A Lincoln for the Digital Age – The Proposed 1990 Lincoln Zephyr

A Lincoln for the Digital Age – The Proposed 1990 Lincoln Zephyr

by Jim & Cheryl Farrell

Originally published in the January-February 2019 issue of Continental Comments (Issue # 346.)

The name Zephyr has been associated with Lincoln longer than the name Continental. Edsel Ford himself selected the name Zephyr for the all new, midsize 1936 Lincoln-Zephyr introduced in November 1935. Even though the Zephyr name was borrowed from a series of new, streamlined diesel locomotives built by General Motors, it certainly gave Edsel’s new car the mystique that it has to this day.

According to the late Dave Cole, writing in The Way of the Zephyr in January 1996, sometime during World War II, Henry Ford II decided to stop using the “Zephyr” part of the name in postwar Lincolns. This was an effort to upgrade the Lincoln brand so that it could better compete in the luxury market. Complicating matters, Lincoln’s new model was not scheduled to be introduced until April 1948 as a 1949 model. At the same time, the decision was made to promote Mercury as Ford’s mid-price entry.

From 1978-83, Mercury produced a mid-size model called the Zephyr. In 2006, Lincoln marketed a mid-size car called the Zephyr. The Zephyr name was dropped for 2007 onward, and the model was renamed the MKZ. Presumably, the “Z” was for Zephyr.

There was one other attempt to revive the Zephyr name on a Lincoln, but that proposal was stillborn. It came shortly before the introduction of the new Lincoln Town Car in 1990. IAD, the British company that made the 1990 Lincoln Town Car prototypes, suggested that Lincoln market a grand touring car model of the Town Car. They called it the Lincoln Zephyr Touring Sedan. IAD built two working prototypes shown in the accompanying photographs taken in the Design Center courtyard in Dearborn, Mich.

The proposed 1990 Lincoln Zephyr Touring Sedan featured lots of exterior blackout trim, blackwall tires, pseudo bucket seats, a center console with floor shift, additional plastic wood in the interior, and a different taillight treatment. The 1990 Lincoln Zephyr Touring Sedan was not produced because management didn’t think the U.S. market was ready for a European-style touring sedan. They may have been right about the market in 1990, but today things have sure changed because all Lincoln passenger cars qualify as European-style touring sedans. That would have probably pleased Edsel Ford very much if he were alive today.

Repair or Restore? That is the Question!

Repair or Restore? That is the Question!

ABOVE: Many of us have found ourselves in this situation…a former automobile now a two-ton jigsaw puzzle.  But there is hope!

By Pat Corbett

Originally published in the September-October 2024 Lincoln and Continental Comments magazine (Issue # 380)

Before I delve into the subject matter, let’s define “repair” and “restore” as it pertains to working on the motor car. Repair in this article refers to replacing a broken or damaged part to make the car function as designed. Restore or restoration will mean to bring back to a former condition or to make new again. Their meanings sound very similar, but in reality, there is a world of difference between the two.

The Lincoln & Continental Owners Club was founded to be dedicated to the preservation and restoration of all Lincolns, Lincoln Continentals, and Continentals. There’s that word again: restoration. But do you truly grasp what that entails?

For the daily user of the modern automobile, maintenance and repair are generally considered to be the cost of ownership. if you drive a car long enough, and that would be past its warranty period, things break. Engineered obsolescence raises its ugly head, and something fails to function. When this occurs, the next step is to identify the problem, get the part or parts, and change out the broken one. Today, that probably requires a code reader or computer to display codes or other information to direct the technician as to what to do. Whether we do it ourselves or take it to a mechanic, we are all familiar with that process.

However, when we go back 40 or more years and choose to own a car of that vintage, we are talking about a whole other technology, tool set, and, today, limited brain trust. Detroit never expected its products to be on the road 40 or more years later. The idea at the time was to come out with a new series every 10 years or so to match the “trade-in” mindset of the buying public. Even engines were designed to only last about 100,000 miles before needing serious attention.

In the 1950s and 1960s, Detroit got into a horsepower war and the muscle car industry was born. Bigger engines were the theme, racing down the road on bias ply tires and drum brakes. Needless to say, the personal luxury car industry sported massive V-8 engines in an equally competitive marketplace. Today, men’s and women’s love for the cars of that era has evolved into a nation of classic motorcar lovers, regardless of the marque, with little concern for their carbon footprint.

RIGHT:  Time to inspect those rockers.  Photo courtesy of Ford Motor Co.

The author is no different from you, the reader. Our passion for the Lincoln motorcar is evident by our membership in LCOC, as well as many social media sites focusing on one particular style or model. That brings me to the crux of the matter. Having done major restoration work on a 1969 Continental, a 1970 Mark III, a 1983 Mark VI Pucci Edition, a 1973 Mark IV, a 1971 Chevy Impala Convertible, and now a 1977 Corvette, I have learned some things to pass on to the newcomer in the fabulous world or car restoration. In so many ways, I am still a newcomer after dabbling in it for only the last 15 years or so.

Restoration of any car older than 25 years is not for the feint of heart. Especially if, like me, you like doing your own work. You are the focus of this column: the do-it-yourselfer. For some cars like the Corvette, aftermarket suppliers are on every corner, with everything needed to build a Corvette from the ground up. Not so with the Lincoln of yesteryear. It has to do with the numbers in production and, of course, the interest in the particular marque. Too many enthusiasts with a love for the beauty of the classic Lincoln let emotion get ahead of them in the purchase of their dream car, only later to find that parts are hard to find in some cases, and the work of restoration is a formidable task beyond their knowledge and capability to stick to it. Did I mention the lots of spare cash you can assign to the project? Let’s just go with the idea that you are a gearhead at heart with some money to spend.

The last thing this author wants to do is dissuade anyone from taking on the mantra of the LCOC. But to do so, you should know a few things going in if it’s your first adventure. The car of your dreams was built at least 30 years ago when we consider the popularity of the ‘90s Town Cars, many of which are daily drivers among us Lincoln aficionados.

Regardless of the decade, mechanics from that era are few and far between. The first and most important thing when you get the car in your garage is to purchase the authentic Ford service manual, wiring diagrams, and, in some cases, vacuum diagrams. Google and eBay will guide you to them. It’s the best money you can spend. The manual describes how many things work and takes you through a step-by-step process to replace many parts, beginning with “disconnect the negative battery cable.” But be careful. I have found some directives are too overzealous, so study the directives carefully. For example, the procedure for replacing the crank position sensor on a ‘90s Town Car tells the mechanic to “remove” the A/C compressor. Not so! The compressor can be moved to the side enough to replace the sensor and then simply bolt it back in place.

 

ABOVE: Restoring a vintage Lincoln, whether you do it yourself or hand it off to the pros, can often be a tedious process. The perfect paint job requires hours of sanding to get the surface right.

Today’s YouTube videos, when paired with your manual, allow you to watch the process before tackling it yourself. I highly recommend videos prepared by mechanics in certified shops that do the work regularly. Shade tree mechanic videos can offer shady advice. A mechanic may be required, considering the tools and task complexity. An example would be dropping the steering wheel and pulling the entire dash assembly onto the front seat to replace a $35 blend door actuator in the ‘80s and ‘90s Town Cars. You would think that in 20 years, they would improve that repair process. Nope!

The next best thing you can do is to develop your brain-trust circle of vintage mechanics. Most of the mechanics who serviced these cruisers when they were new have long since retired or may have even passed away. This is where club membership with like-minded people pays off. Some of these mechanics have a love for these classics, too, and getting to know them can be most beneficial to your quest.

I mentioned the factory service manuals and YouTube videos as a guideline for repairing and restoring the classic. This is true, but there is another element brought to you by these gray-haired gearheads: the “art of mechanicing.” There are unique techniques for doing certain tasks and an unwritten order that should be followed in some cases that are not printed in any manuals. If you don’t follow a prescribed practice, then possible premature failure will arise. For example, if you are familiar with the 460 CID engine and replace a water pump, it is imperative to put gray gasket compound on the threads of the bolts to prevent the coolant from leaking into the block and mixing with the engine oil.

The advice here should be clear. Surround yourself with experienced people who know your car and its quirks, and you won’t be disappointed. These folks are generally happy to share their experience and wisdom with you as we carry on the American tradition of classic car restoration or even simple repair. Some still work for money, and I can tell you it is good money spent considering some of the special tools needed they have hidden away in their tool chest collecting dust.

Dangers are lurking in a few places that can maim you. The scissor action of the power window regulators in 1960s and 1970s Lincolns must be supported securely, considering that when you remove the electric motor, the heavy coil spring can collapse the regulator, catching your fingers and relieving you of their function. The same thing applies to working on suspension control arms. Using a spring depressor can be dicey at best, considering the potentially catastrophic results of a coil spring unleashing itself against human frailty. Many tasks require literally a bigger hammer with forces applied that may seem unnatural to the inexperienced DIYer but are required nonetheless.

If you are lucky, some wise mentors will join you to tackle a more invasive task or project. I would not have rebuilt my first Lincoln engine without the oversight of an experienced veteran mechanic guiding me and, in some cases, assisting where four hands are required to do the job correctly.

By delving into the world of auto restoration, you are taking a major step into a potentially satisfying as well as disastrous world of seemingly never-ending work. Go into it with your eyes open and ears hearing. Not many things are as gratifying as taking a senior Lincoln struggling to survive and turning it into a road-worthy restoration of its former self. You have to forget about the hundreds of hours dedicated to the task, the ingenuity required to improvise where off-the-shelf replacement is unheard of, or two to three times the budget you initially set forth for the project. The deeper you dig into these road warriors of yesteryear, the more you find to work on. Keep your eye on the goal, the end product. You can always sell your project and may even make a few bucks at the end of the day. However, no one can ever pay you for the self-satisfaction gained in making something new again and showing it to the world as you cruise down the highway. Back in the day, the journey was just as important as getting there. It was part of the fabric of the American dream. Your work restoring your dream car of yesteryear is an important contribution to keeping the idea of the great American road trip alive and well.

BELOW:  The effort is worth it. Transforming a rusted, deteriorated assemblage of parts back into a beautiful automobile can be incredibly rewarding.

 

NOTE: Images of 1961, 1962, and 1963 Lincolns from the sales brochures and The Continental Magazine were used to illustrate this article. Photos courtesy of Ford Motor Co.

Pat Corbett is an LCOC member from Manchaca, Texas.

Picture Postcard Lincoln from 30 Years Ago

Picture Postcard Lincoln from 30 Years Ago

by Walker R. “Sonny” Gray, Jr.

Originally published in the 2nd Quarter 1993 issue of Continental Comments (Issue # 192.)

Dear Tim:

This picture is actually a postcard my sister purchased on one of her many trips to San Miguel de Allende, Mexico. Having lived in that quaint town for eight months, she told me about the old American automobiles still traveling the cobblestone streets. This post card is graphic evidence of what she has told me, but American automobiles this old are now a rare sight even in that far away village south of the border.

The card, although published sometime around 1962/63 (there’s a new Dodge Dart hidden behind the steps in the middle of the picture) is still being sold at the local courthouse. The Lincoln appears to have a Mexican registration plate. It probably belonged to someone “important” because even in 1962/63 the average Mexican citizen still could not afford such a luxury automobile. I noted in the photo that the license plate is bent and the left fender skirt is missing, so the Lincoln may have already started a downhill journey to its ultimate fate. I would like to to think that it has somehow managed to survive like my 1956 Lincoln Premiere coupe built on the Mexico City production line. Since the post card was printed 30 years ago, all the autos in the picture, including the Lincoln, are probably now history. However, the majestic courthouse and city square remain the same all these years later.

Walker R. “Sonny” Gray, Jr.
Houston, Texas

Editor’s Note: This post card reminds me of my cruise to Havana, Cuba in July, 1956. In those days I was in the U.S. Coast Guard Reserve, and every summer our unit from St. Paul, Minnesota took a two week cruise to somewhere. In 1956 we sailed on a Coast Guard Cutter from Mobile, Alabama to Havana. This was not too long before Batista was overthrown and Castro took over.

Anyway, when our ship docked in the Havana harbor our dock was loaded with 1956 Lincolns. They were brand new cars just shipped in from the States. As I recall, there were at least a dozen of them, or possibly as many as 20. At least two were convertibles. Most of the others were hardtops. A few were sedans. They were all different colors and almost all were Premiere models. That would have been at the very end of the 1956 model year. I suppose that the cars were destined for wealthy plantation owners or government officials. To this day I wonder what happened to them.

Tim Howley

Modern Improved Replacement Freon is Now Compatible with Original R-12 Freon

Modern Improved Replacement Freon is Now Compatible with Original R-12 Freon

ABOVE: A Continental Mark II, like the author’s, at the Kellogg Manor near the Gilmore during the Lincoln Centennial in 2022. Photo courtesy of John Walcek.

By Dean Forbes

Originally published in the November-December 2024 Lincoln and Continental Comments magazine (Issue # 381)

About 70% of all Continental Mark II automobiles were ordered with factory A/C and used R-12 Freon for cooling purposes. When the EPA banned using R-12 Freon in automobiles, the race was on to develop a replacement Freon.

The new product that won out was Freon 134a. However, the problem with Freon 134a as a replacement for the original R-12 Freon was:

  1. It is not compatible with the original R-12 Freon.
  2. It also didn’t cool as well.
  3. It required the installation of a new dryer.
  4. A complete purging of all R-12 Freon from the system is necessary before use.
  5. It caused higher head pressures in Tecumseh/York compressors.

When the above was done, and Mark II owners started using the new 134a Freon, several owners reported reed valves in their compressor went out, and the shaft seal started leaking. Those Mark II owners began to suspect the higher head pressure might be the cause.

After having their A/C compressors rebuilt, those Mark II owners, as well as other classic car owners, decided to go back to the original R-12 Freon. In so doing drove up the price on the internet to over a hundred dollars for a single six oz. can of original R-12 Freon. Unfortunately, the EPA took notice and started threatening anyone selling R-12 Freon to non-A/C license holders with legal action. While the EPA did allow U.S. manufacturing of R-12 Freon to continue, only licensed A/C companies could purchase it. That ended internet sales of R- 12 Freon from individuals to individuals.

Next, with R-12 Freon still being made in Mexico, some car owners started buying R-12 Freon from there for their own use. However, I must warn you the R-12 Freon that is made in Mexico does not use the same recipe as the original U.S. R-12 Freon. It contains a lot of propane and is very flammable. For that very reason, I would not recommend using it.

ABOVE:  Owners of vintage Lincolns and Continentals now have several quality options of refrigerants to keep their A/C systems humming like new. Photo courtesy of the author.

I can recommend a modern, new-and-improved replacement Freon refrigerant which is compatible with the original R-12 Freon and made in the USA is as follows:

Refrigerants Plus
1306 Midnight Dr., San Antonio, TX 78260
Phone: Call Donna at 210-710-3483.
Product name: RED TEK 12a. Part # 301 A/C
Refrigerant six oz. can (equivalent to 18 oz.
of R-12). Price: $8.50 ea. plus shipping.

Features & Benefits: possesses similar volumetric refrigerating effects to original R-12 refrigerants. It operates at lower head pressures and offers improved cooling properties, performance, and energy efficiency versus R-12 or R-134a. It is compatible with most common refrigeration materials and lubricants, including original R-12 & first-generation 134a.

AutoRefrigerants, Inc.
P.O. Box 321, Alpena, MI 49707.
800-524-5987
Order online: AutoRefrigerants.com
Product name: Enviro-Safe ES-12a
Six oz. can (equivalent to 18 oz. R-12) Price:
$7.50 ea. plus shipping. Order a case of 12
cans for $90.00 – free S/H.

Features & Benefits: is 100% compatible with every aspect of both R-12 and 134a A/C systems. It is colder, lighter, and easier to compress than either the original R-12 or 134a, with reduced head pressure, hence less drag on the engine, less workload for your compressor, and better gas mileage while running your A/C system.

If you think the regular formula is cold (and it most certainly is), this newer, even colder Industrial 12a will amaze and delight you. It comes in a larger eight oz. can. Price: $10.50 ea. or $125.00 per case (12 cans) of Industrial R-12a (free shipping)

I can attest to having used all three of the above products in my Mark II automobile and was satisfied with the results.

Note: See the above pictures of the various products. When reading left to right, they are RED TEK 12a, ENVIRO-SAFE ES-12a, and the last, ENVIRO-SAFE “Industrial R-134a Replacement Refrigerant.”

Dean Forbes is an LCOC member from Houston, Texas.