Misplaced Pages

#516483

73-545: The Premiere was for a short time the largest, top level 4-door sedan Lincoln offered against rivals from Cadillac, Imperial and Packard during the mid-1950s while not being available as an extended length limousine. For 1958, the Premiere shared its chassis and mechanicals with the Continental Mark III–V sedans, until it was replaced with the 1961 Continental sedan. The Premiere name has been currently revived as

146-822: A combination of 19,619 Hardtop Coupes, 19,465 4-door Sedans and 2,447 Convertibles were assembled. The Premiere's appearance reflected the Capri's derivation from the radically different concept cars, the Mercury XM-800 and the Lincoln Futura in an era of fascination with the Space Race and Mid-century modern architecture and monochromatic appearances . It was known for a stylish exterior, high-grade interior and some unique features, such as optional factory installed air conditioning being run through overhead ducts much like those in an aircraft . The cool air

219-546: A competitor, aiming to make a model line as exclusive as the 1930s K-series. As its new model line was to be one of the most exclusive and expensive automobiles in the world, Ford chose to create a stand-alone division positioned above Lincoln in 1955, the same year Chrysler introduced the Imperial Division . The namesake of the 1940s Lincoln Continental, the Continental Division named its model line

292-444: A crystal hood ornament. The interior received a center console and front bucket seats. Including nearly every available feature, the only stand-alone options were a 460 V8, moonroof, or a CB radio. To commemorate the end of Continental Mark V production, a Collectors Edition was offered for 1979. Again offered for $ 8000, the option package offered a monochromatic exterior appearance with option-exclusive colors (further distinguished by

365-406: A decade overcome with it. They are the longest 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. FM radio was a rare option. The model's overkill reflected the superabundance of styling talent involved in

438-623: A full range of body styles, the Mark VI replaced the Mark V as a two-door and four-door sedan, adopting a fixed B-pillar and fully-framed door glass. Shorter and lighter than both the 1956 Mark II and the 1939 Lincoln Continental, the new model line shed 14 inches in length and 800 pounds from its Mark V predecessor. While the four-door Mark VI sedan shared much of its body with the Lincoln Continental (Lincoln Town Car from 1981 onward),

511-433: A hardware supplier, Dura. This company supplied several automakers with parts. This job led to contact with József Galamb , the primary designer for Ford Motor Company . Walker's firm did substantial design work for Ford parts, then in the late 1940s began styling work for some Ford cars. In the early 1950s he joined Ford at the behest of Ford executive Ernie Breech , bringing colleagues Elwood Engel and Joe Oros (later

584-600: A long-running tradition for the Mark Series (and later Lincoln), the Designer Edition series was introduced in 1976. Similar to the Luxury Group, the Designer Edition series was a collaboration between Ford and fashion designers to create specially-coordinated exterior and interior combinations. Named after Cartier , Bill Blass , Givenchy , and Emilio Pucci , each version of the Designer Edition received

657-654: A marque positioned above Lincoln; the Mark II was withdrawn after the 1957 model year. From 1958 to 1960, Continental remained in a similar role, replacing the Mark II with the Mark III, Mark IV, and Mark V as flagship vehicles above the Lincoln sedan line. For 1961, Lincoln-Mercury consolidated the Lincoln model line with a singular Lincoln Continental replacing the Continental Mark V and both Lincoln model lines;

730-527: A number of contemporary significant styling achievements, the launch of the 1969 Continental Mark III (and its relaunch of the Mark series nomenclature) has led to the term "forgotten Marks" in relation to the 1958–1960 generation. Released in April 1968 as an early 1969 model, the Continental Mark III was developed by Ford as its first flagship personal luxury vehicle since the discontinuation of

803-452: A padded vinyl top; both versions were offered only in black. 214 Town Cars were sold and 83 Limousines were sold, making them the rarest Mark series variants. The 1960 Mark V was restyled slightly, receiving a larger grille and new " dagmar bumpers ". In terms of standard production sedans without an extended wheelbase, the 1958–1960 Continentals and Lincolns are some of the largest automobiles ever made. The Continental Mark III, IV and V are

SECTION 10

#1732765664517

876-927: A primary designer on the Mustang ). Walker became corporate vice-president of Ford Motor Company for design in 1955. He stepped down from all his positions at Ford in 1961 after reaching the company's mandatory retirement age of 65. Walker appeared on the November 4, 1957, cover of Time . On October 15, 1959, he appeared as a guest challenger on the TV panel show To Tell the Truth . Walker's career also included industrial design for clocks, bread boxes, chemistry sets , bicycles, and roller skates, among other products. He moved to Gulf Stream, Florida , where he became mayor in 1976. He died on January 19, 1993, in Tucson, Arizona , at

949-536: A radiator-style grille (initially extending into the front bumper). To modernize the appearance of the model line, widely flared wheel openings were the same height for both axles (precluding skirted rear wheels ). To further distinguish the Mark IV from the Thunderbird, an oval opera window was introduced as a C-pillar design feature; offered as an option for 1972, the design became standard for 1973. For 1973,

1022-567: A student in Los Angeles and then as an independent in Cleveland. He broke into the auto business doing illustration work for the failing Peerless automobile company in the late 1920s. He went on to a brief stint working for Harley Earl and John Tjaarda at General Motors , then to Graham-Paige . In 1929 the stock market crash spelled the end for many companies, including Graham-Paige, and Walker went looking for work. He found it with

1095-481: A trim level on Lincoln models. The Premiere was introduced in 1956 as an upscale version of the Lincoln Capri . It featured a 368 cu in (6.0 L) Lincoln Y-Block V8 and it was approximately 223" (5664 mm) long in 1956. The vehicle weighed 4357 lb (1976.3 kg) and had a base price of $ 4,601 in 1956 ($ 51,563 in 2023 dollars ). The top-end Lincoln, it was substantially different from

1168-545: Is a series of personal luxury cars that was produced by Ford Motor Company . The nomenclature came into use with the Continental Mark II for 1956, which was a successor to the Lincoln Continental of 1939–1948. Following the discontinuation of the Mark II, Ford continued the use of the Mark series on Continental-branded vehicles from 1958 to 1960. Following a hiatus, Lincoln-Mercury relaunched

1241-580: The 1982–1987 Lincoln Continental (sold only as a four-door sedan). Alongside its role of Ford Motor Company flagship vehicle and two-door counterpart to the Lincoln Continental, the Mark VII took on a new role, serving as the technology flagship for Ford, introducing multiple firsts for the company (and the industry as a whole). Far more aerodynamic than its predecessor, the model line was the first American automobile to offer replaceable-bulb "composite" headlamps (allowing headlamps to be faired into bodywork);

1314-403: The 1957 model year, the hand-assembled Mark II was discontinued and replaced for 1958 with the Mark III branded as a Continental which was positioned above the Lincoln brand with higher trim sharing all new bodies that were built at the new Wixom Assembly Plant. As part of an ultimatum to continue the brand, Continental underwent a US$ 4,000 (40%) price reduction ($ 42,242 in 2023 dollars ), giving

1387-482: The 4.9L Mark VI underwent a fuel economy increase of nearly 40%, with the combination offered for all Ford Panther-chassis vehicles for 1981. In addition to its powertrain upgrades, the Mark VI underwent the introduction of several technological upgrades. One of the first vehicles with a fully digital ( VFD ) instrument panel, the Mark VI replaced the LED "miles to empty" display with a multi-function digital trip computer. On

1460-553: The CB radio and 8-track player and the introduction of the in-car telephone (introduced as a $ 2,995 option). Sharing its wheelbase with the Lincoln Continental and the 1980–1982 Ford Thunderbird and Mercury Cougar XR-7, the Mark VII shared its 4.9L V8 with the Ford Mustang; for 1984 and 1985, a BMW-sourced 2.4L turbodiesel inline-6 was offered as an option. George W. Walker George W. Walker (May 22, 1896 – January 19, 1993)

1533-511: The Continental Mark III was replaced by the all-new Continental Mark IV. In response to the success of the Mark III, the model line was again developed alongside the Ford Thunderbird , with the two coupes sharing a common roofline and inner body stampings (the Mark IV was styled with its own bodywork below the windows). The Mark IV adopted multiple design features from its predecessor, including hidden headlamps, spare-tire trunklid, and

SECTION 20

#1732765664517

1606-407: The Continental Mark series during 1968. This new model was branded as the Continental Mark III in order to suggest continuity with the flagship 1956–1957 Continental Mark II rather than the less-successful 1958–1960 models. The reborn Mark series went on to produce six successive generations through the 1998 model year. Serving as the flagship vehicle of Ford Motor Company for its entire production,

1679-626: The Continental spare-tire trunklid made its return as a styling feature to further distinguish the model line. While less expensive than its Rolls-Royce design inspiration, the Mark III competed against premium luxury coupes from American manufacturers, including the Imperial Crown Coupe and the Cadillac Eldorado ; the latter two model lines formed a model rivalry lasting through multiple model generations. Following

1752-508: The Continental's extravagant reverse-angle power rear "breezeway" window that retracted behind the back seat that was also featured on the Mercury Turnpike Cruiser . Lincoln lost over $ 60 million ($ 650,900,474 in 2023 dollars ) during 1958–1960, reflecting the enormous expense of developing the largest unibody car produced to date and poor consumer reception. The 1958 full-size Lincoln sold poorly in all models, compounded by

1825-578: The Continental/Lincoln Mark series, within Ford Motor Company, the Continental nameplate began life in 1939, following the design of a custom-built Lincoln-Zephyr convertible commissioned by Edsel Ford . Modified extensively over a production vehicle, the personal car had a lowered hoodline, a relocated passenger compartment (requiring an external-mount spare tire), and deletion of the running boards. Upon taking delivery of

1898-497: The Lincoln Continental during the 1970s, the Mark III featured a radiator-style grille and hidden headlamps; vent windows were deleted. In another change, the Mark III debuted the version of the four-point star that Lincoln currently uses today. The Ford 460 cubic-inch V8 debuted in the Mark III; during the 1970s, the engine would see use in Ford and Lincoln-Mercury full-size and intermediate cars (and would see use in Ford light trucks into

1971-662: The Mark II, Cadillac released the Cadillac Eldorado Brougham ; while far different in design, the Eldorado Brougham was the first Cadillac to rival the model line directly, leading to a rivalry that would last through the 1998 Lincoln Mark VIII. Following the integration of Continental within Lincoln-Mercury in July 1956, Ford sought for ways to bring its flagship brand to profitability. After

2044-399: The Mark II. Along with aligning it as a successor to the pre-war Lincoln Continental, the Mark II designation was a convention used by European industry; along with automobiles (i.e., Jaguar Mark 1 ), similar nomenclature was used to identify versions of artillery, tanks, naval vessels, and aircraft. In July 1956, Ford integrated Continental into Lincoln-Mercury, which marketed Continental as

2117-561: The Mark II. Intended as a direct competitor for the Cadillac Eldorado, the introduction of the Mark III launched a brand rivalry that would last for the next three decades. Though not the original planned name for the vehicle, the revived Mark III nomenclature not only aligned the vehicle as successor to the Mark II, but downplayed the existence of the Lincoln-based Mark III, IV, and V of 1958–1960. As before,

2190-428: The Mark III used the Continental brand name, but was sold and serviced through the Lincoln-Mercury dealership network. Sharing its chassis with the four-door Ford Thunderbird , all Mark IIIs were two-door hardtop coupes. Though no longer functionally necessary (the spare tire was mounted flat in the trunk floor ), the "spare-tire" decklid returned as a styling feature. In a preview of design features that would be added to

2263-420: The Mark III, Ford developed five successive generations of the model line. During the 1970s, the Mark IV and the Mark V shared a chassis with the Ford Thunderbird through 1976; the Mark V was a substantial revision of the Mark IV. The 1980 Mark VI was the first model to undergo downsizing, adopting the full-size Ford Panther platform ; a four-door sedan was offered for the first time since 1958–1960. The Mark VII

Lincoln Premiere - Misplaced Pages Continue

2336-624: The Mark IV and Mark V, the Mark VI continued to offer yearly-updated Designer Editions (Cartier, Bill Blass, Pucci, Givenchy). During the production of the Mark VI, several versions became adopted by Lincoln; the Cartier Edition was moved to the Town Car (1982) with the Givenchy Edition moving to the Continental (1983). For 1984, the Mark VII was introduced downsized a second time adopting the mid-size Ford Fox platform to match

2409-405: The Mark IV outgrowing the Cadillac Eldorado in size. In line with its status of a personal luxury car, the Mark IV offered a greater degree of customization over its Mark III predecessor. The Luxury Group option (introduced in 1973) was a higher-trim version of the Mark IV, offering color-coordinated exterior, vinyl roof, and interior; the color offerings were revised yearly. In what would become

2482-403: The Mark IV received a facelift of its front fascia, adopting larger 5-mph front bumpers and a smaller front grille (placed above the bumper). For 1974, the rear bumper was redesigned in a similar fashion, with the taillamps relocated from inside the bumper to above it. Added in compliance with federal regulations, the updates added 8 inches of length and nearly 400 pounds of weight to the body, with

2555-413: The Mark IV. Many design elements made a return in contemporary form, with the body styled with sharper edges for the fender and window lines; the Mark V introduced vertically oriented taillamps and front fender vents. While technically a delete option, a vinyl top was specified on nearly all vehicles; for 1979, it became standard. To improve the fuel economy of the model line, a 400 cubic-inch V8 now became

2628-492: The Mark VI. Similar in content to the previous Collector's Edition, the Signature Series combined nearly every feature in a single option package. Initially offered in option-specific exterior and interior colors, the Signature Series was offered in any color from 1982 onward. For 1981, a less-exclusive Town Car Signature Series was offered, with versions of the trim line offered through its entire production. As with

2701-411: The Mark VII also was equipped with 4-wheel disc brakes and 4-wheel air suspension. Coinciding with its size reduction and repackaging as a personal luxury coupe, the Mark VII became the first Mark Series offered as a 5-passenger car, all versions were offered with front bucket seats. As an option, a self-dimming rear-view mirror was added, along with a self-latching trunklid. 1985 marked the final year of

2774-506: The Mark series beginning with the Mark III continued the use of Continental branding, similar to how the Continental nameplate was positioned above Lincoln before its discontinuation in July 1956 (and distinct from the 1961 and onward Lincoln Continental). All Continental Mark series models were marketed and serviced by Lincoln-Mercury. In line with both the 1940s Lincoln Continental and the Continental Mark II, most versions of

2847-410: The Mark series were produced as two-door coupes (personal cars); at various times through its production, multiple body styles were simultaneously offered. With the exception of the nearly hand-built Continental Mark II, the model line has shared chassis underpinnings with other Ford or Lincoln-Mercury vehicles. Derived from the original Lincoln Continental, the continental tire trunklid design feature

2920-576: The Mark series with the Mark VIII, as the division shifted away from personal luxury cars to concentrate on four-door sedans and SUVs. From 2007 to 2020, Lincoln used a visually-similar "MK" prefix for many of its models, which includes the MKC , MKS , MKT , MKX and MKZ ; the nomenclature was phased out in favor of conventional names. From 1958 to 1998, Mark series vehicles were produced alongside Lincolns by Wixom Assembly at Wixom, Michigan . Prior to

2993-479: The all-new Continental Mark III a market position against the highest-trim Cadillacs and Imperials. To facilitate the price reduction, the Mark III was assembled in the same factory as the Ford Thunderbird , Lincoln Capri and Lincoln Premiere . Distinguished by its reverse-slant, retractable "Breezeway" rear window on all models – including convertibles, the Mark III was both one of the first Ford Motor Company vehicles to feature unitary body construction (along with

Lincoln Premiere - Misplaced Pages Continue

3066-482: The car in Florida, Ford discovered the vehicle generated a high degree of interest from potential buyers; renamed Continental by Ford, the name reflected European styling influences for its design. At the end of the 1930s, Lincoln was transitioning away from the exclusive Lincoln K-series and moving towards the more contemporary and affordable Lincoln-Zephyr coupes and sedans. As a flagship, Edsel Ford wanted to revive

3139-412: The contemporaneous 1958–1960 Thunderbirds), but also one of Ford's largest unibody vehicles in history. In other firsts, FM radio joined AM radio as an option; "Auto Lube" automatically lubricated the entire car (through an oil reservoir kept full by the owner). The 1958–1960 Mark III–V has the distinction of being the only Continental Mark series vehicles offered as a convertible. The listed retail price of

3212-532: The convertible was US$ 6,283 ($ 66,352 in 2023 dollars ) and 3,048 were built. The 1959 Mark IV introduced two formal sedans, the Continental Town Car and Limousine. The Town Car/Limousine replaced the reverse-slant window with a forward-sloping rear window (moving the rear seat several inches rearward); the Limousine has a rear-seat partition. Other options include dual air conditioning units and

3285-481: The deletion of the opera windows). Offering largely every feature as standard, a delete option replaced the 8-track stereo with a cassette player. For 1980, Ford released the downsized Continental Mark VI, receiving its first complete redesign since 1972. The redesign began life as a mid-size line (derived from the Fox platform), moving to the full-size Panther chassis during its development. Originally intended to become

3358-471: 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 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 1961 Lincoln Continental, which won an award for its superlative styling. After Engel left Ford in 1961, Najjar became

3431-419: The development and modification of Lincolns of this vintage. George W. 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 the 1961 Lincoln Continental and for his work as chief designer at Chrysler in the 1960s, was Staff Stylist (and consequently roamed all of

3504-594: The division would serve this single line of Lincoln sedans through the 1976 model year. In response to the introduction of the two-door Rolls-Royce Silver Shadow (later renamed the Corniche ) in the United States, Ford vice-president Lee Iacocca directed Ford vice president of design Gene Bordinat to "put a Rolls-Royce grille on a Thunderbird" in September 1965. Not branded a Lincoln, the all-new model line

3577-401: The driver's door, a pushbutton keyless entry system was introduced; in place of a key fob, a set of door mounted pushbuttons unlocked the doors (and/or trunk) when a driver-programmed code was entered. Alongside handheld keyless systems, variations of the door-mounted system remain an option today for Ford automobiles. For 1980, the Signature Series was introduced as the highest-level trim for

3650-408: The economic recession in the U.S. and sold only 10,275 with an average retail price of US$ 5,483 ($ 57,904 in 2023 dollars ). The 1958–60 Lincoln Premiere was truly hulking. One of the largest cars ever made regardless of platform, larger than contemporaneous Cadillac Sixty-Specials or Imperial Crowns . With canted headlights and heavily scalloped fenders its styling was considered excessive even in

3723-537: The feature was introduced following multiple government campaigns by Ford to legalize their use in North America. In line with the 1983 Thunderbird and Cougar, the Mark VII faired the bumpers into the bodywork and the window glass was made nearly flush (retiring the opera windows). While the spare-tire decklid remained, its design was faired into the decklid significantly to reduce drag. The first vehicle sold in North America with electronic 4-channel antilock brakes,

SECTION 50

#1732765664517

3796-467: The first Lincolns produced at the new Wixom plant, and were made on a unibody platform, Lincoln's first since the Lincoln-Zephyr . While advertising brochures made the case that Continental was still a separate make, the car shared its body with that year's Lincoln. The Lincoln Premiere was placed between the Lincoln Capri and Continental in trim level, with a traditional roof treatment instead of

3869-514: The front fenders. Coinciding with the extensive reduction in exterior footprint, the Mark VI replaced the 6.6L and 7.5L V8s with a 4.9L V8. Sharing the same-displacement engine as the Lincoln Versailles, the version used by the Mark VI was the first V8 engine to utilize electronically controlled fuel injection (replacing the carburetor); the engine was paired with a 4-speed overdrive automatic transmission. Over its 1979 6.6L predecessor,

3942-419: The grille, window trim, bumpers, and badging. During 1956, Continental was integrated into Lincoln, leaving the Mark II coupe as the only model line of the Continental Division. In spite of its status as the most expensive vehicle sold in the United States, the high cost of its assembly led Ford to lose over $ 1000 for each Mark II produced, leading to its discontinuation after the 1957 model year. In response to

4015-572: The highest-selling model years for the entire Mark series. From the Mark IV, the Luxury Group and all four Designer Editions made their return, changing their color combinations yearly. To commemorate the 75th anniversary of Ford Motor Company, a Diamond Jubilee Edition of the Mark V was offered for 1978. A nearly $ 8000 option, the Diamond Jubilee Edition option package included a nearly monochromatic exterior in two option-exclusive color choices (Diamond Blue or Jubilee Gold) along with

4088-473: The inaugural offering of their new flagship Continental Division. A two-door personal luxury car, the Mark II was developed as the successor model line for the 1939–1948 Lincoln Continental. Largely hand-assembled, the $ 10,000 (US$ 112,069 in 2023 dollars ) model line was the most expensive American vehicle sold in 1956, competing against Chrysler's new for 1955 Imperial top marque – matching even Rolls-Royce in price (or two new Cadillacs). Air conditioning

4161-464: The late 1990s). One of the most technologically advanced vehicles of its time, the Mark III was fitted with power windows, locks, and seats, and optional automatic climate control (standard in 1971). Alongside becoming the first American-brand vehicle sold with radial tires as standard equipment (in 1970), the Mark III was offered with "Sure-Track", a primitive form of anti-lock braking (ABS) as an option for 1969, becoming standard in 1970. For 1972,

4234-472: 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 Continental and Premiere update, and went on to become chief designer at Chrysler in the 1980s. Alex Tremulis , Chief Stylist at Auburn-Cord-Duesenberg in the mid to late 1930s and famous for the 1948 Tucker Sedan ,

4307-407: The longest cars produced by the Ford Motor Company without federally mandated 5-mph bumpers. The 1959 Mark IV and 1960 Mark V Limousines and Town Cars are the heaviest American standard-wheelbase sedans built since World War II. 1960 is the only model year that a Mark series vehicle is mentioned as a Lincoln Continental in brochures and advertising. While designers of the model line are related to

4380-543: The much more expensive and conservatively styled Continental Mark II sold by Ford's Continental Motorcars division, and was marketed against the Cadillac Series 62 , Imperial Crown Coupe and Packard Patrician . To emphasize Lincoln's exclusivity and specialized appearance, there were 20 available colors, with 34 two-tone exterior color selections for 1956, increasing to 76 two-tone color choices and only 18 single color selections for 1957. 1956 production totals show

4453-540: The name of the selected designer on the opera window (alongside badging near the glovebox). For 1977, Ford released the Continental Mark V as the next-generation Mark Series coupe. While the Ford Thunderbird was shifted to the Ford Torino intermediate chassis, the Mark V was a substantial redesign of the previous-generation Mark IV. At 230 inches long, the personal luxury coupe was only 3 inches shorter than

SECTION 60

#1732765664517

4526-492: The popularity of the 1929–1932 Lincoln Victoria coupe and convertible with an updated approach, reflecting European styling influences. For 1949, the Lincoln Continental was discontinued, as Ford sought to introduce post-war model lines for all three of its divisions. In 1952, the company commenced design work on a successor model line; following the 1953 introduction of the limited-production Cadillac Eldorado , Buick Skylark , and Oldsmobile Fiesta , Ford also sought to create

4599-416: The size of its Cadillac Eldorado rival. In a nearly complete break from its predecessors, the Mark VII was developed with far better road manners than its Mark VI predecessor; though not a grand tourer , the driving experience was prioritized as part of a personal luxury car for the 1980s. Sharing its underpinnings with the Ford Thunderbird and Mercury Cougar XR7 , the Mark VII was a two-door counterpart of

4672-413: The standard Lincoln Continental; however, careful engineering reduced curb weight of the vehicle by over 400 pounds. With no Thunderbird stablemate, the Mark V was the first generation of the Mark Series since the Mark II produced with no divisional counterpart. Though sharing chassis underpinnings with its predecessor (including a common 120.4-inch wheelbase), the Mark V shared no exterior body panels with

4745-421: The standard engine, with the 460 V8 remaining an option (outside of California); for 1979, the 400 V8 became the sole engine offering. As an industry first, Ford introduced an optional LED "miles-to-empty" gauge for 1978; a precursor to later trip computers, the gauge calculated estimated fuel range (based on the fuel tank level). Though the Mark V is the shortest-produced generation, 1977, 1978, and 1979 are also

4818-546: The two-door Mark VI received a greater degree of differentiation, adopting the shorter wheelbase of the Ford LTD/Mercury Marquis and a distinct roofline (similar to the Mark V). Alongside the return of the spare-tire decklid and vertical taillamps, the Mark VI was also styled with several features deleted from the Town Car, including oval opera windows and hidden headlamps; (non-functional) louvers were added to

4891-400: Was adopted by each generation (in various forms) from the Continental Mark II to the final Lincoln Mark VIII. The Lincoln four-point star emblem is a design feature that was introduced by the Continental Mark II. To eliminate the branding confusion, the Mark series dropped Continental branding and adopted the Lincoln name from the 1986 model year onward. After the 1998 model year, Lincoln ended

4964-752: Was an American industrial and automotive designer. His most notable work was the original Ford Thunderbird . Walker was born in Chicago, Illinois . His father worked for the Erie Railroad and the family moved several times, settling in Cleveland, Ohio , when Walker was in his teens. He played semi-professional football and held down odd jobs, but his interest in art led to art school in Los Angeles . He began his professional career as an illustrator for department store advertising, initially as

5037-511: Was directed to the roof via a pair of clear plastic ducts visible through the rear window at each side, connecting upward from the rear package tray. Four way power seats were standard. The front suspension was independent with a stabilizer bar, and for 1957 the driving light was relocated from the bottom edge of the front bumper and installed below the conventional sealed beam, two-way headlight while giving an appearance of having stacked dual headlights which Lincoln called "Quadra-Lite". These were

5110-460: Was downsized further for 1984, sharing the Ford Fox platform with the Ford Thunderbird, Mercury Cougar and Lincoln Continental sedan; the model was offered only as a coupe. The Lincoln Mark VIII grew slightly in size for 1993, derived again from the Ford Thunderbird and Mercury Cougar . From the 1956 model year, Ford Motor Company and its Lincoln division introduced the Continental Mark II as

5183-406: Was effectively a reboot of the Continental Mark series, adopting the Continental Mark III nomenclature as a direct successor to Continental Mark II (leaving the 1958–1960 Mark series aside). In line with the design directive, the Mark III adopted a large radiator-style grille and was a large two-door coupe (using the frame of the four-door Thunderbird). While no longer intended as a functional feature,

5256-481: Was head of Ford's Advanced Styling Studio during this period. 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 Lincoln front end. Immediately after he rebounded with a contribution to Joe Oros' dramatic "bullet" design for the 1961 Thunderbird . Lincoln Continental Mark series#Mark III, IV and V (1958–1960) The Continental Mark series (later Lincoln Mark series )

5329-403: Was the only optional extra. The Mark II returned the long-hood, short-deck exterior design of its predecessor, reviving its rear spare tire design feature as part of the trunklid (the design was partly functional, as the trunklid closed around the vertically mounted spare tire). In contrast to many American (and some European) vehicles, the exterior was highly conservative, limiting chrome trim to

#516483