(first posted 9/1/2014) Today, Lincoln automobiles are vastly different from the ones of my youth. For most of my childhood and early adulthood, there were three Lincoln models: The Continental, the Town Car, and the Mark. All were clearly defined in the lineup, and had a specific clientele. The Town Car was for die-hard traditionalists who wanted full-size luxury, silence from the outside world and a cosseting ride. The Continental was for folks who wanted American luxury in a bit more manageable size, but still with all the gadgets and gizmos they could get. Then there was the Mark–a personal luxury coupe for those who wanted distinctive styling, ample comfort and two doors. That was the Mark’s mission from 1940 through 1998, though the all-new 1984 Continental Mark VII was quite reimagined from its immediate baroque predecessors.
By the early 1980s the market was much different from those which existed when the 1968 Continental Mark III came on the scene. Pricy European makes were rapidly overtaking the luxury domestics’ market, save the staunch Greatest Generation, who generally preferred their Lincolns, Cadillacs and Chrysler New Yorkers to any BMW, Mercedes or Audi.
The thing was, people who usually bought American luxury cars like my grandparents were rapidly passing the baton to their Boomer children, and it was having a drastic effect on the market. If that wasn’t enough, the Mini-Me Mark V that was the 1980-83 Continental Mark VI (which your author has a decided soft spot for, regardless) tanked compared to the super sales the 1977-79 Mark V had during the no-compromise yes-I’m-freakin’-fullsize-and-proud-of-it! era just before CAFE and Gas Crisis II.
But thanks to Ford’s rapid recovery and modernization in the early ’80s led to some very appealing designs. Fresh, modern styling began with the totally restyled 1983 Thunderbird, which was a breath of fresh air compared to the boxes-stacked-on-more-boxes 1980-82 T-Bird. It set the pace for FoMoCo’s future designs, and one year later, the Mark got its makeover.
And it was a beaut. Gone was the late ’70s tufted velour, Luxury Groups, oval opera windows and coach lamps. In its place was a trim, stylish coupe for the ’80s, but still with plenty of luxury and style!
Oh, some traits of past Marks were retained, such as the hood ornament, plenty of chrome trim, plush cloth or leather trim, and other Lincoln goodies, but all those things were banished to the edge of one’s vision upon seeing one of these cars for the first time.
I remember being at my grandparents’ one day in about 1985. They had been thinking of finally trading in Grandpa Bob’s mint navy blue ’77 Mark V, but the new VII’s beauty and freshness was not to my grandfather’s liking. It had nothing to do with the price, it was just the new coupe was a bit too low-slung and swoopy for his sense of style. In fact, the Mark VI was not to his taste either; it was just like his V, only smaller and more expensive. So why buy?
However, even as a tot I thought these were pretty groovy! They were cool to my five-year-old eyes, but their grandson’s opinion meant nothing to Bob and Ruby, and they went with a 1987 Continental sedan. The more razor-edge styling and “CONTINENTAL” spelled out on the edge of the spare tire hump were more to their liking. And I loved that car too!
But when the 1984 Continental Mark VII debuted, the scene-stealer was the Luxury Sport Coupe, or LSC. With blacked-out trim, blackwall tires (gasp!) analog instruments and up-rated suspension, it was highly recommended by most road testers, and well loved all the way through the VII’s run, which lasted through the 1992 model year.
Today, it seems that all that is remembered is the LSC, however. I imagine that there are some people of a certain age that may think the LSC was the ONLY Mark VII. Ya know, like kids who think all A-bodies were GTOs, SS396s, 442s and GSs? “Wow, they made a GTO wagon???? Um, no. That is a Tempest! But I digress…
My point is there was a full lineup of Mark VIIs, which included the standard Mark VII, the Bill Blass and Versace Designer Editions (the Cartier had moved to the Town Car starting in ’82) and, of course, the LSC.
So what was the rarest? As far as survivors are concerned, I believe it is the standard Mark VII, which our burgundy-on-burgundy ’86 CC is an example of.
Nope, no fashion designer nameplate in gold on the quarter windows, no matte black interior trim, though they still had a center console and bucket seats. With floating-pillow style, no less. No sport seats here!
As a Lincoln, the VII naturally had more trim and gadgets than the comparable Thunderbird. But as both cars had a similar shape, if not the exact sheetmetal, it is hard to not see the T-Bird in the Mark’s shape and amenities. And of course, the Thunderbird came first.
Standard VIIs and Designer Editions, in addition to all the simulated wood trim seen here, received a digital instrument cluster in lieu of the LSC’s full gauges.
One other nod to the Mark’s illustrious past was seen in the spare tire hump, which was now a shadow of its former self. But really, would a tire hump straight off of a Mark IV or V have looked right on such a modern design? I think not.
The “standard” Mark VII seemed to get passed over by most folks in Lincoln showrooms, who seemed to want the Bill Blass or LSC instead. I mean, if you’re getting a Mark, why not get one of the fancier models, right?
1988 Mark VII Bill Blass Designer Edition
The Versace Mark VII might be the rarest of all Mark VIIs, however, as they were only offered in 1984-85. Seems the Bill Blass had more name recognition–at least among folks who wanted a designer name on their Mark. Only the Blass and the LSC were available every year from 1984-92.
As for the standard Mark VII, it was only offered from 1984-87, after which only the aforementioned Blass and LSC models were available. Later on, the Blass received the same alloy wheels, blackwall tires and suspension as the LSC, with only the poofy seats, pinstriping and stand-up hood ornament to differentiate them.
1992 Mark VII Bill Blass
I would rather like a final 1991-92 Blass with the lacy-spoke alloys, fog lights and Broughamy seats. I have never seen one, despite getting the ’92 VII brochure at a dealer visit with my grandmother when they were new. They always had tons of Town Cars and a Continental or two, though.
The former Classic Lincoln-Mercury dealership building.
It seemed that Marks were not often seen at South Park Lincoln-Mercury–later Classic L-M, and today Courtesy Kia. It was a sad day back in 2013 when I visited, wanting to see a new MKZ and discovering they no longer sold Lincolns. Philistines!
The building still looks the same as it did in my childhood though!
This car has been sitting in this very spot for quite some time; at least a year. I hadn’t photographed it because it was usually sitting on a flat air suspension. One sunny evening this past May, however, she was sitting pretty. Maybe it helped that I was driving the Town Car that day…
I took far too many pictures of this car, but Mark VIIs of all types are not exactly common any more. Hey, they were not super common even when new! It seemed there was always a certain number of people who would purchase a Mark VII, and no more. During the car’s whole nine-year run, sales never exactly spiked, but never really went down either. Clearly a niche vehicle, but not a problem for most L-M dealers who sold tons of Town Cars every year!
This was also the first car sold in the U.S. with flush headlamps. European cars had them for years, but the sealed-beam laws here kept them from our shores. I have heard the Mark came first, and the T-Bird was designed off of the Mark’s key points, but as Lincoln didn’t want to sell the new Mark with sealed beams, the T-Bird got to debut first, pending approval on the headlights.
The fact that Lincoln held out results in a car that still looks modern today. There is nothing like a nice set of headlights, I always say! The T-Bird itself did not receive flush units until the 1987 model year.
This car was in very nice shape, with no clearcoat issues, no major dents and dings, clean alloy wheels (the very same wheels as the LSC, but with different center caps), and only the nickel-sized rust spot seen on the leading edge of the driver’s door to mar its finish.
I think these are modern classics. They have an elegance that transcends its 1980s origin. While I love Continental Mark Vs too, they are clearly from the ’70s. With one of these VIIs, the vintage is not so apparent. I feel the same way about the 1983-88 T-Bird and 1986-91 Taurus/Sable, too. Clean and fresh, even in 2014.
I really hope someone rescues this Mark, because it has lasted twenty-eight years with only minor wear and tear, it is in an excellent color combination, and I am of the opinion that one day, these will be seriously collectible. Beauty, comfort and timelessness–a most excellent combination, whether in 1940, 1986 or today!
Related: 1986 Lincoln Continental: The Rose Quartz-Colored Linchpin of My Formative Years
Looks a nice car but why the blocks of wood ahead of the front wheels the trans appears to be in park so it wont roll away.
It is the belt and suspenders approach.
The Mark VIIs were such beautiful vehicles, and your excellent photography, with many closeups, highlights its elegant lines and many fine details. It’s hard for me to pick a favorite Mark generation, but the 7 is in my top three, along with the V and the VIII.
You are certainly right about the Mark VII still looking modern today. I think the headlights do go a long way in helping this. It’s cars like this one that make me wish I had the space and disposable cash to buy my own classic. This car would be near the very top of my list for an ’80s American car to own (and drive on a regular basis).
This is a promising example, hope someone snaps it up, lavishes some attention on it, and brings it to some LCOC meets,,,,,,
As interesting as these are I find that I now prefer the Continental sedan just a tiny bit more than these coupes. As rare as the coupes are, the Continental sedan seems to be even more rare though they can be found languishing in the very back of “Buy here, Pay here” car lots in small cities.
One feature I like about the sedans (aside from the styling that goes Cadillac’s Seville 1 step better)is the 2 tone paint jobs they usually sport, even when equipped with a vinyl roof.
This article doesn’t mention it (or did I read it too fast?)but in 84 and 85 Mark VIIs were available, like their Ford “cousin” with a turbo engine…the BMW-sourced diesel wasn’t a high performance engine like the T-Bird’s as it produced all of 115 horsepower. But then the V8 in NON LSC Marks only produced 140 during those years so maybe it wasn’t too big a compromise? I’ve only seen 1 or 2 Marks with the tdi engine in 30 years…the badges were so small it’s hard to tell if Lincoln was being discreet….or was embarrassed by their only diesel powered car in the brand’s entire history.
Very nice the best looking Lincoln since the gorgeous 56 and the best looking American car of the 80s.
The soft riding air suspension system on this car gave MUCH MORE trouble than the rear air bags on a Town Car, even when brand new.
Beware!
—-or replace with coil springs.
I don’t like messing with a car. A Lincoln that came with air suspension will only ride like a Lincoln with a properly working air suspension. However, in this case the air suspension can kill a budget. So I am o.k. with the compromise: throw the air bits in the dumpster, bolt in the coils and keep the car on the road. Consider it a car with hip replacement: it’s there but you can’t see it.
About $420
Are the air systems that hard to sort out for DIY guy?
I would think that a good shop manual and some patience could bring one back. What I hear tell is it’s not the bags themselves that are the problem, it’s the wire harness & sensors etc controlling them that’s a PIA.
No the bags are not a problem to sort out, the electronics are very robust and typically only give a problem when they are physically damaged. The root of the problem 9 times out of 10 are that the o-rings that seal the solenoids to the bags or the hoses to the bags have dried out with age and need replacement. The o-ring the the quick connect fittings on the solenoid and drier also tend to leak when they get old. Way too many cars have been ruined by a mechanic who either didn’t care to learn how to use a spray bottle filled with a soapy water mixture to find the leaks or they just wanted to sell the steel spring kit to make extra money.
Now we know, Eric.
So the progression is this:
small leak develops, compressor compensates, leak gets larger, compressor runs overtime, leak gets larger, compressor dies, Lincoln sags and gets traded in.
I also see them driven in this state of deferred maintenance.
I bet if I find a Lincoln that is dragging its rear it will take much more than O-rings and rubber hoses to fix it right.
Actually there is built in protection for the compressor, the computer will only allow it to run so long at a given time and then it will shut down until the ignition is turned off and back on. The hoses are nylon and they only fail due to physical damage they don’t rot out. Now if it has a perpetual sag then it is likely that the bags were damaged. If the suspension is all the way down the bags can get torn or excessively abraded and develop a leak. On the plus side the bags are only about $100 each. Yes the compressors do occasionally fail but they aren’t that expensive either. The expensive ones to fix are the VII’s front as they use air-over shocks and the Continentals which use air struts. Both of those are a shock/strut assembly and aren’t cheap. They also seem to be less robust than the straight bag.
You make me and possibly some other readers hope. Which Lincoln should I look for if I am on a tight budget?
Eric is right on. Air suspension really isn’t that complex in these cars, it’s just different. It’s often agonizingly hard to get mechanics to learn new skills. The system on the Lincoln cars of the era was very robust. Problem was by the third or fourth owner the cars were part of the Walmart scene, not the country club. This, for some reason happened faster with these cars than most I can remember. It’s odd because they weren’t bad cars at all for the times.
The newest/lowest mile aero town car you can afford is the generic answer. Special mention to the Signature Touring Sedan version in the late 90’s early 00’s. The only aero to avoid is the 90 since that has the old chassis and 5.0 under the new body. 91 got the much improved frame and revised suspension along with the legendary 4.6.
Around here you can find 91-97’s in very good condition for $2500 or less.
Note the Executive is the base model. Hold out for the Signature Series, Cartier, or if you like green and white the Jack Nicholas, the last TC with white leather seats if you really want to look and feel like a pimp.
Thanks, Eric.
BTW: there is nothing that makes me look like a pimp. If I were draped with heavy gold chains and mink stolas people would think I am a Macy’s store clerk.
The more things change the more they stay the same!I was reading about 50s air suspension being troublesome and it’s replacement with springs.I remember my ex replacing Lincoln airbags on a customer’s car
Boy, what a different world it was in the 80s. Cadillac seemed on the ropes with unappealing cars, while Lincoln was flexing its muscles and taking control of at least the American luxury market.
Had I been able to afford one in the 80s, a black LSC would have been in my garage. I knew a guy who owned one and found it to be a really appealing car. When Cadillac would offer nothing better than the boat anchor 4.1 and Chrysler was out of the high end market altogether, the 5.0 HO was a breath of fresh air. Sure, the engine was shared with the Mustang, but it was a good performing package in an era where that had become all to rare.
Very nice find, Tom. Not sure when I last saw one that was not an LSC or a designer.
There’s not much to get excited about in the current Lincoln range unfortunately.I’m surprised there isn’t a Mustang based car(something with a bit more imagination than a Mustang with a new grille please)
They still have an identity crisis that won’t go away with Botox and hairspray.
Lincolns need rear wheel drive. But in today’s market that won’t do either. they need All Wheel Drive.
Unfortunately the electronic mania will keep me away. Everything that was done with a simple lever is now digital. I feel the trend is worsening. I suffer from a digital phobia: It’s not for me and my ideas of a proper Lincoln will not resonate with today’s or tomorrow’s target audience of the the Lincoln Motor Company.
JPC: I found a black LSC recently. Writeup to come. But Tom, I’m with you: it’s cooler to find a base model, because they seem a lot rarer.
My Mom had a Mk VII LSC that was a blast to drive. she really enjoyed it as well, calling it her ‘sporty car’ after driving a Town Car for years…
This is a very nice find and a very nice article with great pictures. I just came back from a 2 day get-away in a penalty box. This Mark VII would have been the right car for that occasion. If I were a little less pragmatic and a little less of a spendthrift I would pick up one of these.
These were all over the place when I lived on Long Island in the late 80s and early 90s. Back then, these cars were a legit alternative to BMW 635s and other Euro coupes. I remember when they came out in 1984 and not caring for the aero look at first but I warmed up to it and I think it has held up and looks great today, even though sightings are rare. I also remember that around 1990 or so the airbag suspensions were starting to sag as owners couldn’t afford the expensive replacement parts.
Nice cars, I wouldn’t mind an 87-89 (pre-airbag) 5.0 HO black or dark green LSC. This article prompted me to check ebay and apparently, nice, well-kept low mileage examples go for respectable money.
I grew up there during the same time and always assumed the Mark VII/LSC was way more popular than they actually were. I was going to respond to Dave B below telling him how wrong he was and what a huge hit these cars were, but then I pulled out my book with production stats and saw that they always hovered around 20k/year. Crazy…
In the same book, it says that the Town Car of the ’80s sold closer to 100k/year on average, which I never would have guessed either. It always seemed like I saw way more Mark VIIs, despite living in the Italian-American heartland of the south shore.
The car was popular out here too. People didn’t buy a Mark VII to chase 535is, it was the whole package and above all the fresh new looks. Everyone loves a comeback and no German car could match that. The LSC was the first American luxury car since the Seville to become a hip alternative to the Euro sport sedans.
I never knew what to make of the dashboard when it was new. On the one hand I appreciated it for making a grand if somewhat busy statement. A copy of the Mercedes it was not. I thought the later dash looked “better” but more generic. The airbag wheel cover was just awful though.
The busyness of the dash was probably due to it sharing its basic layout with the Thunderbird. Lincoln designers had to make it more elaborate for the Mark VII. I prefer the sweeping dash of the Mark VIIIs.
Somebody in my neighborhood had an `84 with the diesel engine. Sounded like a locomotive when it clattered {Idled} and like a tugboat when it came down the block.
I loved the Marks! The II,III, and V were exquisite. I bought a creampuff ’79 V in 1989, when I also had a Fiero. When I drove the Conti, my friends would ask, “where’s the Fiero?” And I would always reply, “in the trunk!” I was surprised at how I warmed so quickly to the mould-breaking VII. I found it to be a youthful Lincoln- -finally. Is the current lousy, alphabet soup nomenclature (MKZ, MKS, etc) a weak tribute to the Mark Lincolns? When the Granada-based Versailles came out, there was an uproar. Yet, I prefer a Lincoln based on a Granada to to,day’s MK?, based on the Fusion- -a fleet car. How tragic–from a Lincoln-Mercury dealership to Kia…
Though I was never a big Lincoln fan, I always liked these, and they still look good today. Make mine an LSC.
The best looking Lincoln of the 80s. Everybody else has said what I’m thinking, so all I can say is this is a terrific looking car.
All that red cloth and plastic reminds me of a Tempo. Bill Black black leather was way sexier!
I meant Bill Blass. [Haven’t had my black coffee yet, clearly].
Just my opinion, but the baroqueness of the Bill Blass seat design clashed with the rest of the Mark VII’s modernity. I like the LSC’s bolstered perforated leather seats.
That is a striking car!
If not for the cost of keeping one running and finding parts for it, I would actually prefer a Mk VIII. Also I noticed that the Mk VIIIs seem to suffer more from rear suspension sag than the VIIs
This was not a bad car, and it was much welcomed fresh air in Lincoln show rooms after the lazy and awkward Mark VI. But, it missed its mark, so to speak. After the success of the ’83 T-Bird and Cougar, Ford probably had high hope for a return to the ’77-’79 glory years.
Being on the T-Bird platform probably turned off a few folks, and sent them to GM E cars that seemed more exclusive. The details are fussy, and some things like the tail lights seem more like afterthoughts. The chrome B pillar leading the flush mounted rear quarter glass is not a clean look. Flush mounting was the rage, but having mis-matched front and rear glass mountings and framing was a feature of low buck Toyotas, not the successor to some very grand two door hardtops. As a package, it looked a bit out of place next to the Town Car until that car was updated in 1990.
Add some mechanical glitches with the suspension, and power trains that generally weren’t very exciting, or too fussy for this car’s likely buyer, and you have slow sales.
Not a terrible car, just one that couldn’t seem to find a following. Buyers lost to the BMW 3 Series weren’t looking, traditionalists had too many alternatives for the first few years of this car’s production, and then the coupe market began its collapse in earnest.
It’s unfortunate that Ford took so long to try again with this car. By then, it was too late.
Actually you have that a bit backwards, in 1986 (the same year this car was made) GM downsized the E Bodies and they went from being one of the best selling cars in 1985 to one of the worst in 1986 with the Cadillac Eldorado selling 60% less cars in 1986 then in 1985. During those years all Caddies looked to much like the lesser Buick and Oldsmobile models with the exception of the Fleetwood/Brougham that retained the RWD.
I wasn’t clear. I was referring to this car in the context of its ’84-’92 run. It faced the still formidable ’79-’85 E bodies for two years, and two distinct flavors of the D body over the same years. Lots of options for the American high end coupe buyer.
When I see a vehicle that’s kind of cool like this, I find myself checking to see how much they go for on autotrader. Where I found this – evidently a few companies built aftermarket convertible versions of the VII
http://www.autotrader.com/cars-for-sale/vehicledetails.xhtml?dealerId=66820649&zip=21236&endYear=2015&location=Addison%2BIL-60101&startYear=1981&firstRecord=51&dealerName=Auto%2BGallery%2BChicago&searchRadius=0&listingId=378727360&Log=0
I’ve never seen a convertible conversion on one of these. It doesn’t look too bad with the top up which I figured it would. Top down is not that elegant though.
It is a pretty car but I like the TC from the same year even better. 86 saw upgrades to the injection of the 5.0 and that’s the year apparently that the rear air was introduced for the TC. Also had an 85 and the 86 was considerably improved in many ways. My ex drove it for almost 300k and lied about the mileage when she sold it.
I hauled a small trailer behind my 85 and moonlighted as a teacher. Very reliable and strong. I do love those boxes.
This car is one of those rare anomalies that goes against a long-standing rule in the auto industry, and that’s never introduce a higher-tier model that looks like a lower-tier model already in production. Chrysler’s introduction of the Maserati TC clone of the much cheaper Lebaron is a perfect example.
Why, then, didn’t the Mark VII bomb? In a word, headlamps. Those flush-mounted, Euro-style headlights being the first installed on any US car certainly set it apart from the Thunderbird from which the Lincoln was based. Likewise, if the T-Bird had started off with the flush units, it would have came out quite a bit worse for the Lincoln.
It was a gambit that paid off well for Ford since I would imagine that if the cars headlights had been done in any other precedence, it would have been much more obvious that a Mark VII was just a spruced-up Thunderbird.
If I wanted an aero Thunderbird, I’d find an ’83 v8 model. (I’ve owned 2 of ’em, enjoyed them immensely.)
If I wanted a Mark (insert series number), I’d find a full sized, roomy, non air bag series model.
You can forgive the kids of today, only thinking that there was a Lincoln Mark VII LSC as they seem to be the only ones still around. The base model did not sell well and only lasted till 1987 and was dropped(I guess folks figure if they are buying a Lincoln and have the money for it then they ought to buy the best and as the LSC was only about $1000 more, it made sense to buy the LSC)
Towards the end of the 1980’s the Blill Blass and LSC were the exact same MSRP so why not buy the LSC??
Towards the end of the run, the trim levels got kind of blurred, I’ve seen non-LSC Bill Blass Marks with the sporty seats and the cross lace alloys, and Bill Blass puffy seat Marks with the cross lace wheels too, you could have gotten any combo you wanted on these towards the end.
The last of the LSC’s (ca. 1991-92) had the same suspension, BBS alloys and fog lights of the LSC. It was basically the interior with the “floating pillow” seats that were different.
In 1990, I was going on a business trip to Nashville. When I stepped off the plane and went to the car rental desk to pick up my compact sedan, the gal behind the desk told me they were out of compact sedans, and she asked me if I would mind a new 1990 Lincoln LSC coupe. I said, off course not! The car was white with a navy blue interior. It had every option and the best part was it only had 40 miles on it ! During the 10 days I spent in Nashville, I put over 1500 miles on that car and loved every minute of it. All of the business people I had to meet with and take to lunch or diner also loved that car. One time I pulled into a gas station’s quick mart and the kid behind the counter had to come outside and look at the car! He said it was the nicest car he ever saw!
Upon arriving home from that trip, I went to my local Lincoln dealership and brought the same car, same color combination and all. The car was trouble free and served me wonderfully for 6 years and 200 miles. Best car I ever owned !!!
I’m guessing you mean 200k miles. What a wonderful story. Maybe the only time in automotive history a rental car has led to a sale?
Easily the best looking American car design to come out of the Eighties. The air suspension would scare me off though.
I’m pretty sure that the first couple of years of LSC’s still had digital instruments from what I recall, they didn’t get the analog gauges until a couple of years into their run, I always though the non-LSC model interiors looked strange, their wood trim and puffy seats clashed with the more modern looking dash.
I think these were the first domestic cars that used the Mercedes style power seat switches, I think MB even threatened to sue over how closely the Marks looked like theirs. Like most Lincolns, there is still too much conventional Ford hardware in there, (Hello Tempo steering wheel!!), but these were sharp cars, especially in black.
I think these hit their peak looks with the 1987-88 and up ones that got the finned cast alloy wheels, these were also a good “bad guy” car, for the discriminating bad guy who’s employers demanded he drive something American in his “bad guy” activities, instead of something like a 6 series or Mercedes SEC.
Hey, even James Bond drove one in 1989’s License to Kill. That makes it a winner in my book.
We think too much alike.
“All that red cloth and plastic reminds me of a Tempo. Bill Blass black leather was way sexier!”
My ’85 Lincoln brochure shows analog gauges on the LSC, but in ’84 (the first year) there were indeed digital. Picture is from the ’84 brochure.
I always think of Timothy Dalton’s Mark VII from License to Kill when I think of this car. License to Kill gets bashed by critics a lot, but I think it’s one of the most underrated Bond films, and one of my favorites!
I like the raised rear in that shot.
Was that look easily achieved with the air suspension? Or did Q have a hand on that one?
(I unfortunately haven’t seen that film entirely…) I do agree though, underrated, like the Lincoln.
I think the picture catches the car mid stop, from what I remember from the scene, Bond is arriving at the airport in a hurry and the Mark comes to a fast stop at the curb in front of the Pan Am desk, you can see the sign up on the left, the odd part about this scene is that Bond just leaves the Mark at the curb and goes in to check in, something which is impossible at any airport, even the one in Key West.
It is easy to make it sit like that by adjusting the rear height sensor. For some reason it seems that some vehicles were set with a fairly high ride height. It may be caused by the fact that they didn’t have a way to check the final ride height on the assembly line when they still could adjust it, and the selling dealer should have adjusted it to spec.
If you look at some of the Mark VIII brochures they show them with a similar rake, and I’ve seen more than one with a significant rake on the road.
If I remember correctly, my father’s had different suspension modes. Sport, Touring, etc. I’m sure that affects ride height.
The Mark VII is what finally killed whitewall tires on American luxury cars. The LSC came with those awesome alloys and blackwalls, took off, and set a new direction for American car design.
I’d love to own an LSC one of these days even though my friends call it the Ace and Gary car.
Whitewalls and vinyl tops. When the ’83 Thunderbird came out, the story that Ford released to the press was that the doors were specifically designed so that it wouldn’t be possible to install a vinyl roof. I’m not sure I’m buying that, but it is true that it was difficult to install a vinyl roof on a car where the door frames went so far into the roof.
OTOH, it sure seems like dealers were able to get them installed on Cougars of the same era.
Those Cougars do a very good job at proving Ford’s point
Those cars were definitely a breath of fresh air for Lincoln. I believe Lincoln had the BMW E24 6 series and Mercedes W126 SEC in mind when they designed the Mark VII. They were a lot better looking than the stodgy Cadillac Eldorado. And most of them had the injected 5.0 V8 with AOD (automatic overdrive) transmission that was more reliable than the Caddy HT4100 engine. Definitely one of the best personal-luxury coupes of the 1980s. In fact, Lincoln kept that car in production all the way into 1992 .
The following is just to clarify what’s already been correctly although subtly related by the author: The car was introduced as the Continental Mark VII for 1984 but became the Lincoln Mark VII in 1986. This finally scuttled a naming convention in which the Mark cars (all the way back to the 1950s) were Continentals but were nowhere referred to as Lincolns, either in brochures/advertisements or on the car itself. This was true not only for the Mark coupes but for the full-line Mark III/IV/V cars of 1958-60 that were obviously gussied-up standard Lincolns. It’s as though someone at Ford insisted on pretending that the failed Continental Division, created to produce the Mark II coupe in the ’50s, continued to make cars right through 1985 (with a 1961-68 hiatus). I had thought perhaps it was at the insistence of Henry Ford II, but the dates don’t quite match up (he died in 1987, two years after the end of the “Continental Mark” naming convention).
Great write-up! I’ve had my ’88 LSC for 22 years now (Titanium/”red”), and it’s still love every time I wash it. I also had and ’84 base (white/ gray cloth) and an ’86 LSC (black on black, 250k+ miles when I sold it) all at the same time.
These are dirt cheap and I still find CL ads for driver quality for under $1500. I would definitely have a hoarding problem if I had the space.
There were a number of “unicorns” for the M VII over it’s run, and when I get my own warehouse garage, I will hunt down again, lol. There was an ’84 Versace TD on eBay years ago that I was sniped on in the last seconds, would love to get ahold of this double rarity! I first discovered the Versace edition when I stumbled on an ’85 Versace being curb-stoned in ’96, although I can find no information on one ever being produced. It was navy blue with navy blue leather interior with red accents in the Versace only seat pattern and the Gianni Versace 1/4 windows- all appeared original. It disappeared before I got a call back from the seller.
At a junkyard I stumbled upon an ’84 that they were selling whole- pea green with tan cloth and what looked like the continental sedan digital dash/console. There was no price just a “make me offer”, “nope”, lather rinse repeat conversation with the old guy junkyard owner. I later learned (20 years on) that it was a very rare COM-TECH equipped model. Like “navigation system by Atari”, LOL.
Convertible conversions were done by Coachbuilders, LTD (FL) and Newport Conversions (CA). Kenne Bell offered Supercharged versions through “select dealers” in the late 80’s. I’ve seen 2 Saleen Marks over the years- one white and silver and another all black with gold Saleen side graphics of the era. Don’t know if they were authentic or parts catalog homages. There was also the GTC which incorporated Mustang Gt style body styling, monochrome paint, lowered suspension, etc. The builder disappeared and sold the molds for the “body package” to Pacific Motor Accessories, who had sold out my the time I saved enough of my pennies to buy it in college.
Lincoln offered an LSC Special Edition for 90-92 available in Titanium (1 year only, I think), red or Raven. I would LOVE to get my hands on the Titanium SE, even with the ’90 interior update that I despise.
I also want to make one into a “shooting brake”/ 2 door wagon style. Essentially move the C pillar back to the trunk line. I don’t know why, it’s just always been in my head, maybe one day it will happen… (Also in my head a 90’s TC as a full convertible, a dual cowl and an actual Town Car configuration, as well as a wagon. Really should try to PhotoShop something before it’s out of my mind forever).
Everyone talks about the suspension problems, (that I’ve been fortunate NOT to have encountered, *knock wood*), but there are other issues like the trip computer failure and obsolete/ HTF parts like the power mirror control switch, reostat and seat motors, well actually all of the 80’s electric-tech bestowed on the Mark VIIs and the goo-oozing steering wheel. The 88/89 articulated sports seats are still the best seats of any car I’ve had.
Looks like someone beat you to the shooting brake!
http://thelincolnmarkviiclub.org/phpBB3/viewtopic.php?f=17&t=7510
Thanks for the link! Good to know there’s another diseased mind out there that would consider something like this. The side window treatment would have to be a bit different for me so that it looked less Quasimodo and though I love them, I’ve never been a fan of the rear quarter window shape- 1 per side is enough, lol. The greenhouse of the 87-88 Cougar seems so much more elegant/ luxurious in it’s design.
The ’84 that I had I bought mainly for it’s vent windows and wanted to put them in the ’88. They were dropped from the Lincoln options list early on in production and I thought they were “neat”. They were power and they went down before the main window glass- a small triangle of glass by the mirrors. The downside was that I sit differently in the LSC and the support bar in between the glass was partially blocking the side view mirrors.
That is a photoshop, not an actual vehicle.
Considering the fact there there’s a whole lot of Thunderbird in this car, it’s remarkable how successful this car was in terms of its design and sales. Ford was really on a roll in this era; who else could have started with a Fairmont and ended up with this? Being forced to be thrifty can really pay off, as the MN-12 fiasco soon proved.
I would have liked to see it without the fake spare hump in the back; that was the one thing that spoiled it for me, at least partially. But I was quite drawn to an LSC at the time I was driving its body donor, an ’83 T Bird TC.
It’s too bad you can’t just pull a trunk off a T-Bird and slap it on an LSC. That’s my sole beef with them, too!
We can’t forget the Mark III of 58-60. It was a huge 4 dr. I think Lincoln wanted to forget it because in 68 when they picked up the Mark again they started with III.
We’re way ahead of you. Check this out! https://www.curbsideclassic.com/curbside-classics-american/curbside-classic-1958-continental-mark-iii-the-partys-over/
The Mark III of 58 (iv of 59 and v of 60) sold much better than the 56 – 57 mark ii’s, but were cheaper (list price anyway). Wiki says that Lincoln lost $60 million on the 58-60 model years. The 56 mark ii sold good (2500 or so), but sales dropped to 450 or so in 57. The Eldo Bro sold about 350. Cadillac is said to have lost $10 grand on each one.
When I had my 2nd Turbo Coupe, I test drove a ’90-ish LSC once just to see how it compared and came away very impressed. There were plenty of obvious similarities between the two, but in terms of driving experience and feel, they were also very different.
I loved the turbo four and precise 5-speed, but the H.O. V8 in the Lincoln had power everywhere and delivery was totally seamless. Ride quality, which was already very good in the T-Bird, was on a whole other level of smooth in the LSC. The added heft of the Lincoln was barely perceptible, but they did have surprisingly different handling characteristics. The LSC didn’t corner as flat and you’d feel it float slightly during transitions, but overall it gave up very little to the T-Bird in this respect – it just went about it differently. I thought the interior on both cars was great, but the LSC did seem a little higher quality and more luxurious with its leather seats and more restrained layout. The T-Bird had the power window, mirror and seat controls on joysticks in the center console, which I thought was a great design, but it also took up a lot of space.
Overall, I preferred the T-Bird, but outside of personal preference, the LSC was every bit as good if not better. I think I’d probably go the other way if I was comparing the LSC to the ’83-’86 Turbo Coupe.
It’s a shame that Ford couldn’t focus all that good work into an equivalent sedan to complement (or replace) them. These and the MN12s that followed are really the only cars of their kind. All the other American RWDers, the Panthers, Chrysler M-body and GM G/B-bodies, always had one foot firmly planted in the 70s until their very end.
Courtesy Lincoln-Mercury was the place I last saw a brand-new Town Car. It was in 2010, and there was a ’10 Signature Limited parked right out front in silver with black leather. I think they dropped Lincoln when Mercury was discontinued.
You comment at the beginning of your post that the Continental was a smaller Lincoln during your childhood. The 56-57 Continental Mark II was in production whilst I was in 4th grade. The Lincoln were the smallish cars, while the Continental was big and expensive.
1956-1957 Continental MkII length: 218″
1956-1957 Lincoln Premiere length: 223″ (’56) 225″ (’57)
I guess the difference was price. I do not recall ever seeing any Continentals from this period.
Still my favorite Lincoln of them all. Despite my preference toward the MN12 to the Fox Thunderbirds and Cougars, I think the Mark VII made a much better Lincoln than the FN10 Mark VIII. The Mark VII manages to carry out that sporty grand tourer look and look with all the distinctly Lincoln touches in the process(including the spare tire hump, sorry Paul), which is impressive given what defined Lincoln back then, which was pretty much the opposite of sporty anything. That was very Mercedes like in that regard – traditional Mercedes style isn’t really what I’d call sport oriented – but when they did their sportier GT type cars like the SEC they managed to make it look athletic without sacrificing any of the traditional Mercedes elements. I think that’s why I prefer the Mark VII to the VIII, the Mark VIII sacrificed a lot of that Lincoln distinction in the name of sleekness and it came off as something otherworldly badged as a Lincoln.
BTW I find it very grating how Lincoln, err “Lincoln Motor Company” commercials showing heritage Lincolns like the Zephyr, Continental Mark I and II, the 61 and even the Aero Town Car completely leave out these Mark VIIs, which really do span generations of admirers now, much like the 61. Although maybe it makes sense since the Mark VII looks a million times better than the current MK_ lineup and no less modern to boot.
So how do the headlights on this car work as compared to the 1987+ T-bird ones?
My parents owned a 1988 T-bird for 20 years and it had the worst headlights of any car that I have ever driven (they weren’t cloudy either – it was the horrible light distribution). They made sealed-beams seem good.
I really like these. And every time they show up on CC I find myself liking them more.
A dream conversion for one of these would be to drop a Coyote 5.0 into it. Now that would be the ultimate sleeper, and likely what one of these would be packing if it were made today.
I really like the all black LSC GT.
I don’t know why, but the 5th picture, with the frontal side profile, reminds me of a ’67ish Toronado. The greenhouse glass is similar in shape (specially the rear quarter glass), as are the wheel well bulges and overall clean sides. The slotted wheels add to the look as well.
Just a random thought.
I always liked the Mark VIIs. Then again I liked just about all the Marks (exceptions being the 58_60s and the Mark VIs). I think Ford is doing very well with their styling recently, but there are some large holes in the model lineups. For Lincoln to truly compete as a luxury make, it needs two things. A large rear drive flagship model, and a ”halo” model. With the introduction of the new Mustang, Ford finally has a proper rear wheel drive IRS. That has gotten me dreaming… First create the ”halo” model, let’s call it a Mark IX. Stretch the Mustang wheelbase from 107 to 110. Unique sheet metal incorporating the current Lincoln winged grille, maybe even a small tribute to the tire hump. Give it the 3.5 ecoboost V6, and the Mustang Coyote V8 for a new LSC. Maybe even offer the Mustang’s 6 speed manual tranny. Next up would be the new flagship model, call it the Continental. Either stretching the platform or creating a new platform using the Mustang developed suspension in softer tune. Need to be somewhere around 120 inch wheelbase. Give it the truck version of the Coyote V8, lower horsepower/higher torque, and maybe the Ecoboost aswell. From there Ford could get back into the REAL police car business with a 116 inch web that could slot above the Taurus, let’s call it a Galaxie. Start it with a 3.7 V6, maybe the truck version 5.0, and the Mustang 5.0 for the police package. By the way, get rid of the MK- naming system as well. The MKZ would go back to Zephyr… The others I haven’t thought about the names yet.
So what do you guys think?
I had a ’90 LSC some years back, white with a navy interior. One of two or three cars I sold that I wish I still owned. Sigh…
Love the Big headrests, much better than the Fairmont-esque ones that appear on some. I think in 1990 they got Taurus headrests, but those big ones denote luxury to me. This is rare with a digital dash, and the fact that it isn’t sagging means the air suspension has some life left in it. Great find!
This is my 88 LSC an I love it. It only has 58,000 kms on it but I think some one installed a 90 gauge cluster as the 88 spedo only went to about 140km. The one in my 88 goes to 125 mph. I took this pic in the summer of 13. I used Turtle wax “The Black Box” (wax on it) for black paint. The results speak for themselves. The LSC gets 25 MPG that is IF i don’t tromp on it, which I usually do cause its so fun to do so. I get a lot of “Nice Car” comments. I added an MSD blaster coil and copper point distributor with an MSD Coil to distributor wire. It still has the 88 factory spark plug wires and no doubt factory 88 plugs?
i also installed K & N filter which was totally worth it, as it will get down and go when I floor it. The healthy 225hp HO 5.0L screams like a 5.0L should when I want it to. No you can’t buy it……
Tiny, claustrophobic interiors compared to earlier models. Esp given it’s exterior dimensions.
I don’t find the ride quality any better than the Mark VI. Even with the quixotic & problematic air suspension system.
The air suspensions aren’t too bad to work on once you understand them. They were nice cars in their time. A bit of an anachronism nowadays but still fun! Here’s my ‘88.
A Canadian family who moved to the NZ provincial city where I grew up brought one of these with them (around 1986). I remember it was white and a very distinctive car in that time and place.
Lincoln actually had a second front end design ready in case the flush headlamps weren’t approved by DOT, which used dual rectangular sealed beams on each side with the parking and turn signal indicator lamps moved elsewhere. At least one of the car mags had a photo though I can’t find it online. It’s unfortunate that Ford, in trying to win approval from the government, was more concerned about aesthetics than function and thus the lights were still different (and usually inferior) to what’s used in the rest of the world.
You are correct about the second set in case US DOT didn’t—or hadn’t approved in time—the new form-fitting headlamps with replaceable bulbs.
I did see the spy photo in Car and Driver or Motor Trend, showing the Mark VII with rectangle sealed beam headlamp capsules. The pre-production Mark VII made a very brief appearance in one of the TV soap operas, perhaps “Dallas”, “Knot’s Landing”, or “Falcon Crest”.
Interesting tidbit: Lincoln previewed the Mark VII design twice with two concept cars having different front end. Continental Concept 90, shown in 1982, had form-fitting headlamps with ECE lens patterns. Another one, Continental Concept 100, with smaller headlamp capsules behind clear cover was shown in 1983.
Motor Week did a test on the ’84 and ’88 version of the Mark VII.
They were impressed with the ’84, but identified several weakness:
https://www.youtube.com/watch?v=wZ9Vnh8cLF4
Some of those issues were addressed in the ’88 test:
Usually, any modern car (and since I’m pushing 80, that means anything after the Seventies) larger than a Volvo is basically invisible to me, and I’d never bothered to actually LOOK at any of these … until the day there was one being driven briskly down a street towards my intersection, and then hustling smoothly around the corner and away. And for some reason that minimized the impression of size, and put it clearly enough in focus to let me admire the muscular, athletic lines, and how they all came together to add up to one very handsome car. “Well, yeah,” I said to myself, “I could actually dig one of those!”
Having our acceptable quota of cars already, especially as decreed by She Who Must Be Obeyed, this is strictly Pipe Dream territory, but if I WERE in need of an interesting car, and one of these showed up, I’d probably want to go look. It is a handsome devil, isn’t it?