillework concealing taillights (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. Aside from the base model and the luxurious XR-7, only one trim package was available for either model: the sporty GT. The XR-7 model brought a wood-grained steering wheel, 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, and leather or vinyl seats. The GT package, meanwhile, supplied a much larger engine, Ford's 390 in³ (6.4 L) FE-series big block to replace the small-block 289 in³ (4.7 L) standard powerplant. Along with this came 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. The Cougar was Motor Trend magazine's Car of the Year for 1967.

1969 Mercury Cougar

The Cougar continued to be a Mustang twin for seven years, and could be optioned as a genuine muscle car. Nevertheless, it gradually tended to shift away from performance and toward luxury, evolving into something new in the market — a plush pony car. The signs were becoming clear as early as 1970, when a special edition styled by fashion designer Pauline Trigere appeared, complete with a hound's-tooth pattern vinyl roof. A reskinning in 1971 saw the hidden headlights vanish for good, although hidden wipers were adopted. Between 1969 and 1973, Cougar convertibles were offered.

The introduction of the Cougar finally gave Mercury its own pony car. Slotted between the Ford Mustang and the Ford Thunderbird, the Cougar would be 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). Engine choices ranged from the 200 hp (149 kW) 289 in³ 2-barrel V8 to the 335 hp (250 kW) 390 in³ 4-barrel V8. A notable performance package called the GT was available on both the base and XR-7 Cougars. This included the 390 in³ V8 as well as a performance handling package and other performance goodies.

Not much changed for the Cougar in its second year. The addition of federally mandated side marker lights was the major change. But the biggest changes were under the hood and performance-wise for the XR-7 model. Three new engines were added to the option list this year—the 230 hp (172 kW) 302 in³, 4-barrel V8; the 335 hp (250 kW) 428 in³, 4-barrel V8; and the 390 hp (291 kW) 427 in³, 4-barrel V8. Mercury was serious about the Cougar being the performance icon for the company. The XR-7G, named for Mercury road racer Dan Gurney, came with all sorts of performance add-ons, including a hood scoop, Lucas fog lamps and hood pins. Engine selection was limited only to the 302, 390 and the 428 V8. A grand total of 619 XR-7G's were produced, and only 14 G's were produced with the 428 CJ. The mid-year 7.0 L GT-E package was available on both the standard and XR-7 Cougars and came with the legendary 427 V8. The 428 Cobra Jet Ram Air was available in limited numbers on the GT-E towards the end of the model year. Conservatively rated at 335 hp (250 kW) , the 428 Cobra Jet could produce much more (306 kW (410 hp)) from the factory. A grand total of 394 GT-E's were produced, and only 37 were equipped with the 428 Cobra Jet.

The third year of production, 1969, brought several new additions to the Cougar lineup. A convertible model was now available in both standard and XR-7 trim. These highly anticipated soft tops proved quite popular and today are considered, by many, among the most desirable of the '67-'70 production run. Exterior-wise, the grille switched from vertical bars to horizontal bars, and a spoiler and a Ram Air induction hood scoop were added as options. A new performance package appeared and several disappeared. The XR-7G and the 7.0 L GT-E disappeared, but the 390 and 428 V8s remained. The 290 hp (216 kW) 351 Windsor V8 was added to the engine lineup. The Eliminator performance package appeared for the first time. A standard 351 in 4-barrel V8 under the hood, with the 390 4-barrel V8, the 428CJ and the Boss 302 available as an option. The Eliminator was the new top of the line performance model of the Cougar lineup. It also featured a blacked-out grille, special side stripes, front and rear spoilers, optional Ram Air induction system, and a more performance tuned suspension and handling package. It also came in a variety of vibrant colors like White, Bright Blue Metallic, Competition Orange, and Bright Yellow. Only 2 Cougars came with the Boss 429 V8, making them the rarest Cougars ever built.

1970 Mercury Cougar

The 1970 Cougar appearance wise was similar to the 1969 model, however there were numerous changes inside and out. It now sported a new front end which featured a pronounced center hood extension and electric shaver grille similar to the 1967 and 1968 Cougars. Federally mandated locking steering columns took place on the inside, and the aforementioned new nose and taillight bezels updated the look on the outside. The 300 hp (224 kW) 351 "Cleveland" V8 was now available for the first time though both the Cleveland and Windsor engines were available if you took the base model 2-barrel motor. The 390 Ford FE engine was now dropped from the lineup, and the Boss 302 and 428CJ engines soldiered along.

Total production:

1967: 150,893
1968: 113,726
1969: 100,069
1970: 72,343

Second generation (1971-73)

Second generation

Production 1971-1973

Assembly Dearborn, Michigan

Body style(s)

2-door coupe
2-door convertible

Layout FR layout


240 hp (179 kW) 351 in³ Windsor V8
285 hp (213 kW) 351 in³ Cleveland V8
276 kW (370 hp) 429 in³ Super Cobra Jet V8.

Wheelbase 112.0 in (2845 mm)

Related Ford Mustang

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. The rear featured a semi-fastback with a "flying buttress" sail-panel. The convertible returned as did the XR-7 as well as the GT package. The Eliminator package was eliminated, and 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 2-barrel V8, the 285 hp (213 kW) 351 Cleveland 4-barrel V8 and the 370 hp (276 kW) 429 Super Cobra Jet 4-barrel V8.

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. They were now the standard 163 hp (122 kW) 351 Cleveland 2-barrel V8, 262 hp (195 kW) 351 Cleveland 4-barrel V8, 266 hp (198 kW) 351 4-barrel Cobra Jet V8. Other than that, the Cougar remained a carryover from 1971. Only minor trim details were changed in 1972. The big blocks were gone for 1972 and 1973. The days of the performance oriented muscle car 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. In 1974, everything would change. 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 2-barrel V8. Optional was the 264 hp (197 kW) 351 Cobra Jet V8. The following years changed to the Thunderbird/Torino chassis.

Total Production:

1971 - 62,864
1972 - 53,702
1973 - 60,628

Third generation (1974-76)

Third generation

Production 1974-1976

Assembly Lorain, Ohio

Body style(s)

2-door coupe

Layout FR layout


351 in³ V8
400 in³ V8
460 in³ V8

Wheelbase 114.0 in (2896 mm)


Ford Torino
Mercury Montego

For 1974, the Cougar was shifted from its Mustang, ponycar origins onto a new 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 was twinned up with the new Ford 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 Chevrolet Monte Carlo and Pontiac Grand Prix. Every GM division had an entry in this market by '74 and the market was too large to ignore. 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 back, however. In between, it had acquired the sine qua non of the personal luxury car in the 1970s: opera windows. This body ran unchanged for three years, and during this period all Cougars were XR-7s.

The Cougar was also restyled inside due to the switch to the larger intermediate body but maintained the front fascia look from 1973 with a new styling feature including a rectangular opera window in the rear c-pillars. The Cougar also began to share the look of the Thunderbird and Continental Mark IV as the years progressed. 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.

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 upscale. 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. However for the performance fans, 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) 351 Windsor 2-barrel V8 with the 158 hp (118 kW) 400 2-barrel V8 and 216 hp (161 kW) 460 4-barrel V8 optional.

This Cougar entered its last year largely unchanged from 1975. There was a new body for the Cougar in 1977, so nothing else major was done to the Cougar this year. Only some 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 this year. Twin Comfort Lounge reclining seats, with or without velour cloth trim, were the only major change for the interior, but it also showed how much the performance aspect of the Cougar had disappeared.

Total Production:

1974 - 91,670
1975 - 62,987
1976 - 83,765

Fourth generation (1977-79)

Fourth generation

Production 1977-1979

Assembly Lorain, Ohio

Body style(s)

4-door sedan
4-door station wagon
2-door coupe

Layout FR layout


134 hp (100 kW) 302 in³ V8
161 hp (120 kW) 351 in³ V8
149 hp (111 kW) 351 in³ V8
173 hp (129 kW) 400 in³ V8


C4 automatic
FMX automatic
C6 automatic

Wheelbase 114.0 in (2896 mm)


Ford Thunderbird

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 (Cougar Villager), which lasted only one year (1977). The top of the line 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 Lincoln Mark coupe. This year, the Elite name vanished from the Ford lineup and the Thunderbird was downsized onto its chassis to become the XR-7's corporate twin. This association between the two cars would continue for two decades. 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 Lincoln Continental Mark V replaced the "fuselage look" of earlier Cougars. The Cougar now shared its body with the Thunderbird, which was downsized to the intermediate bodyshell this year from that of the Continental Mark IV and shared the Cougar's 114-inch (2,896 mm) wheelbase, putting the T-Bird squarely in the intermediate personal-luxury car market as opposed to its previous higher-priced segment of that market shared with the Buick Riviera and Oldsmobile Toronado. This move would join the Thunderbird and Cougar together and would last until their demise in 1997. The lineup was also expanded to include a sedan and station wagon. This was because the Mercury Montego had been discontinued and its models were absorbed into the Cougar lineup as a result while Ford Division renamed the Torino as LTD II. The base Cougar returned as well for all three models. But the XR-7 came only as a coupe. The Cougar Brougham was available as a coupe or sedan, and the Cougar Villager was available as a station wagon only. The engine lineup changed for this year as well. The base engine was the 134 hp (100 kW) 302 2-barrel V8 on all coupes and sedans. The station wagons had the 161 hp (120 kW) 351 2-barrel V8 standard. The 149 hp (111 kW) 351 2-barrel V8 and 173 hp (129 kW) 400 2-barrel V8 were optional on all models.

For 1978, the base model 2 door (Model #91 and Body Style 65D) and 4 door (Model #92 and Body Style 53D) hard top sedan stayed the same. The Brougham was discontinued as a separate model and became an option package on the base Cougar. The base model started at $5,009.

XR-7 (sport-luxury package) sales continued to skyrocket. This package (Model #93 and Body Style 65L) was only available in a 2 door hard top coupe. This model included power brakes/steering, 15 inch wheels, rear stabilizer bar, walnut woodtone instrument pannel, "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/louvers. XR-7 models started at $5,603.

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 Lincoln Continental Mark VI. Engines continued unchanged as well. The Cougar XR-7 would set an all time sales record this year.

1979 saw few changes as Mercury prepared to downsize the car. A new electronic voltage regulator, and 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. The taillight assembly was the only exterior body change.

Total Production:

1977 - 194,823 (XR-7 124,799)
1978 - 213,270 (XR-7 166,508)
1979 - 172,152 (XR-7 163,716)

Fifth generation (1980-88)

Fifth generation

Production 1980-1988

Assembly Lorain, Ohio

Body style(s)

2-door coupe
4-door sedan

Layout FR layout

Platform Ford Fox platform


255 in³ Windsor V8 (1980-82)
302 in³ Windsor V8 (1980-81, 1984-88)
140 in³ Lima I4 (1981)
3.8 L Essex V6 (1982-88)
2.3 L Lima I4 Turbo (1984-86)


5-speed Tremec T-5 manual
3-speed C5 automatic
4-speed AOD automatic


104 in (254 cm) (1980-86)
104.2 in (265 cm) (1987-88)


197.6 in (502 cm) (1983-86)
200.8 in (510 cm) (1987-88)


71.1 in (181 cm) (1983-86)
70.1 (178 cm) (1987-88)


53.4 in (136 cm) (1983-86)
53.8 in (137 cm) (1987-88)

Curb weight

3099 lb (1406 kg) 1983
3065 lb (1390 kg) 1984 GS, LS
3053 lb (1385 kg) 1984 XR7
3084 lb (1399 kg) 1985 GS, LS
3100 lb (1406 kg) 1985 XR7
3083 lb (1398 kg) 1986 GS, LS
3169 lb (1437 kg) 1986 XR7
3133 lb (1421 kg) 1987 LS
3179 lb (1442 kg) 1987 XR7
3237 lb (1468 kg) 1988 LS
3485 lb (1581 kg) 1988 XR7


Lincoln Continental
Ford LTD
Ford Thunderbird
Ford Fairmont
Mercury Marquis
Ford Granada
Mercury Zephyr

For 1980, the XR-7 was again the only Cougar. Now on the Fox chassis, shared by the Zephyr, the Cougar was still a copy of the Thunderbird. The 1980–88 Cougars were nicknamed the "Fox Cougars" because of the new chassis. Opera windows became optional, although the louvered style of the old opera windows were applied to the standard-window coupes. Wipers were no longer hidden, and for the first time, the Cougar had sedan frames around its windows. Inside, there was a turn to flashy electronics, considered ultramodern at the time, with digital instrumentation and trip computer functions available. A smaller 255 in³ (4.2 L) V8 was the base engine, but this engine was considered weak and did not last long, and the 302 V8 was optional along with a newly-introduced four-speed automatic overdrive transmission. Like the downsized Thunderbird, this generation of the XR-7 was poorly received by the public. For 1981, the line broadened again, with a Cougar sedan, which was now a twin to the newly redesigned Ford Granada (itself now merely a modified Fairmont). Six cylinder engines appeared for the first time, and then in 1982, another Cougar station wagon appeared but, just like 1977, lasted for only one year.

1983 brought substantial change. Lower-line intermediate Mercury models were now under the downsized Mercury Marquis badge, leaving the Cougar once again as a coupe only. This was in contrast to General Motors, whose personal-luxury coupes (Cutlass, Regal, and Monte Carlo) were on the same chassis and had the same design as the mid-size sedans and wagons. The XR-7 badge went away for this year (temporarily). The car was completely rebodied, along with the Thunderbird, with the two becoming the first examples of the new flowing "aero-look" design, which would eventually spread throughout the Ford line and influence the entire industry. Wipers were hidden again, and the Cougar differed from the Thunderbird mainly in having a very sharply-raked, almost vertical rear window similar to that on GM coupes such as the Chevrolet Monte Carlo. Some critics considered that this, along with its AMC Gremlin-style rear quarter window, went oddly with the smooth organic curves of the rest of the car, but buyers nonetheless responded positively and this Cougar was a success.

Power options were very diverse in this generation, ranging from a turbocharged 2.3 L I4 to a 3.8 L V6 and the perennial 302 in³ (5.0 L) V8. Oddly, the revived XR-7 was now only available with the turbocharged four-cylinder engine and was trimmed more to suggest performance than its traditional luxury image. In 1984, the new Lincoln Mark VII adopted this body shell and for the first time, became a cousin of the Cougar. For 1987, a partial reskinning of the Cougar occurred, bringing flush headlamps and better aerodynamics. The turbocharged motor disappeared, and two models were sold, the LS with V6 or a V8, and the XR-7 with a standard V8 and luxury amenities as of old.


An all-new Cougar greeted car buyers in 1980 as the Cougar moved to the smaller 108-inch (2,700 mm) wheelbase Fox platform. The car was now even more similar to its Ford Thunderbird relative. The sedan and base Cougar were dropped this year. The XR-7was once again the only Cougar model. Many Cougar fans refer to the 1980 to 1982 models as the "lost years," as sales declined substantially. Engines were reduced to just two and for the first time, a six-cylinder engine was available. The standard engine was now a 119 hp (89 kW) 255 in³ V8 and the 134 hp (100 kW) 302 V8 was optional. A new four-speed automatic overdrive transmission became standard to replace the old SelectShift three-speed automatic.

In 1981 the return of the base Cougar along with a sedan greeted Cougar buyers; the sedan replaced the Mercury Monarch. The engine lineup grew as a 94 hp (70 kW) 200 in³I6 became the standard engine in the XR-7 and an 88 hp (66 kW) 140 in³ I4 became the standard engine on the base Cougar. This marked the first time that a four-cylinder engine was available on the Cougar as well as a V8 no longer standard on the XR-7. These changes would foreshadow the changes made to the Cougar in the future. Appearance carried over as well, but two new trim lines were added to the Cougars—GS and LS. Both packages were similar in both models, but the base Cougar's LS package only came on the sedan. The GS package focused on appearance, while the LS package offered luxury touches such as power windows and other luxury trim touches.

The Cougar lineup continued to expand in 1982 as the station wagon returned for another appearance in the Cougar lineup. It was only available in GS or Villager trim lines. The Villager trim added the fake rosewood body side panels. Another engine was added, the all-new 112 hp (84 kW) 232 in³ V6, but the stalwart engine of the Cougar XR-7 line, the 302 V8, was dropped. The GS and LS trim lines continued to be optional on both Cougar models.

Total Production:

1980 - 58,028
1981 - 90,928
1982 - 73,817


An all-new Cougar greeted buyers in 1983; gone were the sedan and station wagon models. The Cougar sported a completely new aerodynamic body, but retained the same chassis. This restyle was shared with its sister car, the Thunderbird. The only major difference was the side window treatments; the Cougar used a more formal notchback along with upswept quarter windows. This made the Cougar look more aerodynamic as well as more exciting when compared to previous Cougars. The new look was such a hit that it outsold the Thunderbird for 1983. But due to the amount of money spent in restyling both models, the interiors were left unchanged from 1982. Also, the XR-7 model was dropped. The GS and LS models carried over from the previous year. Interestingly, no 1983 to 1986 Cougar wore any GS badging, but the Cougar LS did. The engine lineup changed as the only two engines offered were the 232in³ (3.8 L) V6 and the 302 in³ (5.0 L) V8.

After its redesign in 1983, the Cougar remained mostly unchanged for 1984. The XR-7 returned and for the first time, its standard engine wasn't 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 as well. A three-speed automatic or a five speed manual were offered on the XR-7.

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 interior greeted buyers for 1985. This new interior featured a digital instrument cluster which lent a futuristic touch to the Cougar; but it was only available on base Cougars.

1986 was the carryover year for the Cougar. The Cougar 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 this year were under the hood as the 302 V8 received new sequential electronic fuel injection (SEFI) which boosted power to 150 hp (112 kW); a 30 hp (22 kW) improvement versus the previous year. However, the Cougar didn't receive the High Output option from the Mustang which boosted hp to 225 hp (168 kW). The Cougar XR-7 continued to offer only the turbocharged I4, but it got a power increase to 155 hp (116 kW).

Total Production

1983 - 75,743
1984 - 131,190
1985 - 117,274
1986 - 135,904


1987-1988 Mercury Cougar

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 unchanged for the most part. The GS was dropped, leaving the LS and XR-7 models. The XR-7 changed by dropping the turbocharged I4, which Mercury felt was not keeping with the Cougar's heritage. Instead, the 302 V8 became the standard engine. The manual transmission was also dropped this year. The digital instrument cluster, previously optional on the GS/LS models, became standard on the XR-7 as well. The special lower tri-stripes and blacked out window trim continued to set apart the XR-7 from the LS. Mercury also took note of the Cougar's 20th anniversary by creating a limited edition Cougar to celebrate.

20th Anniversary Cougar

1987 was the Cougar's twentieth anniversary and a limited edition Cougar was produced to celebrate. The car went on sale in February 1987. The Cougar LS was the starting point for this special model. All of 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.

Non-functional 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

150 hp (112 kW) SEFI 302 V8

Sport handling suspension package (XR-7)

The only options available were power moonroof, power antenna, illuminated entry, keyless entry, automatic climate control, engine block heater and the Traction-Lok axle with 3.08 gear ratio.

With the new MN-12 chassis and new body style coming up in 1989, the 1988 Cougar barely changed from the previous year. Outside, the biggest change was that the XR-7 now came in a new monochromatic color scheme. Only available in three colors (black, red, and white) with body colored or optional argent color wheels set this Cougar apart from its brethren. The base 232 in³ (3.8 L) V6 had multi-port fuel injection and an internal balance shaft that increased power to 150 hp (112 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.

Total Production:

1987 - 105,847
1988 - 113,801

Sixth generation (1989-97)

Sixth generation

Production 1989-1997

Assembly Lorain, Ohio

Body style(s)

2-door coupe

Layout FR layout

Platform Ford MN12 platform


3.8 L Essex V6 (1989-1997)
5.0 L Windsor V8 (1991-93)
4.6 L Modular V8 (1994-97)


4-speed AOD or 4R70W automatic
5-speed manual M5R2(1989-90)

Wheelbase 113.0 in (2870 mm)


1989-1991: 198.7 in (5047 mm)
1992-94: 199.9 in (5077 mm)
1995-97: 200.3 in (5088 mm)


1989-1994: 72.7 in (1847 mm)
1995-97: 73.1 in (1857 mm)


1989-1991: 52.7 in (1339 mm)
1992-97: 52.5 in (1334 mm)

Curb weight

3528 lb (1600 kg) with V6
3666 lb (1663 kg) with V8


Ford Thunderbird

The Cougar entered its sixth generation with a completely new body and chassis. Nothing carried over from the previous Cougar except for badging and the engine. In fact, only six parts were carried over from 1988. The biggest change was the switch to the larger MN12 chassis which was shared with the Ford Thunderbird. The chassis featured a fully independent rear suspension, a first for the Cougar. It was also nine inches (229 mm) longer (104.2" vs. 113") for better rear leg room. The flowing lines and extreme notchback roofline were still there, but this generation integrated the two much more successfully. To the surprise of fans, the car had no V8engine available when introduced. Instead, the base LS had a naturally aspirated 140hp (104 kW) 3.8 L V6, backed by a 4 speed automatic transmission which had a hard time moving the nearly 3,800 lb (1,700 kg) Cougar. The XR-7 had a 210 hp (157 kW) supercharged version of the same engine, the car could be equipped with a 5-speed manual transmission or a 4-speed automatic with overdrive. Mercury spared no expense in making the XR-7 the performance model; giving it 4 wheel anti-lock disc brakes, an electronically adjustable sport-tuned suspension, monochromatic paint scheme in red, white, and black, and 16" wheels. The LS being more luxury oriented featured a fully digital instrument cluster and chrome trim on the outside.

1991-1993 Mercury Cougar in Teal

The Cougar saw a minor facelift for 1991, with a smaller grille and slight changes to the headlights, taillights, and side trim.

The supercharged engine did not find favor with buyers, and the 200 hp (149 kW) 5.0 L V8 came back to replace it in 1991. A special edition was built in 1992 to commemorate the 25th anniversary of the Cougar. In 1993, the LS disappeared and the XR-7 nomenclature was changed to XR7 and became the only model available.

1994 Mercury Cougar XR-7

1995 Mercury Cougar XR-7, in White Pearlescent

For 1994, the Cougar received an all new interior, updated tail lights, grille, body side molding, and the AOD transmission was replaced by the 4R70W in both the V6 and V8 versions of the car. Ford's new OHC 205 hp (153 kW) 4.6L V8 replaced the old OHV 302 as the optional engine.

For the 1996 model year the exterior was given a significant facelift. The front and rear bumper covers, headlights, grille, and moulding were updated giving the car a more modern look. The 4.6L engine received an updated intake manifold giving the car 15 lb·ft (20 N·m) of additional torque over the 1995 model, and the transmission was revised for increased reliability. In 1997 Ford began cutting corners in convenience items such as the removal of the underhood light and the glove box light. The interior was updated including a revised instrument cluster, much like that of the Ford Taurus/Mercury Sable, a console with cupholders was included for the first time. The ashtray, and cigarette lighter, were relocated to the space previously occupied by the information center, below the HVAC controls. Another anniversary edition car was built to celebrate 30 years. However, this was the last year for the MN12 Cougar as Ford ultimately decided to discontinue its trio of personal luxury cars: the Mark VIII, the Cougar, and the Thunderbird in order to concentrate on production of high-profit SUV's.

Total Production:

1989 - 97,246
1990 - 76,467
1991 - 60,564
1992 - 46,982
1993 - 79,700
1994 - 71,026
1995 - 60,201
1996 - 38,929
1997 - 35,267

Seventh generation (1999-2002)

Seventh generation

Production 1999-2002

Assembly Flat Rock, Michigan

Class Sport compact

Body style(s)

2-door coupe

Layout FF layout

Platform Ford CDW27 platform


2.0 L Zetec I4 Manual
2.5 L Duratec V6 Manual & Automatic


5-speed MTX-75 manual
4-speed CD4E automatic

Wheelbase 106.4 in (270 cm)

Length 185 in (470 cm)

Width 69.6 in (177 cm)

Height 52.2 in (133 cm)

Curb weight 2892 lb (1312 kg)


Ford Contour
Ford Mondeo
Mercury Mystique

Throughout the early 1990s, sales of large personal luxury coupes were declining. At the same time, small subcompact sport coupes, mainly from Japan were growing in popularity with younger buyers. This prompted Ford to redesign the Cougar as such. Of the three names that had constituted Ford's personal luxury lineup, Mark, Thunderbird, and Cougar, the Cougar returned first and was based on the Ford Contour sedan. Launched in the UK at the British Grand Prix at the Silverstone Circuit in 1998, this Cougar became Mercury's first sport compact since the 1983 Mercury LN7.

This generation of Cougar had a far more contemporary package, with modern DOHC 24-valve 6 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. 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.

The 1999–2002 Cougars were available with two engine options, the 2.0 L Zetec 4-cylinder engine with 130 hp (97 kW), and the 2.5 L Duratec V6 with 170 hp (127 kW). Also, two transaxle options were available: the manual Ford MTX-75 transmission or the automatic Ford CD4E transmission (available in the U.S. with either engine, although the I4/Automatic combo was extremely rare; supposedly only 500 Cougars were built with the I4/Auto combination)

"Sport Package" models with the V6 featured 4-wheel vented disc brakes (from the Contour SVT), 16" 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 150 mph (240 km/h).[citation needed] While this was considered attainable given enough road, the automatic transmission version could not reach this speed without significant engine modification. Without the sport package, the speed governor was set at 115 mph (185 km/h) due to the H-rated tires the car came equipped with.

Ford also prepared two high performance concept-only versions dubbed the "Eliminator", which was a supercharged version built with aftermarket available parts, and the "Cougar S", which featured new body work, front-wheel drive and a 3.0 L Duratec engine.

Ford also sold this generation of Cougar in Europe and Australia as the Ford Cougar, but was not a sales success.

This new generation was aimed at younger buyers, but was sold alongside Sables and Grand Marquis' which were marketed toward middle aged buyers. Also, Mercury salesmen did not know how to properly market the car, as they were used to interacting with older customers. (Mercury Salesmen were glad to get the new Cougar and to have younger people comming into the Showroom, but the availability of this Cougar in a 4-speed Automatic was unavailable. The only way you could get an Automatic is that you had to buy the V6 which was overpriced for the age group that it was marketed for. When we would show the customer's the 4-cylinder with the manual transmission, they would tell us that they couldn't drive a manual transmission and then they would end up buying a Mustang.) Admittedly, demand for all coupes continued to dwindle. 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 however that many of its parts are still available to order from the dealership. It is listed in many parts catalogs and insurance databases. It was also to be sold in Europe as the Ford Cougar ST200.

In order to help create excitement for the Cougar, Mercury created several paint and trim packages called:

2001-2002 Mercury Cougar

Special Edition (2000 model year) available in Zinc Yellow, leather interior with yellow stitching on the seats

C2 (Color Code) (2001-2002 model years) available in either French Blue, Silver Frost, or Vibrant White, along with special blue interior accents

Zn (Color Code) (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" silver wheels with black accents on the inner spokes.

35th Anniversary (2002 model year) Available in Laser Red, Satin Silver, and Black. Most came with leather interiors with silver center sections on the seats. They also came with 17" 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. Considered the rarest of all cougars since only 112were ever made during its 2 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.

Ford announced a restructuring plan in 2002, and the Cougar was cancelled for good (along with the Ford Escort, Lincoln Continental and Mercury Villager). The discontinuation of the Cougar left no four-cylinder vehicles in the Mercury lineup until the 2005 Mariner SUV arrived.

This generation of Cougar was plagued with several problems form the start, mostly within the brakes, lighting, electrical systems, and engine design, which led to several complaints, and recalls.

Ford Cougar (Europe)

European Ford Cougar

The Ford Cougar is a mid-sized coupé sold in the European market between 1999 and 2002. The car was named after a famous American muscle car from the Ford stable, the Mercury Cougar. It was originally intended to be the third generation Probe, but after a rationalisation of the three coupés available in the USA the Probe name was dropped in favour of the Cougar.

The Cougar was Ford's second attempt to reintroduce a sports coupé in Europe, in the same vein as the successful but long-absent Capri – the first attempt having been the Mazda MX-6-based Probe. Just as the Capri had been based on the Cortina, the Cougar was based on the large family car available at the time, the Mondeo. It premiered in December 1998 to mixed reviews, partly due to the then-new and controversial New Edge styling – a crisp style which was subsequently applied to most of the Ford range. Unlike its famous forebear the Capri, Cougar sales were never brisk, despite good reports of the model as a "driver's car".

The Cougar came equipped with the 2.0 L Zetec and 2.5 L Duratec engines with two specification levels, broadly equivalent to a Mondeo Ghia (standard) and Ghia X (simply X).

When the Mk. 1 Mondeo was replaced with a new Mondeo, the Cougar was dropped in Europe. The car's cost and lack of a prestigious badge were amongst the problems; the success of the BMW 3-Series coupe proved there was a market for this kind of car.

Like its (indirect) predecessor, the Ford Probe, the 1999 Cougar was sold and built in the United States, but in the US it had different branding; in this case being branded as the Mercury Cougar. Ford stopped selling the Cougar in 2002 due to refocusing on the family market.


From 1968-69 the Cougar was used in the Trans-Am Series. After the Cougar changed to the Thunderbird platform it was transferred to NASCAR and was eventually dropped from NASCAR. 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 7 manufacturers championships.