Lincoln Continental

Lincoln Continental
1998-2002 Lincoln Continental (This is an image set in stone. Change it at your peril. Fomoco will spank you hard.)
Overview
Manufacturer	Ford Motor Company
Production	1939–1948 1956–2002
Body and chassis
Class	luxury car

The Lincoln Continental was an automobile produced by the Lincoln division of Ford Motor Company from 1939 to 1948 and again from 1956 to 2002. Despite often sharing underpinnings with less-expensive Fords in more recent years, the Lincoln Continental had usually been a distinctively platformed and styled, highly equipped luxury car in the course of its long history.

The flagship Lincoln model during most of its run, the Continental name conveyed special cachet in the product line. During the 1980s, the Continental was downsized to a full-size to a mid-size Ford Taurus platform; this introduced the Continental to a wider range of competiton from Europe and Japan which ultimately lead to its demise as a serious motorcar. After the Continental was discontinued in 2002, it was largely replaced by the Lincoln LS V8.

1939–1948

First generation
1948 Lincoln Continental coupe
Overview
Model years	1940-1948
Designer	Eugene T. "Bob" Gregorie
Body and chassis
Body style	2-door coupe 2-door convertible
Layout	FR layout
Powertrain
Engine	Template:Auto CID Lincoln-Zephyr V12
Dimensions
Wheelbase	Template:Auto in
Length	1940-41: Template:Auto in 1942-48: Template:Auto in
Width	1940-41: Template:Auto in 1942-48: Template:Auto in
Height	1940-41: Template:Auto in 1942-48: Template:Auto in
Curb weight	4,000–4,300 lb (1,800–2,000 kg)

1948 Lincoln Continental convertible

contemporaneous image of 1942 Lincoln Continental coupe

The first Lincoln Continental was developed as Edsel Ford's one-off personal vehicle, though it is believed he planned all along to put the model into production if successful. In 1938, he commissioned a custom design from the chief stylist, Eugene T. "Bob" Gregorie, ready for Edsel's March 1939 vacation. The design, allegedly sketched out in an hour by Gregorie working from the Lincoln Zephyr blueprints and making changes, was an elegant convertible with a long hood covering the Lincoln V12 and long front fenders, and a short trunk with what became the Continental series' trademark, the externally mounted covered spare tire.

The car could be considered a channeled and sectioned Zephyr that did not even have the bulge that in the Zephyr (and in some other cars) replaced the running-board at the bottom of the doors. This decrease in height meant that the height of the hood was much closer to that of the fenders. There was hardly any trim on it at all, making its lines superb. This car is often rated as one of the most beautiful in the world.

The custom car for the boss was duly produced on time, and Edsel had it delivered to Florida for his spring vacation. Interest from well-off friends was high, and Edsel sent a telegram back that he could sell a thousand of them. Lincoln craftsmen immediately began production on the Continental convertible, and even a rare few hardtop models. They were extensively hand-built; the two dozen 1939 models and 400 1940-built examples even had hand-hammered body panels, since dies for machine-pressing were not constructed until 1941.

After the attack on Pearl Harbor, Continental production was suspended, to be re-started in 1946-1948. Like the other post-war Lincolns, however, the Continental had similar bits of trim added to make it look improved. The 1939-1948 Continental is recognized as a "Full Classic" by the Classic Car Club of America, one of the last-built cars to be so recognized. The 1948 Continental had the last V12 engine put in an American car.

The 1939 Continental is commonly called a '1940 Continental'.

Mark II (1956-1957)

Main article: Continental Mark II

Second generation
Overview
Model years	1956–1957
Assembly	Dearborn, Michigan, USA
Designer	Bill Schmidt
Body and chassis
Body style	2-door hardtop
Layout	FR layout
Powertrain
Engine	Template:Auto CID Y-block V8
Dimensions
Wheelbase	Template:Auto in
Length	Template:Auto in
Width	Template:Auto in
Height	Template:Auto in
Curb weight	5,000 lb (2,300 kg)

Continental Mark II rear view, showing the "continental tire hump"

The Continental name was revived in 1955 as a separate Ford brand, with its sole model being the Continental Mark II. This version was a unique design with the highest quality control ever seen in the automobile industry. High-class luxury abounded in the new Continental, and with very limited availability, it appeared even more exclusive than the original.

Continental for 1956 was one of the most expensive cars in the world—with a cost of $10,000 at a time when a regular Ford could be had for less than $2000, it rivaled Rolls-Royce. But despite its astronomical price tag, Ford Motor Company actually lost money on each one sold. On a side note, Cadillac suffered a similar financial loss with its own Continental rival, the four-door Eldorado Brougham. Vehicles such as these were image builders for the two companies, as well as test beds for new ideas and concepts. The Continental Mark II was sold for just two model years, with about 3,000 total units built. Between the tales of dealers turning potential buyers away because they were not deemed to be the right kind of people to own Continental, and its sticker price found affordable by only the world's wealthiest, the Continental became almost mythical. Many celebrities drove them, including Frank Sinatra, Elvis Presley, Jerry Lewis, the Shah of Iran, Nelson Rockefeller and Henry Kissinger among others. The 1957 film drama Sweet Smell of Success includes a brief glimpse of the Mark II; the car belongs to Burt Lancaster's Broadway-columnist character J.J. Hunsecker.

Mark III, IV, and V (1958–1960)

Third generation
1959 Lincoln Continental Mark IV Town Car
Overview
Model years	1958–1960
Assembly	United States: Wixom, Michigan (Wixom Assembly)
Designer	John Najjar
Body and chassis
Body style	2-door hardtop 2-door convertible 4-door sedan 4-door Landau hardtop 4-door Town Car sedan 4-door Limousine
Layout	FR layout
Powertrain
Engine	Template:Auto CID MEL V8
Transmission	3-speed Turbo-Drive automatic
Dimensions
Wheelbase	Template:Auto in
Length	1958: Template:Auto in 1959: Template:Auto in 1960: Template:Auto in
Width	1958-59: Template:Auto in 1960: Template:Auto in
Height	1958: Template:Auto in 1959-60: Template:Auto in
Curb weight	5,000–5,700 lb (2,300–2,600 kg)

1960 Lincoln Continental Mark V Landau hardtop sedan with "breezeway" window

After the Continental Mark II was discontinued, a new generation of the brand appeared for 1958. These were the first Continentals produced at the new Wixom plant, and the first made on a unibody platform since the original Continental. Though this edition is known as the "Mark III," the first models bore the nameplate "Continental III" on the front fender. While advertising brochures made the case that Continental was still a separate make, the car shared its body with that year's Lincoln. They differed from the lower-model full-size Lincolns in trim level and in their roof treatment, featuring a reverse-angle power rear "breezeway" window that retracted down behind the back seat. Hand assembly was gone, allowing for lower prices. Even so, Lincoln lost over sixty million dollars over 1958-1960 (a lot of money in today's dollars), partly reflecting the enourmous expense of developing what is perhaps the largest unibody car ever made. In addition there was the fact that that year's full-size Lincoln sold poorly in all models; 1958 was a recession year in the U.S. But in spite of that, the Continental Mark III recorded much better sales than the Mark II.

The new Lincoln was one of the largest cars ever made, larger than that year's Cadillac, and with their canted headlights and scalloped fenders had styling considered by many to be excessive even in that decade of styling excess. They were the longest and widest Lincolns ever produced without federally mandated 5 mph (8.0 km/h) bumpers. The 63.1 inches (1,603 mm) front and 63.0 inches (1,600 mm) rear shoulder room they possessed set a record for Lincoln that still stands to this day. Furthermore, the 1959-60 Continental Limousine and Town Car are the heaviest American sedans without an extended wheelbase built since WW II, and the 1958 Continental convertible is the longest American convertible ever produced.

The 1959's range contained the original Continental Mark IV, and the 1960, the original Continental Mark V, with more restrained styling than the 1958. Two new body styles were added for 1959 and 1960, both on the same wheelbase as other Continentals, but without the reverse-angle "breezeway" window: a formal Town Car and an even more formal Limousine. Both cars had dual air conditioning units, a distinctive padded roof and were available only in black. The Limousine added a driver's partition for additional rear seat privacy. The Town Car cost over $9200 with a total of 214 sold over both years, and the Limousine cost $10,200 with only a total of 83 sold, making it more expensive and perhaps even more exclusive than the Mark II.

One feature of these cars was the "Auto Lube", that, as long as the owner kept the lube reservoir full, the car automatically lubed itself. However, the 1958-1960 Marks were technically Lincolns as the Continental division was dropped after the Mark II. And this marked the last time that a Continental would share no major chassis components with a model made by Ford or Mercury as the 1961 Continental would share major components with the contemporaneous Ford Thunderbird.

Design Epilogue

1960 Lincoln Continental Mark V convertible

The reputation for "excessive styling" is perhaps ironic given the enormous amount of styling talent that was connected with the development and modification of Continentals of this vintage (as well as given the elaborate marketing efforts at eliminating all memory of these Marks). George Walker, known for his contribution to the development of the original Ford Thunderbird, was Vice-President in charge of Styling at Ford during this time. Elwood Engel, famous for being lead designer of generation four of the Lincoln Continental and for his work as chief designer at Chrysler in the 1960s, was Staff Stylist (and consequently roamed all of the design studios) at Ford during this period and worked very closely with John Najjar in developing not only the 1958, but also the 1959 update. After John Najjar was relieved of his responsibilities as Chief Stylist of Lincoln in 1957 he became Engel's executive assistant, and the two worked closely together in the "stilleto studio" in developing the fourth generation Lincoln Continental, which of course won an award for its superlative styling. After Engel left Ford in 1961, Najjar became the lead designer of the Ford Mustang I concept car, which later gave birth to the Ford Mustang. Don Delarossa, who succeeded Najjar as Chief Stylist of Lincoln, was responsible for the 1960 update, and went on to become chief designer at Chrysler in the 1980s. Alex Tremulis, who was Chief Stylist at Auburn-Cord-Deusenberg in the mid to late 1930s and famous for his work on the 1948 Tucker Sedan, was head of Ford's Advanced Styling Studio during this period, and it was his Ford La Tosca concept car, with its oval overlaid with an "X" theme, that gave birth to the "slant eyed monster" nickname to the 1958 Continental front end. And, perhaps most ironic of all, L. David Ash was Lincoln's Executive Exterior Stylist when Najjar was in charge of Lincoln styling, the same L. David Ash who would later play such a prominent role as Chief Stylist of Ford in designing the 1969-1971 Lincoln Continental Mark III, which helped cause Continentals of this vintage (together with a marketing decision by then Ford Executive Vice-President Lee Iacocca) to be called the "forgotten Marks".

1961–1969

Fourth generation
1961 Lincoln Continental convertible
Overview
Model years	1961–1969
Assembly	United States: Wixom, Michigan (Wixom Assembly)
Designer	Elwood Engel
Body and chassis
Body style	2-door hardtop 4-door sedan 4-door convertible
Layout	FR layout
Powertrain
Engine	Template:Auto CID MEL V8 Template:Auto CID 385-series V8 Template:Auto CID MEL V8
Transmission	3-speed Turbo-Drive automatic 3-speed C6 automatic
Dimensions
Wheelbase	1961-63: Template:Auto in 1964-1969: Template:Auto in
Length	1961: Template:Auto in 1962-63: Template:Auto in 1964-65: Template:Auto in 1966–68: Template:Auto in 1969: Template:Auto in
Width	1961–65: Template:Auto in 1966–69: Template:Auto in
Height	1961-1965: Template:Auto in 1966-1968: Template:Auto in 1969: Template:Auto in
Curb weight	5,100–5,700 lb (2,300–2,600 kg)

In 1961, the Continental was completely redesigned by Elwood Engel. For the first time, the names Lincoln and Continental would be paired on a car other than one in the Mark series. The design was originally intended to be the new 1961 Ford Thunderbird, but the concept was enlarged and slightly altered before being switched to the Lincoln line by Robert McNamara. One of the most striking features of the new Continental was its size. It was 14.8 in (380 mm) shorter than its predecessor. So much smaller was this car, that advertising executives at Ford photographed a woman parallel parking a sedan for a magazine spread. The new Continental's most recognized trademark, front opening rear doors, was a purely practical decision. The new Continental rode on a wheelbase of 123 in (3.1 m), and the doors were hinged from the rear to ease ingress and egress. When the Lincoln engineers were examining the back seats that styling had made up, the engineers kept hitting the rear doors with their feet. Hinging the doors from the rear solved the problem. The suicide doors were to become the best-known feature of 1960s Lincolns. To simplify production (in the beginning, anyway), all cars were to be four-door models, and only two body styles were offered, sedan or convertible. The 1961 model was the first car manufactured in the U.S. to be sold with a 24,000 mi (39,000 km) or 2-year bumper-to-bumper warranty. It was also the first postwar four-door convertible from a major U.S. manufacturer.

The 1961 Continental was Elwood Engel's Magnum Opus, as he was responsible for the complete design of the car. It was a sales success, with 25,160 sold during the first year of production.

This generation of Continental is favored by collectors, and have appeared in many movies, such as "The Matrix", "The Last Action Hero", "Kalifornia" and Inspector Gadget movies, the TV series "Pushing Daisies", and recently in the opening sequence of the TV series "Entourage". Ford produced several concept cars which recalled this design. In 2007, Lincoln's 2007 SUV line adopted massive chrome grilles in the style of these classic Continentals.

1963 Lincoln Continental

This slab-sided design ran from 1961-1969 with few changes from year to year. Lincoln dealers began to find that many people who bought 1961 and post-1961 models were keeping their cars longer. In 1962, a simpler front grille design with floating rectangles and a thin center bar was adopted. Sales climbed over 20% in 1962, to 31,061.

Due to customer requests, for 1963 the front seat was redesigned to provide a little more leg room to back seat passengers. The rear deck lid was also raised to provide more trunk space. The floating rectangles in the previous year's grille became a simple matrix of squares. The car's electrical system was updated this model year when Ford replaced the generator with an alternator. For 1963, another 31,233 were sold.

1965 Lincoln Continental

The car was stretched 3 in (76 mm) in 1964 to improve the ride and give more rear-seat legroom, while the roofline was squared off at the same time. The dash was also redesigned, doing away with the pod concept. Side glass was now flat to provide more interior room. The gas tank access door, which had been concealed at the rear of the car in the rear grille, was now placed on the driver's side rear quarter panel. The exterior "Continental" script was changed and the rear grille replaced by a simple horizontally elongated Continental star on the rear deck lid. 36,297 were sold that year.

The convex 1962-64 grille was replaced by a flatter, squared-off one for 1965. The car was given front disc brakes to improve stopping time. For the first time, parking lamps and front turn signals were integrated into the front quarter panels instead of the bumper. Taillights were fitted with a ribbed chrome grille on each side. With the facelift, sales improved about 10%, to 40,180 units.

1966 Lincoln Continental 4-door convertible

A two-door version was launched in 1966, the first two-door Lincoln since 1960, and the MEL engine was expanded from 430 to 462 cubic inches (7.0 to 7.6 L). The car was given all-new exterior sheet metal and a new interior. Parking lights and front turn signals went back into the front bumper, and taillights set in the rear bumper for the first time. The length was increased by 4.6 in (120 mm) to 220.9 in (5,610 mm), the width by 1.1 in (28 mm) to 79.7 in (2,020 mm), and the height by 0.8 in (20 mm) to 55.0 in (1,400 mm) (on the sedan). Curved side glass returned.

The convertible saw a few technical changes related to lowering and raising the top. Lincoln engineers separated the hydraulics for the top and rear deck lid (trunk) by adding a second pump and eliminating the hydraulic solenoids. A glass rear window replaced the previous years' plastic windows.

Prices were reduced almost US$600, without reducing equipment levels, in the hope of luring Cadillac buyers. It succeeded, helping boost sales to 54,755 that year, an increase of 36%, all of it due to the new 2-door; both four-door models' sales slipped slightly. Product breakdown for the year consisted of 65% sedans, 29% coupes, and just under 6% for the four-door convertible.

The 1967 Continental was almost identical to the 1966. The most obvious external difference is that the 1966 model has the Lincoln logo on each front fender, ahead of the front wheel. This does not appear on the 1967 model. It was also the end for the 4-door convertible, down to just 2,276 units, a drop of 28% over 1966. Total production was 45,667.

1968 brought some exterior changes. The parking lights, taillights, and front turn signals were once again in a wraparound design on the fenders, but looked very different from those of the 1965 model. The new 460 cu in (7.5 L) Ford 385 engine was to be available initially, but there were so many 462 cu in (7.57 L) Ford 385 engine engines still available, the 460 was phased in later that year. In April, the new Mark III made its debut, as a 1969 model. Total sales would be down to just 39,134.

1969 was the last production year with rear-opening "suicide doors", with few changes from 1968 (including the addition of federally-mandated head restraints). Sales held steady at 38,383 for the Continental, plus another 30,858 for the new Continental Mark III.

In the CBS television situation comedy Green Acres (1965–1971), in which the cars were furnished by Ford Motor Company, lead character Oliver Wendell Douglas (Eddie Albert) is shown driving a 1965 Continental convertible and then in later episodes owns a 1967 model.

Kennedy Limousine SS-100-X

Main article: SS-100-X

For the Kennedy White House, the Secret Service purchased a convertible parade limousine custom built by Hess & Eisenhart of Cincinnati, Ohio from a 1961 Lincoln 4-door convertible. Code named the SS-100-X, it was in this car that JFK was assassinated in 1963. By that time, the front of the car had been updated with the grille/headlight/bumper assembly from the 1962 model. After the assassination, the limousine was returned to Hess & Eisenhart, where it was repaired and retrofitted with full armor and a fixed roof. It subsequently continued in service for the White House for many years. This world-famous car is now on display at the Henry Ford Museum in Dearborn, Michigan.

Mark III (1969-1971)

Main article: Lincoln Continental Mark III

1970 Lincoln Continental Mark III

The Continental Mark III was introduced in April 1968 as a 1969 model. The name was chosen to establish continuity with the Continental Mark II, as Henry Ford II did not consider the Mark III, IV, and V of 1958-1960 to be true Continentals. This car much more resembled the Mark II than the late-1950s versions; it was a personal-luxury coupe with tapered rear fenders and a "wheel kit" or "spare tire" motif on its trunk.

Although it shared the Continental name with other Lincoln models, it was based on the Ford Thunderbird four-door sedan platform, the first body-on-frame Lincoln since 1957. Powered by a Template:Auto CID 365 horsepower (272 kW) engine, the Mark III was available only as a two-door coupe; the 1971 model became the first American-produced car sold with radial tires. After relatively few changes, the Continental Mark III was replaced by the Continental Mark IV for the 1972 model year.

1970–1979

Fifth Generation
1978 Lincoln Continental Town Coupe
Overview
Model years	1970–1979
Assembly	United States: Wixom, Michigan (Wixom Assembly)
Designer	Buzz Grisinger
Body and chassis
Body style	2-door hardtop 2-door coupe 4-door sedan
Layout	FR layout
Powertrain
Engine	Template:Auto CID "Cleveland" V8 Template:Auto CID 385-series V8
Transmission	3-speed C6 automatic
Dimensions
Wheelbase	1970-73: Template:Auto in 1974-79: Template:Auto in
Length	1970-72: Template:Auto in 1973: Template:Auto in 1974: Template:Auto in 1975-76: Template:Auto in 1977-79: Template:Auto in
Width	1970-73: Template:Auto in 1974-75: Template:Auto in< 1976: Template:Auto in 1977-79: Template:Auto in
Height	1970: Template:Auto in 1971-72: Template:Auto in 1973: Template:Auto in 1974: Template:Auto in 1975: Template:Auto in 1976: Template:Auto in 1977-79: Template:Auto in
Curb weight	4,900–5,400 lb (2,200–2,400 kg)

1971 Lincoln Continental Hardtop

Lincoln Continental Town Car

1977 Continental Town Car

The 1970 Continental continued the slab-sided design with blade-like fenders of the previous model, but the suicide doors were gone, as was unibody construction. Changes included headlamps hidden behind retractable flaps (a characteristic introduced on the Lincoln Continental Mark III), federally mandated bumpers in 1973, grille changes in 1971 and 1977, and progressive introduction of pollution controls. Nevertheless, from 1972 (when it began sharing its platform with the Thunderbird) to 1975, the Lincoln Continental Mark IV successfully fought over the title "King of the Hill" with the Cadillac Eldorado in the personal luxury car category. Standard luxury features gradually became optional over the decade, with the 460 cu in (7.5 L) engine becoming an option in 1978, replaced in 1979 by the 400-cubic-inch (6.6 L) small-block engine as standard. From 1975-1980, a Continental Town Coupé was available alongside the four-door Continental Town Car and the Continental Mark V. Town Coupé and Town Car were option packages for the Continental.

The car measured 233.0 in (5,920 mm) and weighed between 4900-5500 lb (ca. 2200–2500 kg) depending on the year. After General Motors downsized its big cars for 1977, the Continentals were some of the largest cars on the market, surpassed only by Cadillac's Fleetwood 75 limousine. These Continentals were powered by Ford's 460  cid V8, which was the largest engine in any production car worldwide from 1977 to 1978. The United States Environmental Protection Agency rated the Lincolns at 10–12 mpg_‑US (24–20 L/100 km; 12–14 mpg_‑imp). The 1975 Continentals received an "opera window" and in 1977 the Rolls-Royce-style grille of the Continental Mark IV / Continental Mark V appeared. The new grille was both higher and narrower than in previous years, but the position of the headlamps remained unchanged. Rear fender skirts were removed for the 1978 model year. In 1979 a "Collector's Series" option package was available, which added virtually every Lincoln feature with the exception of a moonroof, engine-block heater, and velour or leather upholstery. The Collector's Series package raised the price of a Town Car or Mark V to almost $22,000.00 US dollars, an astronomical sum for a domestic automobile in 1979. There were only four colors available: dark blue, white and limited-issue medium blue (197 build) and light silver (125 build) with a dark-blue vinyl top.

Final full-size (1980–1981)

Sixth generation
Lincoln Continental Mark VI Coupé
Overview
Model years	1980–1981
Assembly	United States: Wixom, Michigan (Wixom Assembly)
Body and chassis
Body style	2-door sedan 4-door sedan
Layout	FR layout
Platform	Ford Panther platform
Powertrain
Engine	Template:Auto CID "5.0 Windsor" V8 Template:Auto CID "Windsor" V8
Transmission	4-speed AOD automatic
Dimensions
Wheelbase	Sedan: Template:Auto in Coupe: Template:Auto in
Length	Template:Auto in
Chronology
Successor	Lincoln Town Car Lincoln Mark VII

Lincoln Continental Mark VI sedan

For 1980, the Continental was downsized out of necessity; although still selling at a healthy pace, the 1979 Continental could not be produced as a 1980 model without Ford violating federal fuel economy and emissions regulations. In response, Ford downsized the Continental onto the Panther platform shared with the Ford LTD and Mercury Marquis. The 1980 Continental Mark VI, as compared to the Mark V, was 800 lb (360 kg) lighter and 20 in (510 mm) shorter in overall length, and was fitted with a standard 302-cubic-inch (4.9 L) V8. A 351-cubic-inch (5.8 L) engine was optional. Fuel efficiency was about a third better than the 1979 model.

The full-size Lincoln lineup was expanded, now with four models, on two different wheelbases, all under the Continental badge — including a body style new to the Continental name plate, the four-door Mark VI. To differentiate, standard Continental sedans and coupes (both styles available in base and Town Car/Town Coupé editions) featured exposed quad rectangular headlamps and narrow vertical tail lamps with a full-width three-section reflector panel below the trunk lid. Sedans had tall, narrow opera windows, while the coupes had large, square opera windows. The upper-rung model, the Continental Mark VI, again featured oval opera windows — a Mark styling feature going back to 1972, four round headlamps behind vacuum-control doors, and angled tail lamps with the Continental spare-tire "bulge" on the deck lid. The Mark VI sedan (which appeared only for 1980–1983) was on the 117 in (3,000 mm) wheelbase, while the Mark VI coupe utilized the 114 in (2,900 mm) wheelbase which was shared directly with Ford LTD and Mercury Marquis. Mark VI coupes and sedans were available in standard, Signature, and designer editions. Bill Blass, Emilio Pucci, Cartier, and Givenchy all had their unique say on color and fabric choices for their designer models.

The new Continental carried over as many styling cues as possible from the previous cars, modified somewhat to match the new size. Lincoln management knew that keeping the family resemblance going was critical; sales depended on the car being instantly recognizable as a Lincoln.

In 1981, what was formerly known as the Continental sedan and coupe were replaced (in name only) by the Town Car and Town Coupé designation (a former option package name for Continental models). With the 1981 Town Car/Coupe now the entry-level Lincoln, the upper rung models (formerly referred to as Continental Town Car/Coupe in 1980) were replaced with the "Signature Series" designation. While the Town Car (available exclusively in 4-door form after 1982) enjoyed rising sales, the Mark VI model started to slide. Part of the sales slump for the Mark VI was the redundancy of the new-for-1982 Continental 4-door competing for sales against the Mark VI sedan in the same market. Mark VI coupe sales slowed while buyers awaited the Mark VII (based on a stretched Ford 'Fox' platform shared with the '82 Continental) for 1984.

Bustle-back styling (1982–1987)

Seventh generation
1982 Lincoln Continental
Overview
Model years	1982–1987
Assembly	United States: Wixom, Michigan (Wixom Assembly)
Body and chassis
Body style	4-door sedan
Layout	FR layout
Platform	Ford Fox platform
Powertrain
Engine	Template:Auto CID BMW M21 turbo diesel I6 Template:Auto CID 5.0 Windsor V8
Transmission	4-speed AOD automatic
Dimensions
Wheelbase	Template:Auto in
Chronology
Predecessor	Lincoln Versailles

1982 saw the Continental name applied to a new, smaller Lincoln. Intended to compete with the Cadillac Seville (priced in 1984 at $23,433), the new Continental — priced at $21,302 — was given a Daimler-esque, bustle-backed body built on a modified Ford Fox platform. Unlike the Seville, which went to a front-wheel drive chassis for 1980, the '82 Continental remained rear-wheel drive. The standard powertrain was a 5.0 Windsor 4.9 L (4942 cc, 302 cu in) V8 backed by Ford's "AOD" automatic transmission. This combination put out 150 hp (110 kW) and 275 foot-pounds (373 newton-meters) of torque. Throughout the 1984–1987 run, models were available in base, Signature, and designer (Valentino and Givenchy) form. While the Mark VI was still available through 1983 in coupe and 4-door styles, the Continental for 1984 was strictly a sedan.

This car introduced two industry firsts: gas-charged shock absorbers and self-sealing tires.

Continental's exterior styling was modeled along the lines of rival Cadillac's Seville. Although the Continental was more sedate in style, it came along two years too late, as Seville had already established a sales force from its introduction in 1980. Continental's focus groups "discovered" — too far along the pre-production process — that Seville's bustle-back design was fast becoming past its prime. An 11th-hour change was the addition of a horizontal brushed-chrome strip that ran along each side of Continental. This added trim, along with plentiful two-tone color combinations, somewhat disguised Continental's Seville-like design, and made the Lincoln appear slightly more conventional looking.

The standard engine for 1984 was a carbureted version of Ford's proven 302 cid V8, with a fuel-injected version arriving the next year, upgraded to sequential injection a few years later (and remaining through 1987). To counter the optional diesel engines available from Cadillac and European automakers, Lincoln offered a 2.4 L turbodiesel six-cylinder engine purchased from BMW. The diesel-powered Continental was rarely ordered and was only available in 1984 and 1985.

1984–1987 Lincoln Continental

For 1984 (to keep in line with the new Mark VII), the $21,769 Continental got freshened styling with flush-fitting front and rear bumpers, revised tail lamps, a new header panel featuring an angled grille flanked by recessed quad headlamps and larger wrap-around marker lights incorporating cornering lamps, and satin-black trim on the doors and dashboard. Wood veneer appeared on the door panels and dashboard, although by 1986, the simulated wood was back. Continental continued through the 1987 model year with few changes, save for paint schemes and upholstery patterns. In what became Lincoln fashion since the early 70's, brand-name designer labels appeared on the upper-rung models. Cartier was the top Town Car model, American designer Bill Blass and Italian sportswear mogul Versace both chose schemes for Mark VII, while French designer Hubert de Givenchy and Italian-born Valentino gave their personal touches to the Continental.

The '82–'87 Continental was a 'spiritual successor' to the Lincoln Versailles intermediate of the 1970s. Like the earlier Versailles (which shared most of its sheet metal, drivetrain, and chassis with the Ford Granada and Mercury Monarch), this new Continental — serving as the brand's premium model — was based on a lower-rung Ford model using Ford's Fox platform. This new platform was originally introduced for the 1978 Ford Fairmont and Mercury Zephyr. Fairmont's 105.5 in (2,680 mm) wheelbase was stretched 3 in (76 mm) for the Continental. In a parallel, the '76 Seville shared GM's X-platform alongside the Chevrolet Nova, a compact vehicle that competed directly with Fairmont. But the '82–'87 Continental differed greatly than Versailles in that Continental wasn't a lesser car dressed with luxury add-ons. Instead, the 1982 Continental had a unique body and interior, both giving a feeling of luxury true to Lincoln's image. The Continental succeeded where Versailles had failed in the sales race.

Luxury version of Ford Taurus (1988–1994)

Eighth Generation
1991 Lincoln Continental
Overview
Model years	1988–1994
Assembly	United States: Wixom, Michigan (Wixom Assembly)
Body and chassis
Body style	4-door sedan
Layout	FF layout
Platform	Ford D186 platform
Related	Ford Taurus Mercury Sable Ford Windstar
Powertrain
Engine	3.8 L Essex V6
Transmission	4-speed AXOD-E automatic
Dimensions
Wheelbase	Template:Auto in
Length	1988–1993: Template:Auto in 1994: Template:Auto in
Width	1988–1993: Template:Auto in 1992–94: Template:Auto in
Height	1988–1991: Template:Auto in 1992–94: Template:Auto in

1994 Lincoln Continental

By the late 1980s, the near-luxury segment in which the Continental competed had changed drastically from a decade before. In addition to traditional competitors Cadillac and Chrysler, the 1983-1987 Continental was left competing against Acura, Audi, BMW, Mercedes-Benz, Saab, and Volvo. For the 1988 model year, Lincoln redesigned the Continental from ground up with an aerodynamic-styled body; instead of being a third-generation Versailles, the 1988 Continental sought the role of competing against import brands. In a shift to front-wheel drive, the new version was based on a long-wheelbase variant of the Ford Taurus and Mercury Sable. This generation became the first Lincoln powered by a V6 engine; the powertrain configuration (6-cylinder, front-wheel drive) was used by a number of contemporary luxury competitors of the time (such as the Acura Legend). The Continental also became the first Lincoln equipped with a driver's side air bag restraint system. The switch to front-wheel drive allowed Lincoln to add 6-passenger seating back to the Continental, which was the largest front-wheel drive car (by interior volume) sold in 1988.

1989 Lincoln Continental Signature Series

The 1988 Continental was four inches longer yet 170 pounds lighter than the 1987 and was set to compete against the front-wheel drive Cadillac Deville and Fleetwood (which had been downsized in 1985). The loss of the bustle-back trunk significantly boosted trunk space (19 cubic feet vs. 15). A leather interior was standard equipment, with velour available as a no-cost option. The Continental was specified with speed-sensitive power steering, which reacted differently depending on speed - more power assist at low speeds (for ease in parking), less assist at highway speeds (for better road feel). Throughout its production run, the option list remained very small. Options included a compact disc player, InstaClear heated windshield (1988-1990 model years), JBL sound system, anti-theft alarm system, and a 3-position memory seat.

From 1988, the designer editions were gone — only base (later named "Executive") and Signature trim levels (the replacement for the designer models) were available. The Continental was on Car and Driver magazine's Ten Best list for 1989.

Lincoln made several minor updates to the seventh-generation Continental during its production. For 1989, the dashboard was redesigned to accommodate dual airbags. In 1990, the design of the grille, hood ornament, and taillamps were changed; keyless entry was added on 1993 models.

A 1993 attempt to compete with the imports was the available "individual seats" group (available only on Signature in '93, and only on Executive in '94), which ditched the usual chrome column shifter and 50/50 "comfort lounge" split bench seating (and 6-passenger capacity) for a center console with floor shifter (a Continental first), storage armrest, and a single cup holder. The $556 option proved unpopular with buyers. At this point in time, the average owner was not the youthful buyer Lincoln was so desperately seeking, but rather someone who would have otherwise bought a Town Car, but for regional purposes (living in a snow-belt area, for example), chose the benefits of Continental's front-wheel drive.

In 1994, the Continental received an exterior update. This included a redesigned front bumper and grille, body-color side skirts (in place of the previous wide chrome strip underneath the doors), and revised tail lamps, decklid-lock cover and trim, and a rear bumper with aerodynamic spats. A new font appeared for the "Lincoln" nameplate on the front grille and rear tail lamps (moved off the decklid from last year). Inside, a new steering wheel (borrowed from the Mark VIII) was included with the bucket seat option. Also new to the option list for '94 was a unique trunk storage system with adjustable partitions.

For the first time since the discontinuation of the V12 engine, no V8 was available on the Continental. The sole engine choice from 1988-1994 was a 3.8 L Essex V6. Horsepower grew from 140 in 1988, to 155 in 1991, and then to 160. Today, due to trouble-prone air suspension systems and powertrain issues, these cars haven't held their value, making them relatively inexpensive to buy used.

1995–2002

Ninth generation
Overview
Model years	1995–2002
Assembly	United States: Wixom, Michigan (Wixom Assembly)
Body and chassis
Body style	4-door sedan
Layout	FF layout
Platform	Ford D186 platform
Related	Ford Taurus Mercury Sable Ford Windstar
Powertrain
Engine	4.6 L InTech V8
Transmission	4-speed AX4N automatic
Dimensions
Wheelbase	Template:Auto in
Length	1995-1997: Template:Auto in 1998-2002: Template:Auto in
Width	Template:Auto in
Height	Template:Auto in

The Continental was substantially updated in the mid-1990s, with more rounded lines. The 1995 model had a complete overhaul on the interior and exterior. Power now came from the Modular 32v DOHC 4.6 V8 also used in the Lincoln Mark VIII, but slightly de-tuned for front wheel drive use. It produced 260 hp (190 kW) and 260 ft-lbs of torque. 0-60 was a stout 8 seconds. Inside, the Continental featured a plush leather interior with many amenities and advanced electronics for the time. The 1995-1996 Continentals had air ride suspension on both the front and rear while the 1997 model had rear air suspension and traditional steel coil springs up front. There was only one trim offered, called Base. Few options were available, such as a 6-CD changer, a power moonroof, heated seats, and cellular phone, as well as 2 seating arraingements a 6 passenger and 5 passenger with center console, as Lincoln wanted to offer all the equipment and features as standard. 1997 was the last year before it was updated again.

1998 facelift

2000 Lincoln Continental

The Continental was updated again in 1998 with a mildly freshened exterior. The front-end held a strong family resemblance to the newly redesigned '98 Town Car. Also new for 1998 was a dashboard redesign, though still keeping the reflective dash cluster. A good deal of money was spent on these changes, and sales were up from the 1997 model. In 1999, it was too soon to change anything outside, so Continental gained seat-mounted side airbags and even more power (now up to 275 hp (205 kW).

For 1999, the Continental held an MSRP of $38,325 — the same price as the Town Car. Six-passenger capability was still available via the no-charge option of a split-bench front seat and column shifter. Also available on the '99 Continental was the $2,345 "RESCU package" (Remote Emergency Satellite Cellular Unit) which included Global satellite positioning (similar to GM's "OnStar"), 3-channel HomeLink compatible garage door opener mounted in the driver's sun visor ($120 if ordered separately), voice-activated cellular telephone ($790 if ordered separately), and the Alpine Audio System (which included a digital sound processor, subwoofer amplifier, and additional speakers — $565 if ordered separately). One could also opt for the $595 6-disc CD changer, heated front seats for $290, and $1,515 for a tinted glass power sunroof with sliding shade. New for 1999 was an extra-cost "Luxury Appearance Package" for $1,095 that included a wood-trimmed steering wheel and shift knob with unique two-tone seat trim and floor mats inside, and chrome alloy wheels (the chrome wheels were available separately for $845) and a special grille up front. The "Driver Select System" added $595 to the sticker price, and included a semi-active suspension, selectable ride control, steering wheel-mounted controls for the audio and climate systems, automatic day/night outside mirrors, and the Memory Profile System that recalled power steering assist and ride control settings for two drivers. The $1,100 "Personal Security Package" included special run-flat tires mounted on polished alloy wheels (the alloy wheels were available separately for $350) and the universal garage door opener (also available separately for $120).

After a few slow-selling years, Lincoln announced the end of Continental production after 2002. The cancellation was due largely to the continued shift in the consumer marketplace away from large front-wheel drive luxury cars. With advancements over recent years in traction control, anti-lock braking systems, and skid control devices, front-wheel drive was no longer deemed a necessity in inclement weather areas. The Continental, and to an extent the Lincoln Mark VIII coupe, were essentially replaced in the Lincoln lineup by the mid-size Lincoln LS V8 & V6 sedans, which were introduced in the 2000 model year. Even though the Continental was a large front wheel drive sedan, and the Mark VIII was a rear wheel drive coupe, the rear wheel drive LS acted as a replacement for each, by acting both as a personal luxury vehicle, and as a contemporary sedan. Nevertheless, buyers looking for a full-sized luxury sedan in the Continental class tended to "move up" and purchase the larger rear wheel drive Town Car, while those looking for a personal luxury-sporty sedan in the Mark VIII class purchased the LS.

All Continentals built after 1958 were assembled at Ford's Wixom Assembly Plant. The last Lincoln Continental rolled off the assembly line on July 26, 2002. The Wixom plant continued to manufacture the Town Car and LS, the limited production Ford Thunderbird convertible, as well as Ford's niche sports car, the Ford GT.

Replacements

Lincoln upgraded the LS in 2005–2006 to attract more of the mid-size luxury market in the Continental class. The LS was cancelled in April 2006 due to slowing sales, following the release of the mid-size 2006 Lincoln Zephyr, and its upgraded replacement, the 2007 Lincoln MKZ. A larger, more luxurious Lincoln flagship sedan, the Lincoln MKS, has been launched in mid-2008 for the 2009 model year. Based on the same platform as the renamed Ford Taurus, it would be a proper replacement for the Lincoln Continental class vehicle.

A concept vehicle was created in 2002, complete with suicide doors and a Template:Auto CID V12 engine producing 414 bhp (309 kW) at 6000 rpm and Template:Auto ft.lbf at 5270 rpm.

Sales

Calendar Year	American sales
1999	26,246
2000	22,648
2001	20,392
2002	15,435
2003	280

External links

• Lincoln & Continental Club Europa LCCE
• Lincoln Continental in television and film