1979 Mercury Cougar

The Mercury Cougar, introduced on September 30th of 1966, exceeded initial sales projections and accounted for nearly forty percent of the 1967 Lincoln-Mercury sales. It was well-received by the public and media alike, earning the 1967 Motor Trend Car of the Year award. It was exclusively powered by V8 engines and shared its engine lineup with the Mustang. The first generation of styling continued through 1971, with the second generation resting on a revised version of the first-generation chassis, again shared with the Ford Mustang. Its performance and size were similar to the Mercury Cyclone intermediate coupe, the Cougar being the more popular of the two, leading Mercury to phase out the Cyclone during 1972.

The second-generation Mercury Cougar was the final version offered as a convertible and the final version derived from the Ford Mustang. The third generation of styling arrived in 1974, shifting from its Mustang pony car origins to a more upscale platform and marketed as a personal luxury car. Its wheelbase grew from 112.1- to 114-inches, sharing its chassis with the Mercury Montego and Ford Torino intermediates.

The fourth-generation Mercury Cougar was produced from 1977 through 1979 with the coupes residing on a 114-inch wheelbase and the sedan and wagons on a 118-inch platform. It became the best-selling version of the Cougar, with 1978 as the top-selling year for the entire model line. Body styles expanded from one to four, and along with the previous Cougar XR-7 luxury coupe, Mercury introduced a four-door sedan, a five-door station wagon, and a two-door coupe. The station wagon was discontinued following the 1978 model year.

New styling did away with the previous 'fuselage design,' embracing sharper-edged lines, a new grille and grille opening panel similar to the larger Marquis, and quad rectangular headlamps. In the back were new backup lamps, vertical taillamps, decklid, deck opening lower panel, and quarter panel. The XR-7's had unique wraparound taillamps and a new decklid, a padded landau roof, and large opera windows with louvers.

1979 Mercury Cougar

1979 was the final year for the styling introduced in 1977, gaining revised taillamps and body-color grille inserts. The full-length bright bodyside molding was replaced by full wheel lip and rocker panel moldings. A simulated walnut instrument cluster faceplate was added to the dashboard. The battery received a new plastic battery tray and the alternator received a new electronic voltage regulator.

Body styles continued to include a two- and four-door pillared hardtop offered in base or Brougham trim, and the personal-luxury XR-7 hardtop coupe. The two-door hardtop had a base price of $5,380, the four-door pillared hardtop at $5,530, and the Cougar XR-7 at $6,000. The XR-7 was vastly popular compared to its siblings, with 163,716 examples built, compared to 2,831 of the two-door hardtop and 5,605 of the pillared hardtop. the combined 172,152 examples built in 1979, was the fewest of the three years, with 194,823 units built in 1977 and 213,270 in 1978. Sales would drop considerably for 1980, with the 58,028 units built were followed by 90,928 in 1981, and 73,817 in 1982.

The grille of the XR-7 included a lower extension below the bumper, new color fabrics became available for the Chamois Decor Group, and an extended-range fuel tank became optional. The Chamois Decor Group, introduced late in 1978, added a half vinyl roof with vinyl crossover strap, padded Continental-style rear deck, Chamois interior, Tiffany carpeting, and straight-through paint stripes.

The standard engine was a 90-degree, 302 cubic-inch V8 with a cast-iron block and head, 8.4:1 compression, five main bearings, hydraulic valve lifters, a two-barrel carburetor, and delivered approximately 130 horsepower at 3,400 RPM and 223-lb-ft of torque. The optional 351 CID V8 produced approximately 135 horsepower and 260 lb-ft of torque. A higher compression version of the 351 CID delivered 151 horsepower at 3,600 RPM and 270 lb-ft of torque at 2,200 RPM. A SelectShift three-speed automatic transmission with column lever controls as standard.

Standard equipment and standard design features included power steering, power brakes, rear bumper guards, vertical swing-away grille, quad rectangular headlamps, stand-up hood ornament, full wheel lip moldings, rocker panel moldings, and wraparound amber parking lamps with integral side markers. The Brougham package added opera windows, upper bodyside paint stripes, full-length bright bodyside moldings with integral wheel lip moldings, wide bright door belt moldings, and a full vinyl roof on the four-door body styles.

The Mercury Cougar XR-7 rested on 15-inch wheels with special wheel covers wrapped with GR78x15 BSW tires, and equipped with a dual-note horn, hood rear edge molding, C-pillar treatment and ornament, spare-tire decklid with lower molding, and a padded landau vinyl roof with louvered opera window.

When the 1980 Mercury Cougar arrived at dealerships, it rested on a smaller 105.5-inch wheelbase and now occupied the mid-size segment for the first time. It was nearly 15-inches shorter and dropped approximately four-inches in width, and shed around 900 pounds of curb weight. Many styling elements from the fourth-generation were carried through to the fifth, including the louvered opera windows, sharp-edged fender lines, and Continental-style trunk lid. The sole body style was the XR-7 coupe and the base engine was now a 255 CID V8 replacing the former 302 CID V8, which was now optional equipment. The four-speed automatic overdrive transmission was also new. This generation of styling continued to 1982. Production would continue to 2002 through eight-generation of styling.

by Dan Vaughan

The Mercury Cougar appeared in 1967 as a sport-luxury vehicle. The muscle car era was in full swing and Mercury used a longer version of the Ford Mustang chassis complete with two doors, leather bucket seats, and V8 engines. In its inaugural year, Motor Trend awarded it their prestigious award, the Car of the Year. The Mercury brought style, sophistication, and speed. The engine options ranged from a 289 cubic inch V8 engine producing nearly 200 horsepower to a 390 cubic inch 8-cylinder power-plant capable of producing 335 horsepower and an amazing 427 foot-pounds of torque. The high performance 390 cubic-inch engine ran the quarter-mile in sixteen seconds and raced from zero to sixty in 8.1 seconds. A three-speed synchromesh gearbox was standard and a four-speed manual and three-speed Merc-O-Matic were also available, allowing for customization to suit all types of drivers and styles. The suspension was modified from the Mustang platform to include a longer rear leaf spring and an upgraded front suspension, the result was a softer, comfortable ride with a sports-racing heritage. An optional firmer suspension complete with stiffer springs, solid rear bushings, larger shocks, and wider anti-roll bars, were available for a price. If the driver preferred luxury over performance, the XR-7 package was available. This included competition instrumentation, walnut dash, leather-covered automatic transmission shifter, wood-trimmed steering wheel, and a combination of leather and vinyl seats. Just over 27,000 of the XR-7 option was ordered during its introductory year. The XR-7 option was offered for all years the pony-car Cougar was produced. More than 150,000 2-door Cougar hardtops were produced in 1967.

The success and popularity of the car continued in 1968 although sales did drop by around 40,000 vehicles. There were still well-over 110,000 examples produced in 1968. The base engine was the 289 V8 engine producing nearly 200 horsepower. The muscle-car era was heating up, and so were the available engines that Mercury was offering. A 427 and 428 cubic-inch engine became available with the 427 producing 390 horsepower and the 428 producing 335. With the 427, the Cougar could run from zero to sixty in 7.1 seconds and the quarter-mile in just over 15 seconds. The 428 was offered near the close of 1968 model year, a move that was intended to allow the buyer with customization room while keeping insurance and safety personnel content. When compared with the 427, the 428 did better on satisfying emission requirements and had around fifty-less horsepower. A performance package was offered, the GT-E, complete with the 427 cubic-inch V8 matted to a SelectShift Merc-O-Matic, power disc brakes, hood scoop which did nothing except add to the aggressive look of the vehicle, various performance and handling upgrades, and steel wheels.

The cougar changed in many ways in 1969. A convertible option was now offered, the 427 engine option was removed, and the wheelbase became wider and longer resulting in a heavier vehicle. Sales were still strong but they just barely cleared 100,000 units. Mercury introduced the Eliminator package available in blue, orange, and yellow exterior colors. Under the hood lurked a four-barrel Windsor 351 cubic-inch V8 capable of producing nearly 300 horsepower. The base engine was a 302 cubic-inch 8-cylinder producing 290 horsepower with the top of the line engine a 428 cubic-inch 8-cylinder producing just under 340 horsepower. Mercury offered products such as Weber carbs and deep-sump oil pans that amplified the performance to meet customer performance requirements. Larger brakes, sportier suspension, engine modifications, and performance products did make the car a stronger force on the drag strip but it was often shown-up by the smaller and lighter muscle cars of the day.

For 1970 the Cougar continued to grow in size. Although the size meant more interior room for the passengers, it also meant more weight. The Eliminator was still available, now with a 351 cubic-inch Cleveland 8-cylinder engine producing 300 horsepower. The 302 cubic-inch V8 rated at 290 horsepower was the base engine. A 429 cubic-inch 8-cylinder big-block with Ram-Air induction offered 375 horsepower and 440 foot-pounds of torque. With less than 4,300 convertible options sold during the 1970 model year, it guarantees their exclusivity in modern times. Although the size of the car and the available engines grew, sales did not. Just over 72,000 examples were produced in 1970.

The muscle-car era was beginning to decline due to stiff safety and emission regulations, gas shortages, and steeper insurance premiums. Mercury decided to continue the Cougar on the path of luxury with sport-tendencies, resulting in a larger wheelbase. The Eliminator package was no longer offered. The 351 or 429 cubic-inch engines were all that were offered. Horsepower ranged from 285 through 370 depending on the engine and configuration selected. 3,440 convertible were sold and nearly 63,000 combined total Mercury Cougars were produced in 1971.

In 1972 the 351 cubic-inch V8 was all that were offered. Sales were around 54,000 units with the hardtop configuration proving again to be the popular option. Horsepower was now rated in SAE Net horsepower. The Cougar produced between 168 through just over 265 depending on the configuration. The same continued into the 1973 model year.

With sales around 60,000 in 1973, Mercury decided it would be the final year for the Cougar in the 'pony' car configuration. Mercury continued to use the name 'Cougar' in various models.

Built atop an enlarged Ford Mustang chassis, adorned with luxury Mercury had become famous for, and powered by high-performance engines, the Mercury Cougar was a well-rounded vehicle. It was designed to offer performance while keeping the occupants comfortable and content.

by Dan Vaughan