Lincoln Mark VIII Parts and Accessories: Automotive: Amazon.com

15 May 2015 | Author: | Comments Off on Lincoln Mark VIII Parts and Accessories: Automotive: Amazon.com
Lincoln Mark

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Lincoln#39;s on-again/off-again Mark Series had its genesis in a one-off custom built for Edsel Ford#39;s personal use. Its dramatic styling featured a V-12 under a long hood, a compact passenger cabin, and a short rear deck. Extending beyond the trunk was the covered spare tire that, in one form or other, became the series#39; signature styling cue.

Indeed, that styling flourish soon became.

Lincoln#39;s on-again/off-again Mark Series had its genesis in a one-off custom built for Edsel Ford#39;s personal use. Its dramatic styling featured a V-12 under a long hood, a compact passenger cabin, and a short rear deck. Extending beyond the trunk was the covered spare tire that, in one form or other, became the series#39; signature styling cue.

Indeed, that styling flourish soon became known as a continental kit. The aftermarket quickly provided such kits for lesser vehicles.

In the spring of 1939, Ford took his just-completed Continental on a Florida vacation, where the reaction was so positive that he wired the factory managers to put the car into production. They did so, starting so quickly that the first several hundred examples had hand-shaped body panels.

Available as a convertible or two-door sedan, and competing at the very upper echelon of the market, the Continental was produced until the U.S. entered World War II, at which time all non-military automobile manufacturing was suspended. Production resumed in 1946, with minor styling changes applied to set the postwar version apart from its predecessor.

The most significant of these changes was the replacement of the early model#39;s delicate grille work, which followed the fender line, with a large, clunky chrome assembly that looked tacked on. The Continental soldiered on until the 1948 model year. Both pre- and postwar models are listed as Full Classics by the Classic Car Club of America.

The Continental name was resurrected for the 1956 model year, not just as a car, but as a separate division within the Ford Motor Company. The car was called the Continental Mark II, and in both appearance and intent it was a true successor to Edsel Ford#39;s original, down to a bulge in the rear to accommodate the spare tire, now housed in the trunk.

Built with an unprecedented level of craftsmanship, and priced just shy of $10K–Rolls-Royce territory, at the time–the Continental Mark II was a big hit with customers who, two decades earlier, would have been driving a Duesenberg. The Mark II was built for only two years, with total production totaling 2,994 hardtops and 2 convertibles.

The Continental division survived only two years, but the Mark nameplate lived on, applied to what were, in essence, extra-fancy versions of the Capri/Premiere sedans, coupes, and convertibles. The most significant styling cue was a reverse-angled back window that could open for flow-through ventilation. This version of the Mark changed numbers ever year: the Mark III came in 1958, the Mark IV in 1959, and the Mark V in 1960.

When the all-new Lincoln Continental appeared as a 1961 model, the Mark name was nowhere to be found. It didn#39;t reappear until mid-1968, on the early-introduction 1969 Mark III. Having decided, it seems, that the 1958-60 models weren#39;t real Marks, Lincoln called a mulligan and applied the Mark III name to what was clearly the Mark II#39;s logical successor.

Designed to compete with Cadillac#39;s successful new Eldorado, the Mark III was large, powerful, and styled to make a serious statement on the road. In addition to the usual amenities, the 1969 Mark II could be ordered with an early version of ABS brakes. The 1970 model was the first American car to be fitted with steel-belted radial tires from the factory.

Lincoln Mark

The Mark III was produced through the 1971 model year, after which it was replaced by the similar–but not quite as solidly built–Mark IV. Like the Mark III, the Mark IV shared its platform with the increasingly enormous Thunderbird. Longer and wider than the Mark III, the new model was distinguished by the availability of oval opera windows in the C-pillar.

They were optional (but almost always present) in 1972, and became standard from 1973 on. The Mark IV#39;s front and rear styling took serious hits in 1973 (front) and 1974 (rear) in order to meet federal bumper requirements. In common with most cars of that era, the Mark IV#39;s new crash bumpers looked like last-minute additions. By the 1976 model year, the Mark IV was ready for replacement, and to spark interest Lincoln offered a Designer Series of four special editions.

These had unique colors and trim variations, along with the signatures on the opera windows of Bill Blass, Givenchy, Pucci, or Cartier.

In 1977 the Mark IV gave way to the Mark V, which was similar to its predecessor in both concept and execution, but with more angular, knife-edged styling. The Designer Edition concept was carried over, and other special editions were introduced as well. A notable feature of the Mark V was its optional miles to empty gauge, which must have been a truly depressing sight given that its miles-per-gallon figure rarely achieved double digits.

In 1980 Ford downsized all Lincolns, and the new Mark VI was 14 inches shorter and more than a quarter-ton lighter than the Mark V. The styling was similar but boxier, and a four-door sedan was added to the line. The new model featured a digital instrument panel, fuel injection, and keyless entry. The Mark VI was produced through 1983, when it was replaced with what many enthusiasts regard as the first Mark that could be called a driver#39;s car.

The all-new 1984 Mark VII used the same Fox platform as the Thunderbird and Cougar, but the details and execution were considerably more sophisticated. The Mark VII was smaller and lighter than the Mark VI, and its styling was reminiscent of the contemporary Mercedes-Benz S-Class coupe. It featured four-wheel air suspension and was the first American car to be equipped with an electronic digital odometer, composite headlights, and electronic four-channel ABS brakes.

It was also the first Mark to be offered in a sporting edition. Called the LSC (for Luxury Sport Coupe), the sporting edition boasted Recaro-like leather bucket seats and a suspension that, while retaining a smooth ride, allowed the big coupe to be tossed around with surprising agility.

The last new Mark was introduced as a 1993 model. The Mark VIII was longer and wider than the Mark VII, and as a result offered a roomier interior and an even smoother ride. Its styling, both in an out, was also quite a bit swoopier.

The car still used air bags in place of steel springs, but it now boasted independent rear suspension. An LSC edition didn#39;t appear until the middle of 1995. It featured the first HID headlights to appear on an American car.

Lincoln discontinued the Mark VIII–and, so far, the Mark series–at the end of the 1998 model year.

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