The Mercury Bobcat - Why It's Not As Bad As It's Reputation

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A transcript, created by AI and edited by a staffer, is below.

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Transcript:

The Mercury Bobcat was Mercury's first subcompact car sold in North America. While it was essentially a rebadged Pinto, it provided an inexpensive option with good fuel economy at a time when such a car was needed. It also arrived just as the National Highway Safety Administration began investigating rear-collision fires in the Pinto, which generated significant negative press. In this video, we’ll look at the Bobcat and discuss the rear-end collision fires at the end.

The Bobcat was first introduced in Canada in 1974 as a two-door sedan, a three-door runabout, or a two-door station wagon. It was essentially a Pinto with a slightly different egg-crate grille and wider tail lamps. The standard engine was an 80-horsepower 2.0-liter inline four-cylinder, with an optional 89-horsepower 2.3-liter Lima inline four-cylinder producing 112 pound-feet of torque. A four-speed manual transmission was standard, with a three-speed Ford C3 automatic available as an option. Standard features included 5 mph impact bumpers front and rear, rack-and-pinion steering, front disc brakes, color-keyed carpeting, slotted Argent wheels with hubcaps, and a fold-down rear seat. Optional packages included the Sport Accent Group, the Deluxe Bumper Group, and the Villager Group for wagons, offering a mix of styling, luxury, and convenience features. Other options included air conditioning, a vinyl roof, sunroof, rear window defroster, anti-theft alarm, suspension and handling package, 13-inch steel-belted radial tires, and AM or AM/FM stereo. Canadian dealers delivered about 10,000 Bobcats for 1974, considered a solid start.

In 1975, the Bobcat was introduced to the U.S. market. The two-door sedan was dropped, leaving only the three-door coupe and station wagon. Mercury refreshed the front with a unique hood and grille featuring small parking lamps, and the tail lamps were widened. Seat covers were redesigned, the 2.0-liter engine was replaced by the 2.3-liter as standard, and a 93-horsepower 2.8-liter V6 became optional, producing 140 pound-feet of torque. New options included trim rings, slotted aluminum wheels, and power steering for V6 models. Road & Track noted that the Bobcat looked like a Pinto in a new suit, emphasizing style and luxury over ergonomics. Performance tests showed 0-60 mph in 15.4 seconds and a quarter-mile in 19.9 seconds at 67 mph.

Mercury updated the Bobcat in subsequent years. The 1976 model added the “MPG” designation and new options like tilt wheel, speed control, power door locks, and a full-length console. The 1977 model introduced electronic Durospark ignition, aluminum bumpers, high-back bucket seats, and an optional all-glass rear window. The 1978 model added new exterior and interior colors, an AM/FM cassette option, and wire wheel hubcaps. The 1979 Bobcat received a substantial refresh with a new hood, fenders, grille, rectangular headlamps, updated dashboard, seats, door panels, and new stripes for the Sports Accent Group. The 1980 model dropped the V6 option, leaving the 2.3-liter four-cylinder as the sole engine, with two-tone paint and Sports Accent Group options including a blacked-out hood, front air dam, and rear spoiler. 1980 was the Bobcat’s final year, replaced by the front-wheel-drive Mercury Lynx in 1981. Over its seven-year run, Mercury dealers delivered 224,046 Bobcats in the U.S. and Canada, averaging around 32,000 units per year.

Regarding the safety controversy, both the Pinto and Bobcat were studied extensively in business ethics and legal classes due to their fuel tank design, which could be damaged in rear-end collisions, sometimes causing fires. The tank lacked reinforcement between it and the rear panel, meaning a collision could drive it into the differential, where protruding bolts could puncture it. Reports suggested Ford was aware of the risk early on but delayed action, resulting in lawsuits and criminal charges. Ford was acquitted of criminal charges but paid millions in settlements and legal fees. On June 8, 1978, just before the National Highway Traffic Safety Administration could issue a formal recall, Ford voluntarily recalled 1.5 million Pintos and Bobcats, installing polyethylene shields, extending filler tubes, and improving tank seals. Later analysis argued the Pinto was no more prone to fire than comparable subcompacts of the era, with fewer fatalities than initially reported.

The key takeaway is that once Ford became aware of the issue, it should have acted promptly instead of resisting recalls. Today, manufacturers are much quicker to address safety concerns, which is reflected in the volume of recalls we see.