How Lincoln Cars Work

Lincoln and Cadillac had a mutual founder : the stern , patrician Henry Martyn Leland , " Master of Precision . " Leland and his associates formed Cadillac in 1902 from the stiff of the Henry Ford Company – which is why his first Cadillac and the first product Ford , both name Model A , are so interchangeable . William C. Durant purchase Cadillac in 1909 for his burgeoning General Motors . Leland , meantime , went off to progress Liberty aircraft engine during World War I. Then , with son Wilfred , he come back to the elevator car business organisation by forming Lincoln – name for the U.S. president , one of his heroes . When this endeavour ran into financial bother , Leland came full circle by deal out to Henry Ford in 1922 .

At first , Ford Motor Company did small to alter or update the Lincoln Model L that Leland had designed around 1920 . Powered by a 385 - Criminal Investigation Command V-8 with 90 Pteridium aquilinum HP , it was attractively built and handsomely equipped . But by 1930 it was an anachronism : unfashionably upright and sluggish next to present-day Cadillacs , Packards , and Chrysler Imperials .

Then Henry and son Edsel bring in forth the 1931 Model K ( why they work backward in the first principle stay a mystery ) . Its new 145 - column inch - wheelbase chassis carried a develop , 120 - bhp V-8 that keep " branch - and - steel " rods and three - musical composition stamp - iron occlusion / crankcase assembly , Leland engineering feature of speech that let ads inhabit lovingly on " preciseness - built " lineament .

The fresh shape was massive , with nine - in - cryptic side track and six crossmembers with cruciform brace . The transmission gained synchromesh on 2d and third gears . Like the L , the K utilise torsion - tube-shaped structure crusade and a floating rear axle . Other feature included insect - and - roller steering , hydraulic stupor absorbers by Houdaille , and mechanical brakes by Bendix . Stylewise , a slimly peaked radiator led a far longer hood , punctuate by twin - trumpet horn and bowl - shaped headlamps . The K was also farseeing , low , and sleeker than the L , and it offer an improved ride , greater stability and , with its extra business leader , faster acceleration and higher top speed .

That changed the undermentioned year when the KA interchange its V-8 for a smaller bore 381.7 - cid V-12 with the same 125 bhp . This was also put in in the shorter Lincoln chassis , top by Murray - build bodies made of wood , sword , and aluminum . KB continued as the senior line .

The K - chassis had been plan for an all - young V-12 that arrived for 1932 in a raw KB - Series . This was a fluent 448 - cid engine with 150 bhp – Ford ’s answer to the 12- and 16 - cylinder giant star from Cadillac , Packard , and others . The V-12 allow for better performance than the K ’s V-8 , yet KBs sold for slightly less and came in a wider range of body types . A magnificent around - town car and a flying open - road phaeton , the KB was an extraordinary machine that stood far above most contemporary auto .

company the 1932 V-12 was the V-8 KA - Series on a 136 - inch wheelbase . Its chassis was dimensionally the same as the old Model L ’s but structurally equal to the new KB ’s . The body were less richly furnished than on 12 - cylinder exemplar , but the KA was high - course of instruction , not a middle - priced product . Still , this V-8 was n’t as tranquil as the engines from Cadillac , Packard , or Pierce - Arrow .

The Evolution of the Lincoln Model K

The esthetic Edsel Ford transformed Lincoln styling , update the standard mill - built bodies , and secure a embarrassment of custom and semicustom style from the cream of America ’s coachbuilders , include Brunn , Dietrich , Judkins , LeBaron , Murphy , and Willoughby . The result was some of the fine expressions of Classic - geological era design and an development of the Lincoln Model K. A cautious move toward streamlining began with the 1932 model and was more evident on the ' 33s , which wore a rakish Vee’d radiator with a chrome grill . Also Modern that twelvemonth were hood fin ( replacing shutters ) , drawn - down " skirted " fender , Vee’d front bumper , and redesigned luggage compartment racks .

With cut-rate sale slow in the Depression - devastate market place , Lincoln consolidate for 1934 around a single 414 - cid V-12 , a bored - out KA unit with the same 150 bhp as the older 448 . Differences included aluminum piston chamber heads and 6.3:1 compression . The latter was unheard of at the time , but made potential by the advent of 70 - octane gasoline , which was nearly as potent as contemporary aviation fuel .

Most 1934 Lincolns could reach 95 mph , facilitate by the 414 ’s broad rev range compared to the 448 . Chassis specs were nearly unchanged , but Murray custom bodies were excrete and radiator were now lacquer in body color . Smaller headlamps , parking lamp , and colour - pit metallic element spare - tyre cover version helped clean up appearance . Sedans and limousines also receive slanted tails , pretty ultra for the daylight . Like Pierce , Packard , and Stutz , Lincoln was loth to abandon the graceful " oh g-force " fenders so characteristic of the period – but it would after 1935 .

By that point , big - Lincoln engineering was in the essential human body it would carry through 1940 . The slightly politic - take care 1935s were all call Model K , and a huge array of body type was still available on the former two wheelbases . Semi - teardrop fenders appeared for ' 36 , along with a simpler radiator , new disc rack , and big hubcap .

The 1937s emphasized out-and-out styling simpleness , possibly mold by the Cord 810 . headlamp were integrated into the fenders , belt molding were erased , and doors were draw out down almost to the running boards . Spare tire dwell within fresh built - in tree trunk compartment ( unless sidemount spare were ordinate ) , and factory bodies received their first Vee’d windshields . As ever , standard Model K interiors were done with rich broadcloth and curly - maple garnish moldings ; rare woods and fabrics were useable in custom styles . The V-12 gained hydraulic lifters and moved further forward , which improved ride . Nominal horsepower remained 150 , but post-1936 models probably had more usable index because of a different Cam River contour .

The lush luxury - car marketplace of the 1920s had long since dried up in the economic drought of the ' 30s , and Lincoln suffered as much as any bounty make . one-year gross revenue hovered around 3500 from 1930 through ' 33 , then dropped by about one-half in 1934 . After that , the K - Series would see no more than 2000 unit per class . By 1940 it was available only by particular order , built on chassis complete during 1939 . ( The largest of these , the 160 - in - wheelbase " Sunshine Special , " served as the parade car of chair Roosevelt and Truman . )

For more on the luxurious Lincoln, see:

Lincoln Zephyr

What pulled Lincoln through the Depression was the Zephyr . It bristle on the scene for 1936 as a average - damage Cartesian product of the sort Cadillac and Packard also relied upon for survival , but was far more advanced . Its major design concepts evolved from a series of basal social unit - body prototypes designed by John Tjaarda along aircraft principles and built with assistance from Briggs Manufacturing Company , eager to win some volume organic structure business concern from Lincoln . Tjaarda ’s original design feature a rear - railway locomotive layout , but this was flip to a conventional front - engine / rear - ride format .

The rest of the Zephyr was improper . Tjaarda claimed this was the first car in which aircraft - case stress analysis proved the transcendency of building block construction . And indeed , at around 3300 pounds , the Zephyr was lighter than Chrysler ’s body - on - frame Airflow , yet much unshakable . Best of all , social unit construction offer of import cost savings .

A modify Ford flathead V-8 with about 100 bhp was ab initio slat , but fellowship president Edsel Ford decide that , as a Lincoln , the Zephyr had to have a V-12 . As the existing 414 was too turgid for this little package , engineer Frank Johnson , one the ablest in the industry , was state to tot four cylinders to the Ford V-8 . Cost pressures , however , compromise the upshot . A four - independent - bear liter - chief building block of 267 cid , the Zephyr V-12 utilise a " monobloc " casting like to the V-8 ’s , with an exhaust core between the cylinders . Initial horsepower was unimpressive for a twelve at only 110 . The rest of the drivetrain was also derived from Ford V-8 components .

Zephyr styling was similar to that of Tjaarda ’s prototypes , but a pointy buns - hinged " gator " toughie and matching Vee’d radiator were grafted on under Edsel ’s direction by Ford stylist E.T. " Bob " Gregorie . The changes made for a much prettier car than either Tjaarda ’s paradigm or the curved - nose Airflow , yet the essential shape remained more tricky than the Airflow ’s even though it was n’t " styled in the wind tunnel " like portions of the Chrysler intent .

Briggs built most of the Zephyr . Ford only installed the drive­train , added front sheetmetal , and date to trimming and painting . Edsel laughingly recite Tjaarda that Briggs might as well build the whole thing , as the Zephyr gathering line was only 40 feet longsighted !

Designated Model H , the Zephyr bowed as a two- and four - door sedan on a 122 - inch wheelbase . Prices were attractive at around $ 1300 , and public presentation was at least decent . Top speed was over 87 miles per hour , and a 4.33:1 rear axle , chosen for abject - end acceleration over all - out speeding , made for 0 - 50 mph in 10.8 secondment and 30 - 50 mph in six seconds flat . Yet mileage ­consistently averaged 16 - 18 geographical mile per congius .

With all this , the Zephyr was an contiguous hit . Nearly 15,000 were sold for ' 36 , better than 80 pct of Lincoln ’s total exemplary - year output . That promote the make to 18th on the industriousness production board – the first time Lincoln break into the top 20 . Sales for the 1937 HB models come to nearly 30,000 despite few changes , though a three-­passenger coupe and part - window Town Limousine were added .

The 1938 Zephyrs bowed with a three - in - prospicient wheelbase and revised styling announce by a " oral cavity organ " radiator grille that outwit everyone to the next pattern vogue : the horizontal front - end formatting . Two- and four - door convertibles arrived . A Custom inner option provided extra model variations for 1939 . A deep recession throttle 1938 cut-rate sale to just over 19,000 – though that was still some 5500 more than Cadillac managed with its LaSalle . The ' 39 total was more supporting at nearly 21,000 , but might have been higher had it not been for intramural contest from the new medium - priced Mercury .

air mechanical alterations before 1940 followed those of other Ford Motor Company cars . Old Henry ’s mulishness precluded hydraulic bracken until ' 39 . An optional two - upper Columbia rear axle come along , concentrate locomotive velocity by 28 per centum in its higher cruising proportion . The V-12 was qualify to cure several persistent problems . Water passages , for example , examine inadequate , leading to overheating , bore warpage , and excessive anchor ring wear . unequal crankcase ventilation system created oil colour sludge buildup , and rock oil current was poor . Yet despite the addition of hydraulic valve lifters for 1938 and cast - Fe head after ' 41 , the powerplant never disgorge its poor reliability image . Had World War II not intervened , it might have been fully reengineered . But it was n’t , and many collector / possessor have since replace the V-12 with litre - mind or afterward overhead - valve V-8s .

With no change in wheelbase or canonical appearance , Zephyr was full rebodied for 1940 , gaining seal - ray of light headlamps , larger windowpane and bole , bodysides bulge out to cover the run board , and a more conventional dash . A larger aegir get the V-12 to 292 Criminal Investigation Command and 120 bhp . The slow - sell transmutable sedan was discarded . Among Custom - interior closed in modelling was a limited five - rider " township limousine , " a four - door - sedan rebirth by Briggs . Brunn also build 10 Zephyr town car in 1940 - 41 ( three of which go to the Ford kinsperson ) ; all were weighed down - look outfit with rooflines that did n’t match well with the well-defined lower body . air product again inched upward , reaching just over 21,750 .

But Lincoln had bigger 1940 news . It was , of course , the Zephyr - based Continental , one of the most - stunning automobiles of all prison term .

Lincoln Cars of the 1940s and The Lincoln Continental

Though executed by Bob Gregorie , the Lincoln Continental ’s styling was conceive by Edsel Ford , who organize him to make it " thoroughly continental , " complete with outside trim tire . The innovation arise with a one - off convertible that Edsel used on his annual winter vacation in Palm Beach during 1938 - 39 . Everyone who saw it thought it sensory , which encourage Ford to propose production models scarcely a year by and by . A coupe and cabriolet debuted at about $ 2850 and brought customers into Lincoln dealership by the thousands .

Continental was bankrupt out from the Zephyr line for 1941 , and received its own badges . Model - year production increased from 404 to 1250 . Meantime , Lincoln hold a gloss of K - Series coach work up tradition with a Zephyr - based Custom saloon and limousine on a 138 - inch wheelbase . But at about $ 2800 , only 650 were called for . The Briggs town limo was engrave for ' 41 , but other Zephyrs returned with underage mechanical improvements , include power tops for convertibles and optional Borg - Warner overdrive in place of the two - speed Columbia axle . Styling alteration were little : buffer - mounted parking / turn - indicator lights and , for Continentals , pushbutton exterior threshold release ( replacing handles ) . In all , Lincoln establish about 18,250 machine for the last full model year before World War II .

War - reduce 1942 brought significant technology and design change . The V-12 was tire out to its limit for 305 Criminal Investigation Command and yielded 10 extra horsepower . A flashy facelift prognosis immediate postwar styling . All models now had longer and higher fender , a busy two - tier horizontal - bar grillwork , and headlamps flank by parking lightness on either side . Overall height was a bit gloomy , curb weights a routine gamy . Lincoln build 6547 of these cars by early February 1942 , when the government regulate a stay to civilian production for the length .

Despite the dictates of state of war , Ford stylists found time to try out , stimulate hundreds of rendition and dozens of shell model . Most involved the " bathtub " flavor that materialized on several makes for 1948 - 49 . Some Lincoln conception bordered on the grotesque . Many looked as if they ’d been " carve out of a bar of soap , " as one styler put it .

Like most other shuffle , Lincoln resumed peacetime production with warm - over ' 42 mannequin that would not change much through 1948 . However , the prewar Customs and three - rider coupe did not come back , and the Zephyr name was abandoned for just manifest Lincoln . The V-12 regress to its pre-1942 displacement and HP dropped to 125 . The larger caliber had created cast problem for the factory and mechanics find it difficult to rebore for overhauls . Because of the V-12 ’s purpose flaw , overhauls were all too frequent – peculiarly if the maintenance docket was n’t bolt followed . customs duty Interior Department were still available for closed received - model Lincolns .

The main innovation difference between 1946 and ' 42 was grillework composed of erect and horizontal BAR , with a Lincoln emblem in the upper section , plus a new winged - ball hood ornament . The 1947s carry " Lincoln " inscription on the hubcaps , plus fallback door do by , " pocket " interior armrest , and a punk ornament with a long wing . There were no ocular changes for 1948 .

Lincoln ’s first new postwar automobile arrive in mid-1948 , but a Continental was n’t among them . One had been planned , but was shelved due to down projected sales . It would have looked cumbersome anyway , and some Ford decorator , respectful of the late Edsel Ford ( who died in 1943 ) were thankful it did n’t look .

1949, 1950, 1951, 1952, 1953 Lincoln Cars

Concentrating on high - intensity models , Lincoln egress two serial for 1949 : a 121 - inch - wheelbase standard line of business and the high-priced 125 - inch Cosmopolitan . The former , sharing canonical bodyshells with that year ’s new Mercury , comprised sedan , coupe , and transmutable ; Cosmo tot a Town Sedan , a massive six - windowpane fastback . The aged V-12 was replaced at last by a 152 - bhp 337 - cid L - chief V-8 originally designed for Ford hand truck . Overdrive was a $ 96 extra .

Dearborn ’s original ' 49 planning called for a 118 - column inch - wheelbase Ford and a 121 - in Mercury . What emerged as the Cosmo­politan was conceived as a Zephyr . At the last mo , Ford ’s policy citizens committee , led by Ernest Breech and Harold Youngren , mandated a pocket-sized 114 - in - wheelbase Ford , so the purpose Mercury became the ' 49 standard Lincoln and the 118 - inch Ford was made a Mercury – hence the latter ’s change from " senior Ford " to " junior Lincoln " in this period . The x - Mercury Lincolns were thus much sleazy than the Cosmos , spanning a $ 2500-$3100 range versus $ 3200-$3950 .

Predictably , grant its wartime design exercises , Lincoln ’s ' 49 styling was of the " legal profession - of - soap " schooltime , but clean and self-respecting withal . Fadeaway front fenderlines marked base manikin . Cosmos had fully flush fenders , plus one - musical composition ( instead of two - piece ) windshields , tolerant chrome crushed rock deflector over the front wheel arches , and thin windowpane frame . All models jade conservative grilles , slide down headlamp ( glass covers were planned ) , and " frenched " taillamps . Model - year volume set a record at 73,507 units .

Lincoln ’s first unexampled postwar generation continued for the next two years with no major alteration . Offerings , however , were shuffle for 1950 , as the standard convertible and the tubby Cosmo Town Sedan were deleted . This leave a notchback coupe and a four - doorway sport sedan ( with atavism " felo-de-se " rear door ) in each series , plus a Cosmopolitan convertible . There were also two entrant for 1950 : the $ 2721 Lido and $ 3406 Cosmo Capri . These were limited - edition coupes with custom DoI and padded canvas tops offered in place of a reliable pillarless hardtop to answer Cadillac ’s 1949 Coupe de Ville . Few were sell through 1951 .

All 1950 Lincolns sported a restyled dashboard by main designer Tom Hibbard . It was an attractive " wave - top " design with an oblong legal instrument cluster , a formatting that would continue through 1957 . A ego - shift Hydra - Matic transmission , grease one’s palms from archrival GM , arrived as a new 1950 option ; it would be standard in 1952 - 54 . The ' 51 models were spruced up by longer rear fenders with just taillamps ( versus the old rotund units ) , plus a simple grillwork and dissimilar bicycle covers .

While not known for performance , Lincoln had enough of the right hooey to place ninth in the 1950Carrera Panamericana– the first of the fabled Mexican Road Races . Lincoln then advance the 1951 Mobilgas Economy Run with an average 25.5 mpg . Neither of these exploit assist gross revenue , which were well down from record ' 49 . The sum were just over 28,000 for 1950 and a more gratifying 32,500 for ' 51 .

All Ford Motor Company cars were completely new for ' 52 but though sales agreement rose – to almost 41,000 by ' 53 – Lincoln was still mile behind Cadillac . One problem may have been sedate , satisfying styling through 1955 : again very much like Mercury – and also Ford . Uniformity may have induce worry , too , with only the same five modelling bid through ' 54 . Cosmopolitan became the lower serial publication in this period , Capri the upper . Both heel four - door sedan chair and a belated hardtop coupe ( three years behind Cadillac ’s ) ; Capri added a convertible security .

1952, 1953, 1954 Lincoln Cars and Lincoln’s Mechanical Advancements

The geological period from 1952 - 1954 was important in Lincoln account . The most noteworthy mechanical development was the make ’s first overhead - valve V-8 : a unexampled short - stroke blueprint of 318 cid , good for 160 bhp at first and 205 bhp for 1953 - 54 .

It was superscript in many means . Its crankshaft , for example , had eight balance versus most competitors ' six . Intake valve were outsize for better breathing and higher specific production . ( Among ' 53 railway locomotive , it produced 0.64 bhp per cubic column inch against 0.63 for Cadillac and 0.54 for the Chrysler Hemi . ) The crankcase extended below the crankshaft centerline to organize an extremely rigid shaft living , hence this locomotive ’s family nickname of " Y - block . "

Model - year 1952 also introduce ball - joint front break to Lincoln . Together with the new V-8 , it made for taut , powerful road machines that would predominate their class in the Mexican Road Race . Other unexampled feature included recirculating - clod might steering , oversized drumfish brakes , handsome sound insulant , optional four - way of life power seat and , with the extra - cost manufacturing plant atmosphere conditioning , flow - through respiration ( when the compressor was idle ) . cloth , leathers , and set - and - finish were all top - mountain pass , far above those of lesser Dearborn products .

Despite a rather short 123 - in wheelbase , the 1952 - 54 Lincolns were spacious inside than premature models – and some late ones . Visibility was near than on any other contemporary U.S. car save Kaiser , and outside were notably free of menstruum surfeit . Fluted taillamps exuviate water and dirt , just like those Mercedes would take over in the ' 70s .

Lincoln turned in some spectacular performances at theCarrera Panamericana– virtually unrivalled in the Inter­national Standard Class . Lincolns took the first five places in 1952 , the top four in ' 53 , and first and second in 1954 . Race preparation was for the most part owe to Clay Smith , a gifted machinist who was tragically bolt down in a pit fortuity in 1954 . Of not bad help were packaging - conscious Dearborn engineers who ply wet " export " suspension pieces , Ford truck camshaft , mechanical valve lifters , extra front spindles and hubs , and rear - axle proportion that enabled a " stock " Lincoln to top 130 miles per hour . The 1952 race winner , Chuck Stevenson , wind up the 2000 - mile grind from Juarez to the Guatemala border almost an minute ahead of the Ferrari that had won the twelvemonth before .

Lincoln was n’t ready with a total redesign for 1955 , so its cars were among the most conservative in that standard Detroit sales year , despite an extensive facelift . Still , they were crisp , clean , and refined . Though the envelop windshield hold sway most everywhere else , the ' 55 Lincolns did n’t have one , and were thus more pragmatic . Interiors remained grand combinations of high - tone fabrics and top - metric grain leather .

Wheelbase was unaltered for ' 55 , but the restyle append extra sheetmetal ( mostly in back ) and 50 - 100 pounds in curb weightiness . A good thing , then , that the V-8 was bored to 341 cid and gained 20 bhp . Elsewhere , Cosmopolitan was retagged Custom , and Lincoln at last provide its own auto­matic transmission . call Turbo Drive , it was essentially the four - year - sometime Ford / Merc-0 - Matic social unit enlarged and strengthen to withstand the peachy torque of Lincoln ’s V-8 . But in all probability because its ' 55s were n’t " novel " enough , Lincoln was one of the few makes to put up in Detroit ’s right cut-rate sale time of year of the decade , shed from closely 37,000 for ' 54 to a bit over 27,000 .

Lincoln Styling in the Late 1950s

Lincoln styling in the tardy 1950s show in a novel earned run average . The ' 56 Lincolns were new – really new . Ads proclaimed them " Unmistakably Lincoln , " but there was scarce a trace of the trimming ' 55s . Wheelbase grew by three inches , overall length by seven , width by three inches .

Capri now signify the lower series , Premiere the costlier framework . Body - way assignment were unaltered , though pillared four - room access were made to look much like hardtop . Styling , partly preview by the 1954 Mercury XM-800 show car , was fully up to day of the month , with a wraparound windscreen , clean grille , and peaked headlamp . Rakish vertical rear lamp capped long exhaust ports flanking a " grille " motif that echo the front - end design . Ornamentation was simple , with two - toning confined to the roof .

Matching the expansive new ' 56 styling was an expanded engine , a Y - block enlarged to 368 cid and 285 bhp . " reliable power that work for your safety at every swiftness , " honk one ad . Despite their greater bulk , the ' 56s did n’t weigh much more than the ' 55s . But they cost a whopping $ 500-$700 more , the range now run from $ 4120 to about $ 4750 . Yet as the only make with a major restyle rather of a mere face lift , Lincoln did well for ' 56 , prompt more than 50,000 cars . Still , even that was only about a third of Cadillac ’s sum .

damage rose another $ 500-$700 for 1957 , when Lincoln joined a popular Detroit trend by extend its first four - door hardtops , dubbed " Landau " and uncommitted in each serial . Huge tailfins sprouted , and the front gained " Quadra - Lites " : conventional seven - in - diameter headlamps above 53/4 - inch " road " lamps . Though not a reliable four - light arrangement , it put Lincoln ahead of most rivals . densification went to 10:1 , H.P. to 300 . Overall , 1957 was a in force , but not expectant , Lincoln class . At just over 41,000 , model - class mass was somewhat high-pitched than for Chrysler ’s royal but still less than a third of Cadillac ’s .

Lincoln pin hope for 1958 on yet another all - novel design . But ' 58 proved to be a ugly twelvemonth for Detroit and a annihilating one for Ford ’s finest , conceive the millions invested in Modern tooling . A flash ceding back sent the economic system reeling and buyer hasten off to purchase more - economical cars as industry sales fell 50 percent from 1957 . Ford trailed Chevrolet by a quarter - million units , Dearborn ’s new Edsel began a rapid lantern slide to nowhere , and Mercury lean 46 percent behind its ' 57 stride . The ' 58 Lincolns were longer , low , and wider in a year when even luxuriousness - car buyers were starting to think about more - sensible size . As a result , model - yr production collapse .

At the bottom of this avalanche was a square - run along colossus stretching six inches longer overall than the ' 57 Lincoln on a 131 - column inch wheelbase . It was easy recognized , for there was nothing else like it : hard sculpted sides , a wide grille flanked by lawful space headlight in tawdry slanted recesses , tremendous flared bumpers . Under a hood not much smaller than a Ping - Pong table was 1958 ’s largest American passenger - railcar engine : a new big - block 430 - cid V-8 have 375 bhp . Frameless unibody construction was an unexpected departure for the luxuriousness field .

Of course , this package had been conceived in the far healthy marketplace of 1955 . And recess or not , most luxury buyers still desire big cars like this . Despite appearances and 21/2 - ton curb weights , the ' 58 Lincolns were astonishingly flying in a straight line and not that clumsy in bender . But they were too prominent and ornate for a public that was tiring of blatant nimiety . Cadillac did estimable business with a heavy , if still glittery , facelift , and Imperial offered a mild restyle of its tasteful , though heroically befinned , ' 57s . Both challenger also had ­lately expanded offering , and comparable ' 58 Cadillacs be several hundred dollars less than Lincolns . No wonder 1958 was a drubbing for Dearborn ’s prestige make . At least it usher in a three - year program that would culminate in a more - compact – and immensely more - successful – new Lincoln for 1961 .

Lincoln Marks and Lincoln Downsized Models

Lincolns and the companion Continentals were little - changed for ' 59 . The Premiere sofa bed had transferred to the separate 1958 Continental Mark III line , leaving a four - room access sedan and two- and four - doorway hardtops in Capri and Premiere trim . All returned for ' 59 , when Continental was absorb as a Lincoln subseries and Capris became just Lincolns .

It wear name that although the 1956 - 57 Mark II and 1958 Mark III were product of a separate Continental Division , and thus " non - Lincolns , " all later Marks and Continentals are properly regarded as Lincolns . The reason is the collapse of Ford ’s high-flown strategy for a GM - like five - division structure following the ' 58 recession , and the particular failure of Edsel and the Mark II to sell as plan . The Continental marque was thus merged with Lincoln for the 1959 role model year . In January of 1958 , the Edsel and Mercury Divisions were fuse into a short - lived M - E - L structure as a price - cutting move . Ford ’s upper division then reverted to its original position as just sheer Lincoln - Mercury , which continue to this Clarence Day .

The ' 59 Mark IV was just a facelifted Mark III , but tote up a formal - ceiling Town Car and limo price about the same as the short - lived $ 10,000 Mark II . Likewise , ' 59 Lincolns were lightly touch - up ' 58s . Horsepower was reduced to 350 for all models in a faint sop to a now mileage - apt public . Though the division desperately make prices close to premature levels – $ 4900-$5500 for Lincolns and Premieres , $ 6600-$7000 for standard Marks – Imperial surged out front in 1959 model - year volume – and would win again the following twelvemonth . Lincoln ’s ' 59 total was dismal at 15,780 , plus 11,126 Mark quartet .

Lincoln and Continental styling was lightly touch up for 1960 . Grilles hit new inserts , the massive front bumper guard actuate inboard of the canted headlight , and rear ends were reworked . Lincolns also lark a reshape roofline and rearward window , plus new full - length upper - body molding . Horsepower dropped to 315 . Prices stayed much the same , and standard equipment was as compre­hensive as ever , but Lincoln sales withered to just under 14,000 , though Continental declare unfaltering at about 11,000 .

A much happier chapter open up for 1961 with an all - new " downsized " Continental . Replacing all the quondam behemoth , it bowed in just two models : a thin - pillar four - door sedan and America ’s first four - door convertible since the abortive Frazer Manhattan model of a decade before . Both rode a 123 - inch wheelbase , same as on the trim mid-’50s Lincolns , and featured a ' XXX throwback in rear - hinged " suicide " back doorway . Prices were in the midsection of what had been Mark V soil : an harbinger $ 6067 for the hardtop , $ 6713 for the convertible .

With its classic sweetheart and superb engineering , the ' 61 was arguably the most - meet Lincoln since the V-12 K - Series . It was certainly one of the ' LX best Detroit elevator car . heighten both its image and sales was fortuitous timing , the ' 61 arriving just as a youthful raw First Family was reside the White House . The young Continentals were soon seen in newspaper and magazine photos as the new Administration ’s transport of pick , personal and official , which is why these cars have since become known in some circles as the " Kennedy Continentals . "

Their chiseled well looks shine the endeavour of seven Ford hairdresser : Eugene Bordinat ( incarnate intent chief ) , Don DeLaRossa , Elwood P. Engel , Gale L. Halderman , John Najjar , Robert M. Thomas , and George Walker . They were together with honored with an award from the Industrial Design Institute – unusual , as the IDI rarely irritate with cars . But the ' 61 Lincoln , it said , was an " outstanding donation of simpleness and design elegance . " Interestingly , the canonic cowling construction was shared with Ford ’s new ' 61 Thunderbird , which halved tooling monetary value for two low - intensity theoretical account , even though the ' dame was very unlike aft of the bonnet and depend on a 113 - inch wheelbase .

The ' 61 introduced a basic Lincoln feeling that would continue into the late eighties . The master was naturally the gross : smooth , gently curving bodysides topped by straight - through fenderlines edged in burnished metallic element ; a low grille with outboard horizontal space headlamps ; a simple fag end ( not unlike the Mark II ’s ) with a dialog box reduplicate the grille texture and taillamps set in the track boundary of the fenders . All corner were easily seen from behind the bike , handy for parking . Side windows curve inwards toward the top were a first for mass production , matched by a greenhouse with the greatest stage of " spill - home " yet escort on a turgid American luxury automobile . Door methamphetamine hydrochloride would stay on curved through ' 63 , became matte for 1964 - 70 , then be curve again . Unlike the old Frazer , the convertible sedan ’s window frame slid wholly out of pot . So did its fabric top , stow beneath the rear deck via 11 relays connecting mechanical and hydraulic linkages . ( Much of this design staunch from Ford engine room for the 1957 - 59 Skyliner " retrac " hardtops and 1958 - 60 Thunderbird convertibles . )

Lincoln Quality During the 1960s

Styling apart , Lincolns were renowned for tone . This was mostly due to the efforts of Harold C. MacDonald , then chief technologist of Ford ’s Car and Truck Group . The ' 61s had the most - rigid unit physical structure / chassis ever produced , the best reasoned detachment and jar dampen in serial publication production , and extremely close machining leeway . The model year also bring in an unprecedented number of long - life components , including a completely sealed electric system of rules , and superior rust and corroding protection .

The 1961 Lincolns were also among the most thoroughly ­tested cars in Detroit history . Each railway locomotive – still a 430 - cid V-8 , though detuned to 300 bhp – was work three hour on a ergometer at 3500 rev ( equal to about 98 mph ) , shoot down down for review , then reassemble . Automatic transmission were prove for 30 minutes before installation . Each cable car was given a terminal 12 - mile road tryout and stop for near 200 individual items , after which an ultraviolet light was used to visualize a fluorescent dye in lubricants as a check for wetting . endorse these measures was an unprecedented ( for 1961 ) two - year , 24,000 - naut mi guarantee .

reply to the ' 61s was immediate and substantial . Sales exceeded 25,000 , and Lincoln surged beforehand of Imperial for keeps . Styling change for the 2d and third class were minimum , Lincoln having promise to concentrate on functional improvements , at least for a while . The ' 62s had a tidier grille with peg down central crossbar and head - lamps no longer recessed ; the ' 63s gained a exquisitely mark grille , match backpanel appliqué , and increased trunk distance , plus locomotive engine tuning that yielded an extra 20 bhp .

Wheelbase grew to 126 inch for 1964 , where it would remain through ' 69 . But the all important look was unaltered . The main alteration , away from the aforementioned flat room access glass , were a slightly convex erect - bar lattice , broader rearward windowpane , and a lower - visibility transmutable top . The ' 65s received a horizontal grille motif , parking / turn - signal lightness in the front fender , and ribbed taillamps .

A eubstance modification for 1966 repair a two - threshold hardtop role model as Lincoln sought high volume , the exchangeable having accounted for only 10 per centum of sales . dead body lines became less rectilineal as a slightly larger fender " hop - up " seem just ahead of larger rearward - bike cutout . An extended front added some five inch to overall length , the grille acquired fine horizontal bars and a bulged center section ( carried through in the sheetmetal above ) , and the front bumper roll all the way back to the front wheel openings . The V-8 was bored and stroke to 462 cid and 340 bhp .

All this plus lower price – as fiddling as $ 5485 for the hardtop coupe – pushed 1966 Lincoln sales event to nearly 55,000 whole , though that was still only 25 per centum of Cadillac ’s model - year volume . A segmented grille , shuffled emblems and taillamps , and a saltation - load hood emblem appeared for ' 67 , when the convertible sedan claim a last bow with only 2276 copy sell . Overall output remained secure , however , at over 45,500 for the modelling twelvemonth .

Lincoln Continental Mark III

Lincoln ’s most intriguing ontogenesis for 1968 was the $ 6585 Continental Mark III . Not a revival of the leviathan ' 58 Mark III , this was the putative replacement to the charismatic 1956 - 57 Mark II . It bore the personal mould of companionship president Henry Ford II , just as his sidekick , William Clay , had charm the Mark II and their don , Edsel , had hatch the original 1940 " Mark I " Continental . Why " Mark III " instead of the expected " Mark VI ? " Because HF II did n’t reckon the heavyweight 1958 - 60 Mark III / IV / V as true Continentals .

But this Modern one was true to its heritage , at least in purport . The project had begun in late 1965 as a personal - luxuriousness coupe with long - hood / short - deck proportions in the Continental custom . Exterior styling was naturally supervised by bodied purpose tribal chief Gene Bordinat . Hermann Brunn , scion of the great coachbuilding family unit and a phallus of Bordinat ’s staff , was chiefly responsible for the interior , endowing it with with child , comfortable pail seats and a dashboard with simulated wood grain trim and well-to-do - to - reach controls . Henry Ford II himself selected both the internal and exterior aim from numerous proposal submitted in other 1966 .

The result was really a structural cousin to the new - for-‘67 Thunderbird sedan , set on the same 117.2 - in wheelbase ( some nine inch short than the Mark II ’s ) . Overall distance was identical with that of Cadillac ’s new 1967 front - wheel - drive Eldorado . Though slightly baroque , the Mark III was handsome , aid by America ’s longsighted hood – more than six feet . It also offer a panoptic choice of luxury interiors and 26 exterior colors , include four special " Moondust " metallic paints . The 1969 - 71 models cost a fair act more : at last over $ 8800 . received equipment scat to Select - Shift Turbo - Drive automatic , power brakes ( discs in front , membranophone in back ) , concealed headlight , ventless door windows , power seats and window , flow rate - through ventilation , and 150 pounds of profound insulation . Beneath that farseeing thug was a new 460 cid V-8 – one of Detroit ’s big – with 10.5:1 compression and 365 bhp . Also adopted for received ' 68 Continentals , it would stay Lincoln ’s linchpin powerplant for the next 10 years .

Because of a belated introduction ( in April ) , the Mark III saw only 7770 units for model - class ' 68 . But there was no doubtfulness that it was right for its market . As cogent evidence – and despite no major change – more than 23,000 were sold for ' 69 , another 21,432 for 1970 , and over 27,000 for ' 71 . The front - drive Eldorado may have been more technically advanced , but the Mark III seemed to have more thaumaturgy , for it intimately matched Eldorado sales each year through 1971 and never trailed by more than 2000 . This was a slap-up accomplishment considering Lincoln ’s annual bulk had never come close to Cadillac ’s .

away from the large engine , the ' 68 Continental sedan and hardtop update their canonic ' 66 feeling with a new horizontal grille texture and matching rear - panel applique , beefier bumpers , and enceinte " principal " ornamentation on the olfactory organ and trunklid . A multifunction lamp at each nook imparted a neat look by combine turn signaling , side - marker lamps ( freshly call for by Washington ) , and parking lamp ( front ) or brake / taillamps . Also new were a governing - required twofold hydraulic pasture brake organization with warning light , a four - path emergency blinker , and an energy - absorbing steering column and instrument panel . Model - year loudness for this personal line of credit sum more than 39,000 .

harbinger the 1969 Continentals was a square , exquisitely checked Vee’d grille more - decided from the headlamps . A new Town Car midland pick for the sedan allow " singular , top-notch - puffed leather - and - vinyl group seats and door instrument panel , sumptuousness wood - tint front prat back and door dress inserts , extra plush rug and special catnap nylon headlining . " serial publication production ease once again , settling at about 38,300 .

Lincoln Continental Town Car

The 1970 Continentals carried new body on a " torque - box " anatomy animate by Mercury , with coil - link rearward respite ( Lincoln ’s first since 1959 ) , an inch - long wheelbase and wider rear cartroad . Styling was freshened with hidden headlamps , a more prominently bug out slat grille , plus ventless front - threshold glass , hide wipers , and full - width taillamps – all popular period features . Less obvious were wider doors , with the fundament now front - hinged on sedans , and a slightly smaller fuel tank ( though still ample at 24.1 congius ) . The hardtop , again advertised as the Coupe , gained a sweeping roofline with immense C - pillars that made over - the - shoulder sight slick . The powertrain was essentially a carryover . price were still about what they ’d been back in 1961 : $ 5976 for the hardtop , $ 6211 for the sedan chair .

This heavy , bulkier - appear Lincoln stay on through 1974 with comparatively few changes – most dictated by Union , not market , requisite . Prices did change , pushed by rising prices past $ 7000 for 1971 and a little beyond $ 8000 by 1974 . Horse­power numbers changed , too , but only because more - naturalistic SAE net measures replaced stark figure after 1971 . Thus , the big 460 - Criminal Investigation Command ­V-8 suffered a paper drop from 365 arrant bhp to 212/224 ( Mark / Continental ) . An even bigger Continental arrived for ' 75 with a fractionally farseeing wheelbase and some eight inches added to overall length . Curb weight , though , was ­slightly abject at around 5000 pounds .

Continental styling remained resolutely blocky and formal throughout the ' LXX as Ford designers sought to keep a family resemblance with the Mark . gross revenue move up modishly for 1972 – to almost 95,000 , including Marks – then to a record 128,000 - plus for ' 73 . A decline followed the energy crisis impact off by the OPEC oil embargo , but it was only temporary , and Lincoln rallied along with most other big Detroiters in 1975 . Output was more than 190,000 by ' 77 , a novel Lincoln gamy , though still only slightly more than half of Cadillac volume .

Longer - lower - broad was the formula that had traditionally worked well for luxury makes , and it worked well for Lincoln with the new Continental Mark IV of 1972 . sale nearly double over those of the ' 71 Mark III and would average 50,000 or so each year through the last 1976 models . Remarkably , the Mark IV offered less passenger way than the III and was predictably thirstier and less agile . It , too , shared a basic structure and wheelbase ( now 120.4 inches ) with the concurrent Ford Thunderbird , but it was n’t instantly apparent .

Lincoln enjoy good success with the Continental Town Car option . The 1970 package consisted of special leather inserts and vinyl bolsters for seats , woodlike jury on the backs of the front seat , deeper trim back - wad rug and a soft nylon star , all people of color - keyed in a pick of five hues . For 1971 , Lincoln extend an extra - particular Town Car with dash and front - pilot nameplates plus a solidifying of headstone and door - put on proprietor initial all done in 22 - carat gold – which made for a Golden Anniver­sary Continental to lionise Lincoln ’s fiftieth natal day . For 1972 , the Town Car became a Continental submodel . The hardtop begin the same discourse for 1973 to become the Town Coupe .

There was niggling new for ' 74 . Heavier bumpers sprouted at the backside to match the beefier front unit follow the premature yr per Union mandate , and the Mark add together a brace of Luxury Group interior / exterior options . The revamped big - cable car logical argument for ' 75 exchanged pure " hardtop styling " for " opera window " roof­lines with ready boron - post and heavily pad vinyl coverings . These ­models continue for the most part intact through 1979 .

For 1977 , the Mark IV was restyled inside and out to become the Mark V , distinguish by a crisper , lighter appearance . And coming into court were not deceiving . Though it depend on the same wheelbase and was little changed automatically , the Mark V weighed some 500 pound less than the Mark IV . It also ­boasted 21 percent more trunk space – which seemed like a large gain only because the IV had so little . Engineers paid belated attention to fuel saving by standardizing the collective 400 - cid V-8 with 179 net bhp . The older true 460 - cid V-8 go on as an selection except in California , where it could no longer meet the state ’s sturdy discharge hurdles .

Lincoln Compact Luxury Cars, the Lincoln Versailles, and the Lincoln Collector Series

Model - year 1977 also saw Lincoln move into the luxury-­compact class , its first response to the radically change mart left behind by the Energy Department crisis . call Versailles , this was a hastily contrived response to Cadillac ’s remarkably successful 1975 - 76 Seville . It was little more than an everyday Ford Granada / Mercury Monarch adorned with a Continental - style square grille , a stand - up hood ornament and humped trunklid , plus more stock equipment . Established Lincoln vendee looked askance at the plebeian origins ( which the crush never flunk to mention ) , while buyers balked at the $ 11,500 price . you could only horse around some of the people some of the meter , and Lincoln did n’t fritter away many with this one . Palace of Versailles ' 1977 - manakin gross revenue were a bare 15,434 , a fraction of Seville ’s .

This introductory three - gondola squad held the fort for 1978 - 79 while Lincoln readied a scout group of downsized 1980 modeling . Amazingly , the big cars go on to betray well , refuse the combined scourge of further fuel shortages and a fleet of luxury intermediates from less make . Part of this was due to circumstance . By 1979 , anyone who want a truly large luxury car – " traditional - size , " Lincoln called it – had precious few selection .

One of Lincoln ’s most successful marketing ploys in the ' 70s was the Designer Series . American Motors had tried something exchangeable with Gucci Hornets and Pierre Cardin Javelins . As a luxury make , however , Lincoln was in a much skilful position to exploit the snob appeal ofhaute couturebrands . First see for 1976 , these extra - cost software were decorate at heart and out with gloss and materials define by well - known eminent - style designers . The schemes varied somewhat from package to package and year to year , but the results were invariably striking and usually pleasing . Perhaps the most systematically tasteful was the Bill Blass edition , a nautically inspired blend of navy - blue key and eggshell - white vinyl top outside and navy velour or drear blue - and - cream leather upholstery at heart . Other combination were created by Hubert Givenchy ( generally tur­quoise or jade ) , Emilio Pucci ( maroon and gunmetal grey ) , and Cartier ( champagne / Zane Grey ) . The last , of course , was not a designer but the famous jeweler .

So , too , it seemed , any differences between Continentals and Marks . The eighties were much more likewise , but also much more reasonable . Lincoln now adopted the " Panther " platform introduced for ' 79 with the full - size Ford LTD and Mercury Marquis as the basis for a well smaller Continental and an upmarket Mark VI sibling , thus summarise its 1958 - 60 practice of fielding two versions of one basic design . compare to their contiguous precursor , these cars were up to 10 inch ­shorter between the wheels and significantly lighter . Yet they were closely as spacious , thanks to only bare reductions in width , plus taller , boxier styling .

Each line retained its usual appearance cues , but not the usual big - block engines . Standard for both was the corporate 302 - Criminal Investigation Command small - block V-8 in new 129 - bhp fuel - injected form ; a 140 - bhp 351 was the only option . It was all for the interest of economic system , as was Ford Motor Company ’s new four - speed overdrive robotlike transmission , essentially a three - speed unit with a super - marvellous fourth geared wheel add ( 0.67:1 ) . manipulation was more competent , thanks to a revised interruption , and elaboration was emphasized with retuned dead body mounts and hanging bushings , plus standard high - pressure radial tires , which also help eke out slightly more mpg . A pillared four - doorway Mark yield for the first clip since 1960 , and the various room decorator editions were bolster by a Modern Signature Series much like the pre­vious Collector option .

Lincoln Sales in the 1980s

A second fuel stupor occurred in 1979 , rival off a deep national recession that drastically slenderize 1980 mass throughout the manufacture . Lincoln suffered more than most , its model - class full sales skid to just under 75,000 – almost 115,000 below ' 79 . The underwhelming Versailles was in its net year and found few than 5000 purchaser .

The 1981 result was even worse , falling to about 69,500 . But that would be the decade low , and Lincoln followed the overall market in making a strong recovery . By 1985 , it was up to some 166,500 . Output dipped the succeed two years , then take a hop to over 215,000 through 1990 . More authoritative to majestic division managers , Lincoln clear Cadillac in 1988 , only to lose that spatial relation , but Ford ’s finest remained competitive with its arch­rival despite offering just three discrete models to Cadillac ’s five .

outstandingly , much of this success was owe to a single 1980 - vintage four - doorway that discover only one major change through 1989 : a polish - corner " aero " rhytidectomy for 1985 . Called Town Car after 1980 , it soldier on accompany the cancellation of the 114.3 - column inch - wheelbase Town Coupe after ' 81 and the Mark VI twosome after ' 83 . The throttle - body fuel - inject 302 - cid V-8 was the only railway locomotive available after 1980 , but it would be upgraded . After an ' 84 boost to 140 bhp came more sophisticated multi - point fuel shot that ­lifted H.P. to 155 . cut down and equipment shuffles were the only alterations in most year .

But it did n’t matter : At 50,000 - 100,000 units each year , this series outsell other Lincolns by margins of 2 - to-1 or more – sometimes up of 5 - to-1 . Yes , the Town Car was pocket-sized than its late-’70s predecessor , but it proved that traditional Detroit biggies still had a place in the ' eighty . As Mark Twain would have said , reports of their death ( in the wake of " Energy Crisis II " ) were greatly overstated .

Such reproducible popularity was remarkable for this big , rela­tively old - fashioned car . Though Cadillac rest the sumptuousness sale title-holder , its lead over Lincoln dwindle away as the ' 80s progressed . One reason : An increase share of Cadillac sales depended on little " big " cars that looked too much like cheaper GM manikin and miss the Town Car ’s rank presence . Lincoln was prompt to wager up its rival ’s " lookalike " problem in snobby telly commercials design to rend in more and more " conquest " sales . Chrysler , meantime , had nothing remotely like a traditional full - size of it car after 1981 , though its midsize Fifth Avenue found a unbendable market for the same reasonableness Town Car did : plentiful creature comfortableness in a package that " mature " vendee could come to to , all at reasonable prices . Of course , poser swelled a destiny on all cars from 1981 to ' 89 – in the Town Car ’s case from about $ 14,000 to about $ 25,000 . But comparatively speaking , this Lincoln stay a adept steal , and the public ’s " purse vote " confirmed it .

If the late-’70s Versailles was a hasty reply to Cadillac ’s Seville , the young compact Continental sedan of 1982 was a more - view response . It even had " bustleback " styling like that of the novel 1980 front - private road Seville , plus a Mark - character grille and the common base , Signature Series , and house decorator - edition trim and equipment variations .

Underneath , though , it was just a heavily modified Ford Fairmont with an extended - wheelbase variant of the same back end - drive " Fox " platform – and it was really none the worse for it , except perhaps for rear - seat room , which was modified . A 232 - Criminal Investigation Command V-6 was proffer in the debut ' 82s , but proved somewhat weak for their weight , so most leave the fac­tory with interject 302 V-8s of 130 , 140 , or 150 bhp ( the last adopt after 1985 ) . The front and rearward ends were smoothed out for ' 84 a la Town Car , the only visual aspect change for this design genesis .

A noteworthy mechanical development was an antilock bracken system ( AB ) , a 1985 pick that became received equipment for all Lincolns the following twelvemonth . develop jointly by Ford and the German company Alfred Teves , ABS greatly improved steerage control in panic plosive and foreshorten lay off distances on foxy surfaces , a applaudable safety equipment advance .

The compact Continental was far more successful than the Versailles it effectively replace , selling an average 21,000 - 26,000 a class through 1987 . If not a Brobdingnagian aesthetic improvement , the bustleback sedan was more roadable and pleasurable , well put ­together , and as posh as any Lincoln . And at $ 21,000-$26,000 , it , too , represented good sumptuosity time value .

Lincoln Mark VII LSC Hot Rod

After eld of lame - lined formality , Lincoln ’s premium coupe took a dramatic raw direction with the 1984 Mark VII . Though it shared a political platform with the bustleback Continental , this swoopy semifastback was derived from the new - for-‘83 Ford Thunderbird / Mercury Cougar . The outcome was smooth , typical , and more visually sleek than any previous Mark . A humped trunklid , modest taillamps in the rear buffer hang back sharpness , and a toned - down Mark grille were stylistic connection with the past , but the car was clear aimed at a very unlike clientele : younger , affluent buyers who ’d been desert to gamy - dollar , high - status imports , a group Lincoln had never romance before . It was also a sheer challenge to Cadillac ’s Eldorado , which was still comparatively grandiloquent .

The Mark VII was an instant critical success , peculiarly the performance - oriented LSC ( Luxury Sport Coupe ) – the fabled " Hot Rod Lincoln " descend to life . partizan cartridge even thought it a credible rival to the vaunted BMW 6 - Series and Mercedes - Benz SEC . No curiosity . Where the fundament and Designer mannikin had a mild ride and traditional fitting , the LSC boast a firmer dangling with fat performance tire on handsome mould - aluminum wheels , plus multiadjustable sport bucket behind and Lincoln ’s best material or leather upholstery . For 1985 it take over the Mustang GT ’s high - production V-8 with 165 bhp ( versus 140 for other models ) . The ' 86 got an even hotter port - inject railway locomotive with 200 bhp ( versus 150 bhp on other Marks ) , plus received ABS four - rack disc brake and a dainty solidifying of analog gauges ( replacing the digital / graphic electronic display keep back for its linemates ) . railway locomotive refinements distill another 25 bhp for 1988 - 90 .

With all this , the LSC was the most overtly rollick Lincoln since the very first Continental and the most roadable Lincoln since the " Mexican Road Race " days . It was also one tremendous steal at initial prices of $ 23,700 – about half the toll of erstwhile German competitors . Lincoln - Mercury planners thought lesser VIIs would outsell it , but emptor confounded them by place more LSCs – enough that by 1988 , the original four model had been cut to just LSC and Bill Blass . Overall Mark VII sales were adept : 30,000 - plus in the first time of year 15,000 - 38,000 thereafter . damage necessarily escalated , reach the $ 27,000 level by decade ’s end , but standard equipment also kept growing even as trimming variations thinned . The 1990s boasted an significant young rubber lineament in a standard driver - side airbag , which also brought a reworked , slightly more ergonomic bolt .

Perhaps even more venturous than the Mark VII was the all - young Continental sedan that bowed for 1988 . Essentially a stretched version of the excellent midsize Ford Taurus / Mercury Sable , it was the first Lincoln with front - wheel drive and the first with all - independent break , both of which contributed to a detectable addition in cabin room despite a wheelbase only half an inch longer than its bustleback predecessor ’s . In appearance , which L - M described as " aero limousine , " this new Continental set off even more from tradition than the Mark VII : squarish but carefully detailed for efficient " airflow management . " The erstwhile crookbacked trunklid was abandoned at last , give only a upright - bar lattice to echo the past – and even that was gloomy and smoothly curved to match the nose and modern wealthy - fit Euro - manner headlamps .

Powering the unexampled Continental was the 140 - bhp 3.8 - cubic decimetre V-6 made optional for the ' 88 Taurus / Sable , mounted transversally ( in distinctive front - drive fashion ) and team up with a four - swiftness overdrive automatic transaxle . It did n’t provide much piece of cake in the heavy Conti ( which was little lighter than its rear - parkway forebear ) , and even L - M officials later admitted the car was underpowered for its class . At least quietness was a strength . A MacPherson - strut hiatus apply dual - rate shock absorbers and LSC - style air springs , both computer - controlled , sounded nifty on newspaper . Unfortunately , this complicated design failed to provide a rightfully outstanding ride / care balance in the real world . The standard all - disc brakes with ABS were brilliant , however , and interior interior decoration was a blend of Euro - trendy and American traditional . For 1989 , the dah and steering wheel were redesign to adapt dual airbags . Though just a number one wood - side airbag would have satisfied the government ’s new peaceful - constraint rule , Lincoln get the jump on Cadillac by providing inflatable cushions to protect both front occupants .

go far at dealers in December 1987 , the front - drive Continental proved a potent trafficker , thanks partly to an attractive $ 26,000 groundwork price – again , yard less than comparable European sedans . Model - year product totaled about 41,000 for ' 88 , arise to 57,775 for ' 89 , then go up above 64,000 for 1990 . The Continental would n’t get along this well again , but the mere fact that Lincolns could now stand comparing with high - dollar foreigners spoke volume about how far Lincoln had come in the ' 80s and where it hop to go in the ' ninety .

Restyled Lincoln Town Car

A faint hint of the future arrived for 1990 in the first full restyled Town Car in a decade . Actually , it was little more than the old simulation in new flowing clothes . Dimensions , weight , and powertrain were all minuscule changed . Not everyone liked the more rounded newfangled look – but then , Lincoln had the embarrassing task of needing to modernise its top - seller without making it look too different .

Indeed , designers sample hard to live up to Town Car loyalist by retaining opera house windows and a square " formal " lattice , though both were tastefully muted . Also continue were the expected succulent Interior Department with cushy bench backside , tufted upholstery , pseudo - wood dash trim and power everything . Base , Signature , and Jacques Cartier models were still uncommitted to relieve the minds of riotous traditionalists . Yet the 1990s did advance the Town Car with high-pitched - technical school features such as speed - sore power steering , self - even rearward air springs , and airbags for both driver and front rider – all criterion at groundwork cost in the $ 27,000-$32,000 image . Antilock brake were optional at $ 936 .

With all this , the rejuvenated Town Car was another sales event hit on a lengthen Dearborn list . Model - class volume exceed 147,000 , a healthy gain of almost 20,000 over the still - popular ' 89 . L - M must have heaved a large suspiration of ease , for the Town Car still accounted for more than 60 percentage of entire Lincoln gross revenue . For 1990 it outpolled the four - door Continental by over 2 - to-1 and the Mark VIII by almost 7 - to-1 . It was thus a key factor in hike up Lincoln bulk so much closer to Cadillac ’s .

But " near " can still go away an unbridgeable col , and Lincoln cut-rate sale continued to dog Cadillac ’s into the early ' 90s by 22,000 to 78,000 units . Then again , Cadillac should have had the edge with its much broader lineup , so Lincoln did very well in running so systematically tight with just three mannequin . Evidently , a good many emptor agreed with the make ’s ad slogan of the metre : " What a Luxury Car Should Be . "

Even so , a sharp new receding and increasing sumptuousness rivalry diminished Lincoln ’s annual volume after 1990 , pushing it down to the 160,000 - 197,000 range through middecade . But the Town Car keep rolling on , accounting for fewer buyers in this period but an even bigger piece of Lincoln ’s total sales Proto-Indo European , around two - thirds in this flow .

debate improvements played a part in this performance . The biggest one take place for 1991 , when Town Car usher in the first in a novel Dearborn kin of forward-looking overhead - cam engine : the so - call " modular " ( sometimes " modern " ) V-8 . The name denote to a basic cube that could also be used for V-6s and even slant - fours build on the same tooling and gathering parentage . The core V-8 allotted to Town Car was a single - cam 4.6 - liter whole with electronic multiport fuel shot and mold - iron block and heads . Standard horsepower was 190 , up 40 from the ousted pushrod 302/5.0 - cubic decimetre , or 210 bhp with optional dual exhaust fumes . Though not a vast advance for smoothness or quietness , the " mod " V-8 was more easy tune up than the old 302 for the tighter emissions limit then coming on the scenery .

The ' 91 Town Car also bluster a revised front suspension for slightly crisper handling , plus better break off ability via standard four - steering wheel disc brakes ( versus rear drums ) . A fresh option also enhanced " active safety . " Called Traction Assist , it was a simple shape of traction control that relied on the ABS wheel - speed sensors and was thus tied to the uncommitted antilock pasture brake . When the sensors discover roulette wheel slip , the system would mechanically utilise blue pressure level to the rear brakes until grip was restored . Other Lincolns would get this , too .

Town Car then put up pat for a few years , though there were famous minor changes . For example , 1992 brought more - responsive electronic shift control to the four - speed automatic transmittal , plus a safety ignition interlock that prevented reposition from Park without demoralize the brake treadle , a bequest of the tardy ' fourscore craze over " unintended acceleration . " Research set that unintended acceleration was due to mistaking the accelerator for the pasture brake pedal . Subtle grillwork and taillight alteration arrived for ' 93 , as did a manipulation software package option with fairly firmer damping and panoptic tires on alloy bike . The latter was welcome , if paradoxical for such a big cruiser .

There was also a new " clothes designer version " for ' 93 , this one exhort by golf great Jack Nicklaus . It was offered only this one year for the midline Signature Series . The dual - exhaust fumes locomotive became standard for ' 94 , as did high - technical school " solar - tint " glass for all window . The ' 95s got a few cosmetic touchups , and the Signature and top - line Cartier gained a new three - mode power steering system that allowed choosing depressed , medium , or high steering effort with the push of a splashboard clitoris .

If the Town Car was comparatively electrostatic in this period , prices were n’t , go up to a minimal $ 41,200 for a ' 95 Cartier . Despite this , sales held up well at some 125,000 for ' 91 , over 113,000 for ' 92 , and 117,000 - 118,000 for 1993 - 94 . Though not a sales agent , Town Car was affect by a famine of airbags in 1991 - 92 , owing to tight supply of airbag propellent . Indeed , some ' 91s had to be make without the aforethought passenger - side restraint . When supplies improved , however , Lincoln did the proper matter by retrofitting airbags to those cars at no price .

Lincoln Mark VIII

The Lincoln Mark VII just differentiate clock time before close out after the 1992 simulation yr . The only interim change was upgrading the Bill Blass model to the same steering , abatement , tires , and metal roulette wheel as the sporty LSC . Mark sales plunged from more than 22,000 for model - year 1990 to just 15,000 for 1991 and ' 92 combined . There were two reasons for the declivity . First , the Mark VII had been around nearly a decade – and look it . Second , a brand - new Mark was waiting in the wing .

arrive for 1993 as a single well - equipped coupe , the Mark VIII was even sleeker , smoother , and more " aero . " It made the VII seem almost fogyish . Styling nod to Mark heritage with a vertical - cake grille and trunklid tire hump , but both were sized and shaped to complement the overall design . Though sure conception factor were debatable – especially the " predented " bodyside concavities – this was the most exciting Lincoln yet .

Structurally , the Mark VIII owed much to the late MN12 Ford Thunderbird / Mercury Cougar , but was different enough to deserve its own inner code , FN10 . equate to the Mark VII , it was 4.5 inches longer in wheelbase ( using the 113 - inch Thunderbird / Cougar span ) , 4.1 inches longer overall , and 3.7 column inch wider , yet was in reality 30 Egyptian pound lighter at the curb despite dual airbags and other add together feature . Engineer­ing was more advanced than ever , with all - independent air travel - spring suspension a la Continental , speed - variable quantity power steering and optional Traction Assist . Under the hood lurked a potent new engine : the prognosticate twincam version of the " mod " V-8 . Displacement was still 4.6 liters ( 281 Criminal Investigation Command ) , but a 32 - valve aluminium cylinder head help deliver a smashing 280 bhp and 285 pound sterling - invertebrate foot of torque . A four - speed reflexive remained the only transmission , but gained electronic sack restraint . And for the first clip , Mark driver lick the gear lever from a center cabinet , part of a sweeping new " cockpit " hyphen enclose in from the center to give a " fighter plane " spirit .

The Mark VIII could almost vaporize like a honey oil . Despite giving away 15 horses to Cadillac ’s Northstar - powered Eldorado Touring Coupe , the Lincoln turn out resolutely quicker inConsumer Guide ® tests , posting a 0 - 60 - miles per hour time of just 6.9 irregular versus 7.7 for the Eldo . But more than just straightline go , the new Mark set a new high for Lincoln roadability . Cornering was matt and stable , steering fast and informative , brake fleet and sure . It also featured a unique atmosphere suspension that take down the car at main road speeds for corking stability . About the only thing not to like were sure ergonomic details and less total outer space than expected in a motorcar of this bulk .

In all , the Mark VIII was a Revelation of Saint John the Divine : tight , supremely capable , quiet , luxurious , and prosperous . It was a very different Mark , but also even more of a match for BMW , Mercedes , and Nipponese upstart Lexus . take that , price was a real eye - opener at well under $ 37,000 to start , thousands less than comparablegrand luxeimports . Buyers responded by taking ­nearly 32,400 of the ' 93s and 28,000 - plus for ' 94 . The ' 95 tally was lower , but so was overall demand for luxury coupes .

Hoping to buck that movement , Lincoln revived the LSC badge for an even hot Mark VIII , denote for 1995 but not available until theoretical account - yr ' 96 . Dual exhaust netted 290 bhp , while a firmed - up chassis fall in more tenacious handling and roadholding . But this did nothing for Mark sale , which slipped again .

The tally went up more or less for ' 97 , when the Mark obtain a ­serious freshening . A novel hood and grille ( flanked by high-­intensity xenon headlamp ) tilted the ocular outcome from " aero " back to " formal , " and a reshape ass sported a full - breadth neon light bar rather of incandescent bulbs . Among other changes were reshaped seats , standard power tilt / telescope guidance chromatography column , bright dashboard firing , and the add-on of wood cabin passementerie , which seemed at betting odds with the original " mellow - technical school " design theme . The chassis put on uprated shock absorber , larger antiroll bar and received grip control . The LSC got even jazzy standardization and an spare 10 bhp . But the sumptuousness - coupe market keep shrink , so Lincoln decided to cancel the Mark VIII after 1998 , when yield was down to just 6100 units .

Lincoln Continental Revamped

The Lincoln Continental sedan carry through 1994 with considered annual advance but no great alterations to the successful front - campaign formula of 1988 . The base example was renamed Executive Series for ' 91 , when the pushrod 3.8 V-6 make standard dual exhaust and 10 bhp for 155 total . Another five bhp arrived the following yr via internal engine changes .

Like Town Car , the Continental picked up electronic transmission ascendancy ( ' 91 ) , shift interlock ( ' 92 ) , the usual trimness and appearing shuffles , and a few extra standard features , plus fresh optional items like front pail seats ( for Executive from ' 93 ) and distant keyless - entry arrangement . Also prevailing here were spotted passenger - side airbag availability for 1990 - 92 mannequin , and unfaltering toll escalation that lifted base stickers into the mid-$30,000 range by 1994 . product went the other way , falling to 26,798 by ' 93 , less than half the 1990 totality – which made the ' 94 enumeration of more than 52,000 a real surprise .

An all - new Continental debut for 1995 , appear just forward of Lincoln ’s seventy-fifth natal day . Though still front - effort , it was rather like a Mark VIII in more conservative four - room access dress . It even had the same twincam V-8 , though transverse mounting and a more restrictive exhaust soak 20 horses to leave alone " just " 260 . Wheelbase was unchanged , and width and height were up only an column inch apiece , but system of weights ballooned nearly 400 pounds despite the use of plasticlike sheet - mould compound to replace steel in the hood , trunklid , and fenders . Some of the spare weight muse a stiffer unitized structure with more sound - impairment . Other pounds amount from summate stock features like the full automatic clime control with pollen microfilter . Dual airbags and ABS were again include , and there was a no - cost pick of front seating room : three - stead bench with pillar switching or pail with console faulting .

Trying more than most cars to be all things to all masses , the ' 95 Continental do with a dazzling bit of electronic wile called the Memory Profile System ( MPS ) . This provide " his and her " adjustments for many functions include the stance of the power mirrors , equipment driver ’s seat , and steering wheel ( the last an galvanizing tilt / telescopic affair ) ; as well as individualized radio presets , power windowpane and alarm operation , and – most novel of all – suspension and steering calibrations .

Like its predecessor , the ' 95 Continental rode an all - independent atmosphere - leaping suspension , but with a 2nd , horizontal duad of daze absorber added in back . All shocks were electronically controlled , like the air springs and now the steering , too . All this allow rigging the arrangement to permit take Firm , Normal , or Plush damping via the MPS command panel . Steering assist still decreased as route speed increased , but overall effort could be varied through Low , Medium , and High modes . Dear­born ’s computing machine nerds widely prohibited a combination of Plush damping and Low guidance effort , but difference were n’t that bang-up among the many possible setting . In fact , the car feel best in the Normal / intermediate " default option " mood . business firm / High only made the ride more fidgety and helm work more tiring .

With all its newfangled gadgetry , the ' 95 Continental cost a well $ 5000 more than the last of the V-6 generation , the lone sedan track down higher in the " good - opulence " class at $ 40,750 . choice were restricted to chromium-plate wheels , voice - activated cellular phone earpiece ( perfect with a dashboard display for signal strength and call duration ) , major power moonroof , all - speeding adhesive friction control , CD record changer , and a novel wheeled " cart " that affect back and away in the tree trunk and could be partitioned for carry smaller items so they would n’t slant over .

Lincoln Design Strategy

And so the battle was joined : front - drive V-8 Lincoln versus front - cause V-8 Cadillacs . On theme , the Continental covered all the bases . ( Company vender even mint the snappy name " InTech " for the dohc locomotive used here and in posterior Mark VIIIs , a response to Cadillac ’s Northstar V-8 . ) The only dubiousness require styling : Would buyers choose the Conti ’s lozenge look or the more courtly sharp - edge Cadillacs ? The answer came speedily . Continental sales started slowly , about 45,000 in 1995 , and continued at a modest pace that was well below expectations .

Added during the first full production year was a Personal Security Package incorporate Lincoln ’s RESCU System – a cell phone link to a special parking brake wheeler dealer – and Michelin run - flat tire . But that ­didn’t serve turn the tide . Neither did a considerable $ 4600 cost cut for ' 96 , when a traction - control system became standard . It was light to all concerned that stronger measure were call for .

They arrive with a 1998 redesign that made a material modification in the Continental ’s character . actualize a to a great extent sculpture look was no less controversial here than on parent Ford ’s latest Taurus , Lincoln interior decorator went cautious , apply simple rounded sides and a more upright frontal aspect , plus brusk front and rearward overhang . The gadget driver - adjustable suspension was pass on to the options tilt , where it was twin with a few nonaged feature to make a Driver Select System . Otherwise , it was conventional shocks and round-eyed rearward burden - level suspension , though the three - mode power steering remained stock . Model - class yield rose by some 4000 unit from ' 97 , but that certified as disappointing .

After gaining 15 horses for 1999 , the front - effort Conti cruise on without major alteration . The RESCU option was dropped for 2001 , then deliver as a Vehicle Communications System . Also for 2002 , as with other Dearborn product , major options were repackaged as " models " : in this example al-Qaeda , Driver Select , Personal Security , and Luxury Appearance ( a gussied - up Driver Select ) . Signing on subsequently was a $ 1550 Collector ’s Edition package with leather / suede interior and chrome wheels .

That indicate the Continental was about to exit . Sure enough , it did n’t return for 2003 , mourn no more than the Mark VIII was . Sales had been declining each year since 1998 , and were down to less than 15,500 by calendar ' 02 . Several factors were at work , include a broad on-going buyer work shift from railroad car to play - utility vehicle all across the price spectrum . But the master trouble was ever - potent contender from import - brand cars with more prestigious nameplate . In the end , the front - campaign Continental was a competent upscale sedan that at long last could n’t cut it in a very cutthroat marketplace .

Lincoln SUVs

SUVs were storm the market place . Most every one posted telling sales gains each year , prompting even more entries as the ' 90s progress . Significantly , many hoi polloi begin buying sport utility vehicle as replacements for cars , and some fling for high - end theoretical account with all the trappings they could get .

Taking stock certificate of this remunerative action , Lincoln fielded the Navigator for 1998 . Though based on Ford ’s popular full - size Expedition SUV , it stood apart with a Lincoln grill , a few newfangled body panel , a much dressier DoI , and a act of standard features that were options on the Ford , including a 230 - bhp 5.4 - liter " Triton " V-8 with single overhead camshaft . At first , executives worry that masses might balk at a gilded Ford costing some $ 10,000 more . " At least we wo n’t be out too much money if it ­doesn’t work , " one Lincoln honcho say in private . But the Navigator did work , immediately whizz along to the turn - two spot in Lincoln sales with about 44,000 units for calendar ' 98 . Cadillac , caught by surprise , rushed out a luxury GMC Yukon . Lincoln replied by sum 30 horses to that class ’s Navigator , then step in an exclusive twincam 5.4 - cubic decimeter InTech V-8 with 300 bhp .

As Lincoln ’s first motortruck , the Navigator draw buyer who had never looked at a Lincoln before , just what planners had hop-skip . Though it lost some sales momentum once Escalade arrived , Navigator remained vital to Lincoln sales into the unexampled century , good for rough 32,000 to 39,000 orders per year , each one a high - margin payday . After adding a few public toilet through 2002 , Navigator was amply redesign with a ride - enhance autonomous rear hanging and powerfulness - mesh standard third - row bench seat , both course of study firsts share with junket . The makeover also introduce Ford ’s Advance Trac antiskid / traction - control system as an option and standard curtain side airbags to protect the head of those in the first- and second - row pail seats . Two other unexampled duplicate were unique to Navigator among S.U.V. : a mightiness - maneuver liftgate and king running - board side steps that automatically moved in or out when opening or close a doorway . sales agreement finally step down in calendar 2005 , sliding below 26,000 , though that was mainly due to a sharp ear in gas price – in some places to an unheard - of $ 3 - plus a Imperial gallon .

But Lincoln was still a novice with motortruck , and proved it with the 2002 - 03 Blackwood . This full - zoot take on the Ford F-150 Super Crew four - door pickup mate the Navigator ’s 300 - bhp V-8 and front - end sheetmetal with a special four - foot , eight - inch freight corner with a tycoon - operated front - hinge toilsome cover . Lincoln hope to sell 18,000 Blackwoods in the first two model years , principally to trailer - towing Equus caballus owners and other landed aristocracy , but moved less than a quarter of that number before give up . This failure was easy to explain : Blackwood was pricey for a pickup – no less than $ 52,000 – yet woefully impractical . Serious truckers laughed at the lack of a four - bicycle - drive option , the attractively trim but coffin - small load bed , and the cut - out shadower door instead of a swing - down logic gate . If nothing else , the Blackwood is rare enough that it may concern collector someday .

Lincoln was little more successful with its second SUV . A 2003 unveiling , the Aviator applied Navigator - like styling and housing to the intimate Ford Explorer and related Mercury Mountaineer . admit were that brace ’s optional 4.6 - litre V-8 with a spot more power , curtain side airbags , power - adjustable foot pedal , rearward - obstruction - espial system , and an uptown interior . A laudable 2004 option became received for model - class ' 05 : the Advance Trac antiskid organization with novel Roll Stability Control . Developed by Volvo , now owned by Dearborn , RSC employed special sensing element that could detect an impending rollover and would automatically activate the antiskid system to help foreclose it . But despite numerous received goodies and fair pricing , the Aviator never take off , and Lincoln bailed after 2005 . buyer were exact more " car " in their SUVs , and Aviator was still too much a truck .

By direct contrast , the previous Town Car kept cruising on as the most valuable musician in the franchise , accounting for at least 50 percentage of Lincoln calendar - year gondola sales from 1998 through 2005 . hassle is , if the star goes into a falloff , the whole team suffers , and that ’s what happened . For those eight model years , Town Car and total Lincoln car sales event tailed off in almost perfect unison . Things would have been worse without the Navigator ’s help , but they were speculative enough , motorcar volume engross more than 50 percent for the period from 150,000 unit to just over 71,000 . In this , Lincoln stand for the steady decline of Ford Motor Company itself .

The Decline of Lincoln

In what must have been an " uh - oh " moment for Lincoln deviser , Town Car sales were flat for 1998 despite heavy surgical procedure that replaced dated boxiness with a monolithic rounded mannikin . One wag termed it " a bloated written matter of [ a 1950s ] Mark IX Jaguar " – rather anathemise given that Lincoln and Jaguar were now corporate cousins . At least the restyle trimmed a helpful three inches from overall duration and some 200 pounds from heft . locomotive retuning added 10 horses to the Executive and midlevel Signature models . The double - fumes V-8 generate with 220 bhp for the top - line Jacques Cartier and a $ 500 Signature Touring Package . Traction control , leather upholstery , and a 40/20/40 split front bench seat were all new received .

The addition of front side airbags was Town Car ’s main news for 1999 . The 2000s were mostly reruns , but the fall out year bestow more power , with the home V-8 hiked to 225 bhp , the dual - exhaust variant to 240 . Also new for 2001 was the Cartier L , a " stretch " job of the sort limousine builders had been doing for years . The stretch here was a modest six inches , all in the wheelbase to provide Riley B King - size rearward branch room . rearward doors were elongated to match . Fittingly , in a literal sense , Lincoln hired the towering Shaquille O’Neill of L.A. Lakers basketball fame to introduce the L to the pressure .

Another broad makeover go on for Lincoln ’s 90th - anniversary class and Ford Motor Company ’s centenary . In a modest nod to Modern - century expectations , the 2003 Town Car received more coherent styling via new sheetmetal at each end , plus a stiffer material body , revise suspension , and more precise rack - and - pinion steering to replace recirculating musket ball . brake tote up a " panic assist " feature that automatically kicked in full hydraulic king on a rapid push of the pedal , even without full force . Front side airbags and 17 - inch wheels became standard , as did a double - exhaust fumes V-8 with 239 bhp , up 14 horse . rearward obstruction sleuthing also joined the features raiment . Lincoln trust all this would prompt luxury - class ­buyers to put Town Car on their short lists along with the Lexus LS 430 and comparable bighearted German sedans . But though the ' 03s were the most roadable Town Cars yet , they did nothing to change the model ’s yesteryear image , and gross revenue keep sliding through 2005 .

Lincoln was now sputter to redefine itself for a new era . If Town Car and " American luxury " no longer ensure ­profits , what would ? Affluent untested vendee hooked on high - status consequence mostly associated Lincoln with the Town Car , which made a fine limousine but was n’t something they ’d want in their driveway . Lincoln ask to make headway over such folk music , who now dominated the luxury marketplace , but how ? These were hard head , and finding answers was complicated by mounting problem and shifting tactics in Dearborn .

As one telling example , Ford settle to move Lincoln and Mercury sale and merchandising faculty to the company ’s Irvine , California , campus in July 1998 . Southern California , so the reasoning pop off , was a hotbed of self-propelling gift and innovation ; planting two droop brands in such fertile grunge would surely help them bloom anew . Three days later , L - M was fold into the Premier Automotive Group , a Southern California - establish subsidiary formed in 1999 as an umbrella for Ford ’s gamy - end brand name : Aston Martin and Jaguar , buy in the early ' XC , and newly get Volvo and Land Rover .

But it tight became clear that Lincoln and Mercury were out of position at PAG , each beset by daunt challenges that could n’t be resolve by simply hook up " SoCal " culture . Accord­ingly , both brands were reabsorbed into Ford North American Oper­a­tions in April 2002 ; personnel were ordered back to Michigan seven months later . One top executive said it was only " good business sense " for L - M " to co - locate with Ford Division " again , but many thought the account square .

Lincoln LS, Luxury Sport

While sales event of the Lincoln Town car languished , Lincoln introduced a vernal replacing for the Continental aimed boldly at gamy - buck imports . plainly called LS – for " luxury sport " – this midsize saloon apply a new rear - drive " DEW98 " platform developed with Jaguar and share with the British marque ’s mid - range S - Type sedan chair . Both role model arrived for 2000 , but reckon nothing alike . Where the curvey S - Type recalled Jaguar ’s darling " Mark II " series of the fifties , the LS reference no previous Lincoln . It was snappy , clean , and modern-day , though not a groundbreaking ceremony design .

Marketing dictate required the S - Type be imported from Britain with higher - degree trimming and equipment than the American - made Lincoln . The Jag also had somewhat more great power , though each version used the same basic twincam multivalve engine : Ford ’s own 3.0 - liter " Duratec " V-6 and a Jaguar - design V-8 billed as a 4.0 - liter in the S - Type , a 3.9 in the LS . Because Jaguar buyer were typically wealthier than Lincoln folk , S - Types ran some $ 10,000 high than comparable LSes , making the Lincolns quite a buy at an introductory start price of $ 31,000 . Indeed , strong " near - luxury " value was a prime reason the LS coppedMotor Trendmagazine ’s 2000 Car of the Year awarding .

Yet this was no misfortunate Yankee relation . Like the S - Type , the LS had such required athletics saloon credentials as a taut all - self-governing suspension ( with no electronic magic ) , powerful four - wheel antilock disc brakes , adhesive friction control , firm single-foot - and - pennon steerage , and front body side airbags . And though less gilded at bottom , the Lincoln had enough Sir Henry Wood and leather to fit a Jaguar , plus all the comforts and conveniences Americans expect . Advance Trac antiskid scheme and a Sport suspension / appearance bundle were also offered . And where S - Types came only with five - pep pill robotlike transmission , the V-6 LS offered a five - velocity manual too . Not many buyers opted for it , but it indicate that Lincoln was serious about the partisan market place .

The driver - focused LS was a basal break with Town Car custom , but necessary and overdue . " Lincoln has taken a pronounced peril with the very Euro - themed LS , " saidMotor Trend . " … [ T]he outcome fortunately excuse the gamble . The LS not only brings a young dimension to Lincoln … it ’s just a blast to drive . " Indeed it was : nimble and assure on twisty roads and speedy on the straight , with 0 - 60 mph taking around 7.4 seconds for a manual V-6 , 7.2 for an automatic V-8 . " plainly put,“MTconcluded , " the LS is the car that wholly change the image of what an American sumptuousness sedan can be . "

But the LS did little to transfer Lincoln ’s fuzzy trope or bottom melodic phrase . A clean four - room access was a salesroom oddity among Town Cars and " lx trucks , " and buyers could get more status for similar money elsewhere . Sales waned speedily as a effect , dropping from a first - year 61,000 to the high 30,000s in 2001 - 03 , then skidding below 20,000 in calendar ' 05 . Lincoln tried hard to lure buyers en route , juggle features and alternative each season ; boosting V-6 power two years straight ; and muscling up the V-8 for 2003 , when all models receive a modest restyle and modification to " more than 500 components and systems . “Car and Driverfound great deal to wish in its mental test ' 03 V-8 Sport – including a quick 6.7 - second 0 - 60 mph dash – but bemoaned unwavering price creep that had pushed a well - equip LS to near $ 50,000 . " … Lincoln thinks it can compete without a cost reward . Good fate . As exemplary as it may be , the LS lacks the repute of its rivals – Lexus for its antiseptic perfection , Mercedes for its unassailable descent , and BMW for its chesty dash . Intangibles , to be sure , but in this division , perceptions count . "

With Dearborn tight approach the verge , the LS roll on through 2004 - 06 with no further changes of note . It then died as an former casualty of Ford ’s " Way Forward " belt - tightening programme , announced in other ' 06 . The LS was a bold step for Lincoln , but it was only a first step . Had it been quickly followed by a similarly sporty compact sedan , Lincoln might have been in much best flesh .

The Future of Lincoln

It may not too late for Lincoln to transform its range and penny-pinching - condition prospects , as vital new products are now get to salesroom or soon will be . Though all have Ford and/or Mercury counterpart , Lexus has succeed handsomely with various tarted - up Toyotas , giving hope that Lincoln ’s novel can do similarly , salvaging Lincoln ’s future tense .

Two of them bowed for 2006 . First up was the Mark LT , a " right " sumptuousness cartridge based on the redesign 2005 F-150 SuperCrew . The Lincolnized truck annul the old Black­wood ’s foibles with a work - ready 5.5 - foot - long loading bed and useable four - wheel effort with low - range train . A 300 - bhp 5.4 - liter V-8 and four - speed automatic transmission were conversant ( also compulsory ) , but most everything else was inherited from the well - regarded new F - Series . Consumer Guide ® thought Lincoln should have splurged for a more upscale interior , a unique engine , and safety features like curtain side airbags and antiskid system , the last available on the incorporated ledge but not put up even as options . But Lincoln may correct those oversights in sentence , and few specific component part allowed pricing the LT down in the mouth than the Black­wood : just under $ 39,000 with two - wheel driveway , a bit over $ 42,000 with 4WD . One affair did n’t transfer : Lincoln was still the only luxuriousness brand name to provide a full - size of it pickup – a " difference to betray " that could yet pay up off .

Also go far for ' 06 was Lincoln ’s modest cable car ever , a front - wheel - drive midsize saloon reviving the historical Zephyr name . The basic design was partake in with that year ’s new Ford Fusion / Mercury Milan and owed much to Japanese mate Mazda , but the Zephyr had all the requisite of a modern near - luxuriousness railway car , include antilock disc brake , front and pall side airbags , dual - zone climate control , and a reasonably roomy leather - upholstered cabin . Fusion / Milan charged extra for a 221 - bhp 3.0 - l Duratec V-6 and six - speed automatonlike transmission , but both were received for Zephyr .

So was a unique twin - cowl instrument panel call back the dashboards of classical other ' LX Continentals . Competitively priced at $ 29,000 to start , the Zephyr aimed at first - metre luxury - course customer attempt a well-situated , well - appoint tourer , though it had sportsman sedan potentiality that Lincoln could overwork one day . Meanwhile , Lincoln focused on higher " brand acknowledgement " by discarding model epithet for " MK " labels – which is why the Zephyr was rebadged MKZ for 2007 .

For the same reason , a totally dissimilar Aviator appeared for 2007 as the MKX . A sister to that year ’s new Ford Edge , it was Lincoln ’s first dig at the moneymaking luxury " crossing " grocery store exemplify by the democratic Lexus RX wagon . Ford followed a alike formula , employing a car - eccentric platform ( designate CD3 and developed with Volvo ) with front driveway and optional all - bicycle drive . The powertrain was tonic , too , comprising a 250 - bhp 3.5 - litre V-6 and a six - speed automatic transmission codeveloped with General Motors . Predictably , the main deviation with Edge involved more stock features and usable luxuries , plus a exquisitely - fit grille reminiscent of ' LX Lincolns . Though the MKX was just emerge as this book was fix , it suggests that Dearborn is disposed to give Lincoln whatever it postulate to ensure a successful futurity .

Part of that succeeding ride with the so - called MKS , a new large sedan expected for 2008 . It ’s the smaller of two such Lincoln models found on the incorporated " D3 " chopine , another Volvo quislingism that premiered with the 2005 Ford Five Hundred / Mercury Montego . The unmistakable design is to have this twosome replace the LS and the august Town Car . The MKS was previewed in early 2006 with a " teaser " construct distinguished by crisp , tightly pull back styling and a 315 - bhp 4.4 - liter V-8 drive all four wheels through a six - speed automatic transmission . " What that concept does for us , " declared one Dearborn White House , " is say , ' OK , we ’re not stopping . [ Lincoln is ] going to be back . That is very , very authoritative . "