El Lincoln Continental es una serie de autos de lujo de tamaño mediano y grande producidos por Lincoln , una división del fabricante de automóviles estadounidense Ford Motor Company . La línea de modelos se introdujo después de la construcción de un vehículo personal para Edsel Ford , quien encargó un convertible Lincoln-Zephyr de 1939 construido en carrocería, desarrollado como un vehículo de vacaciones para atraer a posibles compradores de Lincoln. En lo que daría su nombre a la línea del modelo, el exterior recibió elementos de estilo europeo "continental", incluida una llanta de repuesto montada en la parte trasera .
Lincoln Continental | |
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Descripción general | |
Fabricante | Lincoln |
Producción | 1939–1948 1956–2002 2016–2020 |
Años modelo | 1939–1942 1946–1948 1958–1980 1982–2002 2017–2020 [1] |
Carrocería y chasis | |
Clase | Automóvil de lujo de tamaño completo (1939–1980, 1988–2002, 2017–2020) Automóvil de lujo de tamaño mediano (1982–1987) |
Diseño | Diseño longitudinal , FR (1939–1987) Diseño transversal del motor delantero, diseño de tracción delantera (1987–2020) Diseño transversal del motor delantero, tracción en las cuatro ruedas (2016–2020) |
En producción durante más de 55 años a lo largo de nueve décadas diferentes, Lincoln ha producido diez generaciones del Continental. Dentro de la línea de modelos Lincoln, el Continental ha cumplido varios roles que van desde su buque insignia hasta su sedán de acabado básico. De 1961 a 1976, Lincoln vendió el Continental como su línea de modelos exclusiva. La línea de modelos también se ha interrumpido tres veces. De 1949 a 1955, la placa de identificación se retiró brevemente. En 1981, el Continental pasó a llamarse Lincoln Town Car para acomodar el Continental de 1982 de séptima generación. Después de 2002, el Continental fue retirado, reemplazado en gran parte por el Lincoln MKS en 2009; en 2017, el Continental de décima generación reemplazó al MKS.
Como parte de su entrada en la producción a gran escala, el Continental de primera generación fue el progenitor de un segmento automotriz completamente nuevo, el automóvil de lujo personal . Después de la Segunda Guerra Mundial, el segmento evolucionó hacia cupés y convertibles más grandes que los autos deportivos y grandes turismos, con énfasis en las características, el estilo y la comodidad sobre el desempeño y el manejo. De 1956 a 1957, la placa de identificación de Continental fue el homónimo de la efímera División Continental, que comercializa el Continental Mark II de 1956-1957 como el buque insignia mundial de Ford Motor Company; como segundo sucesor, Ford introdujo la serie Continental Mark en 1969, producida durante seis generaciones hasta 1998.
Junto con la creación del segmento de automóviles de lujo personales, el Lincoln Continental marcó el cenit de varios diseños en la historia automotriz estadounidense. El Continental es la última línea de vehículos estadounidenses con un motor V12 producido en fábrica (1948), el último convertible de cuatro puertas (1967) y la última línea de modelos que se someterá a una reducción (para el año modelo 1980).
Prototipo Edsel Ford (1939)
El Lincoln Continental nació como un vehículo personal para el presidente de Ford Motor Company, Edsel Ford . [2] En 1938, Ford encargó al estilista jefe de la empresa Eugene T. "Bob" Gregorie un diseño único que quería que estuviera listo para sus vacaciones de marzo de 1939 . Usando los planos del Lincoln-Zephyr aerodinámico como punto de partida, Gregorie esbozó un diseño para un convertible con una carrocería rediseñada; supuestamente, el boceto inicial del diseño se completó en una hora.
En el momento en que se inició el trabajo en el primer cupé Continental, Lincoln había cancelado previamente los cupés, sedanes y limusinas de la serie K de Lincoln , y produjo la limusina Lincoln Custom muy limitada , junto con los cupés y sedanes Lincoln-Zephyr más pequeños , mientras que El nuevo Mercury Eight también se introdujo en 1939. Ford quería revivir la popularidad del cupé y convertible Lincoln Victoria de 1929-1932, pero con un enfoque más moderno, que reflejaba las influencias de estilo europeo para el Continental. [3]
Por diseño, el prototipo Edsel Ford podría considerarse un convertible Lincoln-Zephyr canalizado y seccionado ; aunque el vehículo tenía un perfil de parabrisas convencional, el prototipo se sentó casi 7 pulgadas más bajo que un Lincoln estándar. Con la enorme disminución de la altura, los estribos se eliminaron por completo. En contraste con el Zephyr (y en un cambio masivo con respecto al Lincoln Serie K), el capó se sentó casi al nivel de los guardabarros. Para centrarse en el estilo del automóvil, el borde cromado del automóvil se restringió en gran medida a la parrilla; en lugar de las manijas de las puertas, los botones abrían las puertas. Al igual que con el Lincoln-Zephyr, el prototipo estaba equipado con un motor V12 de 267 pulgadas cúbicas; estaba equipado con ballestas transversales delanteras y traseras y frenos de tambor hidráulicos. [4]
El diseño introduciría dos características de larga duración utilizadas en muchos diseños de automóviles estadounidenses. La carrocería modificada le dio al diseño nuevas proporciones sobre su contraparte Zephyr; con la línea del capó colocada más abajo sobre el motor V12 y el compartimiento de pasajeros movido hacia atrás, el prototipo tenía más en común con las configuraciones de carrocería de "capó largo y piso corto" de la era clásica en lugar de ser un estricto adherente de las tendencias de diseño moderno y aerodinámico contemporáneo . Como consecuencia del menor espacio del maletero, la llanta de refacción se montó detrás del maletero; mientras desaparecía en los automóviles estadounidenses, la llanta de repuesto cubierta y montada externamente seguía siendo una característica de los automóviles producidos en Europa.
El prototipo diseñado por Gregorie se produjo a tiempo, por lo que el plazo para ser entregado a Edsel Ford en Florida. El interés de los amigos adinerados fue alto; Edsel envió un telegrama a Michigan diciendo que podía vender mil de ellos. En referencia a su diseño de inspiración europea, el prototipo basado en Lincoln recibió su nombre: Continental.
Inmediatamente, comenzó la producción del Lincoln Continental, siendo la mayor parte de la producción convertibles "Cabriolet" y un escaso número de cupés. Fueron extensamente construidos a mano; las dos docenas de modelos de 1939 y 400 ejemplares construidos en 1940 se construyeron con paneles de carrocería martillados a mano; Las matrices para prensar a máquina no se construyeron hasta 1941. El número limitado de modelos de 1939 producidos se conoce comúnmente como "Continental de 1940". [5]
Primera generación (1940-1948)
Primera generación | |
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Descripción general | |
Años modelo | 1940-1948 |
Montaje | Asamblea de Lincoln , Detroit, Michigan |
Diseñador | Eugene T. "Bob" Gregorie (1938) Raymond Loewy (cirugía estética de 1946) |
Carrocería y chasis | |
Tipo de cuerpo | 2 puertas coupé de 2 puertas convertible |
Diseño | Diseño FR |
Relacionados | Lincoln-Zephyr (1940) Lincoln Zephyr (1941-1942) Serie H de Lincoln (posguerra) |
Tren motriz | |
Motor | 292 pulgadas cúbicas (4,8 L) Lincoln-Zephyr V12 |
Dimensiones | |
Distancia entre ejes | 125,0 pulg. (3175 mm) |
Largo | 1940–41: 209,8 pulgadas (5329 mm) 1942–48: 218,1 pulgadas (5540 mm) |
Ancho | 1940–41: 75,0 pulgadas ( 1905 mm) 1942–48: 77,8 pulgadas (1,976 mm) [6] |
Altura | 1940–41: 62,0 pulgadas (1575 mm) 1942–48: 63,1 pulgadas (1603 mm) |
Peso en vacío | 4.000 a 4.300 libras (1.800 a 2.000 kg) |
Los Lincoln Continental de 1939 a 1941 compartieron en gran medida el mismo diseño de carrocería entre sí; basado en el Lincoln-Zephyr , el Continental recibió pocas actualizaciones de año en año.
Para el año modelo 1942, todos los modelos Lincoln recibieron guardabarros cuadrados y una rejilla revisada. El resultado fue un aspecto más compacto y algo más pesado de acuerdo con las tendencias de diseño actuales, pero quizás menos elegante en retrospectiva. La producción de 1942 se acortó, tras la entrada de Estados Unidos en la Segunda Guerra Mundial; el ataque a Pearl Harbor provocó la suspensión de la producción de automóviles para uso civil.
Después de la Segunda Guerra Mundial, la división Lincoln de Ford devolvió el Continental a producción como modelo de 1946; Lincoln abandonó la nomenclatura Zephyr después de la guerra, por lo que el Continental de posguerra se derivó del Lincoln estándar (internamente Serie H). Para atraer compradores, el diseño se renovó con un acabado actualizado, que se distingue por una nueva parrilla. Para 1947, se agregaron molduras de madera de nogal al interior. [7]
Tras la muerte de Edsel Ford en 1943, Ford Motor Company reorganizó su estructura de gestión corporativa, lo que llevó a la salida en 1946 del diseñador de Continental, Bob Gregorie. El Continental de ese año, el primer modelo de posguerra, fue diseñado por el famoso estilista industrial Raymond Loewy . 1948 se convertiría en el último año para el Continental, ya que la división buscaba remodelar su nueva línea de modelos 1949 como una versión mejorada del Mercury; el costoso automóvil de lujo personal ya no tenía un papel en Lincoln.
El Continental 1939-1948 es reconocido como un "Clásico completo" por el Classic Car Club of America , uno de los últimos automóviles fabricados en recibir ese reconocimiento. En 2015, el Lincoln Continental de 1948 y el Lincoln de 1948 fueron los últimos automóviles producidos y vendidos por un importante fabricante de automóviles de EE. UU. Con motor V12. [6] Los precios minoristas del cupé se cotizaron en 2.727 dólares (47.982 dólares en dólares de 2020 [8] ) y el cabriolet en 2.778 dólares (48.879 dólares en dólares de 2020 [8] ). [9]
Medios relacionados con Lincoln Continental (primera generación) en Wikimedia Commons
Segunda generación (1956-1957)
Segunda generación | |
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Descripción general | |
Fabricante | División Continental (Ford) |
Años modelo | 1956-1957 |
Montaje | Allen Park Assembly , Allen Park, Michigan , Estados Unidos |
Diseñador | Bill Schmidt |
Carrocería y chasis | |
Tipo de cuerpo | Techo rígido de 2 puertas |
Diseño | Diseño FR |
Tren motriz | |
Motor | 368 pulgadas cúbicas (6,0 L) V8 de bloque en Y |
Dimensiones | |
Distancia entre ejes | 126,0 pulg. (3200 mm) |
Largo | 218,4 pulgadas (5547 mm) |
Ancho | 77,5 pulg. (1.968 mm) |
Altura | 56,3 pulg. (1430 mm) |
Peso en vacío | 5.000 libras (2.300 kg) |
Después de una pausa de ocho años, para el año modelo 1956, la placa de identificación Continental hizo su regreso; Para lanzar el vehículo, Ford creó una división Continental homónima centrada en su nuevo vehículo insignia. [10] [11] Para resaltar nuevamente la influencia europea del Continental original, Ford asignó el sufijo "Mark II" al nuevo Continental (también en un esfuerzo por distinguirse del similar Bentley Continental ). Ubicados (muy) por encima de Lincoln-Mercury, los Continentals se comercializarían y recibirían servicio a través de la red de concesionarios de Lincoln.
En su lanzamiento de 1956, el Continental Mark II era el automóvil más caro vendido por un fabricante nacional en los Estados Unidos, rivalizando con el Rolls-Royce Silver Cloud . [12] [13] A $ 10,000, el Mark II (equivalente a casi $ 90,000 en 2016) cuesta lo mismo que cinco Ford Customlines . Con una gran cantidad de características de equipos eléctricos incluidos, el Mark II se ofreció con una sola opción: aire acondicionado a un precio de $ 595.
En un chasis único de baja altura que comparte su dimensión de distancia entre ejes de 126 pulgadas con el Lincoln Capri y el Premiere, el Mark II se ensambló con sus propios paneles de carrocería e interior; cada vehículo fue construido a mano, con lijado a mano y acabado de los paneles de la carrocería. En varios elementos de su diseño, el Mark II rompió con el precedente del estilo estadounidense. Al igual que con un Rolls-Royce o un Mercedes-Benz 300d , el Mark II esencialmente restringió las molduras cromadas a las molduras de las ventanas, la parrilla y los parachoques. Con un capó y una tapa del maletero casi planos, el Mark II también fue diseñado sin aletas traseras (prominentes en los sedanes estadounidenses) ni guardabarros de pontón (entonces actual en Europa). En lugar de un ensamblaje separado, la " llanta de repuesto Continental " ahora estaba integrada en el estampado de la tapa de la plataforma, sirviendo para acomodar la llanta de repuesto montada verticalmente debajo. [14]
En total, se produjeron 2.996 Continental Mark II (incluidos dos convertibles prototipo). [15] Como consecuencia de la construcción casi hecha a mano, Ford estimó que perdió casi $ 1000 en cada Continental Mark II producido. [16] Después de 1957, el Mark II se suspendió; la División Continental fue rebautizada como competidora de Imperial y Cadillac (en lugar de Rolls-Royce y Bentley).
1956 Continental Mark II, originalmente propiedad de Elvis Presley
1957 Continental Mark II
1957 Continental Mark II, mostrando la tapa del maletero de la llanta de refacción trasera Continental
Emblema de la División Continental en la tapa del maletero trasero, 1957 Mark II
Tablero, 1956 Continental Mark II
Vista exterior de los asientos delanteros, 1956 Mark II
Lincoln V8 de bloque en Y de 368 pulgadas cúbicas, 1956 Mark II
Medios relacionados con Lincoln Continental (segunda generación) en Wikimedia Commons
Tercera generación (1958-1960)
Tercera generación | |
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Descripción general | |
Fabricante | 1958: División Continental (Ford) 1959-1960: División Lincoln-Mercury (Ford) |
Años modelo | 1958-1960 |
Montaje | Estados Unidos: Wixom, Michigan ( Wixom Assembly ) |
Diseñador | John Najjar |
Carrocería y chasis | |
Clase | Coche de lujo de tamaño completo ( F ) |
Tipo de cuerpo | 2 puertas techo rígido 2 puertas convertible 4 puertas sedán 4 puertas Landau techo rígido 4 puertas Town Car sedán 4 puertas limusina |
Diseño | Diseño FR |
Chasis | Unibody |
Relacionados | Lincoln estreno Lincoln Capri |
Tren motriz | |
Motor | 430 pulgadas cúbicas (7,0 L) MEL V8 |
Transmisión | Turbo-Drive automático de 3 velocidades |
Dimensiones | |
Distancia entre ejes | 131,0 pulg. (3327 mm) [17] |
Largo | 1958: 229,0 pulg. (5.817 mm) [18] 1959: 227,1 pulg. (5.768 mm) 1960: 227,2 pulg. (5.771 mm) |
Ancho | 1958–59: 80,1 pulgadas (2035 mm) 1960: 80,3 pulgadas (2040 mm) |
Altura | 1958: 56,5 pulgadas (1435 mm) 1959-1960: 56,7 pulgadas (1440 mm) |
Peso en vacío | 5.000–5.700 libras (2.300–2.600 kg) |
Para construir un mejor caso de negocio para su buque insignia y la división que comercializaba el vehículo, la línea de modelos Continental experimentó amplios cambios para el año modelo 1958. Para ampliar su potencial de ventas, Ford requirió que Continental alcanzara un precio de $ 6000 (una reducción del 40% del Mark II), lo que le permitió a la división competir mejor contra Cadillac Eldorado e Imperial LeBaron . [19] Para permitir la producción a mayor escala, la línea de modelos Continental se integró más estrechamente con Lincoln, diferenciándose principalmente en la línea del techo, molduras y parrilla. Para 1959, Ford canceló la División Continental por completo, y su línea de modelos permaneció hasta 1960 como parte del ciclo de modelos.
El primer diseño unibody completamente nuevo desde la Segunda Guerra Mundial, esta generación del Continental es uno de los sedanes más grandes jamás construidos por Ford Motor Company (o cualquier fabricante de automóviles estadounidense). [19] [20]
Desarrollo
Para facilitar la continuación de la línea de modelos Continental, la división se vio obligada a abandonar la construcción a mano. Compartiendo un chasis común y gran parte del exterior del Lincoln Premiere, la producción de Continental cambió a la entonces nueva planta de ensamblaje de Wixom.
Para diferenciarse de un Lincoln, junto con una parrilla específica de la división, todas las versiones del Continental (incluidos los convertibles) se diseñaron con una línea de techo inclinada hacia atrás, equipada con una ventana trasera retráctil " corredor ". Introducida por primera vez en el Mercury Turnpike Cruiser de 1957 , la característica permitía una mayor ventilación interior (junto con aire acondicionado). A diferencia del Turnpike Cruiser, la inclinación inversa de la línea del techo incluía la ventana trasera, un elemento que reaparecería en los sedanes Mercury en la próxima década.
El Continental Mark III fue diseñado por John Najjar , estilista jefe de Lincoln, con la ayuda de Elwood Engel, que se inspiró en gran medida en el modelo conceptual Ford La Tosca de 1955 diseñado por Alex Tremulis. Engel diseñaría el Mark IV de 1959, con Don Delarossa (quien reemplazó a Najjar como estilista jefe de Lincoln en 1957) desarrollando el Mark V de 1960. [19] Como resultado de su enorme tamaño y la configuración de sus faros, la línea del modelo fue apodada el "monstruo de ojos rasgados" en el estudio de diseño de Ford. [19]
Chasis / carrocería
Los 1958-1960 Continental Mark III-V están construidos sobre los mismos componentes mecánicos utilizados por Lincoln Capri y Premiere. Para 1958, Lincoln se separó aún más de Mercury en el diseño de la carrocería como parte de los esfuerzos continuos para superar a Cadillac, con Lincoln adoptando la construcción unibody por primera vez; [21] el Continental comparte un cuerpo común con el Premiere, con la excepción de la línea del techo inclinada hacia atrás.
Compartido con Lincoln, Mercury y Ford Thunderbird , el Continental Mark III – V estaba equipado con un motor MEL V8 de 430 pulgadas cúbicas; una automática Turbo-Drive de 3 velocidades fue la única transmisión. En 1958, el motor producía 375 CV y se volvió a ajustar a 350 CV en 1959, con 315 CV en 1960.
Con una distancia entre ejes de 131 pulgadas, los Continental de 1958 son los sedanes de mayor distancia entre ejes jamás construidos por Ford Motor Company. Más largos que un Ford Excursion, los Continental 1958-1960 son los sedanes más largos jamás producidos por Ford sin parachoques de 5 mph . El convertible Continental Mark III de 1958 es el convertible más largo jamás producido en serie en los Estados Unidos, con la única excepción de los convertibles Cadillac V16 (extremadamente raros) de 1934-1937 .
Modelos
De acuerdo con la tradición anterior de denominación de Continental, Continental presentó su línea de modelos de 1958 como Mark III. En una ruptura con la práctica anterior, los dos años modelo posteriores se comercializaron como "marcas" incrementales (marcas IV y V).
Mark III (1958)
Para 1958, Continental lanzó el Mark III en cuatro estilos de carrocería, incluyendo un techo rígido y convertible de 2 puertas, un sedán con columnas de 4 puertas y un sedán con techo rígido de cuatro puertas (llamado Landau). Aunque mucho menos costoso que el Mark II, el Mark III se mantuvo bien equipado, conservando el aire acondicionado como una opción (reubicado desde el techo al tablero). [22] El Mark III se convirtió en el primer vehículo de Ford Motor Company en ofrecer un sintonizador de radio FM (como una opción que rara vez se solicita). [6] [23] Una opción única era "Auto Lube", que permitía que el automóvil se lubricara solo (siempre que se mantuviera lleno el depósito de aceite). [19] [17]
Mark IV (1959)
Para 1959, el Continental Mark IV experimentó un pequeño rediseño, con la eliminación de Dagmars de los parachoques delanteros y la escultura lateral cada vez menos dibujada. Coincidiendo con el final de la División Continental, el distintivo del guardabarros "Continental III" se sustituye por el distintivo "Continental" y "Mark IV" separados. La rejilla se rediseñó ligeramente, con los grupos de faros ahora integrados en la rejilla de la caja de huevos.
Mark V (1960)
Para 1960, el Continental Mark V vio otra actualización de estilo, con parachoques delanteros más planos (con Dagmars). La insignia Continental fue rediseñada, con la insignia "Mark V" trasladada a los guardabarros traseros. En los guardabarros delanteros, se agregaron cuatro lanzas cromadas horizontales. Usando un diseño similar al Mark IV, al Mark V se le dio una rejilla rediseñada. El Continental 1960 cuenta con un hermoso tablero rediseñado solo por un año. La parrilla trasera y el parachoques también se rediseñaron por completo para diferenciarlo de los dos años anteriores. La suspensión trasera se cambió de resortes helicoidales a resortes de láminas, la caja de fusibles se colocó debajo del capó para facilitar el acceso y se ofreció por primera vez el control de crucero.
Coche de ciudad / limusina
Junto al Mark III, IV y V, hay dos modelos adicionales del Continental de tercera generación. En 1959, Lincoln añadió los estilos de carrocería Limousine y Town Car; este último marcó el primer uso del nombre de Town Car por Lincoln. Disponible solo en negro, ambas versiones se construyeron con una línea de techo trasera formal específica del modelo con un techo de vinilo acolchado y una ventana trasera más pequeña para mayor privacidad. La limusina presentaba una división retráctil entre los asientos delanteros y traseros con una radio en el asiento trasero en la parte trasera del asiento delantero. La distancia entre ejes se mantuvo en las mismas 131 pulgadas en la limusina que los otros modelos Continental y los asientos traseros también tenían las mismas dimensiones. Con un precio de $ 10,230. por la limusina y $ 9207. para el Town Car, estos autos venían equipados con todos los accesorios opcionales ofrecidos ese año. La capacidad del aire acondicionado se incrementó con la adición de un evaporador montado en el maletero para aumentar la refrigeración de los asientos traseros.
El Town Car y Limousine de 1959-1960 se encuentran entre los vehículos Lincoln más raros jamás vendidos; solo se produjeron 214 ejemplares del Town Car de $ 9,200 y solo se produjeron 83 ejemplares de la limusina de $ 10,200. [19]
1958 Continental Mark III convertible
1958 Continental Mark III, vista lateral
1958 Continental Mark III, vista trasera
1958 Continental Mark III (junto al Continental Mark VI de 1983)
1959 Continental Mark IV Town Car
1959 Continental Mark IV convertible
1959 Continental Mark IV convertible, vista trasera
1959 Continental Mark IV convertible (techo levantado)
1960 Continental Mark V convertible, con la capota levantada
1960 Continental Mark V Landau (sedán de techo rígido de cuatro puertas)
Reutilización de la placa de identificación
Casi un 40% más bajo en precio que el Continental Mark II, el Mark III se venderá mejor que el predecesor Mark II. De 1958 a 1960, la División Lincoln perdería más de $ 60 millones; Junto con el lanzamiento de vehículos recientemente desarrollados en una economía en recesión (un factor que contribuyó a la caída de la línea Edsel), Lincoln y Continental se enfrentaron a superar el gasto de desarrollar un vehículo que no se compartía ni con Ford ni con Mercury.
En 1961, cuando Lincoln rediseñó su línea de modelos, el Continental pasó de ser el buque insignia de Lincoln a la única línea de modelos vendida por la división (durante los siguientes 16 años). A mediados de la década de 1960, Ford tomó la decisión de desarrollar un nuevo sucesor del Mark II, nombrándolo Continental Mark III, comenzando efectivamente la serie Mark . Al igual que con el Mark II y los Continental de 1958-1960, Lincoln lo vendió, comercializó y le dio servicio, aunque no tenía la insignia oficial como tal. Como parte del lanzamiento, se minimizó en gran medida la existencia del Continental Mark III de 1958 que compartía su nombre; un segundo apodo para esta generación se llama "Marcas olvidadas" [19]
Medios relacionados con Lincoln Continental (tercera generación) en Wikimedia Commons
Cuarta generación (1961-1969)
Cuarta generación | |
---|---|
Descripción general | |
Fabricante | Lincoln ( Ford ) |
Producción | 1961-1969 |
Montaje | Estados Unidos: Wixom, Michigan ( Wixom Assembly ) |
Diseñador | Elwood Engel |
Carrocería y chasis | |
Clase | Coche de lujo de tamaño completo |
Tipo de cuerpo | Sedán de 4 puertas con techo rígido de 2 puertas Convertible de 4 puertas |
Diseño | Diseño FR |
Relacionados | Ford Thunderbird (quinta generación) (1969-1971) Continental Mark III (1969-1971) |
Tren motriz | |
Motor | 430 pulgadas cúbicas (7,0 L) MEL V8 460 pulgadas cúbicas (7,5 L) V8 serie 385 462 pulgadas cúbicas (7,6 L) MEL V8 |
Transmisión | 3-velocidad Turbo-Drive automática de 3 velocidades C6 automática |
Dimensiones | |
Distancia entre ejes | 1961-1963: 123,0 pulg. (3.124 mm) 1964-1969: 126,0 pulg. (3.200 mm) |
Largo | 1961: 212,4 pulgadas (5395 mm) 1962-1963: 213,3 pulgadas (5418 mm) 1964-1965: 216,3 pulgadas (5494 mm) 1966-1968: 220,9 pulgadas (5611 mm) 1969: 224,2 pulgadas (5695 mm) |
Ancho | 1961-1965: 78,6 pulg. (1,996 mm) 1966-1969: 79,7 pulg. (2,024 mm) |
Altura | 1961-1963: 53,6 pulgadas (1361 mm) 1964-1965: 54,2 pulgadas (1377 mm) 1966-1968: 55,0 pulgadas (1397 mm) 1969: 54,2 pulgadas (1377 mm) |
Peso en vacío | 5.000–5.700 libras (2.300–2.600 kg) |
Cronología | |
Predecesor | Lincoln estreno |
Para el año modelo 1961, la gama Lincoln se consolidó en un modelo. Después de los $ 60 millones en pérdidas (equivalentes a $ 524,9 millones en la actualidad) para desarrollar los automóviles 1958-1960, todos los modelos fueron reemplazados por un nuevo Lincoln Continental. Haciendo su primera aparición desde 1948, la cuarta generación estaba disponible solo como sedán de cuatro puertas y convertible hasta su actualización del año modelo 1966.
Aunque perdía casi 15 pulgadas de largo y 8 pulgadas de distancia entre ejes sobre su predecesor Lincoln Continental Mark V de 1960, el nuevo modelo era más pesado que sus contrapartes Cadillac o Imperial. [24] [25] Su sólida construcción y la rigurosa inspección posterior a la construcción de cada vehículo [26] reflejan el compromiso de la gerencia corporativa de Ford de fabricar el mejor automóvil nacional producido en serie de su tiempo, una reputación envidiable que logró. [27]
El Lincoln Continental de 1961 y sus diseñadores recibieron una medalla de bronce del Instituto de Diseño Industrial (IDI) de Nueva York, NY. Este instituto rara vez otorga premios a los vehículos. También ganó el premio 1961 Engineering Excellence Award de Car Life.
Desarrollo
El Lincoln Continental de cuarta generación fue diseñado por el vicepresidente de diseño de Ford, Elwood Engel . [28] A mediados de 1958, Lincoln estaba luchando contra Cadillac, [ cita requerida ] con su falta de rentabilidad poniendo en riesgo el futuro de la división. [28] En 1958, Engel desarrolló una propuesta para el Ford Thunderbird de 1961 con los empleados Howard Payne y John Orfe en 1958. [29] Si bien la propuesta no fue seleccionada para el Thunderbird, el diseño interesó a los ejecutivos de Ford hasta el punto de desear el vehículo. como un Lincoln de cuatro puertas. [30]
En el momento de la aprobación, los planificadores de productos de Ford habían llegado a dos conclusiones fundamentales para restaurar la rentabilidad de la División Lincoln. Primero, para inculcar la continuidad del diseño, Lincoln adoptaría un ciclo de modelo distinto de Ford o Mercury, pasando de tres años a ocho o nueve. [31] En segundo lugar, la línea de modelos Lincoln de 1958 era demasiado grande para un sedán de longitud estándar; en consecuencia, el Lincoln 1961 tendría que reducir su huella exterior. [31] [32]
Chasis
El Continental de cuarta generación montó en una versión estirada de la plataforma unibody producida para el Thunderbird de 1961, [26] alargada a una distancia entre ejes de 123 pulgadas desde el lanzamiento al mercado hasta 1963. Esto luego se extendió a 126 pulgadas y se mantuvo hasta 1969.
El único motor disponible era el MEL V8 de 430 pulgadas cúbicas (7,0 L) transferido del Mark V. Se amplió a 462 pulgadas cúbicas en los modelos de 1966, convirtiéndose en el motor de mayor cilindrada jamás utilizado en un automóvil de pasajeros de Ford Motor Company. Un nuevo motor, el V8 basado en la serie 385 de 460 pulgadas cúbicas (7,5 L) , tomó su lugar en 1969, compartido con el Continental Mark III . Todas las versiones del Continental estaban equipadas con una transmisión automática de 3 velocidades. La novedad de 1966 fue la automática C6 de Ford, diseñada para su uso en motores V8 de bloque grande y alta potencia.
Cuerpo
En su lanzamiento, el Lincoln Continental de cuarta generación se ofreció únicamente como un cuatro puertas, ya sea como un sedán o un convertible. Por primera vez en un Lincoln desde 1951, las puertas traseras tenían bisagras traseras ( puertas suicidas ). Para alertar a los conductores de puertas abiertas, Lincoln instaló el tablero de instrumentos con una luz de advertencia de "puerta entreabierta" (como se ve en muchos automóviles modernos). Enganchados en el pilar B con un sistema de cierre centralizado operado por vacío, los convertibles usaban un pilar abreviado, mientras que los sedanes eran "techos rígidos con pilares". En la configuración, un pilar B delgado sostenía la estructura del techo mientras que las cuatro puertas utilizaban vidrio de puerta sin marco (en el estilo de un techo rígido o convertible); el diseño sería utilizado por varios sedanes de Ford Motor Company durante las décadas de 1960 y 1970.
En lo que sería el primer convertible de cuatro puertas de un importante fabricante estadounidense después de la Segunda Guerra Mundial, el Lincoln Continental convertible estaba equipado con una capota motorizada en todos los ejemplos. Derivado de su mecanismo del convertible de techo rígido Ford Fairlane 500 Skyliner , el Continental estaba equipado con un techo de tela que se almacenaba debajo de una tapa de la plataforma con bisagras traseras / panel de relleno. De manera similar al Skyliner, para acceder al maletero y almacenarlo, la tapa de la plataforma se abrió eléctricamente (sin subir ni bajar el techo).
Una opción algo rara e inusual para 1964-1965 fue la columna de dirección ajustable verticalmente. A diferencia de la mayoría de las columnas de inclinación ajustable que emplean una junta de pivote de bloqueo activada por palanca justo detrás del volante, la versión de Lincoln empleó una abrazadera accionada por vacío, una ventana indicadora de altura montada en el tablero y un punto de pivote mucho más abajo en la columna. [33]
Lincoln Continental
Lincoln Continental convertible
Lincoln Continental convertible
Cronología del modelo
Durante su producción, el Lincoln Continental de cuarta generación se produciría en tres versiones, sometiéndose a revisiones de modelo en 1964 y 1966.
1961–1963
The 1961 Lincoln Continental was introduced with four-door sedan and four-door convertible versions, replacing the Lincoln Premiere and Lincoln Continental Mark V. For the first time in a car manufactured in the United States, the Lincoln Continental was sold with a 2 year/ 24,000 mi (39,000 km) bumper-to-bumper warranty.[27][34] California walnut veneer was used on the doors and instrument panel.[35]
For 1962, a simpler front grille design with floating rectangles and a thin center bar replaced the heavy-gauge, Thunderbird-like, high mounted bumper of the '61.
For 1963, the Continental underwent several functional updates. The front seatbacks were modified in an effort to increase rear seat legroom. To increase luggage space, the trunklid was reshaped. In line with a number of vehicles in the United States, the electrical charging system introduced an alternator, replacing the generator.
1961 Lincoln Continental sedan
1962 Lincoln Continental convertible (Australian right-hand drive)
1962 Lincoln Continental convertible
1962 Lincoln Continental convertible (Australian right-hand drive)
1963 Lincoln Continental
1964–1965
For 1964, the Lincoln Continental underwent its first mid-cycle redesign. Alongside styling updates, several functional changes were focused towards increasing rear-seat space. The wheelbase was increased from 123 to 126 inches, shifting the rear seats backward. The roofline underwent several changes, with the adoption of flat side glass (replacing curved window glass). To increase rear headroom, the rear roofline became additionally squared off, in a notchback style.
In a slight exterior restyling, to eliminate the "electric shaver" appearance, the front fascia added vertical chrome accents to the grille; the recessed rear grille was replaced by a much simpler decklid with trim panel (moving the fuel-filler door to the left-rear fender). The interior was completely revised with a full-width instrument panel, updated upholstery patterns, door panels and fittings.
In 1964, Lincoln debuted the Continental Town Brougham concept car,[36] which had a 131 in. wheelbase, overall length at 221.3, and had a retractable glass partition between the front and rear compartments, with an exposed area over the front compartment, in typical 1930s style town car/brougham appearance.
For 1965, Lincoln made additional updates to the Continental. In a styling change, the convex "electric shaver" front fascia was replaced by a more angular blunt hood with an upright flat grille design. As part of the redesign, the front turn signals and parking lights are moved from the front bumpers to wraparound lenses on the front fenders, with similar parking lights/turn signals on the rear; all four lights received metal trim to match the horizontal lines of the new grille. To improve braking ability, the Continental was given Kelsey-Hayes disc brakes for the front wheels; in addition, front seat belts with retractors became standard.[37]
1964 Lincoln Continental sedan
1964 Lincoln Continental sedan, rear
1964 Lincoln Continental sedan, interior
1965 Lincoln Continental convertible
1965 Lincoln Continental sedan
1966–1969
For 1966, the fourth-generation Lincoln Continental underwent a second mid-cycle redesign. To better compete against the Cadillac Coupe de Ville and the Imperial Crown Coupe, Lincoln introduced its first two-door pillarless hardtop since 1960. The convertible remained offered solely as a four-door. In an effort to increase sales of the five year-old model range, Lincoln reduced the price of the Continental nearly $600 from 1965 while keeping equipment levels identical.[38] The marketing decision proved successful; boosted by the introduction of the two-door body style, the model range increased sales by 36%.[39]
While following much of the 1965 restyling (distinguished in '66 largely by a new grille and the addition of "Continental" to the hood), the 1966 Lincoln Continental wore an all new body, growing 5 inches longer (implemented primarily in the rear seats to accommodate more leg room), and nearly an inch taller and wider. Curved side glass made its return (with less obvious tumblehome, to increase interior room). To offer an engine sized comparably to those in the Imperial (440 cubic inches in 1966) and Cadillac (429 cubic inches, 472 cubic inches in 1968), the 430 V8 was enlarged to 462 cubic inches.
The convertible underwent several equipment revisions for the first time, adding a glass rear window and the top mechanism added a second hydraulic pump for opening the convertible roof and the trunklid (making the two systems separate); hydraulic solenoids were deleted from the top mechanism. The interior underwent several revisions, adding a tilt steering wheel and an 8-track tape player as options.[40]
For 1967, the Lincoln Continental was given only minor trim updates, with the deletion of the Lincoln star emblem from the front fenders being the largest change. Several functional changes were made, as Lincoln added a number of indicator lights to the dashboard. Along with an oil pressure warning light, the dashboard was given indicator lights for an open trunk and the cruise control (if on).[41] Following federal safety mandates, lap safety seatbelts became standard equipment, coupled with an energy-absorbing steering column.
Following years of decreasing sales, 1967 marked the final year of the Lincoln Continental convertible, with only 2,276 sold.[42][43] After becoming the first four-door convertible sold after World War II, the Lincoln Continental would become the final (as of the 2018 model year) example of its type sold by an American manufacturer. As a result of numerous frame reinforcements required by the lack of a fixed roof, the 5,712 pound 1967 Lincoln Continental convertible is one of the heaviest passenger cars ever sold by Ford Motor Company.[44]
For 1968, Lincoln made several styling changes to the Continental. To meet federal safety standards, the parking lights, taillights, and front turn signals were returned to a wraparound design on the fenders to satisfy Federal standards for side marker lights. For the interior, torso seatbelts were added for the outboard front seats. The "Continental" wording was removed from the front fascia, replaced by the Lincoln star emblem (as seen on the rear); the hood ornament was deleted, in anticipation of a federal ban on the feature (which never came to effect). The new 460 cu in (7.5 l) Ford "Lima" engine was to be available at the beginning of the model year, but there were so many 462 cu in (7.57 l) Ford MEL engine engines still available, the 460 was phased in later that year.[45] In April, the new Mark III made its debut, as a 1969 model.[46] Total sales would be down to just 39,134.[47]
For 1969, few changes were made in the final year of production. To comply with federal regulations, the front seats were updated with head restraints for the outboard passengers.[48] The front fascia was updated, with the grille enlarged for the first time since 1966, with the "Continental" wording returning above the grille. Shared with the Mark III, the 460 V8 became the sole engine for the Lincoln Continental, paired with the Ford C6 3-speed automatic transmission.
After a nine-year hiatus, the Town Car name made a return in 1969 as part of an interior trim option package for the Continental.
1966 Lincoln Continental sedan
1966 Lincoln Continental convertible
1967 Lincoln Continental two-door hardtop
1967 Lincoln Continental four-door sedan
1967 Lincoln Continental four-door sedan, rear view
1968 Lincoln Continental four-door sedan
1968 Lincoln Continental sedan, rear view
1969 Lincoln Continental hardtop coupe
1969 Lincoln Continental four-door
Presidential state cars
The Secret Service acquired two versions of the fourth-generation Lincoln Continental for use as a Presidential state car, serving from 1961 to 1977.
SS-100-X is a 1961 Lincoln Continental limousine modified by Hess & Eisenhardt of Cincinnati, Ohio. Designed as an open car with a series of tops for inclement weather, the car was rebuilt with a permanent roof, armoring, and bulletproof glass following the 1963 assassination of John F. Kennedy. Subsequently, all United States presidential limousines have been constructed as armored vehicles.
The Secret Service acquired a 1969 Lincoln Continental limousine for Richard Nixon; although an armored vehicle, the limousine roof was designed with a sunroof to allow President Nixon to stand in the vehicle to greet crowds in a motorcade.
In media
The fourth generation of Continental has appeared in many motion pictures. In the CBS television situation comedy Green Acres (1965–1971), in which the cars were furnished by Ford, lead character Oliver Wendell Douglas (Eddie Albert) is shown driving a 1965 Continental convertible and then in later episodes owns a 1967 model. Perry Mason (from the CBS 1957 series) also drove a fourth generation Continental convertible in many episodes; here too the cars were furnished by Ford.
Sales
Model Year | Total Sales |
---|---|
1961 | 25,160[49] |
1962 | 31,061[50] |
1963 | 31,233[51] |
1964 | 36,297[52] |
1965 | 40,180[53] |
1966 | 54,755[39] |
1967 | 45,667 |
1968 | 39,134[47] |
1969 | 30,858 |
Media related to Lincoln Continental (fourth generation) at Wikimedia Commons
Quinta generación (1970-1979)
Fifth generation | |
---|---|
Overview | |
Model years | 1970–1979 |
Assembly | United States: Wixom, Michigan (Wixom Assembly) |
Designer | Buzz Grisinger[citation needed] |
Body and chassis | |
Body style | 2-door hardtop 2-door coupe 4-door pillared hardtop |
Layout | FR layout |
Platform | Full-size Ford |
Related | Ford Galaxie/LTD Mercury Marquis/Grand Marquis |
Powertrain | |
Engine | 400 cu in (6.6 L) Cleveland V8 460 cu in (7.5 L) 385-series V8[54] |
Transmission | 3-speed C6 automatic |
Dimensions | |
Wheelbase | 1970–73: 127.0 in (3,226 mm)[55] 1974–79: 127.2 in (3,231 mm) |
Length | 1970–72: 225.0 in (5,715 mm) 1973: 229.9 in (5,839 mm) 1974: 232.6 in (5,908 mm) 1975–76: 232.9 in (5,916 mm)[56][57] 1977–79: 233.0 in (5,918 mm) |
Width | 1970–73: 79.6 in (2,022 mm) 1974–75: 80.0 in (2,032 mm) 1976: 80.3 in (2,040 mm) 1977: 80.0 in (2,032 mm) 1978–79: 79.9 in (2,029 mm)[58] |
Height | 1970: 55.7 in (1,415 mm) 1971–72: 55.6 in (1,412 mm) 1973: 55.5 in (1,410 mm) 1974: 55.4 in (1,407 mm) 1975: 55.6 in (1,412 mm) 1976: 55.5 in (1,410 mm) 1977: 55.2 in (1,402 mm) 1978–79: 55.4 in (1,407 mm) |
Curb weight | 4,900–5,400 lb (2,200–2,400 kg) |
For the 1970 model year, Lincoln introduced the fifth-generation Lincoln Continental. Building on the success of the Mark III introduced the year before, Lincoln sought to modernize the Continental for the 1970s after a nine-year production run.
Although shorter in wheelbase and slightly narrower than 1958–1960 Lincolns, the addition of 5-mph bumpers make 1977–1979 Lincolns the longest automobiles ever produced by Ford Motor Company.
Chassis
The fifth-generation Lincoln Continental is based on body-on-frame construction, the first Lincoln to do so since 1957. To save on its engineering and development costs, the Continental was no longer given its own chassis, instead given a longer-wheelbase version of the Mercury Marquis chassis (stretched from 124 inches to 127 inches; 1974–1979 vehicles received a 127.2-inch wheelbase).
Shared with the LTD and Marquis, the Continental was equipped with coil springs at all four corners. From 1970 to 1974, the Continental was fitted with front disc and rear drum brakes;[59] from 1975 to 1979, four-wheel disc brakes were available.[60]
The 460 cubic-inch V8 returned as the standard engine, becoming available from 1970 to 1977; from 1970 to 1972, the 460 remained exclusive to Lincoln. In an effort to increase fuel economy and comply with emissions standards, Lincoln added a 400 cubic-inch V8 for California for 1977, with the 460 remaining available in 49 states. For 1978, the 400 became standard (with the 460 as an option), with the 460 discontinued for 1979. Both engines were paired with the Ford C6 3-speed automatic transmission.
Body
In a major departure from its fourth-generation predecessor, the 1970 Lincoln Continental's Marquis-based frame forced the sedan to abandon "suicide doors" for conventional front-hinged doors. As with its predecessor and the Mercury Marquis, the Lincoln Continental was offered as a two-door hardtop and as a four-door "pillared hardtop" sedan (B-pillar with frameless door glass). Unlike Ford or Mercury, no Lincoln two-door convertible was introduced.
Shared with the Mark series, the fifth-generation Continental was equipped with vacuum-operated hidden headlamps; as a fail-safe, the headlamp doors were designed to open in the event of failure (a dashboard indicator light indicated their status).[55]
Model timeline
During its production, the fifth-generation Lincoln Continental was sold in two versions, with a major revision in 1975. Following the downsizing of the full-size General Motors and Chrysler product lines, the Lincoln Continental became the largest mass-market automobile produced worldwide for the 1977 model year. It was surpassed only by purpose-built limousines such as the long-wheelbase version of the Mercedes-Benz 600, the Rolls-Royce Phantom VI, and the ZIL-4104. Following the 1979 downsizing of the Ford LTD and Mercury Marquis, the Lincoln Continental was marketed as the final "traditional" or "large" sedan in the United States.
1970–1974
For 1970, Lincoln introduced a redesigned Continental two-door, Continental four-door, and Continental Town Car; sold only as a four-door, the Town Car was distinguished by a vinyl roof.
For 1971, the grille underwent a minor styling change, partially in an effort to better distinguish the Continental from the Mercury Marquis. The grille and headlight doors were redesigned, with the latter painted in body color. Rear-wheel ABS brakes (called Sure-Trak) was optional.[61]
For 1972, several functional changes were made, as the 460 V8 decreased in compression; though intended to decrease emissions and adapt to unleaded gasoline, output dropped. The tradition of Lincoln-exclusive engines came to an end, as Mercury began use of the 460 in the Mercury Marquis and Colony Park as an option. Minor styling changes were made, as the grille and the fenders were restyled; to better separate the Continental from the Mark IV, Lincoln reintroduced chrome fender trim. For the first time since 1967, the Continental was equipped with a hood ornament. On the inside, more rear seat legroom was added.[62]
For 1973, the Lincoln Continental was brought into compliance with federal crash regulations as it was fitted with a 5-mph front bumper. While a number of vehicles underwent significant revisions to comply with the regulation, the Continental was able to meet the standard by moving its front bumper several inches forward and fitting it with rubber-tipped impact overriders. The rear bumper was modified in a similar manner, with a 2 1/2 mph rating; in total, the Continental gained nearly 5 inches in length.
As a counterpart to the Continental Town Car, a two-door Continental Town Coupe was introduced. In a similar fashion as the Town Car, the Town Coupe was distinguished by its padded vinyl top.
For 1974, the Lincoln Continental was given a new grille, moving from an egg-crate style to a waterfall design. As part of federal regulations, a 5-mph bumper was added to the rear, leading to a redesign of the rear bumper; the taillamps were moved from inside the bumper to above it.
1970 Lincoln Continental
1970 Lincoln Continental, rear view
1971 Lincoln Continental Sedan
1972 Lincoln Continental
1972 Lincoln Continental, rear view
1973 Lincoln Continental Town Car
1973 Lincoln Continental Coupé
1974 Lincoln Continental Sedan
1975–1979
After 5 years on the market, Lincoln made an extensive revision to the Continental. Coinciding with the 1975 introduction of the Mercury Grand Marquis, Lincoln and Mercury sought to better visually differentiate their two flagship model lines, in spite of their mechanical commonality. As part of the revision, the Lincoln Continental was able to adopt a greater degree of styling commonality with the Continental Mark IV. For 1975, the exterior of the Lincoln Continental underwent a major revision. Although the body below the beltline saw only minor change with the taillights redesigned with vertical units, the roofline was completely restyled. To separate itself from the Mark IV, the two-door Continental/Town Coupe adopted a fully pillared roofline with a square opera window in the C-pillar. In place of the pillared hardtop shared with the Mercury Marquis and Ford LTD, the four-door Continental/Town Car adopted a wide B-pillar; to distinguish itself from the Cadillac Sixty Special Brougham; Town Cars were given the oval opera window introduced on the Mark IV. Along with the styling upgrades, 1975 Lincolns received substantial upgrades to the braking system. Designed by Bendix,[60] the Lincoln Continental became one of the first American cars equipped with a 4-wheel disc brake system (as an option). To further improve the emissions performance of the 460 V8, the engine was fitted with catalytic converters, ending its compatibility with leaded regular gasoline.
For 1976, the exterior remained essentially the same as the year before (marking the first carryover styling year for Lincoln since 1963). In an effort to price the Continental more competitively, Lincoln deleted a number of previously-standard features, making them extra cost options.
For 1977, the Lincoln Continental would undergo another exterior revision. The wide Mercury-style grille was replaced by a narrower Rolls-Royce radiator-style grille, nearly identical to the Mark V (variations of the radiator grille would remain in use on Lincolns through 1997). In another trim revision, the "Continental" script was removed from the rear fenders.
For 1978, the dashboard was updated for the first time, as the Lincoln Continental adopted a revised version of the Mercury Grand Marquis dashboard. In addition to increasing parts commonality, the update was done to save weight; the plastic-frame Mercury dashboard was lighter than the previous steel-frame version. In a similar move, Lincoln redesigned the rear fender skirts, adopting a version that covered less of the rear wheels. Alongside the optional sliding glass sunroof, a fixed glass moonroof with an interior sunshade was introduced (for the first time since the 1955 Ford Skyliner).[63]
For 1979, the interior underwent further updating, as the Mercury-sourced dashboard received additional wood trim. The 460 V8 was deleted from the Lincoln/ Mark V model line entirely, leaving the 400 V8 as the sole engine.
1975 Lincoln Continental Town Coupe
1975-1976 Lincoln Continental Town Car
1977 Lincoln Continental Town Car
1977 Lincoln Continental Town Car, rear view
1978 Lincoln Continental (standard trim)
1978 Lincoln Continental Town Coupe, showing glass moonroof
1978 Lincoln Continental Town Coupe interior
Opera window, 1979 Lincoln Continental Town Car
Special editions
Throughout its production, the fifth-generation Lincoln Continental was offered with several special-edition option packages. In contrast to the Mark series, the fifth-generation Continental was not offered with any Designer Series editions.
Golden Anniversary (1971)
To commemorate the 50th anniversary of Lincoln in 1971, a Golden Anniversary Town Car was offered as a limited-edition option package for the Lincoln Continental. Although technically available in any of 25 paint colors available for any Lincoln, the Golden Anniversary Town Car featured an exclusive gold moondust metallic paint color as an option; 1,040 examples were painted in the gold moondust color.[64] All examples were given a color-keyed vinyl roof with a color-keyed leather interior (with trim exclusive to the package).[64]
Other features included a commemorative brochure, a glove compartment vanity mirror, a commemorative plaque on the dashboard, and keys plated in 22 carat gold presented in a jewelry box.[64] In total, 1,575 examples were produced; initial production was 1,500 vehicles, with an additional 75 produced exclusively for employees within Ford Motor Company.[64]
Williamsburg Edition (1977–1979)
From 1977 to 1979, Lincoln sold a Williamsburg Edition Continental Town Car. Intended as a cosmetic option package, the Williamsburg Edition was the only Continental or Town Car sold with two-tone paint;[65] the edition also standardized a number of options. Along with two-tone paint, the Williamsburg Edition also included a full vinyl roof, pinstriping, power vent windows, lighted vanity mirrors, and 6-way twin "Comfort Lounge Seats".
For 1977, the option package was designed as one of the most conservative versions of the Town Car, without any opera windows or coach lights fitted to the roofline. For 1978 and 1979, the opera windows and coach lights were added to the roofline.
Collector's Series (1979)
To commemorate the end of production of the Lincoln Continental and Continental Mark V while denoting them as the final "traditional" full-size American sedans and coupes, Lincoln offered a Collector's Series for both the Continental and Mark V. As with its Mark V counterpart, the Continental Collector's Series was equipped with essentially every available feature as standard equipment. Only four options were available for the Collector's Series: a power moonroof, 40-channel CB radio, "Sure-Track" anti-lock brakes, and a plush Kashmir velour interior (in lieu of leather). The Continental Collector's Series could reach $18,000 ($64,184 in current dollars) when fully equipped; within Ford Motor Company, it was only surpassed by its $22,000 Mark V Collector's Series counterpart at the time.
Along with four options, the Continental Collector's Series was produced in four colors: dark blue, white and limited-issue medium blue (197 built) and light silver (125 built) with a dark-blue vinyl top.
Media related to Lincoln Continental (fifth generation) at Wikimedia Commons
Sexta generación (1980)
Sixth generation | |
---|---|
Overview | |
Manufacturer | Lincoln-Mercury (Ford) |
Also called | Lincoln Continental Town Car/Town Coupe |
Model years | 1980 |
Assembly | United States: Wixom, Michigan (Wixom Assembly) |
Body and chassis | |
Class | Full-Size Luxury Sedan |
Body style | 2-door coupe 4-door sedan |
Layout | FR layout |
Platform | Ford Panther |
Chassis | Body-on-Frame |
Related | Ford LTD Landau Mercury Grand Marquis |
Powertrain | |
Engine | Ford 302 Windsor Small Block V8 Ford 351 Windsor Small Block V8 |
Transmission | 4-speed AOD overdrive automatic |
Dimensions | |
Wheelbase | 117.4 in (2,982 mm) |
Length | 219.2 in (5,568 mm) |
Width | 78.1 in (1,984 mm) |
Height | 56.1 in (1,425 mm) |
Curb weight | 4,061–4,147 lb (1,842–1,881 kg) |
Chronology | |
Successor | Lincoln Town Car |
With the impending adoption of federal fuel-economy standards (CAFE) making the large cars of the 1970s a potential financial threat to Ford Motor Company, for 1979, Ford and Mercury full-size sedans underwent extensive downsizing; Lincoln became the final American brand to release to a downsized model range for the 1980 model year. In another extensive model change, the Lincoln Continental became the counterpart of the newly introduced Continental Mark VI, the first Mark series model range smaller than its predecessor.
While lagging behind Cadillac for three years to downsize its model range, the redesign of the Continental provided Lincoln with the best year-to-year fuel economy improvement (38%) in Ford history.[66] Alongside a massive reduction of curb weight, the introduction of a 4-speed overdrive transmission enabled Lincoln to surpass its competitors, switching from the brand with the worst 1979 CAFE rating to the most fuel-efficient full-size car sold.
One of the most technologically advanced vehicles ever sold by Ford at the time, the 1980 Continental introduced a standard 4-speed automatic overdrive transmission, electronic fuel injection with computer-controlled engine management (EEC-III), digital instrument panel, and trip computer (measuring real-time and average fuel economy figures and driving range). Throughout the decade, many of the features would make their way into many other Ford and Lincoln-Mercury vehicles.
The sixth generation of the Lincoln Continental would be offered only for 1980. To eliminate saturation of the Lincoln model line, the sixth-generation Continental was re-released as the Lincoln Town Car for 1981 (effectively lasting though the 1989 model year). Following the 1980 withdrawal of the Versailles and the introduction of the Town Car, the Continental nameplate was shifted to the mid-size segment for the 1982 model year (skipping the 1981 model year). While never officially announced as the replacement for the Versailles, the 1982 Continental became the Lincoln competitor for the Cadillac Seville. The Mark VI ended its model run after the 1983 model year and was replaced by the Mark VII, a far different vehicle.
Chassis
Central to the redesign was the adoption of the all-new Ford Panther platform, shared with the Ford LTD and Mercury Marquis. While retaining the body-on-frame layout of its predecessor and using a rear-wheel drive powertrain, the Panther platform made major engineering changes to lower curb weight. In addition, the chassis itself was smaller in several key dimensions. While only approximately 2 inches narrower, the 1980 Continental shed 10 inches of its wheelbase and 14 inches in length. In losing nearly 1000 pounds of curb weight, the 1980 Continental came within 200 pounds of the curb weight of the "compact" Lincoln Versailles.
In its focus on fuel economy, the Panther platform was developed without the use of the 400 or 460 V8s powering full-size Lincoln-Mercurys throughout the 1970s. In their place was the first fuel-injected V8 engine produced by Ford Motor Company. Based on the 302 cubic-inch small block V8, the newly christened 129 hp 5.0L V8 (rounded up from its true 4.9L displacement) was the first "metric-displacement" American Ford engine. As an option, a 140 hp carbureted 351 cubic-inch Windsor V8 was available. In place of the C6 3-speed automatic transmission was an all-new 4-speed Automatic Overdrive Transmission (AOD). Developed under the name Ford Integral Overdrive (FIOD), this industry-first transmission featured both a mechanically-engaged overdrive (0.67/1 ratio) fourth gear and third and fourth-gear torque converter lock-up.
The new Panther platform allowed for changes in the new Continental's suspension geometry and many improvements were made to the power steering. With this, and the reduced overall size, the 1980 Lincoln Continental was able to retain the traditional big car ride and feel, while offering a major enhancement to its handling. Compared to the 1980 Continental's GM and Chrysler counterparts and the 1979 Lincoln models, the new car offered more agile maneuvering, as well as a reduced turn diameter by over 8 feet (compared to the 1979 Lincoln Continental).
Body
Although sharing a common platform and powertrain with the Ford LTD and Mercury Marquis, the Lincoln Continental was well differentiated from its counterparts; no visible body panels were common between the three vehicles. In contrast, the 1980 Continental was positioned as the base model of the Lincoln model line; the Continental Town Car/Town Coupe made its return as the top-trim model. As all Continentals wore padded roofs, Continental Town Cars were largely differentiated by two-tone paint. Lincolns were differentiated from Continental Mark VIs by their exposed headlights and full-width taillamps (instead of a "Continental spare tire trunk"). Two-door Lincolns can be distinguished from Mark VI two-doors with their "notchback" roofline; they share a common wheelbase with four-door Lincolns.
1980 Lincoln Continental Mark VI Sedan
Séptima generación (1982-1987)
Seventh generation | |
---|---|
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 |
Related | Lincoln Mark VII Ford Thunderbird (1980–1982) Mercury Cougar XR7 (1980–1982) |
Powertrain | |
Engine | 2.4 L (149 cu in) BMW M21 turbodiesel I6 3.8 L (232 cu in) Essex V6 4.9 L (302 cu in) 5.0L small block V8 |
Transmission | 4-speed AOD automatic 4-speed ZF 4HP22 automatic (turbodiesel) |
Dimensions | |
Wheelbase | 108.5–108.7 in (2,756–2,761 mm) |
Length | 200.7–201.2 in (5,098–5,110 mm) |
Width | 73.6 in (1,869 mm) |
Height | 55.0 in (1,397 mm) |
Curb weight | 3,384–3,706 lb (1,535–1,681 kg) |
Chronology | |
Predecessor | Lincoln Versailles |
Following the downsizing and adoption of the Panther platform for the 1980 model year, the Lincoln division was faced with a critical issue. After the discontinuation of the compact Lincoln Versailles early in 1980, Lincoln was left with two full-size sedans. Although each was brand-new for the model year, the Lincoln Continental and Continental Mark VI were functionally identical vehicles. Aside from the "Continental tire" trunklid, unique rear quarter panels, different taillamps and hidden headlamps of the Mark VI, the two vehicles offered little differentiation.
The Lincoln Continental made its return in early 1981 as a 1982 model. To further separate Continental from the Town Car, Lincoln designers shifted the Continental nameplate into the mid-size segment. Only offered as a four-door sedan, the Continental was styled with a "bustle-back" rear end and marketed to compete directly with the Cadillac Seville and the Imperial. Using the lessons learned from Lincoln Versailles and badge engineering, Lincoln stylists took great care to differentiate the expensive Continental from the Ford Granada and Mercury Cougar sedans sharing the Ford Fox platform with it; unlike the Versailles, no visible body panels were shared. The Continental shared its wheelbase and powertrain with the Continental Mark VII introduced for the 1984 model year.
Beginning with the 1981 model year, all manufacturers were required to use a 17 character VIN-code. The first three digits is the World Manufacturer Identifier which gives the make of the car. 1982–1985 Continental 4-door sedans have the separate VIN-code 1MR which designates Continental as the make instead of 1LN as Lincoln (as is the Town Car). In 1986, the situation was clarified by Ford Motor Company as the Continental was reassigned the 1LN VIN-code to designate Lincoln as the make.[67][68]
Chassis
Shifting from the Ford Panther platform to the Ford Fox platform, the Lincoln Continental became a mid-size car for the first time. In its redesign, the Continental would lose nearly 9 inches in wheelbase and 18 inches in length, along with over 400 pounds of weight. Although it would be the shortest-wheelbase Lincoln ever (at the time), the Continental would use a stretched 108.5" wheelbase version of the Fox platform used by the Ford Thunderbird and Mercury Cougar. In marked contrast to its Cadillac Seville competitor, which switched to a front-wheel drive GM platform, the Continental retained the use of rear-wheel drive.
The 1982 Lincoln Continental was fitted with two different engines. The standard engine was a 131 hp carbureted version of the 5.0L V8. At no cost, a 3.8L V6 (shared with the Ford Thunderbird and Mercury Cougar[69]) was an option; it was the first non-V8 Lincoln since 1948. Both engines were discontinued for the 1983 model year, replaced by the fuel-injected 5.0L V8 from the Town Car. All three engines were fitted with the 4-speed Ford AOD overdrive transmission. As a response to the diesel engine options available in Cadillacs and a number of European luxury brands, Lincoln introduced an optional 114-hp 2.4L turbodiesel inline-6 sourced from BMW (with a ZF 4-speed automatic transmission) for 1984. With only 1,500 sold, the diesel-powered Continental was rarely ordered and discontinued after the 1985 model year. The seventh-generation introduced two features as industry firsts: gas-charged shock absorbers and self-sealing tires.
Body
For the first time on a Lincoln-badged Continental, its namesake "Continental spare tire trunk" seen on the Mark Series was used as a decklid design feature. In addition, the decklid was lettered "CONTINENTAL" instead of "LINCOLN" (as was the Versailles, the first Lincoln to do so). As Ford Motor Company intended for the Lincoln Continental to compete against the Cadillac Seville, the rear half of the car was designed with a sloping "bustle-back" decklid, drawing inspiration from the Lincoln-Zephyr of the late 1930s. The decklid design of the Continental proved less extreme than that of the Seville. The addition of a horizontal brushed-chrome strip that ran along each side of Continental, along with plentiful two-tone color combinations, gave it a more conventional appearance in comparison to the Cadillac.
Coinciding with the introduction of the two-door Continental Mark VII, the Lincoln Continental was given a styling update for the 1984 model year. The body was fitted with flush-fitting front and rear bumpers and revised taillamps. While not fitted with the composite headlights of the Mark VII, the front fascia of the Continental was revised with an angled grille flanked by recessed quad headlamps and larger wrap-around marker lights incorporating cornering lamps, which made it more aerodynamic looking. On the inside, the doors and dashboard were fitted with satin-black trim (accented with low-gloss genuine walnut veneer for the 1986 model year only). Other changes through the rest of production run were primarily limited to paint colors and upholstery pattern details. The car continued thereafter with few changes. All models were also fitted with Ford's door-mounted Keyless Entry System, not to be confused with a Remote Keyless Entry System.[70]
Trim
For 1982, the Continental was offered in base trim, Signature Series, and Givenchy Designer Series trim. For 1983, the Signature Series trim was discontinued and given to the Town Car and Mark VI; the Valentino Designer Series was added. After the 1985 model year, the Valentino Designer Series was discontinued in favor of the Givenchy Series. Including many additional standard features, the Signature Series, Valentino, and Givenchy Designer Series Continentals added $3,100 to $3,500 to the price of a standard model. Fully optioned Signature and Givenchy models would top out at over $26,500 ($71,066 in current dollars).
Media related to Lincoln Continental (seventh generation) at Wikimedia Commons
Octava generación (1988-1994)
Eighth generation | |
---|---|
Overview | |
Production | October 1987–1994[71] |
Model years | 1988–1994 |
Assembly | United States: Wixom, Michigan (Wixom Assembly) |
Designer | Jack Telnack (1984) |
Body and chassis | |
Body style | 4-door sedan |
Layout | FF layout |
Platform | Ford FN9 platform |
Related | Ford Taurus Mercury Sable Ford Windstar |
Powertrain | |
Engine | 3.8 L Essex V6 |
Transmission | 4-speed AXOD-E automatic |
Dimensions | |
Wheelbase | 109.0 in (2,769 mm)[72] |
Length | 1988–1993: 205.1 in (5,210 mm) 1994: 205.6 in (5,222 mm) |
Width | 1988–1993: 72.7 in (1,847 mm) 1992–94: 72.3 in (1,836 mm) |
Height | 1988–1991: 55.6 in (1,412 mm) 1992–94: 55.4 in (1,407 mm) |
By the late 1980s, the luxury segment in which the Continental competed had changed drastically from a decade before. In addition to traditional competitors Cadillac and Chrysler, the Continental now competed against Mercedes-Benz, BMW, and Audi and eventually the top of the line vehicles of Acura, Lexus, and Infiniti. In anticipation Lincoln had chosen to completely reinvent the Continental, starting with development of eighth generation model in the 4th quarter of 1981.[73] The 1988 Continental went on sale on December 26, 1987[74] and shared its unibody chassis with the Ford Taurus and Mercury Sable, using its own unique body and interior design. This Continental became the first front-wheel drive Lincoln and the first Lincoln since 1948 sold without an available V8 engine. As part of a more conservative exterior, the sloping "Continental trunklid" was deleted. Although four inches longer, it was 170 pounds lighter than its predecessor. For the first time since 1980, the Continental closely matched its Cadillac Sedan de Ville counterpart in size.
By interior volume the Continental was the largest front-wheel drive car sold in 1988, and was recognized by Car and Driver on its 1989 Ten Best list. Power was provided by a 140 hp 3.8L Essex V6 newly introduced to the Taurus/Sable for 1988. An exclusive feature to the Continental was adaptive air-ride suspension and variable assist power steering was standard. In 1990 (MY 1991), engine output was revised to 155 hp, and to 160 hp for MY 1993. All Continentals were equipped with a 4-speed overdrive automatic transmission.
Body
While the exterior of the Continental adopts many of the flowing lines, including the flush-mounted glass, flush-mounted headlights, and wraparound doors of its counterparts alongside the Taurus, it also adopts several more conservative styling features, including a more upright C-pillar, chrome grille, and long deck, and the redesign of the sloping trunklid increased trunk space from 15 to 19 cubic feet (nearly matching the Town Car).
In October 1988 for 1989 model year, a redesigned dashboard was introduced to accommodate dual air bags. This unprecedented move made the Ford Motor Company the first US automaker to offer airbags as standard equipment for both the driver and front passenger (the second automaker worldwide after Porsche's 1987 944 Turbo).[75] In 1989 for the 1990 model year, a minor exterior update featured a new grille, hood ornament, and taillights. In late 1993 for MY 1994, a larger facelift was given, including new bumpers, rocker moldings, and bodyside moldings. Exterior trim was redesigned including a restyled argent-colored grille, redesigned taillamps, revised decklid trim, and the Lincoln nameplate is moved onto the grille and taillamps. The bucket seat option was given a redesigned steering wheel.
Trim
As part of the redesign, Lincoln simplified the trim lineup; only standard (later named "Executive") and Signature Series remained. For the first time since 1981, 6-passenger seating made its return. Leather seats were standard (with velour available as a no-cost option). Major options included a compact disc player, InstaClear electrically heated windshield (1988–1992), JBL sound system, power glass moonroof, keyless entry, anti-theft alarm system, cellular phone (starting MY 1990), three-position memory seat, and choice of wheels. For model year 1993 (1992 production), an "Individual Seats" group was available 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, cup holder, and 5 seats. 1994 was the last year that the Continental was offered in Executive and Signature Series trims. An Executive Touring package was also available.
50th Anniversary Edition (1990)
A 50th Anniversary Edition Continental Signature Series was offered during MY 1990 to commemorate the 50th anniversary of the model. It featured "50th Anniversary" badging, geometric spoked aluminum wheels with unique center hub ornaments, titanium exterior paint with unique red/blue accent striping, and two-toned interior.
Media related to Lincoln Continental (eighth generation) at Wikimedia Commons
Novena generación (1995-2002)
Ninth generation | |
---|---|
Overview | |
Production | November 1994–July 26, 2002 |
Model years | 1995–2002 |
Assembly | United States: Wixom, Michigan (Wixom Assembly) |
Designer | Fritz Mayhew (1991) |
Body and chassis | |
Body style | 4-door sedan |
Layout | FF layout |
Platform | Ford FN9 platform |
Related | Ford Taurus Mercury Sable Ford Windstar |
Powertrain | |
Engine | 4.6 L InTech V8 |
Transmission | 4-speed AX4N automatic |
Dimensions | |
Wheelbase | 109.0 in (2,769 mm) |
Length | 1995–1997: 206.3 in (5,240 mm) 1998–2002: 208.5 in (5,296 mm) |
Width | 73.6 in (1,869 mm)[76] |
Height | 56.0 in (1,422 mm) |
Curb weight | 3,868 lb (1,754 kg) |
Chronology | |
Successor | Lincoln MKS |
For the 1995 model year, the Continental was substantially updated with more rounded lines similar to the Mark VIII and launched on December 26, 1994;[77] the interior also saw a major overhaul. Production commenced at Wixom Assembly in November 1994. While the body was all-new, the new Continental shared underpinnings with the previous generation. In a departure from the previous generation and its Ford/Mercury counterparts, the Continental was given back its V8 engine for the first time since 1987 and more closely matched the Northstar V8 engine that Cadillac was using for its DeVille and Seville sedans at the time. The base price for the new Continental was $40,750 ($69,210 in current dollars).
The sole engine for the Continental was the Modular/InTech 32v DOHC 4.6L V8 shared with the Lincoln Mark VIII, but slightly de-tuned for front wheel drive use. It produced 260 hp (190 kW) and 265 lb⋅ft (359 N⋅m) torque; 0–60 mph (0–97 km/h) was reached in 7.2 seconds. Inside, the Continental featured a plush leather interior with many amenities and advanced electronics for the time. Some of the options included JBL sound system, 6-CD changer, power moonroof, heated seats, onboard cellular phone, anti-theft alarm system, traction control, and chrome wheels. As before, buyers could choose between five and six-passenger seating, offering Bridge of Weir leather on upper trim packages. A March 1992 customer clinic video features a final design prototype of the 1995 Continental.[78]
1995–1996 Continentals had air ride suspension on all four wheels while the 1997 model had rear air suspension and traditional steel coil springs up front. An increasingly competitive luxury market and decontenting of the 1997 Continental saw its base price decreased by 10% that year.
1998 facelift
The Continental was updated again in late 1997 for 1998 with redesigned front and rear end styling. The front-end also held a strong family resemblance to the newly redesigned 1998 Town Car. Also new for 1998 was a dashboard redesign, though still keeping the reflective dash cluster. Despite these notable changes, pricing on the Continental was up only slightly over the 1997 model which itself had seen a price reduction from the year before.
For 1999, the Continental once again saw only a modest price increase to MSRP $38,525 — the same price as the Town Car. The Continental offered buyers front wheel drive, while the Town Car remained rear wheel drive, and was joined by the slightly smaller Lincoln LS. This generation Continental gained seat-mounted side airbags and even more power (now up to 275 hp (205 kW). Six-passenger capability was still available via the no-charge option of a split-bench front seat and column shifter. Also available on the 1999 Continental was the "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, voice-activated cellular telephone, and the Alpine audio system (which included a digital sound processor, subwoofer amplifier, and additional speakers). One could also opt for the 6-disc CD changer, heated front seats, and a tinted glass power sunroof with sliding shade. New for 1999 was an extra-cost "Luxury Appearance Package" that included a wood-trimmed steering wheel and shift knob with unique two-tone seat trim and floor mats inside, and chrome alloy wheels and a special grille up front. Other available packages were the "Driver Select System" which included a semi-active suspension, selectable ride control, steering wheel-mounted controls for the audio and climate systems, automatic day/night outside mirrors, the "Memory Profile System" that recalled power steering assist and ride control settings for two drivers, and the "Personal Security Package" which included special run-flat tires mounted on polished alloy wheels, low tire pressure alert system, and universal garage door opener.
Between the 2000 and 2002 model years, changes to the Continental remained relatively minor as production of the model eventually came to an end. In 2000, various safety features became standard including child seat-anchor brackets, emergency trunk release, and "Belt Minder" system. In 2001, the universal garage door opener was now standard. A new Vehicle Communication System (VCS) featuring hands-free voice activated phone, Safety and Security Services (SOS), information services, and route guidance assistance was optional for 2002.
Special Editions
For 1996, Lincoln offered two special editions of the Continental. To commemorate the 75th anniversary of Lincoln, a Diamond Anniversary Edition of the Continental was offered as an option package. The package included "Diamond Anniversary" badging, leather seats, voice-activated cellular phone, JBL audio system, auto electrochromatic dimming mirror with compass, and traction control. As a continuation of the version offered the year before on the Town Car, Lincoln offered a Spinnaker Edition of the 1996 Continental. The option package featured "Spinnaker Edition" badging, tri-coat paint, two-toned leather seats, and 16" spoked aluminum wheels.
For 2001, a Limited Edition was offered, featuring unique leather interior with "Limited" embroidery, two-toned interior trim, wood steering wheel, 6-disc CD changer, and 16" spoked aluminum wheels. It was sold as a Greenbrier Limited Edition Continental in select markets.
To commemorate the end of the model run for 2002, a Collector's Edition was offered featuring a genuine walnut burl steering wheel, instrument panel, and side door trim, "CE" logos, platinum painted grille, 10-spoke chrome wheels, and more. In addition to the Continental's other exterior color choices, a CE-exclusive charcoal gray was also available. Approximately 2,000 were produced.
Sales
Calendar Year | American sales |
---|---|
1995 | 40,708 |
1996 | 32,019 |
1997 | 31,220 |
1998[79] | 35,210 |
1999[80] | 26,246 |
2000 | 22,648 |
2001[81] | 20,392 |
2002[82] | 15,435 |
2003 | 280 |
Cancellation and replacement
After several years of declining sales, Lincoln announced that 2002 would be the last year for the Continental. Along with declining sales of the model line, Lincoln faced a significant model overlap as the Continental, LS V8, and Town Car competed in nearly the same price range. As the LS V8 was a mid-size sport luxury sedan and the Town Car was a full-size luxury sedan, the Continental was withdrawn, with the final ninth-generation vehicle rolling off the Wixom Assembly production line on July 26, 2002.
After 2002, the Continental was not directly replaced. For 2009, Lincoln introduced the MKS; while intended to replace the Town Car (which remained until 2011), the MKS was closer in length and width to the ninth-generation Continental and based on a front-wheel drive chassis (with all-wheel drive as an option). In place of a V8 engine, the MKS offered a twin-turbocharged V6 as an option. For the 2017 model year, the MKS was replaced by the new tenth-generation Continental.
Media related to Lincoln Continental (ninth generation) at Wikimedia Commons
Décima generación (2017-2020)
Tenth generation | |
---|---|
Overview | |
Production | 2016–October 2020 |
Model years | 2017–2020 |
Assembly | United States: Flat Rock, Michigan (Flat Rock Assembly Plant) |
Designer | Max Wolff (2013),[83] David Woodhouse (2014) |
Body and chassis | |
Class | Full-size luxury car |
Body style | 4-door sedan |
Layout | Transverse, FF layout / F4 layout |
Platform | Ford CD4 platform |
Doors | Conventional doors (4 doors) Conventional doors (front)/Coach Doors (rear) (Lincoln Coach Door Edition) |
Related | Lincoln MKZ Ford Fusion Ford Mondeo Ford Taurus (China) |
Powertrain | |
Engine | 3.7 L Cyclone V6 2.7 L EcoBoost V6 twin-turbo 3.0 L EcoBoost V6 twin-turbo |
Transmission | 6F55 6-speed automatic |
Dimensions | |
Wheelbase | 117.9 in (2,995 mm)[84] 123.9 in (3,147 mm) (Coach Door Edition)[85] |
Length | 201.4 in (5,116 mm)[84] 207.4 in (5,268 mm) (Coach Door Edition)[85] |
Width | 75.3 in (1,913 mm) |
Height | 58.5 in (1,486 mm)[84] |
Curb weight | 4,224–4,547 lb (1,916–2,062 kg)[84] |
Chronology | |
Predecessor | Lincoln MKS Lincoln Town Car (indirect) |
In the fall of 2016, after a fourteen-year absence from the Lincoln model line, a new tenth generation Continental went on sale.[86] Previewed by a namesake concept car at the 2015 New York Auto Show, the 2017 Lincoln Continental is the successor of the Lincoln MKS. The Continental was manufactured in Flat Rock, Michigan, alongside the Ford Mustang. This was the first Continental generation since 1958 that is not assembled at the Ford Motor Company Wixom Assembly Plant.
Production of the Continental ended on October 30, 2020, with no immediate plans for a replacement in the full-size sedan segment.[87]
Chassis
The tenth-generation Lincoln Continental is based upon the Ford CD4 platform. Shared with the Ford Fusion (Mondeo) and Lincoln MKZ, the Continental shares an extended-wheelbase CD4 chassis with the seventh-generation Ford Taurus. At 117.9 inches (5.7 inches longer than the Fusion/MKZ), the Continental is the longest-wheelbase Lincoln sedan produced since 1979 with the exception of the long wheelbase L Town Cars. While front-wheel drive is standard, this generation marks the first use of all-wheel drive on a Lincoln Continental, but depending on trim, all-wheel drive is either optional or standard equipment.
While sharing its fundamental chassis underpinnings with the Lincoln MKZ, the Continental is powered exclusively by V6 engines. As a standard engine, a 305 hp 3.7L Ti-VCT V6, shared with the MKZ and MKS. As an option, a 335 hp 2.7L twin-turbocharged V6 is available, shared with the Lincoln MKX. At the top of the engine lineup, the Continental is fitted with a 400 hp (298 kW) 3.0L twin-turbocharged V6; exclusive to the Continental and MKZ, the 3.0L engine is the highest-horsepower engine ever fitted to a production Lincoln car (Navigator SUV is available with 450 hp (336 kW) 3.5L twin-turbo V6 ).[citation needed] All three engines are paired with a six-speed automatic transmission. When fitted with the 3.0L engine, all-wheel drive (with torque vectoring) is standard equipment.
Engine | Configuration | Output | Transmission |
---|---|---|---|
3.7 L Ti-VCT V6 (Ford Cyclone 37) | 3.7 L (227 cu in) DOHC 24V V6 | 305 hp (227 kW; 309 PS) @ 6500 rpm 280 lb⋅ft (380 N⋅m) @ 4000 rpm | Ford 6F55/SelectShift 6-speed automatic |
2.7 L Twin-turbocharged V6 (EcoBoost Nano 2.7L) | 2.7 L (164 cu in) DOHC 24V V6 twin-turbocharged | 335 hp (250 kW; 340 PS) @ 5500 rpm 380 lb⋅ft (515 N⋅m) @ 3000 rpm | |
3.0 L Twin-turbocharged V6 (EcoBoost Nano 3.0L) | 3.0 L (183 cu in) DOHC 24V V6 twin-turbocharged, gasoline direct injection | 400 hp (298 kW; 406 PS) @ 5750 rpm 400 lb⋅ft (542 N⋅m) @ 2750 rpm |
Body
The tenth-generation Continental introduced a new design theme for the Lincoln division, shifting from the previous split grille to a rectangular design, with a slightly recessed grille. Standard equipment includes electronically-latched doors, marketed as "E-Latch", to pulls the door closed. Interior door panels use a button near the door pull handle to unlatch the door;[86] on the outside, the exterior door pulls are integrated into the beltline window trim.
In place of a console or column-mounted transmission shifter, control of the transmission was changed to "PRNDS" buttons mounted to the left of the infotainment/navigation touch screen. "S" represents "Sport mode", where the suspension, power steering, and transmission shifting are programmed for more spirited driving. While largely done in an effort to increase center console space, the layout is a similar approach to Chrysler and Packard designs of the 1950s (though the Continental is also fitted with paddle shifters as standard equipment). As an option, the Continental is available with either 13 or 19-speaker audio systems from the "Revel" division of Harman, distinguished by aluminum speaker grilles in the door panels. As with the Lincoln MKS, the Continental is fitted with adaptive cruise control and lane-keeping technology, as an option, the Continental offers a 360-degree camera system to produce a "virtual overhead view" of the vehicle.[88]
2017 Lincoln Continental, side view (Changchun, China)
2017 Lincoln Continental dashboard
2019 Lincoln Continental, rear view
Trim
In line with current Lincoln product offerings, the Lincoln Continental is offered in three standard trims, Premiere, Select, and Reserve. In continuing with Lincoln tradition, Bridge of Weir "Deepsoft" leather is used for upper-level trim (Select and Reserve).[89] As a flagship trim level, Lincoln revisits the tradition of the 1970s Designer Editions for the "Black Label" Continental. As with the Designer Editions, the Black Label vehicles have specially-coordinated exterior and interior appearance packages, including Rhapsody Blue (exclusive to the Continental), Chalet, and Thoroughbred.
80th Anniversary Coach Door Edition
To commemorate the 80th anniversary of the 1939 Lincoln Continental of Edsel Ford, Lincoln introduced a Coach Door Edition of the Continental.[90][91][92] The first Lincoln since the 1969 Continental to feature rear-hinged passenger doors,[90] the vehicle is assembled as a standard Continental by Flat Rock Assembly.[91] Final assembly is completed by Cabot Coach Builders, a Massachusetts-based Ford QVM (Qualified Vehicle Modifier); the company performs a six-inch wheelbase extension (to fit the longer rear-hinged doors) with frame reinforcements.[91][92] The rear seat is reconfigured for a two-passenger seat with a full-length center console.[92]
For the 2019 model year, 80 examples of the 80th Anniversary Coach Door Edition were produced and sold exclusively in the United States.[91][92] The first Lincoln vehicle with a base price over $100,000, all coach-door Continentals are Black Label trim with all-wheel drive and the 400 hp 3.0T twin-turbocharged V6 powertrain.[91][92]
For 2020, approximately 150 non-commemorative versions of the Coach Door Edition were offered.[92]
Sales
Calendar year | United States | China[93] |
---|---|---|
2016 | 5,261[94] | 204 |
2017 | 12,012[95] | 10,501 |
2018 | 8,758[96] | 10,489 |
2019 | 6,586[97] | |
2020 | 5,262[98] |
Coches de concepto
2002 (Los Angeles Auto Show)
Unveiled at the 2002 Los Angeles Auto Show, the 2002 Lincoln Continental concept served as one of the first projects of Lincoln under PAG.[99] Combining traditional and advanced design features, the concept is a full-size sedan (at 214.3 inches long, it is an inch shorter than a 2002 Town Car[100]) with design features intended to maximize passenger and cargo space.[99] The concept is powered by a 414 hp (309 kW) 6.0L V12, paired to a 6-speed automatic transmission sending power to the rear wheels.[99][100]
To ease passenger access, the Continental utilizes rear-hinged coach doors (in line with 1960s Lincolns); to further increase cabin space, a 136.6 inch wheelbase is used, effectively centering the passenger compartment.[99]
While the 2002 concept never reached production, certain design elements were adapted in other Lincoln vehicles, as its roofline was adapted by the 2006 Lincoln Zephyr (later MKZ) and its front fascia was adapted by the 2007–2010 MKX.
2015 (New York Auto Show)
At the 2015 New York International Auto Show, Lincoln unveiled a concept vehicle, serving as a preview for the revival of the Lincoln Continental.[101][102][103][104] The concept vehicle was powered by the 3.0L twin-turbo V6 (its final drivetrain configuration was not revealed until its production).[105]
Between the concept vehicle and the production 2017 Continental, were several differences; the concept vehicle was fitted with a glass roof and four-seat interior that were not included for production.[105] The production Continental has larger side view mirrors, larger air intakes in the front fascia, and red-colored brake lights.
Referencias
- ^ https://www.motortrend.com/news/lincoln-continental-discontinued-report/
- ^ Dammann, George The Cars of Lincoln Mercury (Sarasota, FLA: Crestline, 1987), p. 192.
- ^ "Lincoln Series KA Victoria coupe". Desert Classics. Retrieved March 28, 2017.
- ^ "1955 Lincoln – The Continentals Brochure". Oldcarbrochures.org. Archived from the original on April 2, 2015. Retrieved March 30, 2015.
- ^ Ritch, Ocee (1963). The Lincoln Continental. Minneapolis, Minnesota: Motorbooks International Publishers & Wholesalers, Inc. p. 47.
- ^ a b c Flory, Jr., J. "Kelly" (2008). American Cars, 1946–1959 Every Model Every Year. McFarland & Company, Inc., Publishers. ISBN 978-0-7864-3229-5.
- ^ "Directory Index: Lincoln/1947_Lincoln/1947_Lincoln_Folder". Oldcarbrochures.com. Retrieved December 30, 2011.
- ^ a b 1634 to 1699: Harris, P. (1996). "Inflation and Deflation in Early America, 1634–1860: Patterns of Change in the British American Economy". Social Science History. 20 (4): 469–505. JSTOR 1171338. 1700-1799: McCusker, J. J. (1992). How much is that in real money?: a historical price index for use as a deflator of money values in the economy of the United States (PDF). American Antiquarian Society. 1800–present: Federal Reserve Bank of Minneapolis. "Consumer Price Index (estimate) 1800–". Retrieved January 1, 2020.
- ^ Kimes, Beverly (1996). Standard catalog of American Cars 1805–1942 (third ed.). Krause publications. pp. 867–885. ISBN 0-87341-478-0.
- ^ "1956 Continental Mark II sales brochure". oldcarbrochures.org. Archived from the original on December 8, 2015. Retrieved December 4, 2015.
- ^ Gunnell, John (2002). Standard Catalog of American Cars 1946–1975 (4th ed.). Iola, WI: Krause Publications, Inc. p. 498.
- ^ Gunnell, p. 498.
- ^ "The Continental Mark II Story". conceptcarz.com. Retrieved December 4, 2015.
- ^ Wilson, Quentin (1997). Classic American Cars. New York, NY: DK Publishing, Inc. p. 64.
- ^ Gunnel, p. 499.
- ^ McCall, Walter (1982). 80 Years of Cadillac La Salle. Sarasota FL: Crestline Publishing. p. 26.
- ^ a b "Directory Index: Lincoln/1959_Lincoln/1959_Lincoln_Brochure". Oldcarbrochures.com. Retrieved December 30, 2011.
- ^ "1958 Lincoln-12". Archived from the original on October 2, 2016.
- ^ a b c d e f g "LINCOLN CONTINENTAL MARK IV 1960". newfreelifestyle.com. August 27, 2016. Archived from the original on February 17, 2017. Retrieved December 30, 2011.
- ^ "Annual Auto Section". Popular Mechanics. Hearst Magazines. January 1959. Retrieved December 30, 2011.
- ^ "1958 Lincoln-10-11". Archived from the original on October 2, 2016.
- ^ "1957 Lincoln Brochure". Oldcarbrochures.com. Retrieved December 30, 2011.
- ^ "1958 Lincoln Brochure". Oldcarbrochures.com. Retrieved December 30, 2011.
- ^ Gunnell, p. 127.
- ^ Gunnell, p. 300.
- ^ a b Niedermeyer, Paul. "Curbside Classic: 1965 Lincoln Continental – The Last Great American Luxury Car".
- ^ a b Dammann, p. 340.
- ^ a b "1961 Lincoln Continental - Almost Got Discontinued". HowStuffWorks. October 11, 2007. Retrieved November 8, 2017.
- ^ "1961 Lincoln Continental - Development Begins". HowStuffWorks.
- ^ "1961 Lincoln Continental - Product Planning Meetings". HowStuffWorks. October 11, 2007. Retrieved November 8, 2017.
- ^ a b "1961 Lincoln Continental - Lincoln Institutes Design Study". HowStuffWorks. October 11, 2007. Retrieved November 8, 2017.
- ^ "1961 Lincoln Continental - Engineering". HowStuffWorks. October 11, 2007. Retrieved November 8, 2017.
- ^ "History of Ford Swing-Away, Tilt-Away, and Tilt Steering Wheels". Automotive Mileposts. Retrieved March 13, 2017.
- ^ "1964 Lincoln Continental Brochure". Oldcarbrochures.com. Retrieved December 30, 2011.
- ^ "1962 Lincoln Continental Brochure". Oldcarbrochures.com. Retrieved December 30, 2011.
- ^ "1964 Lincoln Continental Town Brougham Show Car – AUTOMOTIVE MILEPOSTS".
- ^ "1965 Lincoln Continental Brochure". Oldcarbrochures.com. Retrieved December 30, 2011.
- ^ Flory, p. 454.
- ^ a b Flory, p. 456.
- ^ "1966 Lincoln Continental Brochure". Oldcarbrochures.com. Retrieved December 30, 2011.
- ^ "Directory Index: Lincoln/1967_Lincoln/1967_Lincoln_Continental_Brochure". oldcarbrochures.com.
- ^ Flory, p. 529.
- ^ Flory, p. 530.
- ^ Gunnell, p. 132.
- ^ Cars of the Sizzling '60s, p. 348.
- ^ Flory, pp. 603 & 679.
- ^ a b Flory, p. 605.
- ^ Ibid., p.393.
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enlaces externos
- Official website