1956 Lincoln Premier Coupe

 

Source: barnfinds.com

1976 Lincoln Town Coupe

Source: hemmings.com

1954 Lincoln Capri

 

1954 Lincoln Capri, on loan to The Revs from the National Automobile Museum in Reno, Nevada. Photos by author.

From the beginning of December through the end of April, I spend quite a lot of time thinking up serious journalism-related reasons why I need to abandon Vermont, head to Florida and claim a portion of the trip as “business-related” on my taxes.

This year I came up with the perfect excuse: A quick visit to The Revs Institute for Automotive Research in Naples.

I’d heard a lot about The Revs from friends and read about it in Hemmings contributor Michael Milne’s book, Roadster Guide to America’s Classic Car Museums & Attractions, but I’d never had a chance to check out this storied collection of classics, exotics and historic race cars.


Memorabilia on display in the La Maxima Competencia mini exhibit.

I was especially interested in the Institutes’ mini exhibit La Maxima Competencia, devoted to Mexico’s Carrera Panamericana, which opened in December and runs through April 30. Back in 2004, a few friends and I attempted to tackle the modern Carrera Panamericana armed with a couple of crappy old vehicles, very little money and the dangerously blissful naivete of youth. The experience was completely chewing-on-the-carpet nuts and, as anyone who’s ever competed in the Carrera will attest, it left us a lot poorer, a lot exhausted but mostly babbling semi-coherently about the thrill of driving an old car flat out on public highways in Mexico. (Last summer I published a semi-coherent account of our Carrera adventure, which is available on Amazon, but I’d advise you to skip reading it, save your money and just go run the race yourself.)

The Carrera Panamericana exhibit at The Revs was snuggled in a small corner on the second floor and consisted of just two cars. But if you were going to pick two (and one of them couldn’t be a Mercedes 300 SL), these would be excellent choices: the 1953 Porsche 550 coupe that’s part of the museum’s collection and the 1954 Lincoln Capri that won its class in ’54. (The big Lincoln is on loan from the National Automobile Museum in Reno, Nevada.)


1953 Porsche 550 coupe prototype.

The mid-engine 550 prototype was Porsche’s first purpose-built race car — not a modified production automobile. The car at the Revs, which is part of the Collier Collection, finished second in class at Le Mans in 1953 (behind the other 550 prototype in the race) then raced at La Carrera in ’53, where it suffered a DNF. From there, it more or less went missing until it was rediscovered in the 1990s in Guadalajara, Mexico, disguised under a different body as well as lacking its original drivetrain. Miles Collier acquired the car and performed an epic restoration, returning the Porsche to better-than-original condition.

The Lincoln, discussed by Kurt at length here, is the only one of the Carrera Panamericana-flattening Capris known to exist. It was one of 13 entered in ’54 and one of the seven factory cars beefed up for competition by Bill Stroppe and Clay Smith.

In addition to the 550 and the Lincoln, The Revs’ display included original video footage from the race, Carrera-themed memorabilia including programs, vintage magazine covers, photos, some original race gear and more.

The exhibit is very small, but will whet your appetite for the more than 100 vehicles from the Collier Collection on display throughout the rest of the facility — including most of those that Kurt covered here back in 2014.

I planned to spend an hour or so visiting, but wound up wandering around, mouth agape, for about three hours, and then, unfortunately, it was closing time. I’d love to go back — perhaps when I start thinking about leaving Vermont again this time next year — but I’ll book my visit for much earlier in the day.


The exterior of The Revs Institute.

The Revs Institute is not open to walk-ins; you must schedule a visit online at RevsInstitute.org or by calling 239-687-REVS (7387). Hours are 10 a.m. to 4 p.m. Tuesdays, Thursdays and Saturdays and it’s located in a nondescript building at 2500 South Horseshoe Drive in East Naples. General admission is $17 or $20 for the guided tour.

The Revs Institute is well worth searching out (especially from the snowbelt). Most of the cars are truly legendary — of the type you’ll never see close up anywhere else, unless of course you’re lucky enough to have been to Goodwood where many of these cars have appeared. Moreover, the exhibits are beautiful yet strikingly simple and the docents are friendly, knowledgeable and welcoming.

Source: blog.hemmings.com

1939 Lincoln Zephyr

Lightly restomodded 1939 Lincoln Zephyr for sale on Hemmings.com. From the seller’s description:

This example has been finished in black. The paint and bodywork were recently done to a high standard with solid, rust-free steel underneath. The undercarriage was restored as well.
The red leather interior has been restored with an Art Deco design that complements the streamlined exterior. A woodgrained dash frames the famous Lincoln Zephyr speedometer and waterfall. Other custom touches such as a JB Donaldson Co. steering wheel make this Zephyr unique.
The V12 engine has been rebuilt, bench-tested, and cosmetically restored with polished aluminum heads and a custom ceramic coated dual exhaust system. The 306 cubic inch engine has been bored to 310, and the tri-carb manifold holds three new Stromberg 97s that give this car increased horsepower and attitude. In addition, the engine has been mated to an automatic transmission for hassle-free drivability, along with hydraulic brakes for safety, modern 12 volt alternator and 12 volt high performance starter. Rebuilt rear end and rebuilt brakes with new drums and master cylinder. The stance of the car has been altered, but not at the expense of ride quality. The car has new custom designed 12 volt electrical system. Not only will you want to stare at it, you will actually want to drive it.

Source: blog.hemmings.com

Foxgate Lincoln Mercury In The 1970's

 

Foxgate Lincoln Mercury on Mendenhall In Memphis, TN. One of each Lincoln Mark that was available in that model year.

Lincoln Luxury Car

Something like this would restore the Lincoln Motor Company, build something on the level with Bentley and Rolls-Royce but price it below them. The Luxury Fords won't make a splash in the market, Lincoln needs a big hitter, a modern Continental is the machine they need, but will we ever see it again in the showroom?

Modern Continental

The Lincoln Motor Company could use a real flagship sedan, imagine a modern Continental! RWD with a supercharged 5.8 V8! If Lincoln wants to increase sales they need something to compete with the Cadillac CTS and the European Luxury sedans.

Huge JFK Auction Includes Two Classic Lincolns

Want to own a piece of American history? Perhaps you should consider 35th President John F. Kennedy's limousine, a 1960 Lincoln Continental, or the last car he safely rode in before his assassination, a 1963 Lincoln Continental convertible. Both of them will be up for sale at the Camelot: Fifty Years after Dallas auction on October 24, a JFK 50th anniversary auction in Boston.



Click Here for pictures of the 1960 Lincoln Continental.

The black 1960 Continental was part of the presidential motorcade and is bulletproof. The body has been restored to the tune of about $35,000, according to RR Auctions, but the interior was left alone. That's okay, because the winning bidder will be able to enjoy lounging in the well-preserved seats and stepping on the original tan carpeting, just as President Kennedy did. The next owner can even play President, with a divider window, passenger air controls and a two-way telephone - if a chauffeur is hired, of course. The starting bid for the Continental is $25,000.

The other car is more historically relevant (but in this writer's eye, less beautiful), and commands a starting bid of $50,000. The white, convertible 1963 Continental was the last car President Kennedy rode in before his assassination in Dallas - with a notarized document by the car's owner at the time as proof. It was used to transport the President, his wife, Jacqeuline, and Texas governor John Connally "from a breakfast and speech at the Texas Hotel ballroom through the streets of Fort Worth to Carswell Air Force Base, where they boarded a short flight to Dallas on the morning of November 22, 1963," according to RR Auctions. Lincoln specialist Baker Restoration in Connecticut restored the car, which included an engine replacement, body work and paint. Most of the interior, including the seats, are in original condition.

The two cars are for sale amongst 290 other JFK-related items, such as the controversial sixth-floor window of the Texas School Book Depository through which Lee Harvey Oswald shot President Kennedy. Oswald's wedding band is also up for auction, as is his United States Marine Corps raincoat, stenciled with his name. Read more about the auction, including other items up for auction, in the press release below.

UPDATE: A previous version of this post incorrectly referred to the 1960 Lincoln Continental as a stretch – the text has been corrected.

Source: RR Auction

2015 Lincoln MKC Aims To Rejuvenate The Brand... Again

Ford is slowly but surely attempting to revitalize the Lincoln brand, with the new MKZ sedan pointing the way forward for the Blue Oval's struggling luxury division. Here at the LA Auto Show, Lincoln is showing the next new product that aims to give the brand new life, the 2015 MKC crossover.

The MKC is based on the trusty Ford Escape, but this is far more than just a rebadge job. Lincoln has used completely new sheetmetal here, with the brand's familiar split-wing grille front and center, and a classy, wraparound tailgate with super slim taillamps that span the width of the hatchback. It's one of the better applications of Lincoln's new design language we've seen thus far, and the end result is a taut-looking crossover that is at the same time both modern and luxurious-looking.

Further differentiating itself from the Escape, the MKC packs an all-new 2.3-liter EcoBoost four-cylinder engine, good for 275 horsepower and 300 pound-feet of torque. (On the base end, Ford's 2.0-liter EcoBoost four-cylinder with 240 hp and 270 lb-ft is available.) The MKC also uses a new Continuously Controlled Damping adaptive suspension, and is available with both front- and all-wheel drive.

The compact crossover segment is hugely important in the US market, and with a fresh-faced product with solid architecture, the MKC looks to be a pretty solid offering. We'll get our first taste of the new Lincoln MKC sometime next year, with cars hitting dealerships in the summer.

Click Here to view other pictures.

Source: Lincoln

Lincoln MKC Spied In Final Form

Click Here to see the spy shots of this new vehicle and to read the article about it.

Source: autoblog.com

Lincoln To Resurrect Old Nameplates For China?

Judging by the success that many luxury automakers are currently experiencing in China, it's no surprise that Lincoln plans to take advantage of the situation by peddling its wares across the Pacific. Lincoln will open its first Chinese dealership next year, but potential buyers there won't be mucking through the same alphabet soup of car names found in American showrooms. USA Today reports that Ford's luxury car division could revert back to legacy names (like Continental and Zephyr) in China while keeping the MK_ names here in North America.

In speaking to Ford exec Jim Farley during the LA Auto Show, USA Today says that Lincoln could switch its naming structure as models are refreshed. Farley didn't confirm that the naming revamp would be a China-only decision, but article leaves little hope that American buyers will get to see the return of classic names anytime soon.

Why would Ford rehash old Lincoln names for China only? Buyers there seem to have a better historical associations with the nameplates than in the US. Chinese also still hold Lincoln in high regard, associating the marque with use by prominent government officials.

Source: USA Today

What Is The Difference Between A Lincoln 5.0 HO Engine And A Regular 5.0l Engine?

Answer:

 

The H.O. stands for High Output. The H.O. has more horsepower and more torque. The H.O. uses the firing order of the 351 V8 and the heads and cam are different. The H.O. has roller rockers, forged pistons, & higher compression ratio.

 

Source: Wiki Answers

Lincoln MKC Concept

With the MKC Concept presented at the 2013 Detroit Motor Show Lincoln previews its first model in the compact luxury crossover segment.

The MKC Concept translates the design language introduced by Lincoln in 2012 with the MKZ into a compact crossover layout – currently the industry’s fastest-growing market segment.

Exterior Design

Based on the Ford Escape platform, the MKC’s exterior is characterized by a dynamic stance, with an arched roofline and a rising belt line and large 20-inch wheels framed by flared wheel-arches.

“The MKC Concept has a wonderful stance and sits beautifully on its wheels,” said Murat Gueler, MKC Concept lead exterior designer.

“It has a sleek, sculpted body and wheel arches and elegant shoulders. The lines of the vehicle appear relatively simple on first look but with a second view reveal a dynamic three dimensionality.”

The surface treatment adopts sculpted surfaces with sharp crease lines. In side view, the main design element is the sharp character line that extends from the headlight to the rear tailgate, giving shape to two muscular shoulder and washing out under the B-pillar.

The front end features the signature split-wing grille – a styling cue introduced with the Zephyr in the 1930s, and reinterpreted with the 2012 MKZ.

The rear end is characterized by the full-width tail-lights – showcasing the same theme as the MKZ – and the distinctive clamshell liftgate, which is executed with side-view cutline that underlines the horizontal lines of the rear section.

“This approach eliminates the traditional vertical cutline on the rear seen on utilities, which in turn contributes to the athletic presence of the vehicle,” Gueler adds.

The refined execution is completed with the frameless windows and the large fixed panoramic roof that runs the length of the vehicle.

The concept shown at the Geneva show was painted in a high-end cream- based color, with a tri-metallic coat.

Interior Design

The four-passenger interior is characterized by natural, premium materials.

“There is a significant upgrade in materials and a stylish, fashion-oriented package. The materials are combined with progressive combinations and uses of stitching and colors,” said Soo Kang, Lincoln interior design chief.

Just like MKZ – which sets the tone for the brand’s thoughtful new approach to design – the MKC Concept features a distinct push-button gear shift selector.

This enables a flowing, expressive and architectural center console design covered with riveting details, and unique colors and materials.

The headliner is wrapped with high-end material, providing a warm and luxurious feel.
Smooth, premium leather wraps the seats, pillars, door trim uppers, armrests, bolsters, console side rails, instrument panel and cargo area.
Other refined details include finishes like appliqués cut from layers of reconstructed natural wood infused with a metallic flake for a glistening effect on the steering wheel, upper instrument panel and door panels.

“There is a rich softness to the exterior and interior palette of the MKC Concept,” said Susan Lampinen, group chief designer, Color & Material Design.

“The leather-wrapped architecture complements the open-pore and designer hand-dyed woods.”

Lincoln MKC Concept dimensions

• Wheelbase: 106.9 in./2,717.2 mm
• Overall length: 179.3 in./4,550 mm
• Width without mirrors: 76.1 in./1,932.6 mm
• Width with mirrors: 80 in./2,032.3 mm
• Height: 63.2 in./1,607.1 mm

Source:  carbodydesign

2003 Lincoln Navicross

The rejuvenated Lincoln-Mercury design studios created the Navicross concept that had a similar size and shape to that of a sport sedan combined with a sport wagon with the ground clearance and breakover angles of a sport utility vehicle. First seen at the 2003 auto shows, Navicross was a stepping-stone for the creation and introduction of the 2007 Lincoln MKX. The interlocking doors were constructed to take the place of the conventional B-pillar without compromising the structural integrity of the body. Under the hood was a supercharged 32-valve 4.2-liter aluminum V-8 that powered a full-time all-wheel-drive system with adaptive traction control. The 5-speed automatic transmission had a manual sequential function, and sensed driving style and road conditions for optimal gear shifting and performance. Source: Internet

2002 Lincoln Continental

Few production designs age as gracefully as the 1961-63 Lincoln Continental. Its clean, restrained lines still stand out as the antithesis of the finned and chromed beasts that preceded it. As the Continental progressed through the decades, it lost its styling edge. But when the Continental concept debuted at the Los Angeles Auto Show in January of 2002, it was clear somebody in Dearborn found what was once lost. In the two weeks that separated the L.A. show from the Detroit Auto Show, Ford Motor Company announced the results of one of their many restructuring plans. The production Continental was canceled, making the concept a PR nightmare … "Gee, Mr. Ford, you just killed the Continental, what’s this concept about?" For the Detroit show, the newly out-of-the-spotlight concept was shunned and parked in a dark corner of the Lincoln display. Lincoln is still struggling to find its way in terms of design. The MKR that debuted in Detroit this past January, while attractive, looks far more contrived than the 2002 Continental. With the success of Ford’s current Mustang, how much better off would Lincoln have been had they taken the historically inspired path with this Continental? With the average Lincoln Mercury dealer selling fewer than half a dozen cars per month, the company probably wouldn’t be worse off. The 2002 Continental is stored at a facility near Ford’s World Headquarters in Dearborn, Michigan. Source: Internet

1996 Lincoln Sentinel

In 1996 came the Sentinel, a startling expression of Ford’s edge design ethos: a high waistline, wonderfully sculpted lighting, ultra-clean, flat shapes and elegant proportions. It was a huge car, but felt right, and was even made into a runner on a lengthened Jaguar platform. Source: Internet

Lincoln Compact Luxury Cars, the Lincoln Versailles, And The Lincoln Collector Series

The 1979 Lincoln Versailles was hastily developed to rival Cadillac's more compact Seville. Model-year 1977 also saw Lincoln move into the luxury-­compact class, its first response to the radically changed market left behind by the energy crisis. Called Versailles, this was a hastily contrived reply 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 standard equipment. Established Lincoln buyers looked askance at the plebeian origins (which the press never failed to mention), while buyers balked at the $11,500 price. You can only fool some of the people some of the time, and Lincoln didn't fool many with this one. Versailles' 1977-model sales were a mere 15,434, a fraction of Seville's. This basic three-car squad held the fort for 1978-79 while Lincoln readied a troop of downsized 1980 models. Amazingly, the big cars continued to sell well, defying the combined threat of further fuel shortages and a fleet of luxury intermediates from lesser makes. Part of this was due to circumstance. By 1979, anyone who wanted a truly large luxury car -- "traditional-size," Lincoln called it -- had precious few choices. One of Lincoln's most successful marketing ploys in the '70's was the Designer Series. American Motors had tried something similar with Gucci Hornets and Pierre Cardin Javelins. As a luxury make, however, Lincoln was in a much better position to exploit the snob appeal of haute couture brands. First seen for 1976, these extra-cost packages were decorated inside and out with colors and materials specified by well-known high-fashion 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 consistently tasteful was the Bill Blass edition, a nautically inspired blend of navy-blue paint and eggshell-white vinyl top outside and navy velour or dark blue-and-cream leather upholstery inside. Other combinations were created by Hubert Givenchy (generally tur­quoise or jade), Emilio Pucci (maroon and gunmetal grey), and Cartier (champagne/grey). The last, of course, was not a designer but the famous jeweler. Following a spate of limited-edition 1978 packages to mark Ford Motor Company's 75th anniversary, Lincoln devised a "Collector Series" option group for the '79 Continental and Mark. Both were adorned with appropriate nameplates, gold grille accents, special midnight-blue metallic paint, and a host of "custom" accoutrements such as color-keyed umbrella and leather-bound owner's manual and tool kit. It marked the end of an era: The day of oversized Lincolns was over. So, too, it seemed, any differences between Continentals and Marks. The 1980s were much more alike, but also much more sensible. Lincoln now adopted the "Panther" platform introduced for '79 with the full-size Ford LTD and Mercury Marquis as the basis for a substantially smaller Continental and an upmarket Mark VI sibling, thus resuming its 1958-60 practice of fielding two versions of one basic design. Compared to their immediate predecessors, these cars were up to 10 inches ­shorter between the wheels and significantly lighter. Yet they were nearly as spacious, thanks to only marginal 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-cid small-block V-8 in new 129-bhp fuel-injected form; a 140-bhp 351 was the only option. It was all for the sake of economy, as was Ford Motor Company's new four-speed overdrive automatic transmission, basically a three-speed unit with a super-tall fourth gear added (0.67:1). Handling was more competent, thanks to a revised suspension, and refinement was emphasized with retuned body mounts and suspension bushings, plus standard high-pressure radial tires, which also helped eke out slightly more mpg. A pillared four-door Mark returned for the first time since 1960, and the various designer editions were bolstered by a new Signature Series much like the pre­vious Collector option. Lincoln Sales in the 1980's The 1980 Lincoln Town Car was a harbinger of the success Lincoln would enjoy throughout the decade. A second fuel shock occurred in 1979, touching off a deep national recession that drastically reduced 1980 volume throughout the industry. Lincoln suffered more than most, its model-year total sales skidding to just under 75,000 -- nearly 115,000 below '79. The underwhelming Versailles was in its final year and found fewer than 5000 buyers. 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 following two years, then rebounded to over 215,000 through 1990. More important to proud division managers, Lincoln passed Cadillac in 1988, only to lose that position, but Ford's finest remained competitive with its arch­rival despite offering just three distinct models to Cadillac's five. Remarkably, much of this success was owed to a single 1980-vintage four-door that saw only one major change through 1989: a rounded-corner "aero" facelift for 1985. Called Town Car after 1980, it soldiered on following the cancellation of the 114.3-inch-wheelbase Town Coupe after '81 and the Mark VI duo after '83. The throttle-body fuel-injected 302-cid V-8 was the only engine available after 1980, but it would be upgraded. After an '84 boost to 140 bhp came more sophisticated multi-point fuel injection that ­lifted horsepower to 155. Trim and equipment shuffles were the only alterations in most years. But it didn't matter: At 50,000-100,000 units annually, this series outsold other Lincolns by margins of 2-to-1 or more -- sometimes upwards of 5-to-1. Yes, the Town Car was smaller than its late-'70s predecessor, but it proved that traditional Detroit biggies still had a place in the '80s. As Mark Twain would have said, reports of their demise (in the wake of "Energy Crisis II") were greatly exaggerated. Such consistent popularity was remarkable for this large, rela­tively old-fashioned car. Though Cadillac remained the luxury sales champ, its lead over Lincoln dwindled as the '80s progressed. One reason: An increasing portion of Cadillac sales depended on smaller "big" cars that looked too much like cheaper GM models and lacked the Town Car's sheer presence. Lincoln was quick to play up its rival's "lookalike" problem in snobbish TV commercials designed to pull in more and more "conquest" sales. Chrysler, meantime, had nothing remotely like a traditional full-size car after 1981, though its midsize Fifth Avenue found a steady market for the same reasons Town Car did: plentiful creature comforts in a package that "mature" buyers could relate to, all at reasonable prices. Of course, stickers swelled a lot on all cars from 1981 to '89 -- in the Town Car's case from about $14,000 to about $25,000. But relatively speaking, this Lincoln remained a good buy, and the public's "pocketbook vote" confirmed it. If the late-'70's Versailles was a hasty reply to Cadillac's Seville, the new compact Continental sedan of 1982 was a more-considered response. It even had "bustleback" styling like that of the new 1980 front-drive Seville, plus a Mark-type grille and the usual base, Signature Series, and designer-edition trim and equipment variations. Underneath, though, it was just a heavily modified Ford Fairmont with an extended-wheelbase version of the same rear-drive "Fox" platform -- and it was really none the worse for it, except perhaps for rear-seat room, which was limited. A 232-cid V-6 was offered in the debut '82s, but proved somewhat weak for their weight, so most left the fac­tory with injected 302 V-8s of 130, 140, or 150 bhp (the last adopted after 1985). The front and rear ends were smoothed out for '84 a la Town Car, the only appearance change for this design generation. A noteworthy mechanical development was an antilock brake system (ABS), a 1985 option that became standard equipment for all Lincolns the following year. Developed jointly by Ford and the German company Alfred Teves, ABS greatly improved steering control in panic stops and shortened stopping distances on slick surfaces, a laudable safety advance. The compact Continental was far more successful than the Versailles it effectively replaced, selling an average 21,000-26,000 a year through 1987. If not a vast aesthetic improvement, the bustleback sedan was more roadable and enjoyable, well put ­together, and as posh as any Lincoln. And at $21,000-$26,000, it, too, represented good luxury value. Lincoln Mark VII LSC Hot Rod With its aerodynamic look, the 1985 Lincoln Mark VII LSC represented a departure from the typical stodgy Lincoln design. After years of square-lined formality, Lincoln's premium coupe took a dramatic new direction with the 1984 Mark VII. Though it shared a platform with the bustleback Continental, this swoopy semifastback was derived from the new-for-'83 Ford Thunderbird/Mercury Cougar. The result was smooth, distinctive, and more visually aerodynamic than any previous Mark. A humped trunklid, modest taillamps in the rear fender trailing edges, and a toned-down Mark grille were stylistic links with the past, but the car was clearly aimed at a very different clientele: younger, affluent buyers who'd been defecting to high-dollar, high-status imports, a group Lincoln had never courted before. It was also a bold challenge to Cadillac's Eldorado, which was still relatively overblown. The Mark VII was an instant critical success, especially the performance-oriented LSC (Luxury Sport Coupe) -- the fabled "Hot Rod Lincoln" come to life. Enthusiast magazines even thought it a credible rival to the vaunted BMW 6-Series and Mercedes-Benz SEC. No wonder. Where the base and Designer models had a soft ride and traditional appointments, the LSC boasted a firmer suspension with fat performance tires on handsome cast-aluminum wheels, plus multiadjustable sport bucket seats and Lincoln's best cloth or leather upholstery. For 1985 it adopted the Mustang GT's high-output V-8 with 165 bhp (versus 140 for other models). The '86 got an even hotter port-injected engine with 200 bhp (versus 150 bhp on other Marks), plus standard ABS four-wheel disc brakes and a nice set of analog gauges (replacing the digital/graphic electronic display retained for its linemates). Engine refinements extracted another 25 bhp for 1988-90. With all this, the LSC was the most overtly sporting Lincoln since the very first Continental and the most roadable Lincoln since the "Mexican Road Race" days. It was also one terrific buy at initial prices of $23,700 -- about half the cost of erstwhile German competitors. Lincoln-Mercury planners thought lesser VIIs would outsell it, but buyers confounded them by ordering more LSCs -- enough that by 1988, the original four models had been cut to just LSC and Bill Blass. Overall Mark VII sales were good: 30,000-plus in the first season 15,000-38,000 thereafter. Prices inevitably escalated, reaching the $27,000 level by decade's end, but standard equipment also kept growing even as trim variations thinned. The 1990s boasted an important new safety feature in a standard driver-side airbag, which also brought a reworked, slightly more ergonomic dash. Perhaps even more daring than the Mark VII was the all-new 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 suspension, both of which contributed to a noticeable increase 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 departed even more from tradition than the Mark VII: squarish but carefully detailed for efficient "airflow management." The old humped trunklid was abandoned at last, leaving only a vertical-bar grille to echo the past -- and even that was low and smoothly curved to match the nose and modern flush-fit Euro-style headlamps. Powering the new Continental was the 140-bhp 3.8-liter V-6 made optional for the '88 Taurus/Sable, mounted transversely (in typical front-drive fashion) and teamed with a four-speed overdrive automatic transaxle. It didn't provide much snap in the heavier Conti (which was little lighter than its rear-drive forebear), and even L-M officials later admitted the car was underpowered for its class. At least quietness was a strength. A MacPherson-strut suspension employing dual-rate shock absorbers and LSC-style air springs, both computer-controlled, sounded great on paper. Unfortunately, this complicated design failed to provide a truly outstanding ride/handling balance in the real world. The standard all-disc brakes with ABS were superb, however, and interior decor was a blend of Euro-trendy and American traditional. For 1989, the dash and steering wheel were redesigned to accommodate dual airbags. Though just a driver-side airbag would have satisfied the government's new passive-restraint rule, Lincoln got the jump on Cadillac by providing inflatable cushions to protect both front occupants. Arriving at dealers in December 1987, the front-drive Continental proved a strong seller, thanks partly to an attractive $26,000 base price -- again, thousands less than comparable European sedans. Model-year production totaled about 41,000 for '88, rose to 57,775 for '89, then climbed above 64,000 for 1990. The Continental wouldn't fare this well again, but the mere fact that Lincolns could now stand comparison with high-buck foreigners spoke volumes about how far Lincoln had come in the '80's and where it hoped to go in the '90's. Source: Internet