Mercury's 'Aero Cat'
By Eric Dess

For those of us who weren't alive when Mercury introduced the original Cougar in 1967, the only Cougars we've known have been from the late 1970s to the present.

I clearly remember from my childhood the '77 Cougar's introduction and its great popularity. But I didn't really pay much attention to the Cougar until the 1983 model year, when Mercury introduced the "aero" look to the big Cat. It truly was love at first site-I had to have one. Not only did the aero Cats totally rejuvenate sales for Ford, but they captured many hearts with their sleek, modern styling and exceptional performance for a luxury coupe.

Between 1983 and 1986, there were three Cougar models: the base GS (which was never badged as such); the LS (Luxury Sport); and the performance-oriented XR-7. However, there was no 1983 XR-7 model, as Ford had a few delays in getting the turbocharged engine into full production.

Beginning in 1987, the base GS was dropped and only the LS and XR-7 remained. Each model had its own level of options, but buyers could order almost any combination of options to satisfy their own tastes. Around the time the 1983 Cougar was introduced, Ford began offering PEP (preferred equipment packages) to gang up the most popular options. Because it was easier for the factory in Lorain, Ohio, to build cars with similar options, the PEP packages offered a good value.

But a customer could order a Cougar with any number of options without having to use a PEP package. Some items-the half vinyl roof, electroluminescent coach lamps and two-tone paint scheme, for example-were a throwback to the 1979-82 Cougars. Others, like the TRX suspension package and Traction-Lok axle, were of the performance-oriented persuasion. Still others (power seats, power mirrors and, even, a power moon roof) were solely for creature comfort. What it all boiled down to was this: Anyone could create a unique factory Cougar. The list of options on these cars was unprecedented.

From 1980 through 1988, the Cougar was built on the venerable "Fox" platform. First introduced in 1978 on the Fairmont/Zephyr, the Fox chassis is best known for its use in the 1979 to 1993 Mustang. The 1980 to '82 XR-7 models rode on a 108.4-inch wheelbase; for 1983, Mercury shrank the chassis a bit to 104 inches to slim down the Cougar and distribute its weight more efficiently. In doing so, they created one of the most perfectly proportioned Cougars in years, probably since the original '67 Cat.

It's not really fair to directly compare a 1987 Cougar to a 1967 Cougar; about the only things in common are the rear-drive layout and the availability of a Ford V-8. They were different cars for different times. What sets the 1983-88 Cougars apart is the advancement of electronics to govern the car's systems. The 1983 V-8 model garnered a very rudimentary CFI (central fuel injection) system, which essentially mated a 2-barrel carburetor with two fuel injectors. While not the most fuel-efficient or performance oriented, it was a step in the right direction. By 1988, the 5.0L V-8 had one of the most advanced engine management systems on the planet (and is still a modern miracle, even by today's standards). The SEFI (sequential electronic fuel injection) system, mated to Ford's advanced EEC-IV computer, delivered extremely stable performance, very smooth idle and exceptional fuel economy. Unfortunately, stricter CAFE requirements left the V-8 Cougar with a watered-down 150 hp V-8 chock full of emissions equipment. As usual, the Cougar played second string to the performance-oriented Mustang. However, being a personal luxury coupe, the V-8 was more than adequate for normal driving and delivered more torque than some of the original Cougar V-8 engines. It is definitely a peppy motor, and, with the help of roller lifters added during the 1986 model year, the engine is known for its longevity.

One thing most of you probably aren't familiar with are the other two engines available during the 1983-88 model years. The 3.8L (232 cid) V-6 was first introduced in the 1982 Cougar and was designed from the small block Ford V-8 (it's essentially a 302 without the back two cylinders and a smaller bore). In fact, it shares the same small-block Ford bolt pattern. Originally it put out a paltry 110 horses, but in later years it produced around 140 hp to 150 hp with the addition of modern fuel injection.

To say the 3.8L was adequate to get the car going would be about right-no performance here. Fuel economy wasn't exactly stellar, but it was decent enough for its time. The 3.8 V6 is still in use today, although highly modified, in the Mustang and Windstar. The other motor was available from 1984 to 1986 and only in the XR-7 model. The 2.3L OHC inline-4 cylinder was adopted from the old Ford Pinto program of the mid-1970's. But for the Cougar XR-7, it gained a turbocharger (later used in the 1984 1/2 to 1986 1/2 Mustang SVO). From the start, the MFI (multiport fuel injected) four-cylinder put out 140 hp, although many learned quickly that by adjusting the boost pressure higher, much more power could be produced. Around town it was fairly sluggish, but once the turbocharger kicked in, the Cat definitely got out of its own way!

Ford certainly took a gamble with the use of such an engine in a sophisticated luxury sport coupe. What used to be exclusive V-8 territory now was home to a four-banger with a turbo unit. The XR-7s from 1984 to '86 were not really produced in high volumes because they attracted a much narrower crowd. That was the reason why the XR-7 switched to the SEFI 5.0 V-8 in 1987. Also, the turbo units were known for their short life, even with proper maintenance. Ford wisely added an intercooler for the Thunderbird Turbo Coupe in 1987.

The transmissions used in this generation's Cougars were very different than those of yore. From 1983 to '86, variants of the older C4 popped up in the C3, C5 and AOD (automatic overdrive). These three transmissions were among Ford's first to use all-metric components. The C3 and C5 were three-speeds; the AOD used a fourth gear to gear down the motor on the highway, resulting in improved fuel economy.

Starting in 1987, only the AOD was used in Cougars. While much improvement was made to these transmissions throughout the model years, they still had their share of problems with breakage. Still, the AOD has proved to be a worthy transmission in everyday driving and even some race cars. Transmissions available on the 1984-1986 XR-7 were either the four-cylinder spec AOD or the Borg-Warner T-5 five-speed manual. This gearbox really helped the turbocharged four-cylinder wind out its high-revving power.

Aside from refined power, the Cougars of this generation were known for their exceptionally crisp ride and tight handling. The Fox-chassis Cougar used a modified MacPherson front suspension; it's one of the only cars (aside from other Fox cars) that had the strut separate from the suspension coil. While it gained a nice ride, the trade-off was a huge turning radius. Still, it remains a very modern suspension configuration and one on which it is very easy to work.

Also up front was a beefy lower A-arm and a decent-sized front sway bar. Out back, a traditional four-link live axle was used with coil springs. Base models did not usually receive a rear sway bar; V-8 models had a very thin one. Only the XR-7's and some sport-tuned Cougars (such as those with the TRX option) received a thicker front and rear sway bar. The axle of choice for an overwhelming majority of Cougars during the 1983-88 years was the 7.5-inch Dana rear end. Most cars ended up with the 2.73 open gear rear axle; the Traction-Lok option netted 3.08 gears. The 1988 XR-7s (and possibly some slightly older Cougars) had the 8.8-inch locking rear with 3.08 gears standard; this was a very similar axle that was used in the Mustang of that era.

Also unique to this platform was the use of axle dampeners (a.k.a. Quad shocks) to help control the behavior of the rear axle. They mounted horizontally, adjacent to the normal shocks, and had unique valving to let the shock stay in position instead of retracting like most gas-filled shocks do. The result was a noticeable difference in rear end stability and tightness. Again, the dampeners were found on all XR-7s and some cars equipped with the Traction-Lok axle.

But the most unique aspect of these Cougars was definitely the styling. Mercury's goal for the 1983 model year was to totally separate the Cougar from its twin, the Ford Thunderbird, by introducing a controversial vertical backlite to the roofline. People either loved it or hated it, but even today it is one of the most instantly recognized rooflines in America. While this styling definitely gave the Cougar the advantage in rear headroom, it also hampered its drag coefficient to .40 (compared to .35 on the Thunderbird).

Nonetheless, the Cougar's use of traditional and rounded shapes lent an air of sophistication from the start. It was an instant classic. The formal Mercury waterfall grille, quad halogen sunken headlamps, integrated side markers, three-tier taillights and even the hump in the trunklid all gave nods to older Cougars. But the fender tops were rounded off; the hood was given an aggressive taper; and the side windows were fashioned in a striking "C" shape, all giving a very modern flair to the big Cat. It also retained the long hood/short deck formula that was so popular with the original Cougar.

Sales instantly jumped, and in 1983 the Cougar actually outsold the Thunderbird, one of the few years it ever did so. Sales continued to hover around the 120,000 mark through 1986, with some minor styling upgrades and a freshened interior in 1985. Ford invested some of its profits from the car into a major restyling for the 1987 model year. Going one step further into the "aero" age, the Cougar received flush aerodynamic headlamps; flush side glass; and a totally revised roofline, rear backlite, trunk, and rear quarter sections. These items helped lower the drag coefficient to a respectable .36. Still on the Fox chassis, the 1987 model was almost a totally different Cougar than that of the previous year. Only the windshield and hood remained unchanged. The interior was essentially the same used since 1985, with some creature comforts being added along the way. This styling continued through the 1988 model year, with the all-new MN-12 chassis Cougar being introduced in 1989. While having this body style for only two short model years, it has become a favorite of all Cougar lovers due to its enhanced shape and tasteful attention to details.

There were a few limited-production Cougar models to come out of the 1983-88 era. Probably the most coveted were the 1987 20th Anniversary models of which 5,002 were produced for the U.S., and an additional 800 for the Canadian market. The unique Cabernet Red and gold exterior treatment made for an elegant statement, and they all came essentially one way: loaded. Also of note are the 1988 XR-7s, with their striking monochromatic paint scheme. With more than 10,000 produced that year (more than double the average XR-7 model-year run of this generation), they cannot be considered rare. But the collectibility remains high due to the styling, color selection (red, white or black) and 5.0 V8 performance potential.

Starting in the mid-1980s, Ford dealerships were offered new styling packages for the Cougar, which usually consisted of unique striping or badging, or both, and sometimes a fake convertible roof. There were a good number of these kits offered, so production numbers are not known. Probably the most famous of these types of kits were the Blue Max Edition (or Special Edition in some parts of the country) and the Bostonian Edition. Numerous dealerships invested in then-new aerodynamic styling packages (or ground effects kits) to further enhance the aggressive look of the Cougar. There have also been some other special Cougars, such as the 1988 Olympic Edition and even a few factory-sanctioned convertibles (1986).

The best part about owning a Cougar from the 1983-88 era is definitely in the driving. Sure, they're not the fastest cars on the road...but they sure are fun to drive. People everywhere admire the refreshingly familiar shape. And owners are rewarded with an exceptionally stable and dependable automobile.

Ford truly put their best effort into these Cougars and did a noble job of capturing the spirit of the original Cat. Although a majority of you are still in love with the 1967-73 Cougar, the 1983-88 cars are definitely worthy of their heritage. They are to my generation what the 1967 to 1973 Cats were to the generation before mine.

Truly, they can stand proud as in integral part of Cougar history and the comeback of Ford Motor Co. in the 1980s.

Eric Dess, CCOA No. 6366, is an Ohio graphic artist and Web site designer. He created Cool Cats, a site dedicated to the 1983 to 1988 Cougar. The site is at www.coolcats.net.