Cougar XR7 for 1989 and 1990
Ford Motor Company was in full upswing during the late 1980's due to the success of the Fox-Chassis Thunderbird and Cougar program. Enthusiasts were pleased that the Turbo Coupe gave some street credibility to the Thunderbird and guys like us only wanted more. On the other hand, since the Turbo Coupe drivetrain was not offered in any 1987 or 1988 Cougar, Mercury performance enthusiasts were bracing for a let down. Fortunately, back in 1983, the early styling concepts for the next generation Thunderbird and Cougar were germinating. Regardless of the final design, the next chassis was to be dubbed the "MN-12". Plans originally focused on a front-wheel-drive solution, but the Ford design team lead by Dave Turner, Allen Ornes, and Ted Finney eventually offered a live-axle, rear-wheel-drive concept. Contrary to popular trends, this solution for the MN-12 received approval from Ford production by mid-1985. That's right, take a peak under any 1989-1997 Thunderbird or Cougar next time you are at the wrecking yard and you'll see even the base models have a fully independent rear suspension. Ford's new chassis would provide a significant advantage over the competing G-body General Motors cars. Buick Regal, Oldsmobile Cutlass, Pontiac Grand Prix, and the Chevrolet Monte Carlo were now moving to front-wheel-drive. Starting in 1987 the Chrysler LeBaron was also a front-wheel-drive vehicle.

The MN-12 program was initiated when Ford required a new platform to accommodate developments in powerplant design. Starting in 1989, Cougar and Thunderbird would be motivated by the 3.8L V6. Since the turbo 4's of 1983-1988 had proven successful, engineers opted for a supercharged version of the 3.8L V6 by using the Eaton M90. Combined with the fully independent suspension of the MN-12, the decision to force-feed the 3.8L V6 would bring the 1989 Cougar XR7 closer to, if not past, the original identity of agility and speed framed by the introduction of the 1967 Cougar. The motor would go on to be offered in only the 1989 and 1990 XR7 and 1989-1995 Super Coupe. Eaton had been pushing Ford to incorporate the modified Roots-type positive displacement pump since 1977. Differences between the supercharged 3.8L and the naturally aspirated 3.8L didn't stop with the Eaton blower. The standard V6 used a traditional distributor with the EEC-IV system while the supercharged V6 used a distributor-less setup with remote-mounted ignition coil packs and a distribution block for the plug wires. XR7's and Super Coupes used a copper and brass downflow radiator, unlike the standard V6.

As Mercury had initiated in 1987, two Cougar models continued for the 1989 model year. The base model but luxury-oriented LS, and the aforementioned supercharged XR7. Contrary to the 1967-1/2 Cougar XR7, the badge now meant serious performance in 1989, not just aesthetic accents. Marketing surveys played a major factor in the features of the new Cougars. Only 6 parts would carry over from the 1988 model year and into 1989, including the name and the Cougar logo.

Early into the design stages, differentiation of the Cougar from the Thunderbird was addressed. Since the Cougar's controversial formal roofline was so successful, designers decided to continue the theme. The Thunderbird was to include an even more swept back rear window than the prior Fox-Chassis Thunderbird. Also, since profit margins were higher, the two cars now did not have to share front and rear bumpers, headlight configurations, or hoods. The Cougar was to retain a grille while the Thunderbird would go "grille-less". The vertical bar theme in the taillights that started with the 1987 Cougar, went a little further with Mercury's signature black faded-bar look of the late-80's. The "C"-pillar window was now squared off. The flanks were more slab-sided with a tasteful body line running along the bottom section of the car. The short deck, long hood look also carried over. The rear taillight section gently curved around now. The cowl height was significantly decreased as well, resulting in greater sight from the windshield. Visually, the squared off corners allowed the car to look much bigger than it actually was and helped keep the Cougar's formal-looking shape.

The MN-12 chassis was stretched significantly to accommodate a larger rear seating area from the previous 104.2" to an even 113". This extra 9" went primarily into rear leg room. The independent rear suspension was the highlight of the car. In front, a new short and long arm suspension with modified MacPherson struts were in order. The entire underside of the car was carefully designed for the smallest possible driveshaft tunnel and precise routing of the exhaust system, yielding an almost totally flat underside, minimizing aerodynamic lift. As a result, one fairly odd feature of the car was that fuel tank cutout that accommodated the driveshaft.

Ford was serious about the performance aspect of the XR7 and it spared no option when building the car. Everything the new Thunderbird Super Coupe had, the XR7 also shared including an adjustable sport tuned suspension, standard anti-lock brakes with four-wheel discs, uplevel interior, monochromatic paint scheme, and 16" wheels. The 1989 and 1990 Cougar XR7 was truly a driver's car with a tenacity for being pushed through curves, luxurious appointments, and modern interior with performance-minded analog gauges. All Cougars from 1989 onward had sport bucket seats with a center console and floor shifter.

The XR7 and Super Coupe were both introduced to the public on December 26, 1988. Sales were instantly great for both cars. The quality of the cars did not go unnoticed when Motor Trend magazine named the 1989 Thunderbird Super Coupe as its Car of the Year, narrowly beating out the Cougar XR7 for the title. Since the Thunderbird Turbo Coupe had just won the same award in 1987, some Cougar fans were a little miffed. And rightly so, the award would probably have helped sales of the XR7 tremendously and perhaps more enthusiasts would now be aware of the hottest Cougar to be released since the Eliminators of 1969 and 1970.

Overall, 1989 was an exciting time for the Ford Motor Company, more specifically for the Mercury Cougar and the performance set. The fruits of Ford's labor had begun to pay off. Profit margins allowed them to sink considerable amounts of money into new platforms and engines. In fact, the MN-12 Thunderbird and Cougar was a $2 billion program. Unfortunately, the supercharged Cougar XR7 was dropped after 1990 and both the MN-12 Cougar and Thunderbird were cut after the 1997 model year.

Maintaining the Cougar Mark
The reintroduction of the Cougar in 1999 was unsatisfying for performance-minded enthusiasts looking to get a semblance of the real Cougar. The most recent front-wheel-drive models faded quietly after 2002. The thought of Mercury bringing back a Cougar reminiscent of the 1989 and 1990 XR7 seems unlikely considering the climate at Ford Motor Company today. Either way, hands-on Ford enthusiasts will continue to rebuild and modify the used, low dollar, performance Ford-powered machines of yesteryear. Mark Kovalcik of Clio, Michigan is one of those guys. Let's take a look at how Mark is doing Ford and Mercury a favor by maintaining Cougar's essence of agility, elegance, and speed in his 1990 XR7.