Chassis

Internally designated T-7, the first-generation Cougar shared its chassis with the 1967 revision of the Ford Mustang.^[2][6] The Cougar has a longer wheelbase than the Mustang, extended 3 inches to 111 inches. Both vehicles derive their underpinnings from the rear-wheel drive Ford Falcon unibody compact chassis architecture.

1967–1968

1967 Mercury Cougar GT

1968 Mercury Cougar XR-7 GT

Initially developed as a rebadged version of the Mustang, the 1967 Cougar featured a unique body design while continuing the popular "long-hood, short-deck" proportions of the Mustang.^[2] The model line was marketed as having "European" style and features.^[13] The first Lincoln-Mercury vehicle with hidden headlamps, Cougar headlight doors were powered by dual vacuum actuators (one for each headlight door), with vacuum provided by the engine and stored in a reservoir under the fender. The front fascia was distinguished by a split "electric shaver" grille, featuring vertically slatted chrome trim. The rear fascia was styled similarly, concealing dark-lens taillamps behind vertically-slatted trim; sequential turn signals were standard (adopting the mechanism from the Thunderbird).

The $185 upgrade to the XR-7 brought further European influence; in addition to a (simulated) wood-trim dashboard, full instrumentation (black-face gauges), toggle switches, and an overhead console; if so equipped, the automatic transmission was fitted with a T-handle console shifter.^[2] The Cougar was offered with nearly every Mercury option (including speed control), with the sole exception of power windows. A "Tilt-Away" steering wheel was also offered, being a power-operated steering column that swung up and out of the way when the driver's door was opened, the transmission in "park", and the ignition was off.^[14]

For 1968, the Cougar included federal safety enhancements that added side marker lights and front outboard shoulder belts (sash belt, shoulder harness). In a first for Ford Motor Company, the 1968 Cougar offered an electrically operated sunroof as an option. The Bosch-sourced sunroof assemblies were installed by the American Sunroof Corporation in Southgate, Michigan.^[15] While available on any Cougar, the sunroof was not a popular option.

1969–1970

1969 Mercury Cougar (standard)

1970 Mercury Cougar

1970 Mercury Cougar interior

For the 1969 model year, the Cougar underwent a mid-cycle revision alongside its Mustang counterpart. The straight-lined body sides transitioned toward Coke bottle styling, distinguished by a sweeping body crease sloping down from the hood line to the rear wheels; while the roofline saw little change to its design, the vent windows were deleted.^[16] The front fascia retained a full-width grille, with the "electric shaver" split grille replaced by a horizontally-slatted grille (with a matching centerpiece); concave taillamp lenses replaced the previous convex design. The hidden headlamps were retained; the mechanism shifted its power from dual vacuum actuators to a single, centrally-located vacuum actuator. The vacuum to operate the headlight doors was provided by the engine and stored in a reservoir under the fender. The headlight doors use spiral torsion springs to make the headlamp doors stay open in the neutral position.

A convertible body style was added to the model line, available for both standard and XR-7 trims; a power-operated top was standard.^[17]

For 1970, the Cougar underwent an additional revision to the front fascia; the split "electric shaver" grille with vertically slatted trim made its return, with a new hood adopting a pronounced body-color center section. As part of the front fascia revision, the Cougar also received a new front bumper and revised front fenders. Concave taillamp lenses remained but with revised trim bezels, in addition to revised side marker lights. A change to the position of the rear axle necessitated a new rocker panel length and rear quarter sheet metal as compared to the 1969 model, although these changes are not visually apparent.

Cougar also received a special option package (styled by fashion designer Pauline Trigère), including a houndstooth-patterned vinyl roof and matching upholstery; the roof and upholstery were available together or separately, in either brown-and-black houndstooth or white-and-black houndstooth check patterns.^[18] Further safety upgrades included the addition of locking steering columns and high-backed bucket seats (replacing adjustable head restraints).

Trims

The first-generation Cougar was offered in two trims, an unnamed Standard trim, and the XR-7 trim (introduced in early 1967).^[2]

Cougar Eliminator (1969–1970)

1970 Mercury Cougar Eliminator

As a running change during 1969, the Eliminator was introduced in conjunction with the Boss 302 Mustang as Mercury's showcase for the Boss 302 engine. Largely a counterpart of the Ford Mustang Mach 1 and Ford Boss 302 Mustang, the Cougar Eliminator replaced the Cougar GT as the performance-trim Cougar on April 1, 1969. Offered solely as a standard Cougar hardtop (not available as convertible nor XR-7), the Eliminator was offered with all available Cougar engines, with the 351-4V as the standard engine (Windsor in 1969 and Cleveland in 1970) and the Boss 302 engine exclusive to the Eliminator.

For 1969, the Eliminator Option consisted of: the Eliminator Equipment Package, the Eliminator Decor Group, and the Performance Tire / Handling Group. These included the 351W-4V engine, a front air dam and body-colored rear spoiler, styled steel wheels (similar to the 1969 Mach 1 wheels), a black-out front grille, body-colored hood scoop (only functional with ram-air 428CJ engine), Eliminator-specific body side stripes in white or black (keyed to paint and trim color), left-hand remote-control racing-style side mirror, heavy-duty suspension, and a performance axle. Interior upgrades included: Hi-Back bucket seats (Eliminator-only for 1969 model year), and unique "black camera case" instrument panels with full instrumentation (including visual warning lights and gauges, tachometer, trip odometer, and rallye clock). Four exterior colors were available: white, bright blue metallic, competition orange, and bright yellow. Optional engines included: 390-4V, 428 Cobra Jet or Super Cobra Jet (both available with or without Ram-Air), and Boss 302 (available only with the Eliminator Option). There were 2,250 Eliminators built for 1969.^[25]

For 1970, the standard engine for Eliminator became the 351C-4V. The Eliminator Option blacked-out exterior trim expanded from the front grille to include the hood scoop and tail light bezels. A Cougar "running cat" badge replaced the Mercury crest emblem on the fuel door, and a passenger-side racing-style mirror was added. The body side stripes (available in black only) were altered to run the length of the car along the upper belt line and now included a hood stripe, rear spoiler stripe with "Eliminator" callout, and "Eliminator" callouts on the quarters behind the rear wheel. Exterior paint colors available for the 1970 Eliminator mimicked the "Grabber" colors in the Ford lineup and included: Competition Orange, Competition Yellow, Competition Blue, Competition Gold, Competition Green, and Pastel Blue. The Special Paint Order option was also available for Eliminators in 1970, producing single-digit examples in colors such as Black, Light Gray Metallic, White, and Red. Optional engines included: 428 Cobra Jet or Super Cobra Jet (both available with or without Ram-Air), and Boss 302 (available only with the Eliminator Option). There were 2,268 Eliminators built for 1970.^[25]

Production

Chassis

The second-generation Cougar used a revised version of the first-generation chassis, again shared with the Ford Mustang; the wheelbase was increased to 112.1 inches.^[29] While substantially upgraded, the rear-wheel drive chassis underpinnings remained derived from the Ford Falcon unibody architecture. To better accommodate big-block engines (such as the Ford 429), the Mustang/Cougar chassis was widened 3 inches; the front track was widened from 58.1 to 61.5 inches (only an inch narrower than the Panther-chassis Grand Marquis^[30]).^[31]

The model line was fitted with front disc and rear drum brakes, with power-assisted brakes becoming standard in 1973. In another change, the 3-speed manual transmission was dropped, leaving all engines paired with a 3-speed automatic;^[32] a 4-speed manual was a rarely-specified option.

Powertrain

1971 Cougar XR-7 (351 Ram Air)

The second-generation Cougar underwent a revision of the powertrain offerings. For 1971, a 240 hp 351 Cleveland two-barrel V8 was the standard engine with a 351C four-barrel V8 as an option.^[29] The Boss 302 and Boss 429 were discontinued, with both Boss engines and the 428 Cobra Jet replaced by a 370 hp 429 Cobra Jet V8 (with or without Ram Air).^[33]

For 1972, Ford adopted SAE net horsepower ratings, leading to a numerical decrease in advertised engine output. The 429 V8 was dropped, leaving the Cougar with three versions of the 351C V8.^[34] A 166 hp two-barrel version was the standard engine, with a 246 hp four-barrel offered as an option. The Cobra Jet version of the 351 made its debut, now producing 266 hp. For 1973, the four-barrel version of the 351 was dropped, leaving the two-barrel 351C (retuned to 168 hp) and the 264 hp 351CJ V8.^[34]

Body design

1973 Cougar XR-7 hardtop roofline, showing "flying buttresses"

The second-generation Cougar carried over both the hardtop and convertible body styles from its predecessor. Sharing its roofline with the Mustang hardtop, the Cougar received a large "flying buttress" C-pillars, extending into the rear fenders. To distinguish the model line from the Mustang, the Cougar adopted multiple design elements from larger Mercury vehicles. In place of a split grille, the front fascia was styled with a prominent center section (in line with the Mercury Cyclone and Ford Thunderbird) including a waterfall-style grille. In a break from the previous generation, hidden headlamps were abandoned (replaced by four exposed headlamps). The taillights adapted simpler trim, set horizontally within the bumper (in line with full-size Mercury vehicles).

For 1972, the Cougar underwent few substantial changes to the interior or exterior. For 1973, the front fascia underwent an update; to include a 5-mph bumper (required for 1973), the front bumper was reshaped and enlarged, requiring a redesign of the grille. To improve the crashworthiness, the design added three inches to the overall length. As it was the final year of the generation, the rear bumper was largely unchanged, receiving only minor revisions to the taillamp lenses.

Trim

1972 Cougar convertible

1973 Cougar convertible

For 1971, the Cougar was offered in standard and XR-7 trim. As its Boss Mustang counterpart was dropped, Mercury discontinued the racing-oriented Cougar Eliminator. While de-emphasized as the model line shifted away from high performance, the GT option package remained an option, including upgraded suspension, tires, and engine cooling components.^[35] For 1973, the GT option was discontinued.

While both trims shared the same powertrain offerings, the XR-7 received its own exterior and interior design, distinguished by a vinyl top (on hardtops); along with standardizing many options, the XR-7 received its own door panels and dashboard.^[28]

For 1973, Lincoln-Mercury marketed a "Bronze Age" special edition promotion of the Cougar (alongside the Monterey, Montego MX, and Comet).^[36][37][38] A standard Cougar equipped with the Decor Group,^[36] the "Bronze Age" Cougar was distinguished by its copper metallic (officially, saddle bronze^[36]) appearance and a color-coordinated vinyl roof.^[36] Alongside its namesake color, the trim package was also offered in six other colors: ivy glamour metallic, green metallic, medium brown metallic, saddle bronze, medium yellow gold, and white.^[36]

Production

Chassis

1974 Mercury Cougar XR-7

The third-generation Cougar uses the rear-wheel drive chassis used by the Mercury Montego and Ford Torino intermediates. Moving to a 114-inch wheelbase (used by the two-door Montego/Torino and the Elite), the third-generation Cougar was the first to share its wheelbase with another model line. As part of adopting the Torino chassis, the Cougar shifted to body-on-frame construction for the first time.

Body design

1975-1976 Mercury Cougar XR-7

Sharing its bodyshell with the Ford Elite and the Mercury Montego MX Brougham coupe, the third-generation Cougar was offered solely as a two-door coupe, dropping the convertible from the previous generations. Styled with a roofline similar to the Thunderbird (and its Mark IV counterpart), the Cougar was not a true hardtop; while fitted with frameless door glass and lacking a fixed B-pillar, the rear side glass was fixed in place (did not retract).

To accommodate federal safety standards, 5-mph bumpers were added to both the front and rear fascias (front 5-mph bumpers were required for 1973).

Production

Chassis

As with its predecessor, the fourth-generation Cougar was based on the Ford Torino "split-wheelbase" chassis. A 114-inch wheelbase was used for the two-door Cougar coupe and the Cougar XR-7; a 118-inch wheelbase was used for the four-door sedan and station wagon.

The fourth-generation Cougar underwent a revision of its powertrain offerings, largely in the interest of fuel economy. The 460 cubic-inch V8 was withdrawn from Torino-chassis intermediates, leaving a 173 hp 400 cubic-inch V8 as the highest-displacement engine. For non XR-7 Cougars, the standard engine was the 302 cu in (4.9 L) V8, producing 134 hp (the first version of the engine since 1970); station wagons received a standard 351W V8 (149 hp), with a 161 hp 351M V8 offered as an option in coupes and sedans. All engines were paired with a 3-speed automatic transmission.

For 1978, the engine lineup was carryover; for 1979, the 400 was discontinued.

Body design

For 1977, Mercury replaced its Montego intermediate range with the Cougar nameplate. Along with returning the standard Cougar name (for the first time since 1973), the change added three more body styles. Alongside the Cougar XR-7 personal luxury coupe, Mercury now offered the Cougar two-door coupe, four-door sedan, and five-door station wagon.

Largely intended as a stopgap during the development of future production models, the 1977 redesign of the Ford intermediate range transitioned the exterior from the early 1970s "fuselage styling" to the sharper-edge lines of the Fox and Panther platform sedans in development for the 1980s. The revised front end adopted a larger radiator-style grille and four rectangular headlamps.

While limited funds precluded a complete redesign or downsizing of the Torino intermediates, all sheet metal (above the bumpers) was revised. As a revision of the rear bodywork of station wagons was deemed too extensive, the Cougar wagon adopted the 1977 front fascia with the body shell of the previous Montego wagon. For 1978, the Cougar wagon was discontinued to make way for the all-new Mercury Zephyr wagon and the downsized 1979 Mercury Colony Park wagon (4 inches shorter).

For 1979, though in its last year, the Cougar adopted several body revisions, with revised taillamps and body-color grille inserts, along with an electronic voltage regulator and a plastic battery tray.

• Fourth-generation Mercury Cougar
• 
  1977 Mercury Cougar two-door
• 
  Mercury Cougar 4-door
• 
  1977 Mercury Cougar Villager wagon

Trim

For 1977, the Cougar was introduced in three trim levels: a base trim level and a Brougham trim (for wagons, a wood-paneled Villager trim was offered). For 1978, the Cougar became a single trim level, with the Brougham returning as an option package.

Production

Chassis

Both the Cougar XR-7 and mid-size Cougar were produced using the Ford Fox platform.^[51] The Cougar XR-7 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-inch wheelbase with the Ford Fairmont and Mercury Zephyr, the launch vehicles of the Fox platform.

Body

In its development, many design elements of the 1977–1979 Cougar XR-7 were carried forward in the fifth-generation redesign, including its Continental-style trunk lid, louvered opera windows, and sharp-edged fender lines. While the fourth-generation Cougar XR-7 had proven successful in the marketplace, the design elements fell out of proportion on a radically smaller car, leading to negative reception. In what would prove disastrous, the Cougar saw little to no differentiation from its Ford Thunderbird and Ford Granada counterparts, with the XR-7 externally distinguished only by its grille, exposed headlamps, taillamps, and trunk lid.

During the production of the fifth-generation Cougar, the Cougar XR-7 was produced solely as a two-door coupe, with the mid-size Cougar produced as a two-door notchback coupe and a four-door sedan. For 1982 only, the mid-size Cougar was offered as a station wagon replacing the Zephyr station wagon. For the first time, Cougar's two-door models featured a fixed "B" pillar and a fixed steel frame around front door windows, as in the sedan.

In what would become a long-running tradition for the Mercury brand, 1981 marked the debut of GS and LS trim lines for both the mid-size and XR-7 Cougars.^[52] Both trim packages were largely similar, though the LS was exclusive to four-doors. The GS package focused on appearance, while the LS package offered luxury touches such as power windows, keyless entry external number pad, and other luxury trim touches.^[53] The Cougar station wagon was offered in either GS trim or wood-grained Villager trim (the Mercury equivalent of a Ford Squire station wagon).

Ford of Venezuela marketed the Fox-platform Cougar from 1983 until 1986 as the Ford Cougar Brougham four-door sedan.^[54] Derived from the fifth-generation Cougar sedan, the Ford-badged Cougar Brougham was produced with the front and rear fascias of the 1983–1986 Mercury Marquis.

• 
  1980–1982 Cougar XR-7 (standard roofline)
• 
  1981 Mercury Cougar two-door
• 
  1981 Mercury Cougar two-door
• 
  Mercury Cougar LS sedan
• 
  1982 Mercury Cougar wagon (standard trim)
• 
  1982 Mercury Cougar GS wagon (Ford Mustang wheels)

Production

Chassis

The sixth-generation Cougar retained the rear-wheel drive Ford Fox platform from the fifth generation. Downsized to a 104-inch wheelbase, the chassis underpinnings were largely unchanged, including a MacPherson strut/A-arm front suspension with a four-link coil-sprung solid rear axle with front and rear anti-roll bars.^[55]

As with the previous generation, 14-inch wheels and tires were standard, with Michelin TRX tires and metric-size wheels as an option (shared with the Thunderbird and Capri/Mustang).^[55] For 1985, 15-inch wheels became an option for the XR7.^[58]

Body

Trim

The sixth-generation Cougar continued the trim nomenclature of its predecessor in modified form, with the Cougar GS serving as the base trim, the Cougar LS as the luxury trim, and the Cougar XR7 as the high-performance version. The GS trim was largely used for internal purposes, with advertising dropping the designation entirely.^[55] For 1987, to move the Cougar upmarket, the Cougar LS became the standard trim level, with both V6 and V8 engines available.

For 1984, the XR7 made its return after a year-long hiatus. Serving as the counterpart of the Thunderbird Turbo Coupe, the XR7 was fitted with a performance-oriented suspension, a turbocharged 2.3 L engine (shared with the Turbo Coupe and Mustang SVO), blacked-out window trim, and full analog instrumentation. In 1987, to better distinguish the Cougar XR7 from the Thunderbird Turbo Coupe, the turbocharged inline-4 was replaced by the 4.9 L (302 cu in) "Windsor 5.0" V8, along with a standard 4-speed automatic.

Production

Chassis

The seventh-generation Mercury Cougar is built upon the Ford MN12 platform.^[66] Designed specifically for the Mercury Cougar and Ford Thunderbird, the MN12 chassis retained the use of rear-wheel drive. While its exterior footprint changed negligibly, in a major change, the wheelbase was expanded nine inches to 113 inches (longer than a Mercedes-Benz 560SEC).

Centered around the design of the MN12 chassis was its use of four-wheel independent suspension in place of a live rear axle.^[66] With the exception of the Chevrolet Corvette, the Ford MN12 chassis marked its first use in a mass-produced front-engine rear-drive American automobile. In front, the Mercury Cougar was configured with a short/long-arm wishbone suspension.^[66] As an option, the Cougar was available with 4-wheel anti-lock disc brakes (standard on the Cougar XR7).^[66]

As part of the 1989 redesign, the MN12 chassis was powered solely by a 3.8 L V6, as the lowered hoodline of the MN12 was too low to fit the 4.9 L (302 cu in) V8 making it the first time a V8 was not available in the Cougar or Thunderbird. LS-trim Cougars were offered with a naturally aspirated 140 hp (104 kW; 142 PS) version of the V6, while the XR7 was powered by a 210 hp (157 kW; 213 PS) supercharged version (serving as the replacement for the turbocharged 2.3 L inline-4). The naturally aspirated V6 was paired with a 4-speed automatic transmission, while the supercharged V6 was offered with a 5-speed manual (with the automatic as an option).

For 1991, a 200 hp (149 kW) version of the 4.9 L (302 cu in) Windsor 5.0 was introduced featuring a redesigned intake manifold to allow sufficient underhood clearance for the engine to be installed.^[68] Offered as an option on the Cougar LS, the V8 replaced the supercharged V6 in the XR7 (which also marked the end of the 5-speed manual in the MN12 Cougar). Originally slated for 1993, the 1994 Cougar shifted from the overhead-valve 302 cu in (4.9 L) V8 to a 205 hp (153 kW; 208 PS) 4.6 L SOHC V8 (shared with the Mercury Grand Marquis).^[69] In another 1994 change, the 4R70W electronically controlled version of the AOD 4-speed automatic was introduced for both the V6 and V8 engines.

Body

As the sixth-generation Mercury Cougar had proved successful in the marketplace, the 1989 redesign of the Cougar was largely an evolution of the previous generation, with updates of many previous design elements. The upright notchback roofline underwent a major revision, with the controversial upswept quarter windows of the previous generation abandoned.^[66] While proportioned differently, wraparound headlamps and taillamps were modeled similarly to the Mercury Sable. As a result of the longer wheelbase, the rear overhang was shortened. During the development of MN12, Ford designers sought to develop increased differentiation between the Cougar and Thunderbird. While fenders and doors are common between the two vehicles, in comparison to the 1983–1987 generation, fewer visible parts are shared.^[66]

As part of the shift to the wider MN12 chassis, the Cougar again became a 5-passenger vehicle (for the first time since 1982). As a result of the wider interior, all Cougars were fitted with a center console with a floor-mounted shifter.^[66] In following with the previous generation, LS-trim Cougars were fitted with digital instrumentation; the Cougar XR7 was fitted with an analog instrument panel.^[66] Originally slated to be launched with dual airbags, cost overruns and market demand necessitated the use of automatic seatbelts to meet passive-restraint requirements.^[66] For 1994, the interior underwent a complete redesign (similar to the Lincoln Mark VIII), with dual airbags replacing the automatic seatbelts.^[69] For 1997, the Cougar received a new instrument panel (similar to the Taurus/Sable), with cupholders added to the center console;^[70] several items were removed as part of de-contenting, including the courtesy lamps, underhood light, and a glove box light.

During its production, the seventh-generation Mercury Cougar underwent several revisions. For 1991, the Cougar underwent a slight facelift, with new headlamps, taillamps, and front bumper; the facelift is distinguished by a smaller grille (1989–1990 versions extend above the headlamps).^[68] For 1994, a second facelift saw a revision of the grille, taillamps, and a simplification of the side molding. The interior was also revised at this time and now included dual airbags with a wraparound style interior.^[69] For 1996, the Cougar received a major restyling sharing its entire front fascia with the Ford Thunderbird except for the front bumper cover and grille. The bodysides received wide body-colored cladding.^[71]

• 
  1989–1990 Mercury Cougar LS
• 
  1991 Mercury Cougar XR7
• 
  1993 Mercury Cougar XR7
• 
  1995 Mercury Cougar XR7
• 
  1997 Mercury Cougar 30th Anniversary Edition
• 
  1997 Mercury Cougar XR7 Sport

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.^[66] To optimize its handling capabilities, the XR7 was fitted with many model-specific features. In addition to the 210 hp (157 kW; 213 PS) supercharged V6 (replaced by a 5.0 L 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.^[66][72][73] To differentiate the XR7 from the LS, the model was fitted with sport seats, two-spoke sport steering wheel, and full analog instrumentation.^[72][73]

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.^[74] In contrast to the previous LS, the 1993 XR7 offered both V6 and V8 engines.^[74]

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).^[75] Equipped with 15-inch BBS alloy wheels, all examples were painted green with a tan interior (with green carpet). Other features included a model-specific trunk lid and C-pillar badging and an imitation trunk lid luggage rack.^[75] To commemorate the 30th anniversary of the Mercury Cougar, for 1997, Mercury produced a 30th Anniversary Mercury Cougar XR7 as an option package.^[76] 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.^[76] Approximately 5,000 25th anniversary and 5,000 30th anniversary Cougars were produced.^[75][76]

Production

Chassis

The 1999 Cougar shared the Ford CDW27 world-car platform introduced by the Ford Contour/Mercury Mystique. The first front-wheel drive Cougar was designed with a fully independent multilink suspension.

The 1999–2002 Cougars were available with two engine options, the 2.0 L Zetec straight-4 engine with 125 hp (93 kW; 127 PS), and the 2.5 L Duratec V6 with 170 hp (127 kW; 172 PS). Also, two transaxle options were available: the manual Ford MTX-75 transmission or the automatic Ford CD4E transmission (available in the US with either engine, although the I4/automatic combination was extremely rare; supposedly only 500 Cougars were built with the I4/auto).

"Sport Package" models of the V6 featured four-wheel vented disc brakes (from the Contour SVT), 16-inch alloy wheels, fog lights, and the speed governor raised, not removed; contrary to popular belief.^[77] With the electronic speed limiter raised, the top speed of the car was limited by drag and engine power in top gear at redline, around 135 mph (217 km/h). While this was considered attainable given enough road, the automatic transmission version could not reach this speed without significant engine modification. However, the manual transmission version of the car, when given enough road, was capable of reaching speeds of around 145. Without the sport package, the speed governor was set at 115 mph (185 km/h) due to the H-rated tires with which the car was equipped.

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

A high-performance Cougar S (not to be confused with the concept) was discussed in the press, which was essentially a Cougar with a Contour SVT engine; however, this version never made it into production. It was also to be sold in Europe as the Ford Cougar ST200.

Body

Mercury Cougar

This generation of Cougar had a far more contemporary package, with modern DOHC 24-valve six-cylinder Duratec engines, a fully independent multilink suspension, and front-wheel drive. This was also the first hatchback Cougar, and the first to have its own body, unshared by any Ford (except its European twin Ford Cougar). The body design used a philosophy Ford dubbed "New Edge" design: a combination of organic upper body lines with sharp, concave creases in the lower areas. The Cougar's body, and the New Edge idea in general, was introduced as a concept called the Mercury MC2 in 1997 and was considered a bigger version of the European Ford Puma.

Ford also sold this generation of Cougar in Europe and Australia as the Ford Cougar.

There were several paint and trim packages:

• Special Edition (2000 model year) available in Zinc Yellow, leather interior with yellow stitching on the seats
• C2 (2001–2002 model years) available in either French Blue, Silver Frost, or Vibrant White, along with special blue interior accents.
• Zn (2001 model year) available with special Zinc Yellow, special Visteon hood scoop, and spoiler.
• XR (2002 model year) available in either Black or XR Racing Red, with special black and red seats and interior trim, also came with 17-inch silver wheels with black accents on the inner spokes.
• 35th Anniversary (2002 model year) versions were available in Laser Red, French Blue, Satin Silver, and Black; most came with leather interiors with silver center sections on the seats. They also came with 17-inch machined wheels, the same as the XRs without the black paint on the center spokes.
• Roush Edition (1999–2000 model years) Available mostly in white and silver color choices, this car was built under the Roush name with bodywork to the front bumper, back, side skirts, and more. A total of 112 were made during its two-year production.

For the 2001 model year, the Cougar was updated with new headlights, front and rear fascias, and updated interior trim.

US production numbers

Safety

The Insurance Institute for Highway Safety (IIHS) never evaluated the 1999-2002, Mercury Cougar. However they did evaluate the 1995-2000 Ford Contour/Mercury Mystique, which is structurally very similar to the Cougar, both being built on the Ford CDW27 world-car platform, which was given a "Poor" overall rating in the frontal moderate overlap crash test by the IIHS.^[79]

While being similar the Cougar had many of its body panels, braces and other structural floor pieces modified to fit the new body shape, allegedly the Cougar is 17% stiffer than the Contour/Mystique, stronger in side impacts due to its side crash beams and, tests suggest that in a side impact, passengers could be up to three times safer in a Cougar than in some other competitors.^[80]

National Highway Traffic Safety Administration (NHTSA) Crash Test Ratings for the 1999-2002 model year(coupe):^[81]

• Frontal Driver:
• Frontal Passenger: ^[82]
• Side Driver (with side airbags):
• Side Driver (without side airbags): ^[83]
• Side Rear Passenger:

Ford Cougar (Export)

Export Ford Cougar

In 1998, Ford launched the Cougar at the 1998 British Grand Prix at Silverstone.^[84] Without the Mercury brand in Europe and Australia, Ford marketed the Cougar as the Ford Cougar through Ford of Europe and Ford of Australia from 1999 to 2002. Replacing the Ford Probe in European markets, the Ford Cougar was manufactured in the United States. Slotted above the Ford Ka and Ford Puma (both based on the Ford Fiesta subcompact), the Cougar was marketed as a mid-sized coupe.

Except for Ford Blue Oval badging replacing Cougar emblems on the exterior and interior, both Ford and Mercury versions are essentially identical. Export Cougars also have clear marker light lenses (in place of amber) and amber rear turn signals. In the United States, the Ford Cougar was built in both left and right-hand drive, with the latter allowing for its sale in the UK and Australia.