Ford Motor Company was in a serious financial problem during the early 1980s. Not only did the oil crisis, the economy and recession, and emissions laws of the late 1970s severely crimp any forward progress of the automotive industry, the styling of that era seemed to be in a bit of a rut. The only modern-looking car that Ford produced was the new Mustang (and arguably the Fairmont Futura). Granted, with Chrysler near bankruptcy and GM losing market share, it wasn't exactly the most glamorous time to be in the auto industry. Still, Ford believed they could pull the proverbial rabbit out of the hat sooner or later.
In 1980, the Cougar was abruptly downsized from its former two-ton heft and put on the Fox chassis, shared by many other Ford vehicles at the time. Mechanically this was a great move, as it future-proofed the car. The styling, though, was boxy and generic, a simple massaging of the former body which ended up looking a little sterile. In 1981, in an effort to bolster the Mercury model line, Ford resorted to slapping the Cougar name on a series of 4-door cars whose origin was the Fairmont/Zephyr line. And in 1982 the unthinkable: the Cougar name adorned a station wagon. Sales continue to plummet with no hope in sight, and badge engineering wouldn't save Ford this time.
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Meanwhile, Ford designers were at a crossroads: the 1980-82 cars weren't selling, performance was nonexistent, and any remaining semblance of Cougar heritage was being quickly lost. But the goal for an all-new Cougar and Thunderbird was still slated for 1983. The designers presented Ford chief designer Jack Telnack with their preliminary drawings; he was underwhelmed to say the least. He now infamously asked them, 'Would you be proud to have this car in your own driveway?' When the answers were a resounding 'no', he encouraged them to reach deeper and start again. The results were the 1983 Cougar and Thunderbird that we know today, truly modern aerodynamic masterpieces both then and now.
Still in the preliminary phase of the designs, the designers were told to maximize the differences between the Cougar and its mechanical cousin, the Thunderbird. A key prerequisite was a noticeable aerodynamic look, which not only made the shapes of the vehicles more fluid but also helped with fuel economy. Also of note was extensive use of computer-aided design (CAD), something that was once the stuff of fantasy, now a reality with the Cougar and Thunderbird.
Only two Cougar models were available for 1983: the base GS model, and the luxury/sport-oriented LS. Still, dealers had so much demand for the Cougar that they even sold a good number of 'value leader' cars, which was a fancy way of saying 'stripped down model'. Ford had required all Lincoln-Mercury dealerships to carry at least one of these cars. Mercury Cougar 1999 to 2002 Factory workshop Service Repair Manual. ThriftBooks sells millions of used books at the lowest everyday prices. We personally assess every Ford Tbird & Mercury Cougar '83'88 (Haynes Repair Manuals) John Haynes book's quality and offer rare, Ford Tbird & Mercury Cougar '83'88 (Haynes Repair Manuals) John Haynes out-of-print treasures. We deliver the joy of reading in 100% recyclable packaging with free standard.
The buying public was split evenly between the Thunderbird and the Cougar; they loved one and hated the other, mainly because of the roofline treatments.
One of the first new sketches was a lean, swoopy 'luxury sport coupe' which Telnack decided to use later on another vehicle, the 1984 Lincoln Mark VII. Giving a similar fastback roofline to the Thunderbird meant that there was only one way to differentiate the Cougar: by going vertical. A near-upright back window treatment was chosen, which gave it the advantage vs. the Thunderbird in rear seat headroom, but conceded a lower drag coefficient (Cougar's .40 versus .36 for the Thunderbird). The cars would share front and rear bumpers, hoods, fenders, doors and half of the glass. The rest of the body panels would be unique to each model. This parts sharing helped to keep tooling costs down, building in a bit more profit too.
The Launch
The cars debuted on February 26, 1983 as virtual mid-year models. Some initial problems—ramping up V8 production and getting the special uplevel model Thunderbird, the Turbo Coupe, into the mix—helped delay the launch by two full months. Ironically it didn't even matter: both cars were instant hits and sales shot rapidly upwards. The buying public was split evenly between the Thunderbird and the Cougar; they loved one and hated the other, mainly because of the roofline treatments. And that actually was the plan for Ford's marketing. The swoopy Thunderbird had a longer heritage and was the darling of NASCAR racers; the formal Cougar appealed to more luxury-oriented, sophisticated buyers. Even critics were divided, but all agreed that these cars marked the beginning of something new at Ford, and quality was always mentioned as an important improvement.
The Design
The pervasive description of the 1983 Mercury Cougar is that it blended formal and aerodynamic ('organic') shapes. However, the word 'sculpted' might be a much more accurate description. As slippery as it looked, the shapes created by the new body certainly could have been chiseled from steel instead of stamped. Most striking is the reverse 'C' around the side quarter windows, creating a unique but rather obtrusive C-pillar. A few heritage features from previous Cougar models were included, especially the 3-tier taillights and trunklid raised center section ('hump') derived from the late 1970s Cougars, the best-selling Cougar models in its history.
Other features continued the modern theme with an eye toward heritage. Aircraft-style doors improved sealing and reduced wind noise. A traditional Mercury waterfall grille, stand-up hood ornament, deeply recessed quad headlights and integrated side markers completed the slightly canted front end. There was still chrome on the car, but it was much more understated and refined, accenting key parts of the car like the headlight buckets, B-pillars, greenhouse area and the horizontal wraparound beltline molding. The Fox chassis' relatively low cowl allowed for nice touches like concealed wipers under the edge of the hood. Fit and finish for that era were surprisingly good, and the car felt exceptionally tight thanks to extensive use of adhesives and modern manufacturing techniques. Even the paint was high-tech: a new, state-of-the-art laser guided paint system was installed at Ford's Lorain, OH, USA assembly plant specifically for these cars. As a result the paint finishes were markedly improved over past years' offerings.
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Only two Cougar models were available for 1983: the base model (technically called the GS but never labeled as such), and the luxury/sport-oriented LS. Both designations had been used in the previous version of the Cougar. This was one of the few model years in Cougar history where no XR7 model was offered. That model would have to wait one more year.
Options
The options list was exceptionally long, unusual for a first-year car. But that was simply a testament to Ford's marketing department, which had a knack for listening to customers very closely and therefore translating their wishes to the options list. Popular options, such as power windows, air conditioning and speed control, could be bundled in a PEP (preferred equipment package), saving customers hundreds or even thousands of dollars over ordering them separately. And that was important because, even though the economy had started to improve by 1983, it was still sometimes difficult for North Americans to purchase a new car. And the Cougar was not cheap: its base price of over $8000 US was noticeably above its competition, and a fully loaded car easily broke the 5-figure mark. Ford touted the Cougar's superior build quality and shape to overcome the price differences, and fortunately that strategy worked.
Only two Cougar models were available for 1983: the base GS model, and the luxury/sport-oriented LS.
1990 Mercury Cougar Xr7 Parts
Still, dealers had so much demand for the Cougar that they even sold a good number of 'value leader' cars, which was a fancy way of saying 'stripped down model'. Ford had required all Lincoln-Mercury dealerships to carry at least one of these cars. No power windows or locks, no a/c, no passenger side mirror, no creature comforts, even a radio delete for credit—this is virtually unheard of today, but in the early 1980s a lot of cars were sold like this. It was a clever way for a customer with little money or perhaps not-so-good credit to still get into the Cougar's sumptuous shape. Today, a value leader car is considered a pretty rare sighting, as most of the cars sold were equipped with popular options.
Drivetrain & Chassis
Mechanically, the wheelbase was now 104', down from the 112' of the 1980-82 era, but still larger than a Mustang's 100' wheelbase, sliding the Cougar squarely into midsize range. Rear seat room was still good for its time (although it's relatively cramped by recent standards). A modified MacPherson strut/A-arm suspension, a Fox-chassis feature, delivered a decent ride with deft handling. The rear axle was a traditional 4-point configuration with outboard shocks and springs. Braking was handled by rather smallish 10' discs in front and 9' drums in back. A decent-sized front sway bar was standard, with V8 models receiving a thin rear sway bar. Wheels were a standard 14' with several hubcap styles, and a metric TRX alloy rim with performance tires was optional.
Engine choices for the truncated 1983 model year consisted of a carbureted 2-bbl 112hp 3.8L (232 cid) V6 as the standard engine, and the optional EEC-III controlled fuel injected 5.0L (302 cid) V8 putting out 130hp. The V8 was considered a running addition, although the delay in the car's launch probably allowed for full V8 production from the start. There was no higher performance engine for 1983 because there was no XR7 model. Canadian models had carburetion for both engines; they would gain fuel injection in subsequent model years.
The standard 3.8L V6 engine.
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The optional 5.0L V8 engine.
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The interior was largely a carryover design from the theme found in 1980-82 XR7 models. This is a Cougar LS interior, as denoted by the woodgrain dash panels. Also shown is the optional full electronic instrument cluster. Leather seating was an option.
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The base (GS) model's interior featured brushed aluminum-look dash panels and matching analog instrument cluster. The base instrumentation was minimal at best, since Ford could not afford to create an all new interior—that would have to wait until the 1985 model year.
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Rear quarter view. Note the 3-tier taillamps that harken back to the 1977-78 models.
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Twin bucket seats with a full-length console were standard on all Cougar models. The base door panels featured a one-year-only Cougar emblem. Vinyl seats were optional.
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There were actually two different types of map pockets on the doors of 1983 Cougars. Early cars had this mesh-style map pocket and shortened armrest, while later door panels had the full one-piece armrest with integrated map pocket.
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Among the rarest of the Fox Cougar-era interiors is the Opalescent option, which featured pearl white-colored panels and seats along with colored carpeting and dash. It was available in combination with Medium Red, Academy Blue (shown here), Charcoal, and Desert Tan. This was a one-year only option. It's taken us well over a decade to find photos of this interior, even though it's been well documented since the cars were new. This leads us to believe that they were very low in production.
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The door panel in Opalescent. Note the lack of carpeting in the lower section and the lower armrest/map pocket area.
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A look at the Opalescent rear seat. Fox Mustangs of this era had similar interior options so it seems that Ford carried over a similar package to the Cougar.
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This poor Cat was found in a salvage yard, but the Opalescent and Charcoal interior looked pretty clean to us.
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A popular option was vent windows, which sometimes substituted for air conditioning and let a nice cross breeze into the vehicle. It was a rather unexpected feature but a nice touch indeed, and a hint that the Cougar was leaning more toward luxury (and Lincoln) territory with its offerings.
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A cutaway view of the all-new 1983 Mercury Cougar.
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Conclusion
It turns out that Ford's gamble with aerodynamic cars was the correct one. It not only paid off with the Cougar and Thunderbird but it paved the way for equally important future cars such as the 1984 Lincoln Mark VII, the 1984 Tempo/Topaz, and the 1986 Taurus/Sable. Sales were noticeably improved over previous years and the Cougar now had one thing that it hadn't had in a very long time: clout. It instantly became the benchmark for midsize rear-drive luxury coupes and left its domestic and foreign competition scrambling for a response. Still, Ford wasn't resting on its laurels. The subsequent model years would see the return of a performance-oriented XR7 model and refined styling. The interior, while not horrible, needed freshening almost from day one, and even Ford officials have admitted that it wasn't their best, but it was adequate enough for launch. Thanks to increased profits from the sales of the Cougar and Thunderbird, Ford was able to attend to these issues in relatively short time. For now, there was an all-new Cat on the prowl in the streets of North America, Lincoln-Mercury dealers had a hit product, and things were looking bright for the first time in a long while.
Features Unique to 1983 Cougars:
- Stand-up hood ornament (one year only)
- Clear turn signals in front bumper (one year only, although some early 1984s had them)
- 'Electronic Fuel Injection' fender emblems (one year only)
- 'LS' fender emblems (one year only)
- Metal waterfall grille (found on some models; later grilles were plastic)
- Windshield washer nozzles (redesigned in 1984)
- Hood hinges (redesigned in 1984)
- Stalk-mounted horn (one year only, although some early 1984s had them)
- Talking voice alert chime module (replaced with standard chime in 1984)
- Steering wheel (4-spoke design, one year only)
- Radio panels (chrome outline was one year only)
- GS brushed aluminum dash panels (lighter than 1984 panels)
- GS gauge cluster (lighter than 1984 cluster)
- GS door panels (cat head emblems)
- GS steering wheel center (brushed aluminum, one year only)
- LS door panels (cat head emblems)
- LS steering wheel center (woodgrain, one year only)
- Walnut interior color (one year only)
- Opal two-tone seat option (one year only)
- Polar White, Light Charcoal, Light Academy Blue exterior colors (light blues were unique to each model year)
Tech Specs
CATEGORY | DETAILS |
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ENGINES | Standard: 112 hp 3.8L (232 cid) V6 Optional: 130 hp CFI 5.0L (302 cid) V8 |
TRANSMISSIONS | 3-speed automatic (C5) - standard on V6 4-speed overdrive automatic (AOD) - optional on V6, standard on V8 |
BRAKES | Front: 10.0' vented disc Rear: 9.0' drum |
SPECIFICATIONS | Wheelbase: 104.0' Overall Length: 197.6' Overall Width: 71.1' Overall Height: 53.4' Cargo Capacity: 14.6 cubic feet w/mini spare; 13.2 cubic feet with full spare Fuel Capacity: 21.0 gallons Passenger Rating: 4 |
CURB WEIGHT | 3099 lbs. (V6 GS) |
HOW TO SPOT ONE | The stand up hood ornament; chrome strips on the B-pillars (all models); 3-tier taillights; clear front turn signals. 1983 LS models had a fender badge behind the front wheel. All 1983's had a square-centered steering wheel. |
RECALLS | V6-232 3.8L Emissions Recalls 1. 88E74 FEB 89 Recall 88E74 Emission Control System Modification V6-232 3.8L General Recalls 1. M24M25 AUG 83 Temporary Reduction In Power Steering Assist 2. #0782021983 FEB 83 Service Recall and Owner Notification Program Index Update V8-302 5.0L General Recalls 1. M24M25 AUG 83 Temporary Reduction In Power Steering Assist 2. #0782021983 FEB 83 Service Recall and Owner Notification Program Index Update |
Production Breakdown
- 75,743
- 75,743
GS + LS Production |
Note: We do not have separate breakdown figures for the GS and LS models as of now.
The 1985 Mercury Cougar was all about one thing: refinement.
For its third year of the aero body style, the 1985 Mercury Cougar finally received an all-new interior, with a more modern dashboard and thicker carpeting for better sound insulation. In order to allow for a U.S. government-approved 5 passenger rating, the front seats were 60/40 split with a 'consolette' and padded armrest attached to the driver's seat (the full console was still an option, although it dropped the passenger rating to 4). New instrument clusters finally gave solid information to the driver, and there were now more choices for the radios. The exterior was slightly tweaked toward refinement and smoothness with all Cougar models receiving flat, smoked taillights and a new Mercedes-style crosshair grille. Engine and drivetrain choices were carried over from 1984 with minimal changes.
1985 Cougar XR-7
Following the launch of the turbocharged 4-cylinder XR-7 model in 1984, the big news for 1985 was an upgraded interior, one that was more properly suited to the XR-7's sporty nature. An all-new analog gauge cluster was much more informational, with the tachometer and speedometer larger than the surrounding gauges (oil pressure, water temp, ammeter and fuel level). On the outside the XR-7 gained a new front bumper with integrated fog lamps, as well as wide bodyside molding with new XR-7 nomenclature. Retained were body colored mirrors, charcoal window trim, and the tri-band lower striping. Performance-wise the 1985 Cougar XR-7 was tweaked slightly in the engine department, with manual-equipped cars gaining 10hp, now up to 155hp, while the automatic cars remained at 145hp. New 15' aluminum rims were now standard on the XR-7, with Goodyear Gatorback 225/60VR15 performance tires providing relatively sticky contact patches for the nimble Cat.
The new interior brought in much-needed ergonomics with European flair. The design was slightly canted toward the driver without any hint of claustrophobics and all controls were within relatively easy reach. Also note a new 2-spoke sport steering wheel, optional on the XR-7.
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The standard leather-wrapped A-frame steering wheel, which was standard on the XR-7.
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The new center stack featured a storage bin above the radio (not shown) if the EQ option wasn't checked. New radios and an all-new heater panel greatly modernized the dash, while the optional System Sentry was relocated to the lighter panel on console-equipped cars. A new dark butcher-block style dash panel was unique to the XR-7.
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The XR-7's analog gauges set the standard for Cougar—and, really, Fox-chassis—design. All gauges were in perfect view relative to the steering wheel. Note the integrated boost gauge inside the tachometer.
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Once again a two-tone grey interior was the only choice for the XR-7. The seat materials were actually the same colors as the previous year; shown here are standard cloth articulated seats with the automatic shifter.
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This XR-7's leather seats were monochromatic Charcoal in color; note the 5-speed manual shifter. Lumbar control was power this year, a big upgrade from the previous year's hand squeeze bulb control.
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Rear seats in the XR-7 and LS gained integrated head rests.
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An all new premium 'high series' door panel was standard on the XR-7 and LS models. Featuring a multi-part assembly, carpeted lower sections and luxury upper inserts, these door panels more fluidly enhanced the Cougar and its all new interior than previous high line panels.
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The new aluminum 15' wheels were a big step up in both size and performance tire capability. Identical to the same rims used on Mustangs and Capris, the now infamous '10-hole' wheels looked great and almost supplanted the notorious TRX wheel (although that was still an option). Also note the new XR-7 molding in front of the wheelwell opening. The tri-band striping is also noticeable here.
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The 2.3L turbo-4 engine, relatively the same as the previous year. Automatic-equipped cars got the standard 145-hp version while 5-speed cars gained 10hp, up to 155hp.
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1985 Cougar LS
The Cougar LS received virtually no exterior changes save for the removal of fender emblems and the new flat hood ornament. The LS retained the chrome strips on the B-pillar trim as well as the electroluminescent coach lamps and bright rocker panel trim.
Cougar LS once again sported woodgrain dash panels. The steering wheel was now a dark charcoal in color on all models, except those with the Sand Beige interior, which received dark brown steering wheels. The standard wheel was still the A-frame design. Shown here is the new optional full digital instrument cluster featuring a bar-graph tachometer, integrated fuel computer, switchable ancillary gauges (amp, oil) and speed and service reminders.
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The new consolette featured a padded flip-up armrest, coin holders, a storage tray area, and housed the power mirror, window and seat controls for those cars so equipped.
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One of the new consolette's more novel features was this integrated cassette holder assembly. At the push of a button, the holder would pop up to reveal a pre-inserted cassette. Unfortunately this assembly was rather flimsy and rarely worked as intended. However, it could be removed completely to leave a more usable storage area underneath.
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A popular option on the Cougar was keyless entry, which featured a numeric keypad over the driver's door handle. Once the code was entered the driver's door would unlock, and additional numbers could unlock the passenger door and trunk, as well as lock both doors.
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A very rare option was this one-year-only graphic equalizer for the stereo system. Ford revamped the wiring for all of its vehicles in 1986, which necessitated a different equalizer then, and no EQ was offered in 1984, leaving this model year as having its own unique graphic EQ.
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1985 Cougar GS
The base GS model gained almost no changes on the exterior for 1985, save for the new taillights and new grille. Inside the base seating material was changed, a few new colors were introduced, and even the base model was maturing in style and offerings.
The all-new dash for the Cougar was now asymmetrical, with a new center stack to accommodate much more modern controls. Side window demisters were standard. The center stack now one more standard slot than before. The GS and LS models shared woodgrain dash panels. With the consolette as standard, a new push open/close ashtray was fitted in the area where a full console would mate to the dash. This interior is shown in Regatta Blue cloth.
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Shown here is a GS with the optional full console and individual bucket seats in Sand Beige vinyl. Note that the steering wheel, steering column, dash top, and dash panels are trimmed in dark brown instead of the normal standard charcoal color. This was standard only in tan-colored interiors.
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The base instrument cluster featured a combination of styles that Ford used throughout the years. The speedometer and odometer were full digital; the fuel and temp gauges were analog; and the oil pressure and amp gauges were warning lights. Rather unusual by today's standards, this base cluster was a huge step forward from the previous clusters. There were even provisions for secondary warning lights (door ajar, low washer fluid, low beam out, etc.) if so optioned.
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The new Mercedes-style grille lent an air of sophistication with its butcher-block inserts. According to a published report, the 1985 Cougar's grille was made of die-cast zinc by New Jersey Zinc Company of Palmerton, PA and was the first grille to be made from the exotic metal in the U.S. in over a decade. It also weighed 4.75 pounds...and it shouldn't surprise anyone that Ford ordered an identical—but much lighter—ABS plastic grille shortly thereafter for later 1985 Cougars.
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A look at the new flat-style smoked taillights on the Cougar. Nomenclature was moved from the trunklid to the reflector on the bottom of the taillights. The outer acrylic was slightly smoked for a custom touch.
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The new taillights on a Light Sage Metallic Cougar.
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The 5.0 CFI V8 was still offered as an option on both the GS and LS models, with no changes from the previous year. Power output remained the same at 130 hp.
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The 3.8L V6 rated at 120 hp remained unchanged. Canadian models now received the same CFI treatment as the U.S. did in 1984.
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Conclusion
Although sales dipped a bit in 1985, the Cougar still continued to be refined. The 1985 model was a big step over the 1983-84 Cats, in terms of quality, options and materials. At this point, Ford was considering a restyling the Cougar for 1986, before an all-new rear-drive platform (now known as the MN12 chassis) debuted in the late 1980's. However, as usually happens in the automotive industry, the program ran a bit late. Besides, the Cougar was wildly popular and selling quite well, so there was no reason Ford could not milk one more year out of the car—which is exactly what happened in 1986.
Features Unique to 1985 Cougars:
- Graphic equalizer (one year only style)
- Light Sage exterior color (one year only)
- Dark Sage exterior color (one year only)
- Pastel Regatta Blue Metallic exterior color (light blues were unique to each model year)
Tech Specs
CATEGORY | DETAILS |
---|---|
ENGINES | GS: 120 hp CFI 3.8L (232 cid) V6; optional 130 hp CFI 5.0L (302 cid) V8 LS: 120 hp CFI 3.8L (232 cid) V6; optional 130 hp CFI 5.0L (302 cid) V8 XR-7: MPI OHC turbocharged 2.3L (140 cid) I-4; 145 hp (automatic) / 155 hp (manual) |
TRANSMISSIONS | 3-speed automatic (C3) - XR-7 only, standard 5-speed manual (T-5) - XR-7 only, optional 3-speed automatic (C5) - all V6 models 4-speed overdrive automatic (AOD) - all V8 models |
BRAKES | Front: 10.0' vented disc Rear: 9.0' drum |
SPECIFICATIONS | Wheelbase: 104.0' Overall Length: 197.6' Overall Width: 71.1' Overall Height: 53.4' Cargo Capacity: 14.6 cubic feet w/mini spare; 13.2 cubic feet with full spare Fuel Capacity: 21.0 gallons (GS & LS); 18.0 gallons (XR-7) Passenger Rating: 5 (4 with full console option) |
CURB WEIGHT | GS: 3,084 lbs. XR-7: 3,100 lbs. |
HOW TO SPOT ONE | 1985 Cougars had flat taillights, new interior, new-style grille, but lack of third brake light in rear window. |
RECALLS | Cougar/XR-7 4-140 2.3L SOHC Turbo General Recalls 1. 87M50 APR 87 Inspection and Replacement of Thick Film Ignition Modules V6-232 3.8L Emissions Recalls 1. 89E77 AUG 89 Emissions Recall 89E77 Emission System Modifications 2. 88E73 APR 89 Recall 88E73 CAT Convertor and Y-Pipe Replacement V6-232 3.8L General Recalls 1. M56 FEB 88 Heater and Engine Bypass Hose Replacement - Program M56 V8-302 5.0L Emissions Recalls 1. 90E94 MAY 91 Emissions Recall 90E94 |
Production Breakdown
GS + LS Production
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XR-7 Production
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Mercury Cougar Accessories
Note: We do not have separate breakdown figures for the GS and LS models as of now.