Looking thru my website readership statistics, I've found that a number of people have searched and found Capri and Cougar pages and blog entries in amongst the 12,000 total pages that make up this site. To help surface all of this material I've added separate categories in my blogs for the Capri and Cougar. For the Capri, I'll cover both the American and German models... and maybe sometime in the future will say a few words about the obscure and thankfully dead Australian model.
I've been blogging for several years, and have discussed about the likelihood (very very very small) of a new Cougar based on the S197 Mustang. I've also covered the SVT-powered Cougar S on my site... there was exactly 1 prototype built (and later auctioned) before Ford cancelled the project after the decision was made to drop the European Mondeo (Contour) from production in the United States. I saw it in person, I photographed it, and web readers have found the pics on my site (1 is below). There have also been other Cougar or Cougar-esque (ex: the Mercury Messenger) concepts, prototypes, and showcars presented by Ford over the last 10 years - and those are also covered on my site.
And while I never owned an American FOX-chassis Capri (see my blog entry yesterday for the story of what happened there), I did own a German Capri and even ice-raced it (picture below). I wrote up that story up a few years ago from my tortured memories of the frozen wasteland of Buffalo.
The one Cougar I owned was in college - a '70 XR-7 (picture below). I wish I had it today because Cougars are appreciating in value and should continue to do so.
As with all my blogs, you can explore old postings two ways:
"Index of all Postings" to the upper left of the site
"Prior Posts by Date" to the upper right.
While Ford is 100% dead in the water on any possibility of a new Capri or Cougar (due to Bill Ford's incompetence)... I would believe that those names could come back again some day if small, lithe, and comfortable small coupes come back into fashion. Alas, the S197 Mustang is too large to make a modern Cougar or Capri... perhaps the upcoming all-new Australian chassis in the next decade could yield a new Cougar.
I was in Atlanta on unrelated business last week and took an opportunity to drive past the idled Ford assembly plant. It's right next to the airport, so it's an easy drive.
The parking lots were entirely empty, except for one near the office building where a number of (ex?) employees were coming out with very sad looks on their faces. I assume they were getting the last word on relocation or lack of new positions available.
This was a sad visit for me too. And while I've already written about the end of the Taurus, I have to wonder again why this award-winning high-quality plant and skilled workforce wasn't used for new products - such as the Five Hundred or Fusion.
Several years ago I met an Ford Atlanta employee at the SCCA Runoffs. He and I talked about the Taurus and it's future. At the time I was nearly all the way thru a short 2-year lease on my V-8 SHO Taurus and he was very interested in my experiences with it. He even asked me specifics about the transmission, previewing the exact same issue I ended up having with mine a few months later. He felt pride in the accomplishments of the plant, and he also felt ownership in the quality of the work. Just the kind of employee you'd want. He may well be on the unemployment line now... although I hope for the sake of Ford that he is working somewhere.
============= Ford Press description of plant:
PLANT INFORMATION
Plant Name: City: State: Country:
Atlanta Assembly Plant (Idled 10/27/06) Hapeville GA - Georgia USA
We came across this old press release from Mercury today - from 4 and a half years ago. Despite the statement in the press release, the Cougar and the Marauder both suddenly died the following model year. In media interviews at the time, many planned updates were discussed for both (a Cougar SVT version - announced and shown then suddenly cancelled, and a number of Marauder updates including a supercharged SOHC 2V 4.6 and even an aftermarket-supplied gauge package).
What happened?
The Cougar was based on the Contour/Mondeo chassis - which after several failed product plan churns was finally up for a replacement. The new Mondeo chassis - despite an early plan to bring it to the United States as a Mercury model - would not be seen in the United States (except from Mexican tourists driving them into the 'states - they get the full car and we don't!). So that had to change.
The Marauder, based on the Mercury Marquis, was initially a slow seller and a poor performer. Changes made to the engine (such as dual knock sensors, to allow more initial spark advance and low-end response) helped but major technology updates such as a 5-speed transmission weren't in the pipeline, and the supercharged engine was cancelled. As you know, "Panther" product plans would be kicked around for years before the decision was finally made to let it slowly fade out over time.
A dearth of product plans followed the installment of Bill Ford after the engineered departure of Jac Nasser. Jac was the target of a lot of unfair (and carefully orchestrated from the highest levels) negative attention after the Ford family decided to install the very-unqualified Billy Ford to protect it's financial interests. Many important product plans were cancelled in the political purge that followed the departure of Jac. Some of these plans include:
an all-new small rear wheel drive platform for Lincoln - smaller than the LS, purposefully designed to target the market known as the "3-series competitors". This is really astounding - Lincoln/Mercury would have had a platform that would compete with the G35 family. Unbelievable.
a major rev of the DEW (LS, T-Bird, Jaguar) platform, leading to many new models including a Panther replacement as well as a world-class Mustang chassis
all planned updates to the T-Bird and LS (supercharged engine, sport suspension, new dash, functional updates, and eventually a major platform update)
all advanced plans for Lincoln that were created as part of an effort to identify a "DNA" for Lincoln. These included a Lincoln Continental in the spirit of the early sixties model and a new Mark model. Both were built on a common version of an enlarged next-gen DEW chassis, but were very carefully and extensively tailored for their mission. If the production models had held true to the concepts, they would have been very unique and desirable in the marketplace.
So this leaves us with a struggling company, extensive platform re-use, a very poor financial rating (and getting worse), and many competitive issues.
CHICAGO, Feb. 6, 2002 - Since its founding in the late 1930s, Mercury has been a premium brand with products blending performance, comfort and luxury appointments. As Mercury designers, engineers and marketers begin work on a new generation of vehicles, the stylish convertibles, premium sedans, performance machines and family cars of the brand's past - and strong brand names like "Cougar" and "Marauder" - will provide ample inspiration for the future.
Early History
1937: Edsel Ford begins planning a new premium vehicle range between mainstream Ford "Blue Oval" products and Lincoln luxury cars. After considering a number of names, including "Winged Victory," Ford eventually named the brand Mercury after the winged messenger of the Roman gods, known for dependability, eloquence, skill and speed.
1939: The first model year for Mercury included four models, a sedan, two coupes and the Series 99A convertible. The Mercury coupes were considered by designers to be quite avant-garde for the era.
1945: The Lincoln-Mercury Division is established.
1948: Benson Ford, grandson of Henry Ford, is elected a company vice president and named general manager of Lincoln-Mercury Division.
1949: James Dean immortalized the 1949 Mercury when he drove a de-chromed six-passenger Mercury Series 9CM in the 1955 move "Rebel Without a Cause."
1949-51: Mercury coupes become the car of choice for performance tuners and hot-rodders who chopped the tops, removed body trim and filled the resulting holes with lead to create "Lead Sleds" - famous for their long, low, smooth appearance.
1950: Benson Ford drove Mercury's first Indianapolis 500 pace car, a Mercury Series OMC Coupe. The one-millionth Mercury rolls off the line in August.
1957: Mercury's second Indianapolis 500 pace car is a Turnpike Cruiser convertible.
1960-1979
1960: Mercury introduces the Comet, the first upscale compact car.
1963-64: The first Mercury Marauders, performance versions of Mercury's mainstream Montclair and Monterey sedans, debut at the dawn of the muscle-car era. Production Marauders capitalize on the success of the Bill Stroppe-prepared Marauder stock cars, including the one Parnelli Jones drove to victory at the 1963 Pikes Peak Hill Climb.
1965: Mercury Comets become drag-strip sensations thanks to Jack Christman, who developed the first Funny Car, a lightweight Comet with a supercharged, fuel-injected, nitro-burning 427-cubic-inch V-8.
1966: Once again, Benson Ford drives a Mercury pace car at the Indianapolis 500. His Cyclone GT convertible is super-tuned to achieve 0-60 mph in seven seconds.
1967: The first Cougar - Mercury's luxurious pony car - is named Motor Trend magazine's "Car of the Year." Chauncey, a three-year-old Cougar, stars in famous television ads for Mercury - "at the sign of the cat."
1968: Cale Yarborough wins the Daytona 500 in a Mercury Cyclone. Actor Jack Lord drives a triple black four-door Mercury Parklane Brougham on the hit television series "Hawaii Five-O."
1975: The Mercury Grand Marquis nameplate is introduced. Grand Marquis goes on to become Mercury's longest-running, best-selling nameplate, with more than 2.7 million sold.
1980-1999
1985: The aerodynamic Mercury Sable, offered as a space- and fuel-efficient front-wheel-drive sedan and station wagon, is introduced.
1992: The second-generation Sable is introduced.
1996: Mercury enters the sport-utility market with the all-wheel-drive V-8-powered Mountaineer. The third-generation Mercury Sable is introduced.
1998: Lincoln Mercury moves its headquarters from Detroit to Irvine, Calif. The Mercury Marauder Concept, powered by a supercharged 4.6-liter V-8, is unveiled at the Specialty Equipment Manufacturers Association (SEMA) show in Las Vegas.
1999: The fourth-generation Sable is introduced as a 2000 model. The new Sable offers a long list of safety and security features, including the Personal Safety Systemâ„¢, side-impact air bags for front-seat occupants and an emergency trunk release system.
2000 and Beyond
2000: Lincoln Mercury-dedicated product development, design and manufacturing organizations are established.
2001: The second-generation Mercury Mountaineer is introduced as a 2002 model. The new Mountaineer rides on an all-new chassis with four-wheel independent suspension and offers innovative features, including a third-row seat that folds flats into the floor. It is named a "Best Pick" by the Insurance Institute for Highway Safety. The production version of the 1998 Mercury Marauder Concept is unveiled at the Chicago Auto Show. The 2003 model is powered by an all-aluminum 4.6-liter DOHC V-8 and incorporates significant chassis and safety improvements planned for Mercury's rear-wheel-drive architecture.
2002: Brian Kelley becomes president of Lincoln Mercury. Susan Pacheco is appointed as director, Mercury Product Development, Elena Ford is appointed Mercury group brand manager and Darrell Behmer is named Mercury chief designer. The Mercury Marauder Convertible Concept is unveiled at the Chicago Auto Show. The 2003 Marauder and Grand Marquis arrive in dealerships in the summer.
Stretching the wheelbase of the already-huge Mustang isn't a good idea... we're talking about a fully loaded Cougar that would be way over 4000 pounds. The morbidly obese Shelby is already a few pounds from the mark in coupe form (and over the line in convertible... or with a driver on board). Weight is not a good thing... especially in this day and age. And the torsional rigidity of the chassis would suffer.
Furthermore, AutoAlliance doesn't have room for anything else in any kind of volume whatsoever... not even another 20k cars (as if a profit could be made on 20k cars a year - look what happened to the T'Bird) - unless Mustang sales dip. In two years time, however, the Mazda6 (built in the same facility) is replaced with a slightly larger model... if that car were to go elsewhere (for example to the Fusion plant in Mexico) then some space would be freed up. That doesn't mean the assembly line could handle any more volume, however. Major layout changes would be necessary.. .and that would be something to do at the next Mustang update (a minor update, apparently delayed to 2010).
But neither the Truth article nor mine (so far) has said anything about the point of a new Cougar - what market it would address. That's the big question.. one that Mercury lost 40 years ago when the '71 model was under design. As a former XR-7 owner (a rather large '70 - which is what the Truth's suggestion would yield) I can say that the car isn't about anything the current Mustang attributes could carry over into. It's upmarket, quieter, better ride, and effortless performance. The ride of the solid axle, for one thing, would never be acceptable (in fact it's terrible and the car hops skips and jumps over anything in the road).
Ok, I'm on an IRS rant again. My readers should have seen it coming. Lets take a step back.
What we need in a Cougar is a degree more sophistication than the Mustang (this isn't a Lincoln Mark, but it's in that direction). That requires an evolution: modern man, upright and tool-using instead of a slumped over knuckle-dragging caveman with a small brain.
Make the Cougar about sophistication.
Assuming use of the Mustang platform: put the IRS (already designed and production-ready) into the car as standard equipment. An IRS is a requirement for the 20th century, and it's a requirement for the more sophisticated market the Cougar will target. Of course, we already know the Camaro and Challenger will have an IRS, so perhaps this could be back-fit into the Mustang as well. I'm a sly one - whatever it takes to get this into the Mustang.
So I've added some weight here (~120 pounds for an SLA, less for a trailing-arm design. The IRS was designed into the platform from the beginning so there is a little less weight penalty here compared to the SN95), so lets remove some too.
First make the platform lighter by using more modern materials (more aluminum in the outer panels, doors, and even the roof - the S197 roof, BTW, is designed with that possibility). That car won't be able to get any smaller - we're stuck with a plus-size Mustang for probably 15 years.
And ditch the unsophisticated (and heavy) truck engines the Mustang is saddled with and use Ford's most modern engines:
the upcoming 300-horsepower direct-injected 3.5 DOHC V-6 as a base engine (next up after the base 265-horse version which debuts this fall)
offer the PAG 4.2 liter V-8 as the optional engine - since all of PAG is using that engine and since it was also used in the T-Bird and LS, there won't be a sharing issue. This engine will be updated in the next few years too and will offer more power and refinement.
Yes, these engines are expensive - but I'm not talking about a stipper $19,995 Cougar. This is a base-30k car, priced to it's market. And also note that these engines are much lower than the Mustang truck engines - enabling a lower hood on the hypothetical Cougar. And both considerably more advanced than Ford's sadly aged and dated "modular V-8".
The PAG V-8 opens the possibility of a performance engine (it will soon be offered in 500-HP form by Jaguar), but this is not a necessity right up front. I want a strong sensation of smooth and effortless power - a smoothness of the engine right up to redline, and flexible across the widest possible band. Drive a modern Infiniti or Lexus 3.5 V-6 and you'll see what I mean.
The exterior styling has to be 100% differentiated from the Mustang. Less of a fastback design will enable seats with more headroom. The styling, yes, should be done by someone other than Ford. The Truth has that one right. Except make it a competition across all of thr Ford Motor Company styling studios. Get a lot of input as to what the different mindsets see as the Cougar message. Remember that even the legendary J Mays explored a Cougar-type concept and by his own words at the time couldn't get it right.
The interior design has to be much more sophisticated than the Mustang. No cheap hard plastics (the bane of the current Mustang). I see a very modern dash that is oriented around a nav system in the middle section and offering a sophisticated (aka outsourced - the Mach series has never worked well) 5.1 sound system, with satellite radio and DVD.
And especially far better seats than any current North American Ford product. The seats in every current and near-term (aka Shelby) variant of the Mustang are absolutely terrible - no support in any area of your back or thighs. After suffering thru many of these terrible seats, I've come to the conclusion that the seat department at Ford is run by a obese person.
Ford can do better than this... or they can be brought in from Europe. Seats are a central and critical part of a car. And also please put a modern (small) steering wheel on the car - not the enormous Mustang wheel (carrying retro too far). Some manufacturers even out-source these to companies like Momo (Mitsubishi and Honda) and Momo has airbag systems that utilitize OEM airbag systems to reduce development costs. Like the seats, the steering wheel contributes an important feel to the car - something the owner will notice - and be dependent upon - in their every moment with the car. You can see I want a Cougar that provides tactile feedback.
And speaking of which, the Mustang steering system needs to be replaced. It's numb, little happens for the effort, and there is no feedback. Modern manufacturers outsouce steering rack systems to companies like Getrag. You may not be aware that Ford actually did this once - the last Taurus SHO has a Getrag steering rack. It worked well, especially on lower profile tires.
Aerodynamics? Yes, please - the "open mouth" Mustang has the aerodynamics and high speed stability of a truck. The new Cougar has to be sleek and svelte - like a cat on the prowl. It doesn't need to be a handling bruiser - although an optional handling suspension should provide flat and competent handling and no less .9g on a skidpad.
Competition for the Mustang? Yes it is going to compete - just as it originally did. You could say that since it all comes off the same assembly line, it will all add into the same bucket of money. Just remember, though, that senior Ford execs were very nervous about spending any kind of significant money on the all-new 2005 model.. and cut budget in several areas. The decision to build an all-new car has been vindicated... the market for luxury coupes is expanding. It's time to take advantage.
Would I buy one? Yes, and absolutely. I won't buy the Mustang because of it's stone-age suspension, hard plastic interior, and terrible seats. A Cougar that handles well and is a pleasure to drive on long trips would be a great daily driver for me.
Now that we're rewady to procees (or at least I am), there are two more problems to consider:
1. If Ford should pull a "GM" and make Ford of Australia responsible for all rear-wheel platforms... then a delay of some number of years would occur. The next Falcon platform has many of these same issues... except that a 4-dr and right-hand drive has to be offered and that will require some major platform redesign.
2. Ford is out of development money... plain and simple. Look at the overall health of Ford Motor Company and you see a disastrous North American market. Budgets are being cut right and left... platform sharing is the rule (which at least gives us the excellent Mazda6 and Volvo S60 platforms to use). The Mustang is forced to use unsophisticated truck engines.
Unique platforms like the Mustang (platforms which are not shared with anything else) will always be marked as an exception... with special budgetary rules and requiring a very large sales volumes to get any additional funds. The cars that make the bottom line in Ford - family cars, hybrids, large trucks, and even advanced hydrogen research - get all the major funds. These are all must-haves for the very future of the ocmpany - the Mustang is secondary.
So after all is said, we have two very major cost problems that will probably be impossible to overcome given the current conditions:
A Cougar as I've described, and built on the current Mustang platform, would cost Ford well over 600-800 million dollars to develop and launch.
An all-new worldwide rear-wheel drive platform would cost 3-4 billion dollars - on the low end if the inventive Australians are put in charge (and I believe they should be - the existence of the Falcon - much less FPV - is the proof positive of their worthiness).
Unfortunately, knowing Ford Motor Company... and the long history of the last platform (FOX/SN-95 - really one and the same platform) I seriously doubt we'll see major any resolution of these problems for 10 years.
Previous entries in my Archives series have shown various autocross and track events from the earliest days of my car hobby. Now I'll take a step a little further back and show my second college car: a 1970 Mercury Cougar XR-7.
Yes, that's me - wearing the T-shirt AutoWeek used to hand out with subscriptions 'way back then (AutoWeek enthusiasts will remember those, along with the large newspaper-print format).
The big Cougar replaced a '67 Mustang, which had very literally given it's all to my early college days. The Cougar was an XR-7 model, with leather and cloth interior (houndstooth cloth, very sharp), power everything, a vinyl top (the only one I've owned), and a 351 and automatic. I was the second owner, having bought the car from a nearby Corvette enthusiast who used the Cougar for daily driving.
The Cougar didn't handle at all, but it was a comfortable ride in it's time. It served me very well until I was ready for my first brand-new car. It did have some rust on it, of course (being a Ford), but not anywher enear as much as the '67 did. When I traded in the car, it was going to be used as a college car for the son of a local car dealer owner. It was in great shape, and I beleive it only had about 50k miles on it.
I wish I had the Cougar now - it'd be a good show car and there are very few around. I also understand the attraction of the Cougar, and would like to see Ford offer one on a modernized version of the S197 chassis.
I used the Cougar for a few TSD rallies, but my hobby really took off when I purchased a '79 Mustang Cobra the following year - doing even more TSD rallies but also starting a huge run of autocross and open track events that would initially last for 6 unbroken years. Since I was then stuck up north in the "rustbelt", half the year was of course shut down. But the other half of the year was absolutley consumed in autocross and track events every single weekend from the beginning of April until the end of October. "Those were the days".
Anybody out there still have one of these original AutoWeek shirts, or did have one originally?
CHICAGO, Feb. 6, 2002 - Since its founding in the late 1930s, Mercury has been a premium brand with products blending performance, comfort and luxury appointments. As Mercury designers, engineers and marketers begin work on a new generation of vehicles, the stylish convertibles, premium sedans, performance machines and family cars of the brand's past - and strong brand names like "Cougar" and "Marauder" - will provide ample inspiration for the future.
The Truth About Cars has an excellent article about the need for a new Mercury Cougar... and how it might be done. Good reading here: 
Yes, these engines are expensive - but I'm not talking about a stipper $19,995 Cougar. This is a base-30k car, priced to it's market. And also note that these engines are much lower than the Mustang truck engines - enabling a lower hood on the hypothetical Cougar. And both considerably more advanced than Ford's sadly aged and dated "modular V-8".
The interior design has to be much more sophisticated than the Mustang. No cheap hard plastics (the bane of the current Mustang). I see a very modern dash that is oriented around a nav system in the middle section and offering a sophisticated (aka outsourced - the Mach series has never worked well) 5.1 sound system, with satellite radio and DVD. 
