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Mercury (automobile)

Mercury was a brand of mid-priced automobiles produced by American manufacturer Ford Motor Company between 1938 and 2011 with 1939 being the first model year. It stood as its own line within Ford until 1945, and thereafter formed half of Ford's Lincoln-Mercury Division. The brand was created by Edsel Ford in 1938 to bridge the gap between the Ford and Lincoln model lines.,

In addition to serving as a combined sales network for Ford's two premium automotive brands, Lincoln-Mercury also represented the Continental (1956–1960), Edsel (1958–1960, formally designated Mercury-Edsel-Lincoln Division) and Merkur (1985–1989, forming Lincoln-Mercury-Merkur). Through the use of platform sharing and manufacturing commonality, Mercury vehicles shared components and engineering with Ford or Lincoln (or both concurrently), serving as counterparts for vehicles from both divisions.

Following an extended decline in sales and market share for Mercury, Ford announced the closure of the division at the end of 2010.

History
During the mid-1930s, under the leadership of Edsel Ford, Ford Motor Company discovered that it needed to expand its brand footprint to match its largest competitors. In 1935, Ford offered only its namesake brand and the cars of its Lincoln Motor Company division. In contrast to the comprehensive line of brands from General Motors (seven) and Chrysler Corporation (four), Ford offered its Ford Standard/DeLuxe V8 range and the Lincoln Model K. In contrast to the Ford V8, the Model K was among the most expensive vehicles built and sold in the United States, rivaled in price by the Cadillac V-12 (and V-16), Duesenberg Model J, and the flagship lines of Mercedes-Benz and Rolls-Royce.

To address the gap between Ford and Lincoln, Ford Motor Company launched its own version of the late 1920s General Motors Companion Make Program, leading the company to expand from two nameplates to five by the end of the decade. For 1936, Lincoln-Zephyr was introduced as a sub-marque of Lincoln, giving the line a V12 car competing against the LaSalle and Buick, the Chrysler Airstream and Airflow, and the Packard One-Twenty. For 1938, De Luxe Ford became a sub-marque of Ford, offering a higher-price V8 car with a model-specific interior and exterior trim.

In 1937, Edsel Ford began work on Mercury as a completely new brand, personally selecting the Roman god's name from over 100 options – in spite of the name having been used just four years earlier for the Chevrolet Mercury and no fewer than seven separate failed automobile companies from 1903 to 1923.

In November 1938, Edsel Ford introduced four body styles of the Mercury Eight at the New York Auto Show. Along with a two-door sedan and a four-door sedan, the Mercury was also introduced as a two-door convertible and a two-door trunked sedan; the body design was overseen by E.T. 'Bob' Gregorie. While similar in concept to the modestly restyled De Luxe Ford, the V8-powered Mercury was an all-new car sized between the V8 Ford and the V12 Lincoln-Zephyr.

1939–1940s
For 1939, the Mercury was launched at a starting price of US$916 ($0 in dollars); over 65,800 vehicles were sold in the inaugural model year. In response to the popularity of the model line, Ford revised its branding structure after 1940; De Luxe Ford was discontinued as a sub-marque (returning to its previous use as a Ford trim line), and all Lincolns became derived from the Lincoln-Zephyr (including the Continental) as Lincoln retired the Model K.

For 1941, the Mercury underwent its first redesign; in another change, the model line adopted the Mercury Eight nameplate used in sales literature. To consolidate development and production, the Mercury Eight shared much of its bodyshell with Ford, distinguished by its 4 in longer wheelbase. To further separate the two model lines, the Eight was given a model-specific grille, exterior and interior trim, and taillamps. For the first time, a wood-bodied station wagon was offered by the brand.

Unlike Ford products where components originated from the Ford River Rouge Complex and shipped in knock-down kits to dozens of cities across the United States, all Mercury vehicles only originated completely assembled from River Rouge until 1952 when Wayne Stamping & Assembly started production and was the only location that created Mercury components which were sent to only three cities that had dedicated assembly branch factories that completed Mercury vehicles until 1960. This approach was also used for Lincoln vehicles which only originated from the Lincoln Motor Company Plant until 1958 when Wixom Assembly Plant replaced the old Lincoln plant and completed assembly and became the component location for all Lincoln vehicles and the Ford Thunderbird and sent knock-down kits to selected branch locations in the United States.

For 1942, Mercury implemented several changes to the Eight. As part of an interior redesign, the Eight received a dashboard configured similar to the Lincoln Zephyr. For the first time, the Flathead V8 was offered with 100 hp in standard form. To compete with Fluid Drive (Chrysler) and Hydramatic (General Motors), the 1942 Mercury offered Liquamatic, the first semi-automatic transmission offered by Ford Motor Company. Shared with Lincoln, Liquamatic proved complex and unreliable, with many systems replaced by conventional manual transmissions. As production was suspended following the outbreak of World War II, Ford produced only 24,704 1942 Mercury vehicles.

Following the rise of Henry Ford II at Ford Motor Company in September 1945, the divisional structure of the company underwent further change. On October 22, 1945, Ford merged Mercury with Lincoln Motor Company, creating the combined Lincoln-Mercury Division. While functioning as a single entity, Lincoln-Mercury would continue to market both namesake model line. The Lincoln-Zephyr reentered production following the war, dropping the Zephyr nameplate; the Continental (and the V12 engine) ended production after 1948.

On November 1, 1945, the first 1946 Mercury vehicles rolled off the assembly line. In line with Lincoln and Ford (and virtually all American-manufactured vehicles), 1946 production was functionally unchanged from 1942. The Eight underwent several minor revisions, including the return of vertically oriented grille trim. As few were installed before the 1942 suspension of production, Mercury did not return the Liquamatic transmission option. Alongside the wood-paneled station wagon, Mercury introduced a wood-bodied Sportsman convertible. For 1947 and 1948, few major changes were made. The rare Sportsman convertible was dropped for 1947 and the hubcaps were restyled; 1948 Mercurys were effectively carryover.

In 1949, Ford Motor Company launched its first all-new post-war designs for all three of its model lines. In contrast to the 1941-1948 Mercury, the 1949 redesign placed Mercury and Lincoln within a common bodyshell. Largely distinguished by headlight and grille designs, Mercury and Lincoln would also feature separately-trimmed interiors. Mechanically, Ford, Lincoln, and Mercury each offered a separate version of the Ford Flathead V8.

For many years after its production, the 1949–1951 Mercury Eight (most commonly in two-door form) would develop a following as a street rod, making an appearance in several films.

1950s
The 1949 redesign of the Mercury model line proved successful, with the division increasing its sales six-fold over 1948, becoming the sixth-most popular brand in the United States. In contrast to competing medium-price brands from Chrysler and General Motors (and independents including Nash, Hudson, or Packard), Mercury continued to offer the Eight as its sole model line.

For 1950, the Monterey name made its first appearance, denoting a special edition of two-door coupes (alongside the Lincoln Lido and Ford Crestliner). Intended to compete against the hardtop coupes from General Motors, the Monterey simulated the appearance of a convertible through the use of a canvas or vinyl roof (though with a pillared roofline). During the year, the one-millionth Mercury vehicle was produced. In 1951, Mercury regained an automatic transmission option (for the first time since the 1942 Liquamatic), with the "Merc-O-Matic" 3-speed automatic (a rebranding of Ford Cruise-O-Matic).

For 1952, Mercury redesigned its model line, with two nameplates replacing the Eight. The Monterey returned as a distinct model line, slotted above the base-trim Custom; both shared bodies with Lincoln. In 1953, the expansion of the model line proved successful; after emerging from a war-depressed market, Mercury nearly doubled in sales, ranking eighth. While Mercury would have subsequently higher yearly sales, at 5%, this is the largest market share ever held by the division. For 1954, Ford replaced the long-running Flathead V8 (dating from 1932) with an overhead-valve Y-block V8, with Ford and Mercury receiving their own versions of the engine. As a submodel of the standard Monterey hardtop, the Monterey Sun Valley was introduced, featuring a fixed-panel acrylic glass sunroof. While offering an open-air interior, the Sun Valley was difficult to market in warm-weather climates (as the glass panel warmed the interior to uncomfortable temperatures).

In 1955, Mercury underwent a redesign of its model line. While again sharing much of its bodyshell with Lincoln, the division adopted the three-model range of Ford. As its premium model range, the Montclair was introduced above the Monterey (including the Sun Valley glass-top hardtop, for its final year). The revision proved successful, as Mercury reached its then-highest sales. The divisional structure of Ford was revised; Lincoln-Mercury was split (largely to accommodate the formation of the Continental division) In 1956, Mercury renamed the Custom the Medalist (to avoid confusion with the Ford Custom).

For 1957, Mercury redesigned its model range, with a 122 in wheelbase sized between Ford and Lincoln. In a move upmarket, the slow-selling Medalist was discontinued, with the Monterey becoming the base model Mercury. Previewed by the 1956 XM-800 concept car, the Turnpike Cruiser (the pace car of the 1957 Indianapolis 500) was slotted above the Montclair, distinguished by its quad headlamps and retractable rear window. In line with Ford, Mercury station wagons became a distinct model line, with the Commuter, Voyager, and Colony Park; all Mercury station wagons were hardtops.

In 1958, to accommodate the introduction of Edsel, Ford revised its divisional structure, with Mercury, Edsel, and Lincoln forming a combined division (M-E-L). The Edsel Citation and Edsel Corsair shared their chassis (and roofline) with Mercury, with the entire division overlapping Mercury in price (a key reason behind its failure). The Park Lane was introduced as a flagship model line on a 125 in wheelbase (with the Turnpike Cruiser becoming part of the Montclair line). Shared with Lincoln (and the Ford Thunderbird), Mercury introduced a 430 cuin "Marauder" V8; optional on all Mercurys, a 400 hp "Super Marauder" version became the first mass-produced engine to be rated at 400 hp.

For 1959, Mercury underwent a revision of its body, expanding to a 126 in wheelbase. Coinciding with the discontinuation of the Edsel Corsair and Citation, Mercury produced its own body and chassis (for the first time since 1940). The division pared several slow-selling model lines, including the Turnpike Cruiser and Voyager; the two-door Commuter was in its final year. Mercury was one of the first American full size cars to adopt parallel-action windshield wipers.

As with many medium-price brands, the Mercury brand was hit hard by the economy of the late 1950s. While remaining eighth in sales from 1957 to the end of the decade, Mercury saw a 60 percent drop in sales in 1958, outranked by Rambler. While outselling the heavily marketed Edsel by over a two-to-one margin; it would take nearly 1958 and 1959 combined to match the 1957 sales total.

1960s
While affecting the American automotive industry as a whole, the economic recession of the late 1950s had the harshest impact upon medium-priced brands. Though Edsel was quietly discontinued early in the 1960 model year (before the end of 1959), the future of Lincoln-Mercury remained at risk, as Lincoln had lost over $60 million from 1958 to 1960 ($0 in dollars). To end the financial losses, several Ford executives (led by Ford President Robert McNamara) proposed restructuring Ford down to its namesake division. McNamara (prior to leaving Ford to become Secretary of Defense) allowed the Lincoln-Mercury division to remain, under several conditions. Lincoln reduced its model line from three to one, with the all-new Lincoln Continental offering a much smaller exterior footprint; to establish model continuity, the brand shifted to a nine-year model cycle (the longest for an American brand). With the closure of Edsel, Mercury was to share its body with Ford (on its own wheelbase). In place of the five divisional bodies produced in 1958 (Ford, Lincoln/Continental, Mercury, large Edsel, small Edsel), Ford produced two for 1961 (Ford/Mercury, Lincoln).

For 1960, the division released the Mercury Comet, its first compact car. Originally developed for Edsel, the Comet was a divisional counterpart of the Ford Falcon (stretched to a 114-inch wheelbase); styled with four headlights (instead of two), the Comet was also fitted with wide tailfins. The first Mercury sold without a V8 engine, the standard engine for the Comet was a 90hp 144 cubic-inch inline-6 (a V8 became an option in 1963). Coinciding with its Edsel origins, the Comet was sold without divisional badging until 1962 (similar to the first-generation Plymouth Valiant).

For 1961, Mercury released an all-new full-size range, dropping the Mercury-exclusive chassis in favor of sharing a chassis with the Ford Galaxie (extended to a 120-inch wheelbase). Though visibly sharing front doors with the Galaxie, the Mercury derived multiple elements of its styling from its 1960 predecessor. The Montclair and Park Lane were dropped in favor of the wider-selling Monterey; the Commuter and Colony Park station wagons returned. Slotted below the Monterey, the Mercury Meteor (as with the Comet) was a model line inherited from the closure of Edsel; as the Monterey matched the Ford Galaxie, the Meteor was a counterpart of the Fairlane.

For 1962, Mercury brought its model range closer in line with Ford. The Meteor (after only one year of sale) was reintroduced as an all-new intermediate range (again following the design of the Ford Fairlane). For non-station wagons, Mercury introduced "S" sub-models to market sportier content. Along with higher-performance powertrains, the option packages included full-length floor consoles, floor shifters, and bucket seats with the S-22 (Comet), S-33 (Meteor), and S-55 (Monterey).

For 1963, the Monterey was designed with two different rooflines for each body configuration. The standard design was a "breezeway" reverse-slant rear window (similar to the 1958-1960 Continental), offered on all versions (except for the convertible). Introduced as a mid-year option, the "Marauder" fastback roofline was introduced for two-door sedans and hardtops (four-doors were added in 1964). Shared with the Ford Galaxie 500XL, the aerodynamically sleeker roofline helped Mercury gain ground in stock-car racing.

By the middle of the decade, the fate of Mercury was no longer entangled with the failure of Edsel, with a secure future competing against Buick and Oldsmobile, the middle of the Chrysler range, and the top of the American Motors range. For 1964, the Montclair and Park Lane were reintroduced while the S-models were dropped. For 1965, the full-size line underwent a complete redesign. Though again derived from the Ford Galaxie, the Monterey/Montclair/Park Lane adopted many styling elements from Lincoln, with Mercury marketing the line as "built in the Lincoln tradition".

For 1966, the Comet became the counterpart of the Ford Fairlane (effectively replacing the discontinued Meteor). After a two-year hiatus, the S-55 returned as a distinct higher-performance variant of the Monterey. In a design change, the fastback Marauder roofline was discontinued; the Breezeway design was dropped in 1967 (the latter, following the increasing availability of air conditioning units integrated within the ventilation system).

In 1967, Mercury debuted its two most successful and longest-running nameplates: the Mercury Cougar and Mercury Marquis. The Cougar was developed to bridge the gap between the Ford Mustang and the Ford Thunderbird, while the Marquis offered the division a competitor towards sedan lines such as the Buick Electra, Oldsmobile Ninety Eight, and Chrysler New Yorker. For 1967, the Marquis was available as a formal-roof 2-door hardtop (derived from the Ford LTD, but with its own roofline); the Mercury Park Lane Brougham was offered as flagship Mercury four-door sedan/hardtop). In various forms, the Marquis nameplate would be used by Mercury until its 2011 closure.

For 1968, the Mercury model range underwent two revisions to its intermediate range. The Mercury Montego (based on the Ford Torino) was gradually phased in to replace the Comet (dropped after 1969); the performance-oriented Mercury Cyclone became a stand-alone model range, slotted above the Cougar. To further establish the brand in motorsport, the aerodynamically-optimized Cyclone Spoiler II was homologated as the 1969 Mercury entry for NASCAR.

For 1969, the full-size Mercury line was given an all-new body and chassis (again shared with Ford, on its own 124-inch wheelbase). The nameplates were again revised, with the Marquis becoming a full model range (replacing the Montclair and Park Lane outright) and the Colony Park as the only Mercury full-size station wagon. To differentiate the Marquis from the Monterey, Mercury introduced hidden headlights for the former. Replacing the S-55, the Mercury Marauder became a stand-alone full-size two-door, competing against the Oldsmobile Toronado and Buick Riviera; an optional 429 cubic-inch V8 was offered. Though still sharing its chassis with the Mustang, the Cougar was configurable as either a pony car, personal luxury coupe, or a muscle car, with an "Eliminator" performance package featuring an available 428 Cobra Jet V8.

1970s
During the 1970s, the product line of the Mercury division was influenced by several factors that affected all American nameplates. While sporty cars would not disappear from the division, Mercury refocused itself further on building

1970 marked the entry of Mercury into the subcompact segment. In place of selling its own version of the Ford Pinto, the division commenced captive imports of the Capri (European Ford Capri) from Cologne, Germany. Slightly larger than the Pinto, the Capri was marketed as a compact sports car rather than an economy car, becoming the first Ford Motor Company car in North America offered with (an optional) V6 engine. While sold through Lincoln-Mercury, Capris sold in North America from 1970 to 1978 had no divisional identification.

For 1971, Mercury gradually distanced itself away from performance vehicles. The Marauder and Marquis convertible were discontinued, with the Brougham name making its return. Restyled along with the Mustang, the Cougar was repackaged as a competitor of the A-body coupes (Chevrolet Monte Carlo, Oldsmobile Cutlass Supreme, Pontiac Grand Prix) of General Motors. Slotted below the Montego, the Comet made its return as a counterpart of the Ford Maverick (sharing much of its chassis underpinnings with the 1960 Comet).

At the other end of the performance spectrum from the Capri, Lincoln-Mercury began imports of the De Tomaso Pantera in 1971. Assembled in Modena, Italy, the Pantera was a two-door, mid-engine coupe powered by a 330 hp Ford 351 cuin V8.

For 1972, the intermediate Montego line (based on the Ford Gran Torino) was redesigned with a body-on-frame chassis, creeping into full-size dimensions. After years of losing market share to the Cougar, the Cyclone was quietly discontinued.

The 1973 model year brought major functional changes to the Mercury line, the fuel crisis notwithstanding; in various forms, all Mercury cars were given 5-mph bumpers. The Marquis and Monterey were given an exterior update, adopting a "pillared hardtop" roofline (frameless door glass supported by a thin B-pillar). As American manufacturers shifted away from convertibles, the final convertible produced by Ford Motor Company during the 1970s was a 1973 Mercury Cougar.

1974 marked several significant changes throughout the Mercury model range, transitioning towards higher-content model lines. The Cougar underwent a redesign, shifting from the Mustang chassis to the Torino/Montego chassis, becoming the counterpart of the Ford Elite; in what would later set the design precedent for the model line for over two decades, the Cougar was styled as a Mercury version of the Ford Thunderbird. The Montego saw a revision to its model range, as its fastback body style was discontinued.

For 1975, the Mercury model range underwent a series of transitions. Following the discontinuation of the long-running Monterey, the Marquis became the sole full-size Mercury nameplate; to expand the model range, a new Grand Marquis was slotted between the Marquis Brougham and the Lincoln Continental. Intended as the successor for the Comet, the Monarch led to a completely new market segment: the luxury compact car. The model line was met with success, with examples used as personal cars among Ford executives (including Henry Ford II). Following the 1974 discontinuation of its engine, Lincoln-Mercury ended its sales of the DeTomaso Pantera.

1976 saw the expansion of the smallest end of the Mercury model line. Introduced in Canada in 1975, the Bobcat was the Mercury counterpart of the Ford Pinto, sharing its coupe, hatchback, and station wagon body styles. The Capri was restyled with a hatchback and was renamed the Capri II. The Capri II (devoid of any divisional branding) became the second most-imported car in the United States (behind the Volkswagen Beetle).

For 1977, Mercury made significant revisions to improve sales to its intermediate model range (its slowest-selling models). While technically a mid-cycle model update, the Montego was replaced by the Cougar, with the latter offering sedan and station wagon body styles for the first time. The Cougar base coupe, sedan, and wagon were counterparts of the Ford LTD II, with the Cougar XR-7 hardtop becoming a counterpart of the Ford Thunderbird. The revision was well-received, as Cougar sales nearly tripled. In contrast to the downsized model ranges introduced by General Motors, the 229 in long Marquis/Grand Marquis was powered by a 460 cuin V8 (the second-largest displacement engine used in an American automobile).

1978 commenced the modernization of the Mercury model range, marked by the introduction of the Zephyr compact, replacing the Comet. The counterpart of the Ford Fairmont, the Zephyr marked the introduction of the Fox platform, a rear-wheel drive chassis architecture that underpinned some compact and mid-size Ford and Lincoln-Mercury vehicles from the 1970s into the early 2000s. After ending the importation of the Capri II in late 1977, leftover examples were sold through the 1978 model year. Of the 580,000 vehicles sold; nearly four out of every ten 1978 Mercurys were Cougars.

For 1979, Mercury continued its modernization; as the division shifted away from performance vehicles at the beginning of the decade, the fuel crises of 1973 and 1979 sparked the decline of the landyacht. Two years after General Motors downsized its full-size model lines, Mercury introduced a downsized Marquis; while nearly matching the Cougar sedan in exterior footprint, the 1979 Marquis gained interior space over its 1978 predecessor. The Capri made its return, shifting from German-produced captive import to counterpart of the Ford Mustang; for the first time, the Capri adopted Mercury divisional branding. Bolstered by the redesign of the Marquis and the popularity of Cougar XR7, the Mercury brand reached its all-time sales peak, with nearly 670,000 vehicles sold.

1980s
As Lincoln-Mercury entered the 1980s, Mercury continued the modernization of its model line, redesigning its entire lineup between 1978 and 1982. Since the early 1960s, the use of platform sharing had left Ford and Mercury model lines styled virtually the same, differing only by grilles, wheels, badging, and minor trim. Through the decade, designers sought to give Mercury its own brand identity while maximizing production resources. Initially associated with full-size sedans and personal luxury cars, Mercury also diversified its model range.

For 1980, Mercury ended the model overlap between the Marquis and Cougar, as the latter was downsized into the mid-size segment. In another change, the Cougar model range was pared down to the XR7 coupe. A longer-wheelbase version of the Zephyr, the Cougar XR7 was a direct counterpart of the Ford Thunderbird. Poorly received by critics and buyers, sales of the model line collapsed (to less than one-third of 1979 levels). Struggling to compete against newer designs, the aging Bobcat and Monarch were in their final years of production.

1981 saw Mercury revise its model line to combat falling sales. A standard trim of the Cougar replaced the Monarch; a counterpart of the Ford Granada, the Cougar was largely a Zephyr with a formal roofline and Marquis-influenced fascias. As in 1977, the expansion of the model line nearly doubled Cougar sales (though far below its previous rate). Replacing the Bobcat, the Mercury Lynx was introduced as the counterpart of the Ford Escort. The first front-wheel drive vehicle of the brand, the Lynx (as an option) offered the first diesel engine for a Mercury; three and five-door hatchbacks were offered along with a five-door station wagon. For the first time, Mercury used the GS and LS trim nomenclature; in various forms, it would be used through the 2011 model year.

In 1982, Mercury introduced its first two-seat vehicle; the Mercury LN7 was marketed as a counterpart of the Ford EXP. To distinguish the LN7, the rear hatchback was fitted with a compound-curve rear window. For the first time since 1977, the Cougar was offered as a station wagon (replacing the otherwise identical Zephyr wagon, as Mercury shifted the model line upward in price). While struggling against the Mustang GT in sales, the Capri RS also was given the 5.0L V8.

1983 saw a major model revision within Ford and Mercury, involving full-size and mid-size model lines. Within the context of Mercury, most revisions were centered around the Cougar model range. Reverting to its traditional role of a two-door coupe, the Cougar XR7 underwent a complete exterior redesign; adopting a far more aerodynamic body than its predecessor, the Cougar was styled with a notchback roofline (the Thunderbird, a fastback). Under a mid-cycle model revision (to improve its aerodynamics), the Cougar sedan and wagon took on the Marquis nameplate (Ford renaming the Granada the LTD). As the most popular full-size Mercury since 1979, the Grand Marquis became a distinct model line (alongside the Ford LTD Crown Victoria). The Zephyr was discontinued after 1983 and replaced by the front-wheel drive 1984 Topaz. Selling far under sales projections (less than 5,000 were sold for 1983), the two-seat LN7 was withdrawn in favor of its Ford counterpart. Buoyed by Cougar sales, Mercury was the fifth-highest selling brand in the United States (the highest it would ever finish).

For 1984, the introduction of the front-wheel drive Mercury Topaz further ended model overlap within Mercury. The counterpart of the Ford Tempo, the Topaz replaced the Zephyr while offering a sedan counterpart of the Lynx (in a similar context to the Volkswagen Jetta and Golf). Along with advancing the use of aerodynamic exterior design, the 1984 Topaz became the first Lincoln-Mercury vehicle to offer a driver-side airbag (as an option). The Topaz also marked the first appearance of the Mercury "stacked angle" brand emblem, used through the 2011 model year. The introduction proved successful, with the entire division selling nearly 500,000 vehicles.

1985 saw few revisions to the Mercury model line, largely in preparation for 1986. For the first time since 1980, the Cougar received a complete redesign of its interior, including an (optional) electronic instrument panel. As a 1985½ model, the Lynx underwent a mid-cycle update, adopting flush headlamps and a black-painted grille (in line with the Topaz). Intending to repeat the success of the 1970s Capri, Lincoln-Mercury began sales of the Merkur (see below), a captive import from West Germany aimed at European entry-level luxury cars.

In 1986, Mercury made a substantial change to its mid-size line as the Mercury Sable was introduced to replace the Marquis. Along with a transition to front-wheel drive, the conservative design of the Marquis was to be replaced by one of the most aerodynamic sedans in the world (at the time). While sharing most of its body with the Taurus (including its doors, roof, hood, and front fenders), the two sedans were externally distinguished by differently-styled C-pillars, taillamps, and the introduction of a low-wattage "lightbar" grille, which would become adopted by several Mercury car lines in the late 1980s. To match the Sable, the Topaz underwent a minor exterior update, receiving composite headlamps and a lightbar grille. Lincoln-Mercury continued sales of the Marquis alongside its successor through the end of the model year (retiring the Brougham trim).

1987 saw Mercury revise its model lines in a move upmarket. The Cougar underwent an extensive mid-cycle revision (sharing only the doors with the 1986 body). To distinguish itself from the Ford Thunderbird Turbo Coupe, the Cougar XR7 adopted a 5.0L V8 engine. More popular than the Cougar in 1980, the Capri was discontinued for 1987 (after being outsold nearly 10 to one by the Mustang ). For the last time, Mercury offered the Lynx and the Grand Marquis two-door sedan.

For 1988, Mercury underwent multiple product revisions and updates. For the first time since 1979, the Grand Marquis underwent an externally substantial update (to slightly improve its aerodynamics); the rarely-produced two-door sedan was withdrawn. The Topaz sedan was redesigned, adopting a more "notchback" rear roofline than the Tempo; a grille (initially) replaced the lightbar. Taking the role of the Lynx, the Mercury Tracer was the first Mercury car since 1960 with no US-market Ford equivalent. The first Mercury assembled outside of North America, the Tracer was derived from the Mazda-designed Ford Laser (derived from the Mazda 323); American production was sourced from Japan and Mexico while Canadian production was imported from Taiwan.

1989 saw the 50th anniversary of the Mercury division, producing various commemorative editions of the Cougar, Sable, and Grand Marquis. For the third time since 1980, the Cougar underwent a ground-up redesign, adopting a completely new chassis alongside the Thunderbird (keeping its notchback roofline). Growing significantly in wheelbase (to improve interior room and handling), the Cougar was benchmarked in design against European premium luxury coupes. For the first time, the Sable saw an exterior update (a revision to the lightbar to aid grille ventilation). Far under sales projections, Lincoln-Mercury ended sales of the Merkur brand (see below).

During the 1980s, Mercury had largely succeeded in modernizing its model line and gradually separating its brand identity between Ford and Lincoln. While Mercury was among the last brands to downsize and would have disastrous results downsizing its mid-size model lines (with the 1980-1982 Cougar), Mercury was among the first brands to integrate aerodynamic body design into its model lines and downsized its compact model lines (replacing the Zephyr with the Topaz). In contrast to other American automobile manufacturers, as the 1980s progressed, elements of Mercury design shifted further from divisional (Ford) counterparts. Originally intended for replacement, the Grand Marquis (the most profitable model line ) saw little change in contrast to its smaller counterparts.

Merkur
For the 1985 model year, Ford chose to revisit the success of the 1970s Mercury Capri, with participating Lincoln-Mercury dealers launching the Merkur brand. Drawing its name from the German word for Mercury, Merkur sold German-produced captive imports designed by Ford of Europe, competing against European executive cars sold in North America from Audi, BMW, Mercedes-Benz, Saab, and Volvo (along with the launch of Acura).

At its launch, Merkur introduced the Merkur XR4Ti sports coupe, a federalized version of the Ford Sierra XR4i (renamed in deference to General Motors that had sold the GMC Sierra pickup truck in North America that was not sold in Europe). For the 1988 model year, the Merkur Scorpio was introduced, bringing the Ford Scorpio flagship sedan of Ford of Europe to North America.

Following the 1989 model year, Merkur was discontinued as a result of several factors. The combined model line fell below sales projections, partially due to an unstable exchange rate between the US dollar and the West German mark; at US$25,000 (approximately $0 in current dollars), the Scorpio rivaled the Town Car in price, yet bore a close resemblance to the Taurus and Sable. Merkur remains one of the shortest-lived brands in the modern American automotive industry.

1990s
Following the closure of the Merkur sub-brand after 1989, the Mercury division itself began its own major transformation during the 1990s. While Ford still intended to keep the division as part of the paired Lincoln-Mercury division, distinguishing its model lines from Ford and Lincoln counterparts became increasingly imperative, along with marketing a model line in touch with consumers. During the decade, Mercury would bring to market redesigns of its best-selling model lines and would diversify its product line, expanding into the minivan and SUV segments.

For 1990, in response to passive-restraint regulations, the Sable and Grand Marquis both adopted standard driver-side airbags (requiring a redesign of the dashboards). The Topaz also offered a driver-side airbag as an option (as it had since 1984).

For 1991, the division strengthened its presence in the compact segment through the return of two previously used model nameplates. For the second time, the Mercury Capri made its return, developed as a competitor for the Mazda MX-5. Assembled by Ford of Australia (which sold a Ford-branded version), the revived Capri was a front-wheel drive four-seat convertible mechanically derived from the Mazda 323 (as was the MX-5, though the Capri and MX-5 were unrelated to each other). After skipping the 1990 model year, the Mercury Tracer made its return. While again based on the Mazda 323, the Tracer also now served as a clone of the Ford Escort (with both model lines now becoming near-twins of the Mazda Protegé). Alongside the body and chassis redesign, the Tracer model range underwent revision, now offered as a four-door sedan and five-door station wagon; the Tracer hatchbacks were discontinued (a body style still offered on the Escort). At the larger end of the size scale, the Mercury Cougar regained its V8 engine (dropping the manual transmission). Fundamentally unchanged since its 1979 downsizing redesign, the Colony Park wood-trim station wagon was discontinued after a short 1991 model year, as large station wagons had lost ground to minivans, full-size vans, and large SUVs.

For 1992, Mercury would undergo another extensive update, releasing new generations of its best-selling model lines. Though retaining much of the style from the successful previous generation (and its chassis), the 1992 Sable actually carried over only the doors, roof, and powertrain from its 1991 predecessor. The 1992 Grand Marquis underwent a larger-scale redesign, sharing no body commonality with the previous generation. While the chassis was carried over, it underwent major handling upgrades; its all-new 4.6L V8 was the first overhead-cam V8 engine used in an American-brand car. Far more aerodynamic than its predecessor, the exterior of the Grand Marquis was styled more conservatively than its Ford Crown Victoria counterpart (with the two model lines only sharing front doors). Better-received in the marketplace than the Chevrolet Caprice and Buick Roadmaster (and the Crown Victoria), sales of the Grand Marquis doubled from 1991 to 1992, leading it to become the best-selling Mercury sedan through much of the 1990s and beyond.

Lincoln-Mercury gained its first minivan for 1993, introducing the Mercury Villager (see below). The first front-wheel drive van marketed by Ford Motor Company, the Villager was slotted between the two sizes of Chrysler minivans. With the exception of the Topaz compact and Cougar coupe, the entire Mercury line was renewed between 1991 and 1992, leading for sales to increase to over 480,000 (their highest level since the 1978 all-time high).

1994 saw the end of two long-running Mercury model lines. The Capri was discontinued for the third and final time; along with declining sales, its Mazda donor platform ended production. The Topaz (the oldest Mercury line) was also retired, remaining in production nearly unchanged since 1988 (1984 for the coupe).

For 1995, the Mercury Mystique was introduced to replace the long-running Topaz sedan (the Topaz coupe was not replaced). A counterpart of the Ford Contour, the Mystique was developed from the Ford Mondeo "world car" introduced in 1992. While the Mondeo was developed as a mid-size car in Europe, in North America, the Contour/Mystique fell closer in size to compact-size sedans, leading to negative receptions for small interior dimensions (in comparison to competitive vehicles). The Grand Marquis underwent a mid-cycle revision; along with minor updates to the exterior, the interior was redesigned.

For 1996, the Sable underwent its second redesign. Though again derived from the Ford Taurus, the Sable grew further apart in design from its counterpart (with the two model lines sharing little more externally besides the front doors). The heavily rounded exterior was poorly received by both critics and buyers, leading for sales of the Sable to fall by one-third from 1996 to 2000.

For 1997, Mercury debuted a new generation of the Tracer. Though using the Mazda-designed chassis of the previous generation, the 1997 Tracer sedan adopted an all-new body. In contrast to the Sable, the Tracer differed from its Ford Escort counterpart only through its grille, wheels, and badging. The Mercury Mountaineer mid-size SUV (see below) was introduced as the first Lincoln-Mercury SUV. Following the GM retirement of the Buick Roadmaster and Chevrolet Caprice, sales of the Grand Marquis increased nearly 20 percent over 1996 (as the model line competed largely against the Ford Crown Victoria, itself supported primarily through sales of fleet vehicles). At the end of the model year, the Cougar coupe was retired (alongside its Ford Thunderbird counterpart) as sales of large two-door coupes continued to decline.

For 1998, the Grand Marquis received a second mid-cycle update, restyled with a larger grille and taillamps. In response to the 1992-1997 Grand Marquis receiving a better marketplace reception over its Crown Victoria counterpart, both model lines adopted the formal roofline design used by the Mercury. The Mountaineer underwent a minor revision to its front grille to further differentiate it from the Ford Explorer.

For 1999, the Mercury line saw multiple major product changes. Discontinued the year before, the Cougar (see below) made its return in a far smaller and sportier form; for the first time since 1976, the Cougar was not produced alongside the Thunderbird (which remained discontinued). A second generation of the Villager was released, growing in size over its predecessor; in contrast to the Ford Windstar, a driver-side sliding door was standard equipment. The Tracer and Mystique were discontinued at the end of the model year (the latter was sold under a short run of 2000 production).

New market segments
For 1993, the Mercury Villager was launched as the first Lincoln-Mercury minivan. Completely different from the Ford Aerostar, the front-wheel drive Villager derived its name used for wood-trim Mercury station wagons. The product of a joint venture with Nissan, the Villager was produced by Ford alongside the Nissan Quest; both model lines derived their chassis and drivetrain from the Nissan Maxima. Sized between the two sizes of Chrysler minivans, the Villager was developed as a competitor for the Chrysler Town & Country and Oldsmobile Silhouette. While more successful than its Nissan counterpart, the Villager would later decline in sales, primarily in response to newer competitors (including the Ford Windstar, Honda Odyssey, and redesigns of Chrysler and GM minivans).

For 1997. Mercury introduced its first SUV with the Mercury Mountaineer. A segment once nearly exclusive to the Jeep Grand Wagoneer, the Mountaineer was developed in response to the Oldsmobile Bravada. Sharing its body and chassis with the Ford Explorer (itself derived from the Ford Ranger at the time), the Mountaineer differed from the Explorer in its use of all-wheel drive (rather than four-wheel drive); a V8 engine was standard (initially). In a styling theme adopted on nearly all succeeding Mercury vehicles, the Mountaineer used a silver "waterfall" grille with a large central Mercury emblem.

After skipping the 1998 model year, the Cougar made its return for 1999 under a completely new identity. After serving as a personal luxury car since 1971, the model line was repackaged as a compact sports coupe (originally developed as the third generation of the Ford Probe). The first generation produced with front-wheel drive, the 1999 Cougar adopted the chassis of the Mystique sedan, bodied as a three-door hatchback. Alongside the loss of the V8 engine, the 1999 Cougar was the first version of the model line offered solely as a Mercury (though badged as a Ford Cougar for export markets).

2000–2011
At the turn of the 21st century, Mercury began to struggle in keeping its brand image in touch with premium-brand buyers. At the time, its best-selling model line was the Grand Marquis (trading that distinction back and forth with the Sable since 1992). Though its flagship sedan was among the most profitable vehicles of Ford Motor Company, the average age of its buyer was in their mid-60s – nearly two decades higher than what Lincoln-Mercury sought to attract into its showrooms. At the beginning of the decade, Lincoln-Mercury was made part of Premier Automotive Group (PAG), which combined all Ford Motor Company subsidiary brands (outside the namesake Ford brand) under a single organizational structure.

Following the 1999 revival of the Cougar as a sports coupe, Mercury underwent an extensive revision of its model line in the early 2000s. The Tracer and Mystique were discontinued during the 2000 model year; alongside the Villager and Mountaineer, Mercury sold only the Cougar, Sable and Grand Marquis; each vehicle line was marketed to widely different buyers, with no common brand styling.

For 2002, Ford reinstated Lincoln-Mercury as a distinct Ford division, ending its status within the PAG (which concentrated towards European Ford brands). The Mountaineer underwent its first complete redesign; while again a counterpart of the Ford Explorer, the redesign brought substantial functional upgrades. Sharing only its roofline and doors with the Explorer, the 2002 Mountaineer launched a design identity used by Mercury through the end of the 2000s, including a rectangular waterfall grille and clear-lens headlamps extending into the hood; interior chrome was largely replaced by silver and satin trim. For the final time, Mercury retired the Cougar and Villager nameplates.

After the loss of the Cougar from its model lineup, Mercury launched multiple models to expand its line beyond the Sable, Grand Marquis, and Mountaineer. For 2003, the Mercury Marauder made its return (for the first time since 1970) as a high-performance variant of the Grand Marquis, serving as a 2000s rendition of the 1994–1996 Chevrolet Impala SS (as with the Chevrolet, the Marauder was styled with a nearly monochromatic exterior, with most examples produced in black). Alongside the Marauder, the Grand Marquis underwent its largest model update since 1992; while the exterior and interior underwent a modest facelift, the chassis underwent a near-complete redesign to upgrade its road handling and durability. Mercury returned to the minivan segment for 2004, as it replaced the Villager with the Mercury Monterey (a nameplate last seen in 1975), the first Mercury minivan produced by Ford. A counterpart of the Ford Freestar, the Monterey directly challenged the Chrysler Town & Country and Oldsmobile Silhouette (and its Buick Terraza successor) directly in size for the first time; in a segment first, the Monterey introduced heated/cooled front seats.

During the 2005 and 2006 model years, Mercury underwent a near-complete transformation of its model line. For 2005, the Mountaineer was joined by the Mercury Mariner; a counterpart of the Ford Escape and Mazda Tribute, the Mariner was the first Mercury with a four-cylinder engine since the 2002 Cougar. The Mountaineer underwent a redesign for 2006; while largely evolutionary in exterior changes, the new generation was upgraded with many features from the discontinued Lincoln Aviator. The smaller Mariner Hybrid was introduced, serving as the first Mercury hybrid-electric vehicle. The replacement of the Sable after 2005 commenced the launch of two model lines over two years. The 2005 Mercury Montego (dormant since 1976) was the larger of the two, serving as a counterpart of the Ford Five Hundred; while only slightly larger than the Sable, the interior of the Montego more closely matched the Grand Marquis in size (though only offered with 5-passenger seating). The 2006 Mercury Milan was a counterpart of the Ford Fusion, sized closely to the original 1986 Sable. As Mercury did not market a version of the Ford Freestyle, the division no longer offered a station wagon of any kind (for the first time since 1940). In what would be its final exterior revision, the 2006 Grand Marquis underwent its fourth update since 1992 (adopting the rectangular-style grille seen in smaller Mercury vehicles). Though sharing common rooflines with their Ford counterparts, Mercury vehicles had transitioned into a design theme consistent across the entire model line.

After 2007, Mercury ended sales of the Monterey, exiting the minivan segment for the final time. Both the Monterey and its Ford counterpart had struggled to gain market share against more established vehicles in the segment; after 21 years, Ford ended production of minivans in North America.

For 2008, Mercury underwent significant revisions to its full-size sedan line. The Montego underwent a model update, becoming a revived Mercury Sable (alongside the return of the Ford Taurus); the update included a more powerful drivetrain and greater styling distinction from its Ford counterpart. Alongside poor sales of the Montego in the marketplace (outsold by the Grand Marquis nearly five-to-one for 2007), new company management insisted upon a nameplate with greater brand recognition. A second-generation Mariner was released, with Mercury increasing brand-specific exterior and interior design. In contrast to the rest of the Mercury line, the Grand Marquis had outsold its Ford Crown Victoria counterpart for over a decade (with production of the latter supported nearly entirely by fleet sales); after 2007, Ford ended retail sales of the latter model line. During 2008, the Grand Marquis was overtaken in annual sales by the Milan as the best-selling Mercury line (a position held since 1996).

In 2009, Ford began to make the final revisions to the Mercury model line, phasing out nameplates at the end of their model cycles. At the end of the model year, Mercury retired the Sable permanently, as it remained the slowest-selling Mercury sedan by a wide margin; the 2010 Ford Taurus was developed with no Mercury counterpart. The Mountaineer was retired at the end of 2010; along with its status as the slowest-selling Mercury line, the Mountaineer was not included with the release of the 2011 Ford Explorer. For 2010, Mercury released its final model update, releasing a mid-cycle revision for the Milan. Alongside a substantially revised front fascia, a Milan Hybrid was introduced as the first Mercury hybrid sedan.

As part of the announced closure of Mercury in 2010, the division released a model line for a shortened 2011 model year, offering the Mariner, Milan, and Grand Marquis. Regardless of the fate of the brand, the Grand Marquis (last redesigned for 1992) had already been slated for retirement after 2011, as Ford had announced the closure of its St. Thomas Assembly facility that produced the model line (alongside the Crown Victoria, Crown Victoria Police Interceptor, and Lincoln Town Car). After 2011, the model line was no longer legal for sale in North America, as federally-mandated electronic stability control was unable to be integrated with the Ford Panther chassis that had underpinned the model line and its Ford/Lincoln counterparts since 1979.

Discontinuation
In 2008, Ford introduced an advertising campaign starring actress Jill Wagner that focused exclusively on attracting female drivers to the Mercury brand in hopes of making it more relevant and profitable (standing in stark contrast to its late 1960s "The Man's Car" ad slogan). The campaign was a failure, narrowing the brand image and buyer appeal of the division even deeper, and sales continued to fall. After 2000, Ford began to phase out its practice of releasing direct Mercury counterparts of its Ford car lines. Following the retirement of the Tracer and Mystique, no version of the Ford Focus was developed as a Mercury. Later on in the decade, Ford did not develop Mercury counterparts of the Ford Freestyle/Taurus X (previewed as the Mercury Meta One concept car), Ford Edge, or the Ford Flex (the latter two would enter production as the Lincoln MKX and MKT, respectively). With the exception of the Grand Marquis (which had largely overtaken and replaced the Crown Victoria in retail markets since 1992, with Ford restricting the latter to fleet sales in 2008), following the 1999 Cougar (which began life as a 1999 Ford Probe), each Mercury sedan/wagon and SUV was developed with a direct Ford divisional counterpart.

On June 2, 2010, Ford announced the closure of the Mercury line effective at the end of 2010; the company intended to concentrate its marketing and engineering efforts on the Ford and Lincoln model lines. In terms of overall sales in North America, the Mercury brand held a 1 percent share (compared to the 16 percent share of Ford). After selling under 93,000 vehicles for 2009, Mercury had sold fewer vehicles than either Oldsmobile or Plymouth prior to their discontinuation.

For its two slowest-selling model lines, Mercury retired the Sable and the Mountaineer after the 2009 and 2010 model years; the two vehicles completed their model cycles without replacement. The Mariner, Milan, and Grand Marquis were produced through the end of 2010 for a shortened 2011 model year.

At the time, Mercury vehicles were sold in the United States, Canada, Mexico, Puerto Rico, U.S. Virgin Islands, and the Middle East. For 2010, 93,165 Mercury vehicles were sold, nearly 265,000 fewer than in 2000. As Ford announced the closure of the Mercury brand, signage related to the brand began to disappear from Lincoln-Mercury dealers. To reflect the change completely, in December 2012, Ford renamed the Lincoln Division as the Lincoln Motor Company (its name before World War II).

The final Mercury automobile, a 2011 Grand Marquis, was manufactured by Ford of Canada at St. Thomas Assembly on January 4, 2011. With nearly 2.8 million Marquis built, the longest-produced Mercury model line was second only to the Cougar in overall sales. As of 2019, Mercury remains an active, registered trademark of Ford.

Mercury in Canada
During the middle of the 20th century, the small dealership network of Ford Motor Company in Canada necessitated some branding changes to attract buyers into showrooms. This was especially the case in smaller, rural communities in need of trucks, as these areas were served by either a Ford or a Lincoln-Mercury dealer, but rarely both. Mirroring General Motors in Canada, Monarch competed against Oldsmobile while Meteor competed against Pontiac; Mercury trucks competed against GMC.

Following the demise of Edsel and its effects on the Lincoln-Mercury division as well as the Canada–United States Automotive Products Agreement, Ford largely integrated its model lines across the United States and Canada by the end of the 1960s.

Mercury 114
After World War II, Ford of Canada split their dealer network into two divisions. Existing dealers sold Ford and Monarch models whilst the new Mercury-Lincoln dealers sold Mercurys and Lincolns.

The Mercury 114 was introduced in 1946 to give Mercury-Lincoln dealers a lower-priced car to sell. The 114 was essentially a Ford with a Mercury-style grille, taillights and trim. Its name was a reference to its 114 inch Ford wheelbase with the larger Mercury models sold in Canada as the Mercury 118 due to its longer wheelbase.

The 114 was marketed in DeLuxe and Super DeLuxe versions and was offered in Fordor Sedan, Tudor Sedan, and Business Coupe, 6-passenger Sedan Coupe, Convertible and Station Wagon body styles. A Sedan Delivery model was also offered. The 114 was initially powered by a 221 cubic inch Ford V8 engine however after June 1946 it was enlarged to 239.4 cu. in. displacement.

The appearance of the 1947 114 differed from that of the 1946 model in that the chrome strip surrounding the side windows was lacking and the hubcaps were of a different design. There were virtually no changes made for 1948. There was no 114 offered for 1949 however it was succeeded by a similar model, the Meteor.

Production of the 114 totaled 4,573 for the 1946 calendar year, 10,393 for 1947 and 2,716 for 1948.

Monarch
From 1946 to 1957, to attract buyers of medium-price vehicles, Ford of Canada marketed the Monarch brand in their dealership network. Using much of the body and trim of the Mercury, Monarch was a three-model line with the Richelieu, Lucerne and Sceptre matching the Mercury Monterey, Montclair, and Park Lane, respectively. It was sold at Ford dealerships, offering an upgraded car from the standard Ford line.

Ford of Canada replaced Monarch with the Edsel brand for 1958; a poor reception to Edsel in Canada led to the return of Monarch for 1959. The same year, the Ford Galaxie was introduced, shifting the Ford brand upward in price and content; fearing brand overlap with the Galaxie, Ford of Canada ended the Monarch brand after the 1961 model year.

In 1975, the Monarch nameplate would again become associated with Mercury (in both the United States and Canada), becoming the counterpart of the Ford Granada.

Meteor
From 1949 to 1976, Lincoln-Mercury of Canada marketed the Meteor nameplate as its lowest-price brand to compete in lower-price markets (most closely against Pontiac). In contrast to the Monarch which utilised a Mercury body, the early Meteor models combined a Ford body with a Mercury grille and trim. The brand was marketed as a four-model counterpart of the Ford line (Meteor, Niagara, and Rideau; the Montcalm was added in 1959 to match the Galaxie).

For 1962 and 1963, Lincoln-Mercury of Canada dropped the Meteor brand, coinciding with the introduction of the namesake Mercury product line and as Mercury distanced itself from Lincoln in price at the beginning of the 1960s. In 1964, Meteor was revived in Canada (replacing the Mercury Monterey in the same market). Unlike previous Meteors, the 1964 model used a Mercury body rather than a Ford body. For 1965, Meteors used revived Rideau and Montcalm model names on Mercury bodies with Ford-style roofs. For 1967, its equivalent of the LTD was named the Montego, renamed the LeMoyne for 1968 (as Mercury themselves adopted the Montego name).

In 1968, Lincoln-Mercury of Canada added Mercury badging to Meteor vehicles, gradually beginning to integrate Meteor into its model line. After 1976, the Rideau and Montcalm were discontinued, combined as a base Meteor trim level for the Mercury Marquis in Canada; Lincoln-Mercury of Canada dropped the Marquis Meteor after the 1981 model year.

Trucks

To increase the availability of its truck lineup in Canada, Ford introduced Mercury-badged trucks in Lincoln-Mercury dealerships in 1946. Initially rebadging the Ford F-Series light trucks as the Mercury M-series, the product range was expanded to include Mercury-badged versions of the medium-duty Ford F-series (and its school bus chassis variant), the C-Series COE truck, and a Mercury version of the Econoline. Sharing nearly identical bodywork with Ford trucks, Mercury-badged trucks were largely distinguished by a division-specific grille and exterior trim and badging.

Sold only in Canada, Ford ended sales of Mercury-badged trucks after 1968 (sales of the Mercury version of the C-Series COE continued through 1972); during the 1960s, the M-series shifted closer in appearance to its Ford counterpart. Following the withdrawal of the M-series, Mercury permanently ended pickup truck production, not marketing another light truck until the 1993 Villager minivan.

Logo
The first logo of the Mercury brand was its namesake, the Roman god Mercury. Towards the early years of the brand, Mercury used its Roman namesake in a silhouette profile (with signature bowl hat with wings, as shown in the image). This logo was briefly revived for 2003–2004, used in the alloy wheel centers of the Mercury Marauder.

In the mid-1950s, Mercury introduced "The Big M", the namesake letter with horizontal extensions at its bottom; at the time, Mercury was a prime sponsor of The Ed Sullivan Show. After 1959, the "Big M" was replaced by a crest emblem. In various forms, Mercury would use a crest emblem on its vehicles through the end of the 1980s. While upper-trim models (such as the Grand Monarch Ghia or Marquis) would feature a crest on the hood or grille, lower-trim models (such as the Monterey or Montego) featured a crest in places such as the wheels. For a time, the Marquis (later Grand Marquis) used a modified version of the Lincoln star emblem.

Following the 1967 introduction of the Mercury Cougar, the branding of Mercury vehicles changed; similar to the Ford Mustang pony emblem, the Cougar adopted its own "prowling cat" logo. During the 1970s, the Cougar became the most popular Mercury vehicle, with a "Sign of the Cat" advertising campaign launched by the division; commercials for all Mercury vehicles during this era ended with a shot of a growling cougar seated atop a Lincoln-Mercury sign (like the then-current outdoor signage at the dealerships, which also featured the Ford "blue oval" logo) and the voiceover announcer intoning "at the sign of the cat". For 1977, the Cougar logo was revised from a "prowling cat" to a "cat-head" emblem, later adapted by the Mercury Lynx, Mercury LN7 and the Mercury Capri.

In 1984, Mercury introduced what would become its final brand emblem (pictured in the article information box). Centered in the grille, the silver Mercury emblem is a set of three stacked obtuse angles (also in silver). Introduced with the Mercury Topaz, the emblem was adopted by the Lynx and Sable, with the Grand Marquis/Colony Park adopting it in 1988 (on hood ornaments and wheels). In 1999, the emblem saw a minor revision, with the word "Mercury" added to the top half of the emblem. The emblem became the final design featured for a hood ornament of an American-brand automobile, offered as an option for the Grand Marquis for 2005 (for a single year).

Grille design
The Mercury styling of the brand is most commonly associated with a waterfall-style grille. First making an appearance in the 1946 Mercury Eight, the design was revived in the 1961–1964 Monterey/Colony Park. The design would reappear in the debut of the Mercury Cougar, as designers sought to differentiate the model from the Ford Mustang. During the 1970s, the vertical waterfall grille design was adapted by nearly all Mercury vehicles (except for the Capri and Comet).

In 1986, as part of the introduction of the Mercury Sable and a revision of the Mercury Topaz, the division introduced a "lightbar" front grille. Using low-power light bulbs, the grille between the headlights was illuminated. By 1992, the feature was adapted by all Mercury vehicles (except for the Cougar and Grand Marquis).

In 1997, as part of the introduction of the Mercury Mountaineer SUV, Mercury reintroduced the chrome vertical "waterfall" grille. In place of the radiator-style grille of Lincoln, several grille shapes were initially used, before the division adapted a rectangular grille opening in the mid-2000s.

"Breezeway" roof
In 1957, Mercury introduced the Mercury Turnpike Cruiser, featuring a roofline with a retractable rear window. From 1958 to 1960, the feature made its return on the Continental Mark-series line, with a reverse-slant rear window (on both hardtops and convertibles). For 1963, Mercury reintroduced the feature as an option for the Monterey; to streamline production, elements of the window design were shared with Ford station wagons. From 1963 to 1966, the optional reverse-slant roofline with retracting rear window was unique to Mercury, featured by no other American brand.

Branding
Following the replacement of the Mercury Eight by the Mercury Monterey in 1952, the division adopted a nameplate nomenclature for its model lines. For the next six decades, the later Montclair, Medalist, Meteor, Marauder, Montego, (Grand) Marquis, Monarch, Mystique, Mountaineer, Milan, and Mariner all used nameplates starting with "M". Beginning the 1967 debut of the Mercury Cougar, several nameplates were derived from big cats, including the Bobcat and Lynx (with the Sable also adopting an animal name).

Mercury woodgrain-trim station wagons used the Villager nameplate, in line with the Ford Squire name. Reviving a nameplate used by Edsel wagons, Mercury used the nameplate for all station wagons from the 1960s to the 1980s (except for the Colony Park). After becoming dormant in the early 1980s, the Villager name returned in 1993 (as the Mercury Villager minivan).

From the 1980s to the 2000s, Mercury adopted a common trim nomenclature across its model lines, with GS standing for a base-trim model and LS as a high-trim version. For performance-oriented trims, XR was used (Cougar XR7, Topaz XR5, and Capri XR3). From the mid to late-2000s, Mercury shifted its trim nomenclature in line with Lincoln, with full words replacing letter-based designations.

While the introduction of "F" nameplates by Ford was met with controversy in the mid-2000s, the reaction to "M" nameplates by Mercury for its product range was much less extreme. Before the 1980s, the division had used the practice for many of its product lines; several recognized nameplates were revived by the brand (Marauder, Montego, Monterey). While the Milan was outsold by its Ford Fusion counterpart (by a significant margin), the product line met with relative success, overtaking the Grand Marquis as the best-selling Mercury sedan in 2008. The Montego struggled to gain market share against competitive sedans, partly due to model overlap with the Grand Marquis (in contrast, Ford had long ended marketing for the Crown Victoria and ended retail of the model line after 2007).

title: Mercury (automobile)


text:
Callistephus

Callistephus is a monotypic genus of flowering plants in the aster family, Asteraceae, containing the single species Callistephus chinensis. Its common names include China aster and annual aster. It is native to China and Korea. and it is cultivated worldwide as an ornamental plant in cottage gardens and as a cut flower.

Description
This is an annual or biennial plant with one erect, mostly unbranched stem growing 20-100 cm tall. The alternately arranged leaves vary in shape or size. The basal leaves usually fall away before flowering. Leaves around the middle of the stem are a few centimeters long and are borne on winged petioles. The blades have serrated edges. Leaves toward the top may have smooth edges. The large solitary flower head grows at the top of the stem and sometimes on branches. The head is lined with layers of phyllaries, those in the outer layer large and leaflike, measuring up to 3 centimeters long. The inner layer can be purple-tinged. The head contains one or two rings of ray florets, most often in shades of reddish purple. The flowering period is from August to October in the northern hemisphere.

Cultivation
This species has been grown and bred extensively in cultivation. Cultivars are available with flowers of many colors, varying heights, and single and double heads. In the wild, they are purple in color. There are several cultivars with flowers of different colors. Cultivars with flowers of other colors were obtained in particular by hybridization. Cultivated varieties can have ray florets in most any color, including red, pink, blue, purple, and white. They are up to 3.5 centimeters long. There are many yellow disc florets in the center. The fruit is a rough-textured, glandular, purple-mottled cypsela that turns gray with age. It has a pappus composed of one outer layer of reddish scales and two inner layers of white bristles.

It has been in cultivation in Europe since 1728 at the latest. In China, it has been cultivated for 2000 years.

Distribution
This plant is a naturalized species in some areas outside of its native range (Indochina, Europe, North America, Australia, New Zealand, etc.) and can be found on the edges of deciduous forests. It grows at altitudes from 300 to 2700 above mean sea level. As ornamental plant it thrives on fresh, nutrient-rich, easy-humus rich soils in warm humid air conditioning.

Pests and diseases
The plants are susceptible to fusarium wilt, a fungal disease. Some cultivars are more resistant to this than others. Pest insects can include leafhoppers, aphids, blister beetles, and the tarnished plant bug. The plant is also susceptible to mites.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Callistephus


text:
On-to-Ottawa Trek

The On-to-Ottawa Trek was a mass protest movement in Canada in 1935 sparked by unrest among unemployed single men in federal relief camps principally in Western Canada. The trek started in Vancouver and, picking up reinforcements along the way, was conducted by riding traincars eastward. The trek was stopped in Regina where on July 1, 1935 police dispersed it with loss of life and mass arrests.

Federal relief camps were brought in under Prime Minister R. B. Bennett’s government as a result of the Great Depression. The Great Depression crippled the Canadian economy and left one in nine citizens on relief. The relief, however, did not come free; the Bennett government ordered the Department of National Defence to organize work camps where single unemployed men were used to construct roads and other public works at a rate of twenty cents per day. The men in the relief camps were living in poor conditions with very low wages. The men decided to unite in 1933, led by Arthur "Slim" Evans, an officer of the Workers' Unity League (WUL). The Workers' Unity League helped the men organize the Relief Camp Workers' Union.

A strike was held in December 1934 with the men leaving the various camps and protesting in Vancouver, British Columbia. After a two-month protest, they returned to the camps after a promise of a government commission to look into their complaints. When a commission was not appointed a second strike was approved by the members and a walkout was called on April 4, 1935.

About 1,000 strikers headed for Ottawa. The strikers' demands were: “(1) that work with wages be instituted at a minimum of 50cents per hour for unskilled workers and trade union rates for skilled labour on the basis of a six-hour day, a five-day week with a minimum of twenty work days per month; (2) that all workers in the camps be covered by the Workmen's Compensation Act and that adequate first aid supplies be carried on the jobs at all times; (3) that the National Defence and all military control with the system of blacklisting be abolished; (4) that democratically elected committees be recognized in every camp; (5) that there be instituted a system of noncontributory unemployment insurance; (6) that all workers be given their democratic right to vote; (7) that Section 98 of the Criminal Code, Sections 41 and 42 of the Immigration Act and all vagrancy laws and anti-working class laws be repealed”.

Public support for the men was enormous, but the municipal, provincial and federal governments passed responsibility between themselves. They then decided to take their grievances to the federal government. On June 3, 1935, hundreds of men began boarding boxcars headed east in what became known as the "On-to-Ottawa Trek".

Meeting in Ottawa
The protesters reached Regina, Saskatchewan, on June 14. Three days later, on June 17, the protesters met with two federal cabinet ministers in the government of Prime Minister R. B. Bennett, Robert Manion and Robert Weir. Robert Manion and Robert Weir invited eight elected representatives of the protest (with Arthur "Slim" Evans as their leader) to Ottawa to meet Bennett on the condition the rest of the protesters stay in Regina, where a large contingent of the Royal Canadian Mounted Police was located. The remaining trekkers continued remain in the stadium located on Regina Exhibition Grounds, "with food and shelter supplied by townspeople and the Saskatchewan government."

The June 22nd Ottawa meeting turned into a shouting match, with Bennett accusing Trek leader Arthur "Slim" Evans of being an "embezzler." Evans, in turn, called the Prime Minister "a liar" before the delegation was finally escorted out of the building and on to the street.

Regina riot

The eight delegates arrived back in Regina on June 26. Attempts of the Trekkers to travel east by car or truck or train were thwarted by RCMP. A public meeting was called for July 1, 1935, in Market Square in Germantown (now the site of the Regina City Police station) to update the public on the progress of the movement. It was attended by 1,500 to 2,000 people, of whom only 300 were Trekkers. Most Trekkers decided to stay at the exhibition grounds in Saskatchewan.

Three large moving trucks were parked on three sides of the square concealing RCMP riot squads. Regina police were in the garage of the police station which was in Market Square. At 8:17 p.m. a whistle was blown, and the police charged the crowd with batons from all four sides. The attack caught the people off guard before their anger took over. They fought back with sticks, stones, and anything at hand. Mounted RCMP officers then started to use tear gas and fired guns. Driven from the Square, and with the RCMP blocking the roadway back to the Stadium grounds, the battle continued in the surrounding streets for six hours.

Police fired revolvers above and into groups of people. Tear gas bombs were thrown at any groups that gathered together. Plate glass windows in stores and offices were smashed, but with one exception, these stores were not looted, they were burned. People covered their faces with wet handkerchiefs to counter the effects of the tear gas and barricaded streets with cars. Finally, the Trekkers who had attended the meeting made their way individually or in small groups back to the exhibition stadium where the main body of Trekkers were quartered.

When it was over, 140 Trekkers and citizens had been arrested. Charles Miller, a plainclothes policeman, died, and Nick Schaack, a Trekker, later died in the hospital from injuries sustained in the riot. There were hundreds of injured residents and Trekkers were taken to hospitals or private homes. Those taken to a hospital were also arrested. Property damage was considerable. The police claimed 39 injuries in addition to the dead police officer, but denied that any protesters had been killed in the melee; the hospital records were subsequently altered to conceal the actual cause of death.

Trekkers Arthur Evans and George Black who were on the speakers' platform were arrested by plainclothes police at the beginning of the melee.

The city's exhibition grounds were surrounded by constables armed with revolvers as well as automatic fire-arms. The next day a barbed wire stockade was erected around the area. News of the police-instigated riot was front-page news across Canada. About midnight one of the Trek leaders telephoned Saskatchewan Premier Gardiner, who agreed to meet their delegation the next morning. The RCMP were livid when they heard of this and apprehended the delegates for interrogation but eventually released them in time to see the premier.

Premier Gardiner sent a wire to the Prime Minister, accusing the police of "precipitating a riot" while he had been negotiating a settlement with the Trekkers. He also told the prime minister the "men should be fed where they are and sent back to camp and homes as they request" and stated his government was prepared to "undertake this work of disbanding the men." An agreement to this effect was subsequently negotiated. Bennett was satisfied that he had smashed what he believed was a communist revolt and Gardiner was glad to rid his province of the strikers.

The Federal Minister of Justice Hugh Guthrie made the false statement in the House of Commons on July 2 that "shots were fired by the strikers, and the fire was replied to with shots from the city police." During the lengthy trials that followed, no evidence was ever produced to show that strikers fired shots during the riot. For his part, Bennett characterized the On-to-Ottawa Trek as "not a mere uprising against law and order but a definite revolutionary effort on the part of a group of men to usurp authority and destroy government."

Effects
The Bennett government swiftly came into action regarding "the prosecution of the trek leaders and those who had been charged with rioting and assault." The events helped to discredit Bennett's Conservative government, and in the 1935 federal election, his party went from holding 135 seats to just 39. After the Trek, the Saskatchewan government provided free transportation as a peace sign back to the west. The camps were soon dismantled and replaced by seasonal relief camps run by the provinces, and that paid the men slightly more for their labor than the earlier camps. Even these camps were soon closed down. Although the Trek did not reach Ottawa, its reverberations certainly did. Several demands of the Trekkers were eventually met, and the public support that galvanized behind the Trek set the tone for the social and welfare provisions of the postwar era.

title: On-to-Ottawa Trek


text:
Trevor McDonald

Sir Trevor Lawson McDonald (born George McDonald; 16 August 1939) is a Trinidadian-British newsreader and journalist, best known for his career as a news presenter with ITN.

After working as a print and broadcast journalist in Trinidad, McDonald was employed by BBC Radio as a producer, based in London but still broadcasting to the Caribbean. In 1973, he began his long association with Independent Television News as a general reporter and was also ITN's first black reporter. McDonald was promoted in 1992 as the sole presenter of News at Ten and became a well-known face on British television screens.

He was knighted in 1999 for his services to journalism.

Early career
Trevor McDonald was born on 16 August 1939 in San Fernando, Trinidad and Tobago, to Josephine and Lawson McDonald. McDonald is of Dougla heritage, his mother being of African descent and his father being of Indian descent.

After working as a print and broadcast journalist in Trinidad during the 1960s, in 1969, McDonald was employed by BBC Radio as a producer, based in London but still broadcasting to the Caribbean. In 1973, he began his long association with Independent Television News as a general reporter and was also ITN's first black reporter. McDonald later became a sports correspondent, but he ultimately concentrated on international politics. In the 1980s, he spent some time with the ITN-produced Channel 4 News, but returned to ITV in 1989, presenting the early-evening news.

News at Ten
McDonald was promoted in 1992 as the sole presenter of News at Ten and became a well-known face on British television screens. McDonald stayed with ITN when News at Ten was axed in 1999, moving to present the new ITV Evening News. News at Ten was briefly relaunched on 22 January 2001, to which McDonald returned as a presenter. He presented the ITV News at 10.30 following News at Ten's second axing.

Tonight
From 1999 to 2007, McDonald hosted ITV's flagship current affairs programme Tonight with Trevor McDonald. The show was revived in 2010 with presenter Julie Etchingham.

First retirement
McDonald presented his last ITV News bulletin on 15 December 2005. He stepped down from his role as anchor after more than 30 years at ITN, but said he had no plans to retire completely from television. McDonald told his ITN colleagues that he wanted a low-key departure after having observed the departures of Tom Brokaw and Dan Rather in the United States. At the end of the final programme, he signed off with the words:

"That brings to an end my association with the news at 10.30. Thank you for watching and thank you for all your generous messages. Good night and goodbye."

Over the closing titles of the last bulletin that McDonald presented, the November 1992 to March 1999 News at Ten theme was played as a tribute to him.

Return to News at Ten
On 31 October 2007, ITV announced that, early in 2008, McDonald would come out of retirement to present the relaunched News at Ten together with Julie Etchingham.

Second retirement
It was announced on 30 October 2008 that McDonald would step down from News at Ten once the 2008 US presidential election was over, to be replaced by Mark Austin. His last bulletin was on 20 November 2008. It was reported at the time that he would continue to present links for Tonight.

Documentaries

 * In 2009, McDonald travelled to the Caribbean and hosted the three-part series The Secret Caribbean with Trevor McDonald for ITV.
 * In 2011, McDonald travelled around the Mediterranean and hosted the four-part series The Secret Mediterranean with Trevor McDonald for ITV.
 * In 2012, McDonald travelled along the route of the Mississippi River and hosted the three-part series The Mighty Mississippi with Trevor McDonald.
 * In 2012, McDonald presented Queen Elizabeth II: Her Remarkable Life Through The Decades
 * In 2013, McDonald visited death row inmates in Indiana and hosted the two-part series Inside Death Row.
 * In early 2015, McDonald travelled to New York City and hosted the two-part series The Mafia with Trevor McDonald.
 * In late 2015, McDonald presented Las Vegas with Trevor McDonald, a two-part series for ITV.
 * In September 2016, McDonald presented a two-part series called Inside Scotland Yard With Trevor McDonald for ITV.
 * In February 2017, McDonald presented two-part documentary Mafia Women with Trevor McDonald for ITV.
 * In late 2017, McDonald presented a documentary called An Hour to Catch a Killer for ITV.
 * In February 2018, McDonald presented Death Row 2018 with Trevor McDonald for ITV.
 * In February 2018, McDonald presented James Bulger: A Mother's Story with Trevor McDonald for ITV.
 * In September 2018, McDonald presented To Catch a Serial Killer with Trevor McDonald for ITV.
 * In February 2019, McDonald presented Fred & Rose West: The Real Story with Trevor McDonald for ITV.
 * In January 2021, McDonald presented a two-part documentary called And Finally… with Trevor McDonald for ITV.
 * In May 2021, McDonald co-presented a documentary called Trevor McDonald & Charlene White: Has George Floyd Changed Britain? for ITV.
 * McDonald presented the ITV documentary The Killing of PC Harper: A Wife’s Story on 17 March 2022
 * In October 2023, McDonald presented Pride of Britain: A Windrush Special for ITV.

Other work and media appearances

 * In 1996, McDonald presented the "Hogmanay at the Palace"
 * McDonald presented the TV series Undercover Customs, which created reconstructions of major HM Customs and Excise investigations in the UK.
 * On 21 April 2006, McDonald presented an episode of Have I Got News for You; he delivered a number of autocue jokes, some of which were extremely risqué, in his usual somber newscaster manner, the juxtaposition of which prompted team captain Paul Merton, who usually maintains a straight face on the show, to laugh heartily in disbelief on numerous occasions. It was McDonald's first appearance in any capacity on the show since 1992.
 * McDonald was formerly Chancellor of London South Bank University. He also has intimate ties with King's College School in Wimbledon, a London day school, where he is now a governor.
 * McDonald is the author of biographies of the cricketers Viv Richards and Clive Lloyd.
 * McDonald has worked as an editor of poetry anthologies, and his autobiography Fortunate Circumstances was published in 1993.
 * Lenny Henry's comic character Trevor McDoughnut is a parody of McDonald. McDonald once surprised Henry during a performance of "McDoughnut" on Tiswas by walking into the studio to sit with Henry. McDonald returned to Tiswas on two further occasions. First, a number of weeks after his original surprise appearance, he cropped up during a spoof edition of This Is Your Life to "reminisce" with Lenny Henry about the earlier event. The other appearance occurred during the Tiswas Reunited show (a reunion programme broadcast in June 2007) where McDonald joined Lenny Henry on the sofa once again to look back at the old clips and comment on Henry's impersonation.
 * McDonald performed live in Hyde Park in summer 1996 with the Who, as the newsreader in the group's staging of their Quadrophenia.
 * In June 2007, McDonald hosted the new ITV version of This Is Your Life, Simon Cowell being the programme's "victim".
 * From June to August 2007, McDonald presented the satirical panel show News Knight with Sir Trevor McDonald on ITV1.
 * In August 2010, McDonald conducted a live on-stage interview with Archbishop Desmond Tutu at Fairfield Halls in Croydon at an event entitled An Audience with Desmond Tutu.
 * In 2014, McDonald presented a media training course entitled "Deal with the Media with Sir Trevor McDonald".
 * McDonald presented a special edition of Countdown in September 2021 as part of Channel 4's Black To Front Day.
 * In 2021, McDonald appeared as the titular character in E4's revival of GamesMaster
 * In November 2022, McDonald was a guest presenter on Countdown; part of game show's 40th anniversary.
 * In March 2024, McDonald appeared as the walking partner in the second episode of Perfect Pub Walks with Bill Bailey.

Awards
McDonald holds honorary degrees from the University of Plymouth and Liverpool John Moores University. He was appointed Knight Bachelor in the 1999 Birthday Honours for his services to broadcasting and journalism, having previously been appointed Officer of the Order of the British Empire (OBE) in the 1992 New Year Honours. He was awarded with "Special Recognition" at the National Television Awards in 2003 and with a BAFTA fellowship at the 2011 British Academy Television Awards.

title: Trevor McDonald


text:
User:Ditkoofseppala

Name: J. Jeffrey Bragg      Age: 65 Discovered Wikipedia: 30 June 2003

Personal Info: For twenty years I managed a rare breed development project (The Seppala Siberian Sleddog Project). For fourteen years I lived a primitive lifestyle with my sleddogs in Canada's Yukon Territory; in 2007 I moved to Rossburn, Manitoba. More into about the dogs and the lifestyle is available on my Seppala Kennels website.

Comments: I love the Wikipedia concept! In general I'm enthusiastic about co-operative, "open-source" projects of this kind and think the Web is the ideal environment for them. I enjoy helping build the dog breeds section of Wikipedia and other areas in which I have special knowledge or interest.

I hope that my Wikipedia friends will join me in my journey down the treacherous trails of the postmodern world with my little sleddogs through my online SledDogBlog!

General interest articles that I originated:
 * Charlotte Moorman
 * Edwin Muir
 * Cynology
 * Sled dog
 * Dogsled racing

Dog Breed articles that I originated:
 * Affenpinscher
 * Afghan Hound (expanded from stub)
 * Aidi
 * Alapaha Blue Blood Bulldog
 * Alaskan husky
 * Alaskan Malamute
 * American Cocker Spaniel
 * American Water Spaniel
 * Azawakh
 * Balkan Hound
 * Barbet
 * Beauceron
 * Bernese Mountain Dog
 * Chinook (dog)
 * Clumber Spaniel
 * Flat-Coated Retriever
 * Mackenzie River Husky
 * Mudi
 * Šarplaninac
 * Seppala Siberian Sleddog
 * Shiloh Shepherd Dog
 * Siberian Husky (expanded fr. weak article - attributed to IP adr. - didn't notice I wasn't logged in)
 * West Siberian Laika
 * East Siberian Laika
 * Yugoslavian Mountain Hound
 * Yugoslavian Tricolour Hound

User:Ditkoofseppala/Sandbox

title: User:Ditkoofseppala


text:
Talk:Frottage

Comments
Wait, 'Frottage is normal sexual activity'? By definition? It stops being frottage if it gets weird, then? --Oolong 13:30, 22 February 2006 (UTC)

The term 'frottage' (borrowed from French "rubbing" frottage and "to rub" frotter) can have several distinct meanings. See the disambiguation at the head of the article. Psychiatry no longer uses the term 'frottage' for the sexual disorder, and it is more correct to use the term 'frotteurism'. (The term 'frottage' still lingers in some law books and so on to refer to frotteurism.) Frotteurism is a disorder because it is nonconsensual (similar to but less serious than rape) and thus a paraphilia. By contrast, term 'frottage' gained wide popular usage to refer to normal sexual (kinky!) "grinding" without vaginal or anal penetration. This kind of consensual sexual rubbing is normal. Haldrik 00:27, 23 February 2006 (UTC) Bloody hell Haldrik! 81.109.154.248 18:13, 9 July 2006 (UTC)

'Frottage enthusiasts in entertainment include Pierre Bouvier of Canadian emo rock band Simple Plan. Their biggest hit, "Untitled (How Could This Happen To Me)" is said to have been about an incident during which Bouvier was caught frotting with a bandmate by his mother.' -Um, no! That song is about drunk driving and it's been confirmed many a time. I'm deleting this sentence from the article if that's alright Baberlp 19:47, 18 December 2006 (UTC)

Merge with Outercourse?
Is there any reason why frottage is seperate from outercourse? --Philo 18:20, 10 March 2007 (UTC)

 * None but dont delete any of the content rather simply move it over and maintain a redirect: I was lead here from Bonobo and frot and frottage is an important part of Bonobo sexual behaviour (not to mention "pan (formerly "homo") sapiens"). Mattjs 16:09, 19 March 2007 (UTC)

It might be easier to merge the content of Outercourse into Frottage than the other way around. I think there are too many pages on subjects that are nearly the same, with none of the pages quite hitting the intended mark. Merging seems a really good idea, but I'd hate to lose any content. Human sexuality (especially safe-sex) deserves as good a treatment as any other social or medical subject. I'll put a merge tag onto Outercourse and something into the discussion page directing people here. --Simon Speed 23:39, 21 March 2007 (UTC)

 * Oppose merge. This term is not in common use in the United States.  Most people know what outercourse is here, few would know what frottage was.  Could we merge the content of Frottage to Outercourse?  Or is there some phrase at which we could create a new article and merge both?  Joie de Vivre 00:14, 22 March 2007 (UTC)

3 articles: Frottage, Outercourse and Mutual masturbation (anybody know any more?) cover pretty much the same material. Good stuff, different treatments of the same thing (Frottage is also a section in Mutual Masturbation), but not complete in themselves. All 3 need to be merged. If Outercourse is the main term in US English then that should be the main title of the article. --Simon Speed 23:25, 22 March 2007 (UTC)

 * Outercourse is not used in Australia. Mutual masturbation is.  Why if "Outercourse"" is the main term in US English should all other uses be merged to that one?  WP is US-centric enough without subsuming all other cultural differences into US articles.  Oppose Merge Gillyweed 23:36, 22 March 2007 (UTC)

Could the 3 articles be merged into 1 entitled Non-penetrative sex? The term doesn't get used that much, I think because its rather formal, but I've seen it in American English (something to do with a Californian law) and quite a lot in British English. If editors don't want merges what should we do instead? There is a huge amount of overlap in material covered and an even bigger overlap in what should be covered on any one of these pages. --Simon Speed 18:03, 27 March 2007 (UTC)

Merge proposal
It is my understanding that the three terms have slightly different meanings. My definitions are written from a United States perspective, I'd be interested to hear from Gillyweed and others what the words mean in the UK, Australia, and elsewhere. In the US...

 * Mutual masturbation almost always means "rubbing someone else's unclothed genitals with your hand(s), while they rub yours". Mutual masturbation usually does not include dry-humping, and it never includes oral sex or genital-genital rubbing.

 * Outercourse usually means "getting yourself and someone else off without penetration or exchange of body fluids". Outercourse can involve rubbing your genitals anywhere on someone else's body, except on their genitals.  Some definitions of outercourse include oral sex, some do not.  Outercourse generally does not include genital-genital rubbing, it would only include it if a barrier method is used.  The word "outercourse" is typically usually used in the context of enjoying sex while avoiding the swapping of bodily fluids, in an attempt to avoid STDs and pregnancy.  See Joycelyn Elders.

 * Frottage is a word that is not used in the US. From reading the article, frottage seems to include all of the activity of "outercourse", but frottage can also include genital-genital rubbing such as tribadism or frot (words also not used in the US).

(I'll also throw in the phrase Dry-humping, which incidentally redirects to Frottage): I don't know if this term is used outside the US, but it almost always means rubbing your genitals against someone else's genitals while both people are clothed.

I do support a merge of the three articles, because they are so similar. Perhaps, as Simon Speed said, we can merge at non-penetrative sex. This one seems to be the least geographically-specific, if only because it's so formal that no one uses it. However, I think we should include a section for each term, describing each term's specific meaning. Joie de Vivre 21:17, 28 March 2007 (UTC)

 * I found another one: Sumata, a Japanese term. Joie de Vivre 16:09, 5 April 2007 (UTC)

 * I Think that's relatively specific - penis to hands, thighs and labia. It's got a link from "see also" in the Frottage article but isn't mentioned under Outercourse or Mutual masturbation.--Simon Speed 21:08, 5 April 2007 (UTC)

 * I only brought it up because you asked if anyone knew of "any more" -- I took that to mean "any more related or similar terms that could possibly be considered in the merge". I'm still not sure what to do here.  Joie de Vivre 18:38, 11 April 2007 (UTC)

OK I cobbled the pages together to make non-penetrative sex and did a bit of editing. A picture has yet to be allowed. Have a look and change stuff.--Simon Speed 22:36, 11 April 2007 (UTC)

title: Talk:Frottage


text:
We

In Modern English, we is a plural, first-person pronoun.

Morphology
In Standard Modern English, we has six distinct shapes for five word forms:

There is also a distinct determiner we as in we humans aren't perfect, which some people consider to be just an extended use of the pronoun.
 * we: the nominative (subjective) form
 * us and : the accusative (objective; also called the 'oblique'. ) form
 * our: the dependent genitive (possessive) form
 * ours: the independent genitive (possessive) form
 * ourselves: the reflexive form

History
We has been part of English since Old English, having come from Proto-Germanic *wejes, from PIE *we-. Similarly, us was used in Old English as the accusative and dative plural of we, from PIE *nes-. The following table shows the old English first-person plural and dual pronouns: By late Middle English, the dual form was lost and the dative and accusative had merged. The ours genitive can be seen as early as the 12th century. Ourselves replaced original construction we selfe, us selfum in the 15th century, so that, by the century's end, the Middle English forms of we had solidified into those we use today.

Gender
We is not generally seen as participating in the system of gender. In Old English, it did not. Only third-person pronouns had distinct masculine, feminine, and neuter gender forms. But by the 17th century, that old gender system, which also marked gender on common nouns and adjectives, had disappeared, leaving only pronoun marking. At the same time, a new relative pronoun system was developing that eventually split between personal relative who  and impersonal relative which. This is seen as a new personal / non-personal (or impersonal) gender system. undefined As a result,

Functions
We can appear as a subject, object, determiner or predicative complement. The reflexive form also appears as an adjunct.

 * Subject:  We 're there; us being there; our being there; we planned for ourselves to be there.
 * Object: They saw us  ; She pointed them to us ; We thought about ourselves.
 * Predicative complement: They have become us ; We eventually felt we had become ourselves .
 * Dependent determiner: We reached our goals;  We humans aren't perfect; Give it to us students.
 * Independent determiner: This is ours .
 * Adjunct: We did it ourselves .

The contracted object form  is only possible after the special let of let's do that.

Dependents
Pronouns rarely take dependents, but it is possible for we to have many of the same kind of dependents as other noun phrases.

 * Relative clause modifier: we who arrived late
 * Determiner: Not a lot of people know the real us.
 * Adjective phrase modifier: Not a lot of people know the real us.
 * Adverb phrase external modifier:  not even us

Semantics
We referents generally must include the speaker, along with other persons. A few exceptional cases, which include nosism, are presented below. We is always definite and specific.

Royal we
The royal we, or majestic plural (pluralis majestatis), is sometimes used by a person of high office, such as a monarch, earl, or pope. It has singular semantics.

Editorial we
The editorial we is a similar phenomenon, in which an editorial columnist in a newspaper or a similar commentator in another medium refers to themselves as we when giving their opinion. Here, the writer casts themselves as spokesperson: either for the media institution who employs them or on behalf of the party or body of citizens who agree with the commentary. The reference is not explicit but is generally consistent with a first-person plural.

Author's we
The author's we, or pluralism modesties, is a practice referring to a generic third person as we (instead of one or the informal you):
 *  By adding four and five, we obtain nine.
 *  We are led also to a definition of "time" in physics. — Albert Einstein

We in this sense often refers to "the reader and the author" because the author often assumes that the reader knows and agrees with certain principles or previous theorems for the sake of brevity (or, if not, the reader is prompted to look them up). This practice is discouraged by some academic style guides because it fails to distinguish between sole authorship and co-authorship. Again, the reference is not explicit, but is generally consistent with first-person plural.

Inclusive and exclusive we
Some languages distinguish between inclusive we, which includes both the speaker and the addressee(s), and exclusive we, which excludes the addressee(s). English does not make this distinction grammatically, though we can have both inclusive and exclusive semantics.

Imperative let's or let us allows imperatives to be inclusive. Compare:

 * Take this outside. (exclusive, 2nd person)
 * Let's take this outside. (inclusive, 1st person)

Second-person we
We is used sometimes in place of you to address a second party: A doctor may ask a patient: "And how are we feeling today?". A waiter may ask a client: "What are we in the mood for?"

Membership we
The membership we is a simultaneous reference to the individual, and to the collective of which the individual is a member. If ants or hive bees could use English, they might use the pronoun we almost exclusively. Human cultures can be categorized as communal or individualist; the membership we aligns more with a communal culture. The speaker, or thinker, expresses ideas with awareness of both themselves and the collective of other members. If language constrains or liberates thinking, then using the membership we may impact our ability to understand, empathize, and bond with others. The extent of inclusion when using the membership we is loosely definite; the group may be others of the same village, nation, species, or planet. The following two examples show how meaning changes subtly depending on whether I or we is used. When using the membership we, the reader or speaker is automatically drawn into the collective, and the change in viewpoint is significant:
 * If I consume too much, I will run out of resources. If we consume too much, we will run out of resources.
 * The more I learn, the more I should question. The more we learn, the more we should question.

title: We