Lincoln of the Week: 1988 Lincoln Continental

Not your grandfather's Continental: Lincoln's first effort at FWD luxury

An embarassment to the Lincoln star? Or was it ahead of its time?

The 1988 Continental creates quite a stir among Lincoln enthusiasts on the forums. Pages upon pages are painted with either harsh criticism or overwhelming praise. It's a love it or hate it car, it seems.

When the new Conti was unveiled in 1987 for the 1988 model year, it was like no Lincoln ever made. Gone were big V8s. Gone was rear wheel drive. And there was little chrome or ornamentation.

The car's chassis was based on a stretched wheelbase version of the Ford Taurus platform. All Continentals were powered by the 3.8L "Essex" V6 engine, driving the front wheels. This engine initially had only 140 hp, but climbed to 160 hp by the end of the production run in 1994. And with this new front drive Conti, Lincoln had its sights on emerging Japanese luxury brands such as Acura and Lexus as well as the American stalwarts Cadillac and Chrysler, by competing on styling, handling,and gadgets.



Technology was what this car was really all about. Self leveling 4 wheel air ride suspension, speed sensitive steering, airbags, and anti lock brakes, were its major selling points. All of these features were pretty advanced for the time. The air ride suspension was computer controlled to constantly adapt to changing road conditions and the amount of weight in the car. It would also provide the soft ride so many Lincoln customers had come to expect, even on rough roads, while also firming up in the corners should the driver want to hoon the big Conti. The speed sensitive steering is pretty self explanatory, it basically provided light and easy steering for easy maneuvering at low speeds and firmer steering for greater confidence at cruising speeds. And while the air ride and speed sensitive steering did deliver the goods back in the day, providing a certain degree of nimbleness, comfortable ride, and sporty feel for a large front wheel drive car,  but over the years the systems became temperamental and expensive to repair, and lamented by many owners. I should note that the previous generation "bustle back" Continental did use an air ride suspension, and had a good deal of computerization, but the '88 car took that to a whole new level.


Then there's the head gasket failures with the 3.8L engine, and the many problems with the Taurus transmission, which I've noted in my article on the later V8 powered Continentals. These cars could never be the pillar of reliability that the Town Car was due to these faults, and I'm sure they turned many people away from Lincoln after a few expensive visits to the dealer.

From a styling point of view, the Conti took a Euro approach; sleek, boxy but rounded, and aerodynamic, with a commendable drag coefficient of 0.35. When I was a kid, I always thought this Continental was based on the Ford Tempo/Mercury Topaz, Ford's compact offering in the 80s/early 90s. I still see the resemblance today, and it cheapens the car to me. However, knowing now that the car was based on the Taurus, they did a reasonably good job of disguising such humble underpinnings and still keeping some traditional boxy, formal Lincoln styling intact. No body panels were actually shared between the two cars.

The Continental was still a big, roomy sedan, that hadn't changed from the previous Fox body Continental, and with the front wheel drive there was now extra room inside for a 6th passenger (due to loss of the transmission hump), and the trunk was still good for a couple bodies at least. All kidding aside though, the car was practical with nearly full size dimensions (205" in length), and the greatest interior volume of any front wheel drive car in 1988. 

The fundamental problem I have always seen with this generation of Continental is that it held promise with all the new technology, but ultimately was against the grain of what a Lincoln should be, due to its backwards drivetrain layout, lack of a V8, and forgettable styling. It just had too much in common with your average plebeian Ford, and I have never been able to forget that. It was a time when the company seemed to say, we can be just "Good enough" to compete, and not exceptional at building the traditional luxury vehicles people have come to expect. It is this car that started Lincoln on a path to become the American Lexus.  Look at where they are today, producing a line of amorphous front wheel drive V6 only vehicles.  Perhaps the 1988 Continental was indeed ahead of its time, forecasting what Lincoln would become in another 20 years. But is that a good thing? That's a subject for another article. :)

Whadda you think?

Lincoln Of The Week: 1949 Lincoln Cosmopolitan Town Sedan/Sport Sedan

The Forgotten Lead Sled Lincoln

An look at Lincoln design in the late 1940s

Over the years, the '49 Lincoln seems to have become synonymous with the '49 Mercury, because they look so darn similar, especially in the suicide 4 door models and the coupe. Customizers have long coveted the '49 Merc, no doubt because they epitomize the "lead sled" and look positively sinister lowered and chopped. The early 50s Lincolns seem to have become more popular for customizing in recent years, perhaps due to fewer '49 Mercs being available, or maybe car builders are just looking for something a little more unique, a little different.
I'll be honest: I don't usually like to see old Lincolns chopped up and/or customized, but I am glad to see them still on the road. In my opinion the Cosmopolitans are just too unique and frankly too rare these days to be anything more than mildly modified. They were the top of the line Lincoln in their day so to see one in stock form in nice condition is really a sight to behold. Fortunately the "bubble top" body style tends to be left au naturale.
The Cosmopolitans have a very unique front end, which you either love or hate (personally I like it) with those custom looking frenched in headlights (and frenched taillights as well), "rocket" hood ornament,  and the full width, swept back chrome grille. The styling on the Cosmopolitans was done by Eugene T. "Bob" Gregorie, who designed such revolutionary cars as the 1936 Lincoln Zephyr and 1940 Lincoln Continental.


The star of this Lincoln of the Week is the one that you don't see too often. It has the distinctive front end of every other '49, but also a very interesting "bubble top" side profile, still with suicide doors. It seems to be almost a continuation of the streamlined Lincs of the 30s. I also see some styling influences from Hudsons of the time, as well as the "bathtub" Packards of the 40s. Lincoln called them "America's Most Distinctive Cars." In this era Lincoln seems to have been trying to redefine itself in the styling department, as there isn't much continuity from the 40s V12 Lincolns, not to my eye anyways.
 
 

The Town Sedan was the 4 door fastback, while the Sport Sedan was a regular 4 door sedan. Both had distinctive rear quarter windows and a graceful, swept back look. The Sport Sedan was the better seller, with 18,906 examples produced in 1949, while the Town Sedan sold only 7,302. Perhaps the fastback style was going out of fashion by the late 40s? Well, personally I prefer the styling of the Sport Sedan, it just looks more graceful and modern to me. In the late 40s, Lincoln needed a fresh new look, as part of their first all new line after World War II. Lincoln was trying to create a  distinctive identity for the brand and this was their first effort. There would be many, many different styling trends for Lincoln in the 50s (a subject for another post), culminating with the glitzy, finned '58-'60 models, which are 180 degrees apart from these. The Cosmopolitan line fit right in with the "bathtub" cars of the time, although there is no connection to the previous Lincoln models in styling which could be considered a shortcoming compared to Cadillac's good continuity. It just looks a little bit desperate when the company appears to be reinventing itself all the time, not really comfortable to define itself well. This is how things were for Lincoln all through the 50s, until they hit gold with the 60s suicide door Continental, and rested on their laurels with only minor modifications to the basic '61 bodystyle.  The late 40s must have been tough for all the luxury carmakers, trying to figure out where to go from what were basically late 30s/early 40s designs.
                                                     


Town Sedan

Sport Sedan














From a technical standpoint these Lincolns were a mix of old and new technology.  As with all 1949 Lincolns, they were powered by the 337 cubic inch flathead V8 engine (new for '49), producing a healthy 152 horsepower, and gobs of torque at low RPMs (it was a truck engine, after all). This engine was old tech compared to Cadillac's new for '49 OHV 331 V8, but still made good power especially compared with the antiquated straight eights of Chrysler and Packard.  The '49s had some notable new technology for Lincoln, such as front coil springs (for a more comfortable ride), "Finger Tip Weather Control" (early climate control system using fresh air), power windows, power seats, and 4 speed Hydramatic auto transmission. The power features were reserved only for luxury cars of the Cosmopolitan's caliber back in this era, they were years away from becoming common on "regular" cars.

That's the Lincoln of the week, a "lead sled" that's old school and modern at the same time, one of the most distinctive cars Lincoln ever built, and one of the last cars designed by "Bob" Gregorie before he retired from Ford.

Buyer's Guide to the 1995-2002 Continental

These gadget-packed, front wheel drive Lincolns can be a great deal in 90s luxury, if you buy smart. I am writing this for anyone who is looking at a used Conti.
 If you have done a little research already, you've no doubt heard some of the horror stories that
many Continental owners will tell. Destroyed transmissions, three thousand dollar repair
bills, electrical gremlins, etc. But there seem to be more good reviews than bad overall, even
from owner's who have spent a lot of money to keep their Conti on the road. The bottom line
is this: they're decent cars with a couple of problems that can get quite expensive. My reason for writing this is to help folks identify potential problems before they buy a Continental that's a money pit.
I wouldn't buy one unless I had a grand or so set aside for mechanical repairs. But that's true of any used car I would buy, 'cause you never know what hidden problems may come up. I bought a Volvo 740 thinking it was the most bulletproof car ever made, and wouldn't need any expensive work done. Then it needed floor repair work and a new transmission (around $3500 total). Sometimes that's the way it goes.

If you're into FWD V8 luxury cars, this is a decent choice,just be aware that like the Cadillacs with Northstar engines, they have some
faults that you may have to deal with as the car gets older and systems wear out.

Below, two reasons why the Continentals sell for peanuts on craigslist, and are
avoided by many people.


1995

 2002

 Reason #1:

• They use the Ford Taurus AX4N transmission which commonly fails

This transmission was used on the Ford Taurus
with the Vulcan and Duratec 3.0L V6 engines, with 145-201 hp.
When this transmission is hooked up to a fire breathing
4.6L, 32V V8 that makes 260 horsepower or more, the transmission's
days are really numbered.  Especially if the driver(s) have had a heavy foot.
The transmission simply can't withstand the extra power of the V8, when
even a 145 hp V6 can burn it up. There are all kinds of inherent design flaws.
Issues include: Clutch failures causing slipping, poor 1st to 2nd gear shifts, accumulator problems,
very harsh shifts from P or N to a drive gear, losing the Park gear, overheating
causing meltdown of the transmission, strange noises, leaks, torque converter problems,
and the list goes on and on. Changing the fluid often (every 20-30K miles) will help longevity, but this has to be done throughout the life of the transmission, and usually isn't. Test drive the car well in all types of driving conditions, and look out for dark brown transmission fluid, especially if it smells burnt.

Reason #2:

• Active air suspension failure can be costly to repair

The 1995-1996 Continental uses a 4 wheel air suspension system controlled
 by a computer and ride control sensors. In 1997 it went to being just the back having air ride, still
computer controlled.
Airbags, along with the electronics mentioned often fail with age. And often more than once.
Nice stuff when it's all working right, allows the driver to dial in the firmness of the suspension to their liking, and provides a smooth ride, load leveling, and tight handling. This air ride system can be converted to conventional spring/strut suspension, and although ride may be stiffer, and you lose the variability of firmness, it's a lot less maintenance.


Look out for collapsed rear suspension (sitting low in back, car rides extremely rough), and
transmission issues (harsh shifting, delayed shifts, leaks, strange noises.)

 The transmission is really the fly in the ointment here, because a new/rebuilt transmission forthese cars can run well over $1000, in many cases 2 or 3K (sometimes more than car is worth.)

 Front and rear suspension is available for the '95-'96, and rear suspension is also available for the '97-'02, for a few hundred bucks.
Companies like Strutmasters sell kits so you can do this. And this job can be done by the average
DIYer/shadetree mechanic.

If you want to take on a Continental, I would recommend trying to do at least some of your own maintenance to save some money.

These cars are OK. I prefer RWD, but I will admit that there is a lot to like about these cars. They offer a reliable, powerful 32V 4.6L V8 (same as the Mustang Cobra, just detuned a bit), providing brisk acceleration and a great exhaust note. Also gas mileage isn't bad, high teens to mid twenties is the general average, with the required premium gas. These are good size cars, almost full sized, that can hold 6 people with the bench seat, and have a generous cargo capacity in the trunk, so quite practical as well. Overall they are luxurious, sporty, fun to drive cars loaded with technology that is fresh and modern even today.
I'd look for a 1997 or later, because only 1/2 of the suspension (the back) is on air, which reduces repair cost for that system. Also there were more options available in later years.

1) Premature intermediate clutch failure.
2) Poor shifting on the 1-2 shift.
3) Clutch slippage under load.
4) Failure of the neutral drive accumulator. This failure causes extremely harsh shifts when you move the gear selector from Park or neutral to reverse or to any of the forward gears.
5) Broken parking paws. This failure is very worrisome because once the parking paw breaks the car can start rolling on its own. There are cases of these cars rolling down hills and causing a lot of damage.
6) Transmission tends to overheat. Reports have surfaced that owners who installed an aftermarket cooler on their AX4N equipped vehicles have experience longer than average transmission life.

Source: Charlietranny.com

7) Cracks in the forward clutch piston.
8) Leaks at the torque converter hub seal.
9) No fourth gear.
10) Gear train meltdown due to inadequate supply of pressurized oil.
11) Delayed down shifts.
12) Torque converter clutch failing to engage.
13) Slipping into neutral after coming to a stop.
14) Shuddering when accelerating through turns.
15) Whining and ticking noises.
- See more at: http://etereman.com/blog/ford/the-many-problems-of-the-ford-ax4n-automatic-transmission-and-what-to-look-for/#sthash.lTrGIISD.dpuf

Review of The 2015 Lincoln Navigator

 Eco-Boost Power and a Makeover for 2015


Lincoln revealed the refreshed 2015 Navigator months ago, but I almost forgot that it was updated. I guess it just didn't leave much of an impression back then. I expected more in the styling department, and was left unimpressed. I liked the classic Continental inspired styling of the '07 style more than the futuristic styling on the 2015 (although now the Navigator looks more in line with its stablemates), but Ford did have some "better ideas" here that will make this rig more competitive with its rivals, at least for a couple of years.
 Components to the refresh (that I could find, there may be more):

• New front end styling (grille, headlights, front valance, etc.)
• Updated interior
• New trim throughout

• Reserve trim level
• Full width taillight treatment out back/ larger Lincoln badging
• New wheels
• 3.5L Eco Boost twin turbo V6 replaces 5.4L V8

New vs old: 2015 (top), 2014 (bottom)

 The key word to the new Navigator is refresh, as you've probably noticed already in this post. This SUV is not a ground up redesign, it's just a reskin and revamp of the 2007 Navigator. I really expected a new Navigator, what with the new F-150 coming out for 2015. In years past, the Navigator would always change before or at the same time as the pickups. I do expect to see an all new Expedition to be based on the "Atlas" F-150 a few years down the road (perhaps 2017?) Honestly, I just expected a lot more because of all the hype around the new "Lincoln Motor Company" that promised all these new models several years ago. At least Lincoln is starting to make an effort to make some real distinctions between Ford and itself, with all the complaints of "rebadged Fords" in recent years.

 The 5.4L "Triton" V8 is gone for 2015. There have been complaints for years over the truck not having enough power with the tried and true Modular V8 mill, so now the sole engine will be the 3.5L Eco Boost turbo V6. The boosted six will provide a jump in horsepower from 310 to 375, along with increased torque (a full 460 ft. lbs., available at low RPMs. The 6.2L would be nice as an option, for old school guys like me, who believe "there's no replacement for displacement." Well, I guess there is these days. The 3.5L twin turbo V6 puts out respectable numbers, but it's ubiquity with Ford offerings, and horsepower that's not class competitive with the big V8s may leave some buyers wishing for more.  But like I said, it has  vastly increased torque, which will provide a very noticeable improvement in acceleration and pulling power when towing/hauling. It's the old adage "V8 power with V6 fuel economy." The new motor should please Navigator loyalists and maybe even some owners of V8 SUVs looking for better fuel economy in the midst of a new crisis in the Middle East which is sure to drive up gas prices.

As far as other changes go, there is new MyLincolnTouch screen and redone interior, which looks modern, classy, and in line with the rest of the Lincoln lineup, although many pieces are carryover.  I like the look on the inside. There will be a new "Reserve" trim level to compete with Cadillac's "Platinum" trim level which will be the top of the line model, trimmed out with special wood and leather accents.

At this point, the departure of the 5.4 in the Navigator means that the V8 engine is officially dead at Lincoln, at least for the foreseeable future, and Lincoln's luxury SUV is playing catch up to the Escalade and other rivals from Infiniti, Mercedes, and Lexus. Interesting how things have come full circle from 1998, when the Navigator took the luxury SUV segment by storm and the 4.6L V8s were king in Lincolns lineup. How things change.
I will say this: Out of all the Lincoln vehicles coming out in 2015, this is the only one I would buy. Only because it's the closest thing they have to the Town Car, the only vehicle in the lineup with plenty of room, genuine comfort, RWD, and isn't totally ugly like just about every other Lincoln.  So although I may criticize this refresh quite a bit, know that deep down I actually like the truck.

The 2015 Navigator will be available in late 2014.

Lincoln vs. Lincoln

How ironic is this commercial for Quicken Loans. Our 16th U.S. President, Abe Lincoln, being chased by, you guessed it, a Lincoln automobile ('75 or '76' Continental). The ad combines elements of 70s car chases (the big land yacht, smashing through random objects, squealing tires at every turn, and an A Team style short wheelbase van) with a man on foot running away from the car. It is more than a little bit cheesy, but entertaining enough with the car stunts (especially the brake induced slides) to hold your attention. I watched the short version of the commercial (30 seconds on TV vs 1 minute version posted on YouTube) and barely saw the mid 70s Continental sedan, but in the minute clip there are plenty of good shots of the car. However, you will only get a brief look at Abe's trademark top hat as it falls off his head from a fire escape in the beginning of the ad. How much better the chase would have been, had he kept the hat on the whole time, and brushed it off at the end. Also, the placement of the spike strip was a bit too convenient.  The ad is good for a laugh if nothing else, and for anyone who likes classic Lincolns, this one is a must see. :)

Here's a link to the full 1 minute ad
https://www.youtube.com/watch?v=D4NcOqPVa4c

'77-'79 Lincoln Continental Convertibles

 Lincoln stopped making their factory Continental convertibles in 1967, but in the late 70s they seemed to have a bit of a renaissance, on the '77-'79 bodystyle. By the late 1970s the full size American convertible was basically dead, as the Big Three had eliminated most of their convertibles by 1976. Perhaps Ford saw a niche market that could be filled, and chose their biggest, best, and most expensive cars, figuring that many Continental buyers had the money to spend twice as much as they would on a regular Continental 4 door to get the Convertible. There were indeed buyers willing to fork over the cash for one of these things, and hundreds (but not thousands) were sold. In any case, the way it worked was, coachwork companies like AHA (among others) would take your standard 2 or 4 door big Conti, factory fresh, and turn it into a droptop, then the dealer would get the car back and sell it on the showroom floor. Many of these conversions were "factory authorized", meaning that Lincoln dealers got permission from Ford to have cars converted and then put them out in the showroom for sale, with a full factory Ford warranty. A non authorized conversion would normally be done by a coachbuilder after a new car had been sold and driven off the lot. The ad below from Fox Valley Lincoln Mercury shows what appears to be a '77 Continental gone topless. There were some Mark Vs converted as well. The production numbers of these cars were very low, I'm not sure of the exact numbers but needless to say they are a rare beast. I have yet to see one on the road, although occasionally they show up on craigslist as project cars. These days they are a forgotten part of Lincoln's history. The 60s Continental convertible is the one that everyone thinks of when you put the words Lincoln and convertible together, but these cars deserve an honorable mention because they were the last of the truly full sized convertibles offered by Ford, even if they weren't factory built as such. As the values of the late 70s Continentals are starting to go up, I would think that these will end up being among the most valuable.

The '71 (I think?) custom convertible at the bottom is more my style, especially with the horns on the hood. It has an Eldorado vibe to it, which isn't necessarily a bad thing. To me the early 70s body style is sleeker and  has more flowing lines/curves, which really lends itself to the convertible body style.

Lincoln of the Week: the 2010 Town Car Continental Edition- say what?

Yes, you read that title right. When I first read about this model of Town Car, I thought I might be suffering from dyslexia. But, no, several websites reaffirmed that there was indeed a Town Car Continental Edition. In this Lincoln of the Week, I'll explain the nomenclature and what sets this car apart from the standard Signature Town Car.

The "Continental Edition" was a trim package offered on the Town Car from 2010 to 2011, which consisted entirely of cosmetic upgrades, such as Continental badging on the C-pillar, Continental lettering stitched into the front seats and floor mats, extra B pillar chrome, and 17" chrome aluminum wheels.

Brochure from 2010 explaining this package: http://www.autoevolution.com/car-brochures/lincoln-town-car-brochure-2010.html

 From the outside, I really can't tell if a Town Car is a Continental Edition or not.  I've seen the same chrome wheels on other Town Cars. I believe they have been available since 2005, so the wheels are certainly nothing new, and the badging is in the same location as the normal "Signature Limited" badge. The badge font looks very close to the script used on old Continentals, so there is a nice retro vibe there, I just wish they had left the word "edition" off of the script. This is a real full size Lincoln, and even if it's just a shadow of past Continentals, it should be able to wear that badge proudly, without apology. Although this is a really nice looking Town Car, with a little extra splash of chrome, but clean and understated, I feel that the folks at Lincoln missed the mark (no pun intended) from a styling point of view.
I don't understand what they were going for. If it was 60s Continental, the car should have had chrome removed rather than added, and badging removed as well except for the Lincoln emblem. If they were going for a more flashy look, a la 50s or 70s Continental, they could have gone further with the chrome, and thrown in a full vinyl roof with opera lights for good measure.
Putting the styling aside, this is a really nice Town Car, well equipped, and has plenty of classic Lincoln elements, from its bench seat, to the wood trim, to the big ol' hood with stand up ornament. And more, as it's a fully loaded Signature Limited model.

But I still can't get over that name. It's a total reverse of the Town Car name as it was in the 70s. Back then, Town Car was an option package you could get on the Continental (from 1970-1980). So you bought a Continental with Town Car option. That was until 1981, at which point the Continental was downsized (and the Town Car name switched to the full size model) then downsized some more in the 90s, until the FWD Taurus-based Conti was discontinued in 2002. The Continental and Town Car were totally different cars by then.

At the end of the day, this car is a source of sadness for me, because it showed me that Lincoln was not planning to restore the Continental nameplate anytime soon, and my hope for a future big Continental died with the Town Car. The "MK" era was here to stay.  It meant absolutely, unequivocally, that there would be no more traditional full size Lincolns ever again. Also, when this trim came out, I knew that the Town Car's days were numbered, because the Continental Edition appeared as retail trim levels had dwindled from 4 to 2, more and more geared to fleets only,  and there was little to no marketing for the car any more. Sure enough, the Town Car was canceled in 2011.

For it's humble connection to Lincolns of old, and for being the best of the last full sized Lincoln, this car is the Lincoln of the Week. Now every time I see a 2005-2011 Town Car I'll be straining my eyes, looking for a little Continental badge on the C pillar :)

As a sidenote, this car reminds me a lot of my mom's 2009 Mercury Grand Marquis "Ultimate Edition." now gone.

The "Ultimate" Edition Grand Marquis. A wonderful piece of badge engineering. The car was an LS, so it was nicer than a GS base model, but no power pedals, passenger power seat, heated seats, sunroof, upgraded sound system, performance pack, etc. to make it truly the Ultimate big Merc. It was in fact a fleet model, so other than leather seats and the aluminum wheels it was as standard as they come. Nice car, but man there were days when I wanted to rip those badges off, so I would be less disappointed in its "sparse" level of equipment when I drove it. Fortunately the black paint gave the car an official gov't look to it (like FBI or secret service) , which caused other motorists to treat the car *almost* like it was a police Crown Vic. I guess that made it sort of Ultimate after all.