Mercury Cougar - Revision history

Yankee: /* Seventh Generation 1989-1997 */

2010-10-12T21:00:52Z

Seventh Generation 1989-1997

← Older revision		Revision as of 21:00, 12 October 2010
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	\|}		\|}

	A completely redesigned Cougar debuted for 1989. This edition was sportier, larger - and unfortunately alot heavier than the previous versions, with curb weights now rivaling the late-1970's Cougars at nearly 4000 lbs. The Cougar now had a fully-independent rear suspension, a first for the Cougar and an extreme rarity among American rear-drive cars. The wheelbase was a whopping 9" longer than the previous, which greatly increased rear seat room, but it was actually a tad shorter overall. The GS model was dropped, there was now an LS and an XR-7 only. Another Cougar first was that there was (temporarily) no V8, even as an option. The 140 hp 232 cid V6 carried over as the base (and only) engine for the LS, while the XR-7 got a 210 hp supercharged version of the 232 V6, shared with the Thunderbird Super Coupe. A 4-speed automatic was standard on the LS, the XR-7 could have a 5-speed manual or 4-speed automatic. The new Cougar kepts its notchback-style rear roof design, but the rear quarter windows were now almost square and no longer upswept - a design that was much easier on the eyes to many people. Its tail was much more upright than before, but its front end was swept back and had a chrome waterfall grille (body-colored on the XR-7) with the Cougar emblem in the center portion.		A completely redesigned Cougar debuted for 1989. This edition was sportier, larger - and unfortunately alot heavier than the previous versions, with curb weights now rivaling the late-1970's Cougars at nearly 4000 lbs. The Cougar now had a fully-independent rear suspension, a first for the Cougar and an extreme rarity among American rear-drive cars. The wheelbase was a whopping 9" longer than the previous, which greatly increased rear seat room, but it was actually a tad shorter overall. The GS model was dropped, there was now an '''LS''' and an '''XR-7''' only. Another Cougar first was that there was (temporarily) no V8, even as an option. The 140 hp 232 cid V6 carried over as the base (and only) engine for the LS, while the XR-7 got a 210 hp supercharged version of the 232 V6, shared with the Thunderbird Super Coupe. A 4-speed automatic was standard on the LS, the XR-7 could have a 5-speed manual or 4-speed automatic. The new Cougar kepts its notchback-style rear roof design, but the rear quarter windows were now almost square and no longer upswept - a design that was much easier on the eyes to many people. Its tail was much more upright than before, but its front end was swept back and had a chrome waterfall grille (body-colored on the XR-7) with the Cougar emblem in the center portion.

	1990 models continued mostly unchanged, a digital dash continued to be standard on the LS with a fully-analog cluster in the XR-7, and it got a couple of new color choices. The supercharged 3.8 was dropped from the XR-7 lineup in 1991 (although it continued in the Thunderbird Super Coupe), signaling the return of the 205 hp 302 V8 as standard and optional in the LS. The rarely-ordered 5-speed manual was dropped altogether, the sole transmission for both models was now a 4-speed automatic. Colors for the XR-7 were still red, white and black. 1992 models could have a 25th Anniversary package with special badging and other goodies. In 1993, the LS model was dropped and the XR-7 was once again the only Cougar offered. Base XR-7s got the previous LS's 232 cid V6 as standard, with the 302 as an option. In 1994, the 210 hp 4.6L (281 cid) V8 replaced the 302 as the top engine option, and it got a subtle facelift. Dashboards were redesigned to accomodate dual airbags, eliminating the dreaded motorized shoulder belts. Cougar XR-7s carried on in 1995 and 1996 with no appreciable changes other than the usual new color choices and shuffling, the 1997 model got a restyled dash that got a cupholder. The 1997 would be the Cougar's last in its present form.		1990 models continued mostly unchanged, a digital dash continued to be standard on the LS with a fully-analog cluster in the XR-7, and it got a couple of new color choices. The supercharged 3.8 was dropped from the XR-7 lineup in 1991 (although it continued in the Thunderbird Super Coupe), signaling the return of the 205 hp 302 V8 as standard and optional in the LS. The rarely-ordered 5-speed manual was dropped altogether, the sole transmission for both models was now a 4-speed automatic. Colors for the XR-7 were still red, white and black. 1992 models could have a 25th Anniversary package with special badging and other goodies. In 1993, the LS model was dropped and the XR-7 was once again the only Cougar offered. Base XR-7s got the previous LS's 232 cid V6 as standard, with the 302 as an option. In 1994, the 210 hp 4.6L (281 cid) V8 replaced the 302 as the top engine option, and it got a subtle facelift. Dashboards were redesigned to accomodate dual airbags, eliminating the dreaded motorized shoulder belts. Cougar XR-7s carried on in 1995 and 1996 with no appreciable changes other than the usual new color choices and shuffling, the 1997 model got a restyled dash that got a cupholder. The 1997 would be the Cougar's last in its present form.

Yankee: /* Eighth Generation 1999-2002 */

2010-06-08T19:05:15Z

Eighth Generation 1999-2002

← Older revision		Revision as of 19:05, 8 June 2010
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	The decline of personal luxury cars downsized the Cougar to return as a sports car after 25 years as a personal luxury car. Of the three names that had constituted Ford's personal luxury lineup, Mark, Thunderbird, and Cougar, the Cougar returned first. This time, it is based on the Ford CDW27, the same platform that serves as the basis for the [[Ford Mondeo]] Ford Contour & [[Mercury Mystique]] in the United States and Canada.		The decline of personal luxury cars downsized the Cougar to return as a sports car after 25 years as a personal luxury car. Of the three names that had constituted Ford's personal luxury lineup, Mark, Thunderbird, and Cougar, the Cougar returned first. This time, it is based on the Ford CDW27, the same platform that serves as the basis for the [[Ford Mondeo]] Ford Contour & [[Mercury Mystique]] in the United States and Canada.

	This generation of Cougar had a far more contemporary package, with modern DOHC 4-valve 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 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.		This generation of Cougar had a far more contemporary package, with modern DOHC 4-valve 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 (and, as it turned out, the last). The body 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.

	The 1999–2002 Cougars were available with two engine options, the 2.0 L Zetec 4-cylinder engine with 130 horsepower, and the 2.5 L Duratec V6 with 170 horsepower. 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).		The 1999–2002 Cougars were available with two engine options, the 2.0 L Zetec 4-cylinder engine with 130 horsepower, and the 2.5 L Duratec V6 with 170 horsepower. 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).

Yankee: /* Second Generation 1971-1973 */

2010-06-04T21:08:24Z

Second Generation 1971-1973

← Older revision		Revision as of 21:08, 4 June 2010
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	\| [[Ford Mustang]]		\| [[Ford Mustang]]
	\|}		\|}
	The Cougar was completely redesigned this year and again was an upscale fraternal twin to the Mustang. Wheelbase and interior dimensions remained the same but exterior dimensions grew as the Cougar was toned down a bit in this generation. Again the Cougar would not share the Mustang's fastback bodystyle, but a coupe and convertible were still offered. Styling was again luxury-car oriented, but hidden headlights were no longer available - there were now 4 exposed headlights. Taillights were now horizontally-ribbed and still retained their ultra-cool sequential turn-signal feature. Rear window styling on the coupes took on a new "flying-butress" shape not unlike the Cougar's big-brother [[Mercury Marauder\|Marauder]]'s design. Base and XR-7 models continued, but the hot Eliminator was unfortunately gone. Base engine for both was the larger 240 hp 351-2 Windsor V8 with 285 hp 351-4 Cleveland and 370 hp 429-4 Super Cobra Jet V8 (with available ram air) as options. 1972 models were nearly indentical to the '71s, but the 429 engine was dropped - the 351-4 was now the top engine option, and it and the base 351-2 engine suffered unfortunate horsepower decreases (as did all cars of this time period). 1973 Cougars grew a bit in length (and weight) due to the new larger mandated bumpers, resulting in a slightly restyled front end to accomodate the new bumper design. Taillights were now vertically sectioned. Base and XR-7 models continued, as well as the coupe and convertibles for both models. Drivetrain choices remained the same as in 1972. All but a ''very'' small handful of 2nd gen Cougars had 3-speed automatic transmissions.		The Cougar was completely redesigned this year and again was an upscale fraternal twin to the Mustang. Wheelbase and interior dimensions remained the same but exterior dimensions grew as the Cougar was toned down a bit in this generation. Again the Cougar would not share the Mustang's fastback bodystyle, but a coupe and convertible were still offered. Styling was again luxury-car oriented, but hidden headlights were no longer available - there were now 4 exposed headlights. Taillights were now horizontally-ribbed and still retained their ultra-cool sequential turn-signal feature. Rear window styling on the coupes took on a new "flying-butress" shape not unlike the Cougar's big-brother [[Mercury Marauder\|Marauder]]'s design. Base and XR-7 models continued, but the hot Eliminator was unfortunately gone. Base engine for both was the larger 240 hp 351-2 Windsor V8 with 285 hp 351-4 Cleveland and 370 hp 429-4 Super Cobra Jet V8 (with available ram air) as options.

			1972 models were nearly indentical to the '71s, but the 429 engine was dropped - the 351-4 was now the top engine option, and it and the base 351-2 engine suffered unfortunate horsepower decreases (as did all cars of this time period). 1973 Cougars grew a bit in length (and weight) due to the new larger mandated bumpers, resulting in a slightly restyled front end to accomodate the new bumper design. Taillights were now vertically sectioned. Base and XR-7 models continued, as well as the coupe and convertibles for both models. Drivetrain choices remained the same as in 1972. All but a ''very'' small handful of 2nd gen Cougars had 3-speed automatic transmissions.

	==Main Competitors 1967-1973==		==Main Competitors 1967-1973==

Yankee: /* First Generation 1967-1970 */

2010-06-04T21:06:17Z

First Generation 1967-1970

← Older revision		Revision as of 21:06, 4 June 2010
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	There were 2 models, the base and more luxurious '''XR-7'''. 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. There was also a sport-oriented '''GT''' package that could be had on either the base or XR-7. Unlike the Mustang, the Cougar offered no six-cylinder engines; its base engine was the 200 hp 4.7L (289 cid) V8 on both the base and XR-7, while the GT had the 6.4L (390 cid) V8 as standard. Either engine could have a 4-speed manual or 3-speed automatic transmission.		There were 2 models, the base and more luxurious '''XR-7'''. 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. There was also a sport-oriented '''GT''' package that could be had on either the base or XR-7. Unlike the Mustang, the Cougar offered no six-cylinder engines; its base engine was the 200 hp 4.7L (289 cid) V8 on both the base and XR-7, while the GT had the 6.4L (390 cid) V8 as standard. Either engine could have a 4-speed manual or 3-speed automatic transmission.

	Changes for 1968 included new federally-mandated side marker lights, and there were some engine changes as well, starting with the 289 being replaced by a new 230 hp 5.0L (302 cid) V8 as the new base engine. The 390 continued, but now both the 427 Ford Race engine, followed by (around ~~Late~~ March)the almighty 335 hp 7.0L (428 cid) Cobra Jet V8 became the top-dog. There were limited-edition '''XR-7G''' models (named for road racer Dan Gurney) available with the 302, 390 or 428 engines, and a '''GT-E''' package that had the famous 427 ~~Sideoiler~~ with hydraulic cam (later the 428 CJ became standard). 694 XR7-Gs were sold in '68, and 394 GT-Es (357 with 427s installed) sold from the 1968 model year. This was the last year of any Ford product sold with the 427 FE Engine.		Changes for 1968 included new federally-mandated side marker lights, and there were some engine changes as well, starting with the 289 being replaced by a new 230 hp 5.0L (302 cid) V8 as the new base engine. The 390 continued, but now both the 427 Ford Race engine, followed by (around late March) the almighty 335 hp 7.0L (428 cid) Cobra Jet V8 became the top-dog. There were limited-edition '''XR-7G''' models (named for road racer Dan Gurney) available with the 302, 390 or 428 engines, and a '''GT-E''' package that had the famous 427 Side Oiler with hydraulic cam (later the 428 CJ became standard). 694 XR7-Gs were sold in '68, and 394 GT-Es (357 with 427s installed) sold from the 1968 model year. This was the last year of any Ford product sold with the 427 FE Engine.

	1969s got a minor body restyle and facelift, with a new grille that was now horizontally-barred and stretched all the way across the nose, replacing the previous vertical split "electric-shaver" grille design. Taillights were restyled too, they now canted inward instead of outward, but the style was largely the same. A convertible model was added to the lineup this year. The GT-E and XR-7G models disappeared, but an all-new '''Eliminator''' was now the top performance model. Base engine for the Eliminator was a new 290 hp 5.8L (351 cid) Windsor V8, with the 390, 428 CJ and Boss 302 as options. There were a reported 2 total Eliminators sold with the Boss 429 engine. Eliminators also had the usual visual effects of the day of other muscle cars, such as a hood scoop (with a functional ram-air option) and a rear spoiler. Lesser base and XR-7s continued as before.		1969s got a minor body restyle and facelift, with a new grille that was now horizontally-barred and stretched all the way across the nose, replacing the previous vertical split "electric-shaver" grille design. Taillights were restyled too, they now canted inward instead of outward, but the style was largely the same. A convertible model was added to the lineup this year. The GT-E and XR-7G models disappeared, but an all-new '''Eliminator''' was now the top performance model. Base engine for the Eliminator was a new 290 hp 5.8L (351 cid) Windsor V8, with the 390, 428 CJ and Boss 302 as options. There were a reported 2 total Eliminators sold with the Boss 429 engine. Eliminators also had the usual visual effects of the day of other muscle cars, such as a hood scoop (with a functional ram-air option) and a rear spoiler. Lesser base and XR-7s continued as before.

Yankee: /* First Generation 1967-1970 */

2010-06-04T21:04:23Z

First Generation 1967-1970

← Older revision		Revision as of 21:04, 4 June 2010
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	Changes for 1968 included new federally-mandated side marker lights, and there were some engine changes as well, starting with the 289 being replaced by a new 230 hp 5.0L (302 cid) V8 as the new base engine. The 390 continued, but now both the 427 Ford Race engine, followed by (around Late March)the almighty 335 hp 7.0L (428 cid) Cobra Jet V8 became the top-dog. There were limited-edition '''XR-7G''' models (named for road racer Dan Gurney) available with the 302, 390 or 428 engines, and a '''GT-E''' package that had the famous 427 Sideoiler with hydraulic cam (later the 428 CJ became standard). 694 XR7-Gs were sold in '68, and 394 GT-Es (357 with 427s installed) sold from the 1968 model year. This was the last year of any Ford product sold with the 427 FE Engine.		Changes for 1968 included new federally-mandated side marker lights, and there were some engine changes as well, starting with the 289 being replaced by a new 230 hp 5.0L (302 cid) V8 as the new base engine. The 390 continued, but now both the 427 Ford Race engine, followed by (around Late March)the almighty 335 hp 7.0L (428 cid) Cobra Jet V8 became the top-dog. There were limited-edition '''XR-7G''' models (named for road racer Dan Gurney) available with the 302, 390 or 428 engines, and a '''GT-E''' package that had the famous 427 Sideoiler with hydraulic cam (later the 428 CJ became standard). 694 XR7-Gs were sold in '68, and 394 GT-Es (357 with 427s installed) sold from the 1968 model year. This was the last year of any Ford product sold with the 427 FE Engine.

	1969s got a minor body restyle and facelift, with a new grille that was now horizontally-barred and stretched all the way across the nose, replacing the previous vertical split "electric-shaver" grille design. Taillights were restyled too, they now canted inward instead of outward, but the style was largely the same. A convertible model was added to the lineup this year. The GT-E and XR-7G models disappeared, but an all-new '''Eliminator''' was now the top performance model. Base engine for the Eliminator was a new 290 hp 5.8L (351 cid) Windsor V8, with the 390, 428 CJ and Boss 302 as options. There were a reported 2 total Eliminators sold with the Boss 429 engine. Eliminators also had the usual visual effects of the day of other muscle cars, such as a hood scoop (with a functional ram-air option) and a rear spoiler. Lesser base and XR-7s continued as before. 1970 Cougars got another new nose that went back to the split vertical bar design, but with a more pronounced center and hood extension. All engines continued as before (except the boss 429), but a new 300 hp 351 4bbl Cleveland V8 was added and the 390 was dropped. Since there would be an all-new Mustang for 1971, there would be a new Cougar as well.		1969s got a minor body restyle and facelift, with a new grille that was now horizontally-barred and stretched all the way across the nose, replacing the previous vertical split "electric-shaver" grille design. Taillights were restyled too, they now canted inward instead of outward, but the style was largely the same. A convertible model was added to the lineup this year. The GT-E and XR-7G models disappeared, but an all-new '''Eliminator''' was now the top performance model. Base engine for the Eliminator was a new 290 hp 5.8L (351 cid) Windsor V8, with the 390, 428 CJ and Boss 302 as options. There were a reported 2 total Eliminators sold with the Boss 429 engine. Eliminators also had the usual visual effects of the day of other muscle cars, such as a hood scoop (with a functional ram-air option) and a rear spoiler. Lesser base and XR-7s continued as before.

			1970 Cougars got another new nose that went back to the split vertical bar design, but with a more pronounced center and hood extension. All engines continued as before (except the boss 429), but a new 300 hp 351 4bbl Cleveland V8 was added and the 390 was dropped. Since there would be an all-new Mustang for 1971, there would be a new Cougar as well.
	{{-}}		{{-}}

Yankee: /* First Generation 1967-1969 */

2010-06-04T21:03:59Z

First Generation 1967-1969

← Older revision		Revision as of 21:03, 4 June 2010
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	Here's a quick rundown on each generation:		Here's a quick rundown on each generation:

	==First Generation 1967-~~1969~~==		==First Generation 1967-1970==
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Yankee: /* First Generation 1967-1969 */

2010-06-04T21:01:32Z

First Generation 1967-1969

← Older revision		Revision as of 21:01, 4 June 2010
Line 53:		Line 53:
	There were 2 models, the base and more luxurious '''XR-7'''. 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. There was also a sport-oriented '''GT''' package that could be had on either the base or XR-7. Unlike the Mustang, the Cougar offered no six-cylinder engines; its base engine was the 200 hp 4.7L (289 cid) V8 on both the base and XR-7, while the GT had the 6.4L (390 cid) V8 as standard. Either engine could have a 4-speed manual or 3-speed automatic transmission.		There were 2 models, the base and more luxurious '''XR-7'''. 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. There was also a sport-oriented '''GT''' package that could be had on either the base or XR-7. Unlike the Mustang, the Cougar offered no six-cylinder engines; its base engine was the 200 hp 4.7L (289 cid) V8 on both the base and XR-7, while the GT had the 6.4L (390 cid) V8 as standard. Either engine could have a 4-speed manual or 3-speed automatic transmission.

	Changes for 1968 included new federally-mandated side marker lights, and there were some engine changes as well, starting with the 289 being replaced by a new 230 hp 5.0L (302 cid) V8 as the new base engine. The 390 continued, but now both the 427 Ford Race engine, followed by (around Late March)the almighty 335 hp 7.0L (428 cid) Cobra Jet V8 became the top-dog. There were limited-edition '''XR-7G''' models (named for road racer Dan Gurney) available with the 302, 390 or 428 engines, and a '''GT-E''' package that had the famous 427 Sideoiler with hydraulic cam (later the 428 CJ became standard). 694 XR7-Gs were sold in '68, and 394 GT-Es (357 with 427s installed) sold from the 1968 model year. This was the last year of any Ford product sold with the 427 FE Engine. 1969s got a minor body restyle and facelift, with a new grille that was now horizontally-barred and stretched all the way across the nose, replacing the previous vertical split "electric-shaver" grille design. Taillights were restyled too, they now canted inward instead of outward, but the style was largely the same. A convertible model was added to the lineup this year. The GT-E and XR-7G models disappeared, but an all-new '''Eliminator''' was now the top performance model. Base engine for the Eliminator was a new 290 hp 5.8L (351 cid) Windsor V8, with the 390, 428 CJ and Boss 302 as options. There were a reported 2 total Eliminators sold with the Boss 429 engine. Eliminators also had the usual visual effects of the day of other muscle cars, such as a hood scoop (with a functional ram-air option) and a rear spoiler. Lesser base and XR-7s continued as before. 1970 Cougars got another new nose that went back to the split vertical bar design, but with a more pronounced center and hood extension. All engines continued as before (except the boss 429), but a new 300 hp 351 4bbl Cleveland V8 was added and the 390 was dropped. Since there would be an all-new Mustang for 1971, there would be a new Cougar as well.		Changes for 1968 included new federally-mandated side marker lights, and there were some engine changes as well, starting with the 289 being replaced by a new 230 hp 5.0L (302 cid) V8 as the new base engine. The 390 continued, but now both the 427 Ford Race engine, followed by (around Late March)the almighty 335 hp 7.0L (428 cid) Cobra Jet V8 became the top-dog. There were limited-edition '''XR-7G''' models (named for road racer Dan Gurney) available with the 302, 390 or 428 engines, and a '''GT-E''' package that had the famous 427 Sideoiler with hydraulic cam (later the 428 CJ became standard). 694 XR7-Gs were sold in '68, and 394 GT-Es (357 with 427s installed) sold from the 1968 model year. This was the last year of any Ford product sold with the 427 FE Engine.

			1969s got a minor body restyle and facelift, with a new grille that was now horizontally-barred and stretched all the way across the nose, replacing the previous vertical split "electric-shaver" grille design. Taillights were restyled too, they now canted inward instead of outward, but the style was largely the same. A convertible model was added to the lineup this year. The GT-E and XR-7G models disappeared, but an all-new '''Eliminator''' was now the top performance model. Base engine for the Eliminator was a new 290 hp 5.8L (351 cid) Windsor V8, with the 390, 428 CJ and Boss 302 as options. There were a reported 2 total Eliminators sold with the Boss 429 engine. Eliminators also had the usual visual effects of the day of other muscle cars, such as a hood scoop (with a functional ram-air option) and a rear spoiler. Lesser base and XR-7s continued as before. 1970 Cougars got another new nose that went back to the split vertical bar design, but with a more pronounced center and hood extension. All engines continued as before (except the boss 429), but a new 300 hp 351 4bbl Cleveland V8 was added and the 390 was dropped. Since there would be an all-new Mustang for 1971, there would be a new Cougar as well.
	{{-}}		{{-}}

Yankee: /* First Generation 1967-1968 */

2010-06-04T21:00:59Z

First Generation 1967-1968

← Older revision		Revision as of 21:00, 4 June 2010
Line 4:		Line 4:
	Here's a quick rundown on each generation:		Here's a quick rundown on each generation:

	==First Generation 1967-~~1968~~==		==First Generation 1967-1969==
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	\|- style="text-align:center; background:#f0f0f0;"		\|- style="text-align:center; background:#f0f0f0;"

76.14.193.13: /* First Generation 1967-1970 */

2010-03-09T23:38:34Z

First Generation 1967-1970

← Older revision		Revision as of 23:38, 9 March 2010
Line 4:		Line 4:
	Here's a quick rundown on each generation:		Here's a quick rundown on each generation:

	==First Generation 1967-~~1970~~==		==First Generation 1967-1968==
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	\|- style="text-align:center; background:#f0f0f0;"		\|- style="text-align:center; background:#f0f0f0;"

76.14.193.13: /* First Generation 1967-1970 */

2010-03-09T23:36:19Z

First Generation 1967-1970

← Older revision		Revision as of 23:36, 9 March 2010
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	There were 2 models, the base and more luxurious '''XR-7'''. 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. There was also a sport-oriented '''GT''' package that could be had on either the base or XR-7. Unlike the Mustang, the Cougar offered no six-cylinder engines; its base engine was the 200 hp 4.7L (289 cid) V8 on both the base and XR-7, while the GT had the 6.4L (390 cid) V8 as standard. Either engine could have a 4-speed manual or 3-speed automatic transmission.		There were 2 models, the base and more luxurious '''XR-7'''. 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. There was also a sport-oriented '''GT''' package that could be had on either the base or XR-7. Unlike the Mustang, the Cougar offered no six-cylinder engines; its base engine was the 200 hp 4.7L (289 cid) V8 on both the base and XR-7, while the GT had the 6.4L (390 cid) V8 as standard. Either engine could have a 4-speed manual or 3-speed automatic transmission.

	Changes for 1968 included new federally-mandated side marker lights, and there were some engine changes as well, starting with the 289 being replaced by a new 230 hp 5.0L (302 cid) V8 as the new base engine. The 390 continued, but the almighty 335 hp 7.0L (428 cid) Cobra Jet V8 ~~was now~~ the top-dog. There were limited-edition '''XR-7G''' models (named for road racer Dan Gurney) available with the 302, 390 or 428 engines, and a '''GT-E''' package that had the famous 427 Sideoiler with hydraulic cam (later the 428 CJ became standard). 694 XR7-Gs were sold in '68, and 394 GT-Es (357 with 427s installed) sold from the 1968 model year. This was the last year of any Ford product sold with the 427 FE Engine. 1969s got a minor body restyle and facelift, with a new grille that was now horizontally-barred and stretched all the way across the nose, replacing the previous vertical split "electric-shaver" grille design. Taillights were restyled too, they now canted inward instead of outward, but the style was largely the same. A convertible model was added to the lineup this year. The GT-E and XR-7G models disappeared, but an all-new '''Eliminator''' was now the top performance model. Base engine for the Eliminator was a new 290 hp 5.8L (351 cid) Windsor V8, with the 390, 428 CJ and Boss 302 as options. There were a reported 2 total Eliminators sold with the Boss 429 engine. Eliminators also had the usual visual effects of the day of other muscle cars, such as a hood scoop (with a functional ram-air option) and a rear spoiler. Lesser base and XR-7s continued as before. 1970 Cougars got another new nose that went back to the split vertical bar design, but with a more pronounced center and hood extension. All engines continued as before (except the boss 429), but a new 300 hp 351 4bbl Cleveland V8 was added and the 390 was dropped. Since there would be an all-new Mustang for 1971, there would be a new Cougar as well.		Changes for 1968 included new federally-mandated side marker lights, and there were some engine changes as well, starting with the 289 being replaced by a new 230 hp 5.0L (302 cid) V8 as the new base engine. The 390 continued, but now both the 427 Ford Race engine, followed by (around Late March)the almighty 335 hp 7.0L (428 cid) Cobra Jet V8 became the top-dog. There were limited-edition '''XR-7G''' models (named for road racer Dan Gurney) available with the 302, 390 or 428 engines, and a '''GT-E''' package that had the famous 427 Sideoiler with hydraulic cam (later the 428 CJ became standard). 694 XR7-Gs were sold in '68, and 394 GT-Es (357 with 427s installed) sold from the 1968 model year. This was the last year of any Ford product sold with the 427 FE Engine. 1969s got a minor body restyle and facelift, with a new grille that was now horizontally-barred and stretched all the way across the nose, replacing the previous vertical split "electric-shaver" grille design. Taillights were restyled too, they now canted inward instead of outward, but the style was largely the same. A convertible model was added to the lineup this year. The GT-E and XR-7G models disappeared, but an all-new '''Eliminator''' was now the top performance model. Base engine for the Eliminator was a new 290 hp 5.8L (351 cid) Windsor V8, with the 390, 428 CJ and Boss 302 as options. There were a reported 2 total Eliminators sold with the Boss 429 engine. Eliminators also had the usual visual effects of the day of other muscle cars, such as a hood scoop (with a functional ram-air option) and a rear spoiler. Lesser base and XR-7s continued as before. 1970 Cougars got another new nose that went back to the split vertical bar design, but with a more pronounced center and hood extension. All engines continued as before (except the boss 429), but a new 300 hp 351 4bbl Cleveland V8 was added and the 390 was dropped. Since there would be an all-new Mustang for 1971, there would be a new Cougar as well.
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