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.

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

by Carolyn Burke, Lincoln-Mercury Public Affairs
Photos by Brad Luse
Originally published in the 4th Quarter 1994 issue of Continental Comments (Issue # 200.)

Lincoln’s all new 1995 Continental offers modular V-8 power, programmable audio, steering and suspension systems, and the ability to redefine the phrase , “personal luxury car”—all at the touch of a button.”

The 1995 Lincoln Continental is like no other car in the world,” said Keith Magee, Ford vice president and general manager of Lincoln-Mercury Division. “Continental has the ability to suit the taste of any driver,” which makes it the only true personal luxury car on the road today.”

Magee said that the 1995 Continental distinguishes itself by offering Lincoln’s Memory Pro file System (MPS), an extensive 12-feature “driver personalization system.” MPS allows the driver to program their preferences for features such as steering assist, audio presets, and suspension firmness.

At the heart of the new Continental is the InTech® V-8 system, Lincoln’s first front-wheel-drive V-8, which includes the potent 32-valve, DOHC InTech® V-8 engine and a new nonsynchronous-shifting 4-speed automatic overdrive transaxle.

“Continental’s new Transverse mounted modular V-8 engine is an example of world c lass intelligent technology, hence the name “InTech® V-8,” said Magee. “The InTech® system is designed to achieve greater fuel efficiency than past V-8 engines while also offering 260 horsepower and lots of low-end torque for quick acceleration.”

Magee said the 1995 Lincoln Continental is quite a departure from the previous model.”

Less than three years ago, we knew exactly what the 1995 Continental had to be,” said Magee. “Customers said the next generation Continental had to have a V-8 engine, less road noise, vibration and harshness, a modern interior and a distinguishable exterior.”

Available features inside the 1995 Lincoln Continental include:

• Dual airbag supplemental restraint systems.
• Child seat safety tether.
• 3-point safety belts for three rear seat passengers.
• Virtual image instrument cluster.
• Electrochromic inside rearview mirror with compass.
• Electronic climate control with sunload sensor.
• Illuminated door, window and steering wheel switches.
• Multifunction full length center console with burled walnut accents.
• High level JBL audio system with antenna embedded in the rear window.
• Center console mounted six-disc CD player.
• Overhead console with garage door opener and microphone for the voice activated cellular phone.
• MicronAir® filtration system.
• Available 5- or 6-passenger configuration.
• Ergonomically designed front bucket seats.
• Five-temperature, heated front seats with four-way power lumbar supports.
• Rear seat air-conditioning/heating ducts.
• Lincoln umbrella and umbrella storage.

The standard six-way power driver’s seat also allows for easier entry and exit from Continental’s cockpit. When the key is removed from the ignition switch, the driver’s seat automatically slides back two inches.

For greater convenience and security, Lincoln Continental features delayed accessory power for additional usage of the audio system, lighting, and windows for up to 10 minutes after the ignition has been switched off. If the lamps are left on, the electronic battery-saver system prevents an accidental battery drain by automatically shutting the lamps off after 10 minutes.

Continental received only minor changes to its overall exterior dimensions, making it slightly longer and wider, with a wider front and rear tread than the previous Continental.  However, Continental’s new and improved body offer several standard and optional features that improve upon its predecessor:

• Cornering lamps.
• Outside rearview mirror tilt-down in ‘REVERSE’ position.
• Solar tinted glass.
• Heated, glare reducing electrochromic outside rearview mirrors.
• Triple seal doors to diminish noise from external environment.
• Rain channel built into doors.
• .32 coefficient of drag to increase fuel efficiency.
• Continuous interior airflow exit built into the rear bumper.

Lincoln’s DOHC InTech® V-8 engine has a camshaft profile with intake valves that close later, producing further gains in fuel economy. Continental also features an available engine-and-brake interactive all-speed traction control system.

With a 3.56:1 final drive ratio, Lincoln’s new transaxle employs non-synchronous design to create smoother shifting.

“Simply put, the Continental’s transaxle does not time the shifts,” said Magee. “A special clutchplate is added to automatically make the gears shift when the onboard computer asks for the next gear. The end result is that the transaxle does not have to time two clutches, allowing the driver of the Continental to experience seamless shifting.”

Magee added that due to the forces generated by the InTech® V-8, the 1995 Continental’s body system is designed with increased torsional rigidity, as well as stiffened doors and central body structure.

With MacPherson struts in front and short and long control arms in the rear, Continental’s suspension is designed to take only 10-15 milliseconds to react to the road and switch the shock absorber units from soft to firm ride control.

At the rear, a set of shock absorbers is positioned vertically and a second set is positioned horizontally. Called the “quadshock system ,” this system works to significantly reduce lift and dive movements.

Luxury road feel is maintained through the use of front and rear anti-roll bars, as well as hydraulic bushings in the rear control arms. In addition, the 1995 Continental rides on specially developed P225/60R16 Michelin all-season tires mounted to 16″ directional aluminum alloy wheels.

Lincoln Continental also offers long lasting platinum-tipped spark plugs for a 100,000 mile scheduled tune-up.

The 1995 Continental also offers the “Home Safe” feature. To prevent the chance of drivers being stranded, Home Safe allows the transaxle to function in second or third gears in case of an unlikely malfunction in the engine’s electronic
engine controls.

With the most extensive personalization features of any car in the world, Continental’s new Memory Profile System (MPS) offers two different drivers the ability to set their own preferences for:

• Variable assist steering effort.
• Ride firmness.
• Memory seat positions.
• Inside and outside mirror positions.
• Autolamp delay settings.
• Instrument lighting intensity.
• Radio station presets.

MPS also extends to the following features which may be turned on or off, depending on the drivers’ preferences:

• Door lock confirmation [chirp].
• Automatic express-down driver’s window.
• Automatic door locks.
• Automatic tilt-down outside rearview mirrors.
• Easy entry/exit seats.

The steering effort selector switch (low, medium and high) and ride firmness switch (plush, normal and firm) are located in the Continental’s instrument panel message center.

Once the selections are made, steering and ride settings, as well as the other personalization features, can be programmed by using the key fob or the driver can use the Driver 1 or Driver 2 buttons on the driver’s door panel.

“Team Continental has worked hard to find the things that make a driver’s experience more pleasurable,” said Magee. “To the point that luxury in the Lincoln Continental means more than a power moonroof or a leather-wrapped steering wheel, both of which Continental has.”

Even the Continental’s trunk offers convenience features of its own. A tiedown cord is attached to the trunk to secure the trunk lid when carrying oversize loads. Also available is a trunk mounted roll cart for luggage and groceries. The trunk-mounted cart is attached to the forward panel of the luggage compartment and has a helpful trigger release.

Reprinted from Motor Trend, April 1964

by Bob McVay, Assistant Technical Editor

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

Lincoln’s first major dimension change since 1961 gives the Lincoln Continental more room, more luxury for 1964.

Luxury is definitely the big thing the Continental has to offer-not flashy, startling luxury but quiet, tasteful luxury that the driver and passengers notice the first time they ride in the car. It’s a distinctive automobile. Its relatively low production (33,717 new Lincolns were registered in 1963) and its overall appearance make it that way, especially in the case of our test car. Continental makes the only four-door convertible in this country.

Lincoln doesn’t go in for a radical new look every year. Subtle changes in the grille and ornamentation can be noticed on 1964 Continentals, but you have to look closely to tell a ‘64 model from a ‘63 unless they’re parked side by side.

Here’s where the biggest difference would make itself readily apparent: The 1964 is longer; its wheelbase and overall length are greater by a full three inches, making this the first major dimension change since 1961. The added length gives back-seat passengers noticeably more leg-, hip-, knee-, and head room. The rear doors are three inches longer, providing easier exit and entry. The return to flat glass side windows has added 5.4 inches in head room width. Even luggage space has been increased by 15 per cent, which means an additional two cubic feet of storage area.

The Continentals crisp, straight-edge styling is apparent from any angle. Car always gets admiring glances from passers-by. With top down, longer body profile is more noticeable. Three-coat, acrylic-base enamel paint is hard and resists chipping.

Powerful 320-hp V-8 is unchanged from last year. It loafs at speeds below 100 mph, has plenty of power for every situation, and is extremely smooth and quiet. The maze of plumbing necessary for extensive power equipment makes all but routine maintenance hard. Air-conditioned cars use 52-ampere battery.

On mountains or winding roads, the Lincoln handles very well for its size and weight. With 30 psi all around, handling is practically near dead neutral, with excellent stability and control.

Our test car’s engine was the same as the 1963 Continental’s — a big, 430-cubic-inch V-8 that puts out 320 hp. It does its job quietly and smoothly under all conditions. Using a four-barrel carburetor, the engine puts out 465 pounds-feet of torque at a low 2600 rpm. As mentioned before, its stresses are low at any speed. It’s designed for long years of smooth, trouble-free performance, and even in so heavy an automobile, performance is nothing to be ashamed of.

Our acceleration figures, with two staff members and all our test equipment on board, were slower than the 1963 sedan’s. The convertible weighs 700 pounds more to start with, but it still turned zero to 60 mph in 12.1 seconds and hit 30 and 45 mph in 4.1 and 8.0 seconds on the way up. Our clocks stopped at 19.1 seconds as we crossed the end of our quarter-mile test strip, with the fifth-wheel electric speedometer showing just a shade over 70 mph.

A big engine powering a heavy automobile is hardly an economical combination, but taking the c a r’s size and weight into consideration, our best mileage of 11.8 wasn’t bad. This we got during moderate highway driving with two people and no luggage on board, at speeds of 50-65 mph. Around-town driving averaged from 8.7 to 9.5 mpg, with fast highway cruising between nine and 10 mpg. Our overall average for nearly 1000 test miles was 9.9. Naturally , the Continental’s 10.1-to-1 compression ratio demands premium fuel. Lincoln engineers have provided owners with a big, 24-gallon fuel tank, which gives a 240-250-mile cruising range.

On close inspection, owners will notice something new about the tires. They’re bigger, 9.15 x 15-inchers of a low profile design that puts more tread on the road. They give less rolling resistance than former tires, resulting in less tread wear and longer life. Besides, the bigger, 15-inch wheels 27 allow more air around brake drums for better heat dissipation. The new tires have a contoured safety-shoulder design for better directional stability and handling on corners. Wheels are mounted on precision-machined hubs for truer running.

Continental engineers have gone all out to look after the smallest detail. Owners are among the most pampered drivers in the world. A few examples are the dash warning light that signals the driver when a rear door is open. Since the rear doors are hinged at the rear, driving off with one ajar could be catastrophic. As you open the rear doors on the convertible, the side windows automatically open slightly, then roll up again when the door’s closed. The fuse box is located in a panel just to the left of the glove compartment for easy replacement of fuses. These are only a few of the many little details that give Continental owners that extra pampered feeling few others get.

One dash-mounted lever does the entire job of raising or lowering top. There’s only snaps to snap and top boot to attach.

Once rear deck has opened, the top electrically unfastens itself and heads for deck area. Rear window can be unzipped.

Top folds itself neatly in place and disappears into the trunk.

With top down, there’s very little space for anything else. Two small bags or a briefcase could be carried. Of course, the top must go up in order to remove spare tire from its nest. Electric screws in deck lid fasten it securely in place. The driver never has to leave his nice, comfortable leather seat.

ABOVE:  There are eight of these Lincoln Town Car “test vehicles” in the Naples/Collier County area.

Letter to the Editor from John Hunter Dailey

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

Dear Editor:

While on vacation in Southwest Florida recently I spotted some interesting Lincoln Town Cars. The first was amazingly a Sheriffs Patrol car in the exclusive Naples area. Chief Kline of the Collier County Sheriff’s Department informed me that there are eight Lincoln Town Car “test vehicles” all on loan from the Ford Motor Company. They are 1991 models fitted with Ford’s new 4.6 litre, four valve engines. All are part of Collier County’s District 7, Everglades Patrol. Each of the eight cars is serviced at different mileage intervals including one with no service at all. At first I thought Naples was living up to its posh image, but Chief Kline emphasized that the Lincolns are simply on loan.

I spotted another interesting Lincoln Town Car on Sanibel Island. This one is the Jack Nicklaus “special edition” Town Car that is Emerald Green in color with a white landau roof. It also sports pseudo opera windows similar to those from the late Seventies, however these are only placed within the vinyl padding. The car is trimmed with a gold pinstripe and has a commemorative plaque on the front fenders with the Golden Bear logo.

John Hunter Dailey
Greenville, North Carolina

ABOVE:  The Jack Nicklaus “special edition” Town Car is most distinctive.

By Joe Sherlock

Originally published in the 4th Quarter 1993 issue of Continental Comments (Issue # 194.)

If you look at a 1955 Lincoln Capri today, you’ll see a nice looking car that looks, well, very mid 1950s. But that’s not how it looked to prospective buyers back then. 1955 was the year of all new bodies for most other makes. Chevy, Pontiac, Ford, Mercury and the entire Chrysler line all had a brand new look to compete with their 1955 counterparts. Even Packard had all new outer panels over their 1954 inner body panels. Lincoln still looked much the same as 1954, although a bit longer. Everybody but Lincoln had three tone color combinations and wraparound windshields. Chrysler first introduced “The Forward Look” in 1955. Cadillac, Buick and Oldsmobile got new bodies in 1954; Lincoln had the same old body introduced in 1952 and it was considered stale and stodgy by 1955. Most embarrassing of all, the 1955 Lincoln was underpowered compared to its rivals. The marque which had won the Mexican Road Race in 1954 still had the 341 cubic inch V-8 engine now rated at 225 hp. That was no match for the 236 hp. Buick Century, 250 hp. Chrysler Imperial, 279 hp. Cadillac El Dorado or 275 hp. Packard. 1955 was right in the middle of the styling race and the horsepower race years, and Lincoln wasn’t winning either race.

The 1955 Lincoln did have some nice new features. The automatic transmission was all new—the GM Hydra-Matic was dropped for a beefed up three-speed Ford-OMatic type of unit called Turbodrive. The car did have some new styling elements designed to make it look longer than the 1954 model. In 1955, the Capri series was the top of the line and the coupe shown here was the most popular body style—representing 42% of production. The Lincoln Capri coupe cost a little over $3,900—about 90 cents per pound. The car had a 123” wheelbase and was 63” high—quite tall for a 1955 model. Ads touted “Elegance with Power” and a top speed of 116 mph. was claimed.

1955 was a banner sales year for most makes, but not for Lincoln. Sales dropped 27% to 27,222 units. It’s a shame that the 1955 Lincoln didn’t get more respect in the marketplace. It’s really a pleasant car and it has aged well. Lincoln would have liked to have had its completely new 1956 model ready for 1955, but the changes were so sweeping they could not get it into production that soon. When the ‘56 finally arrived in late September, 1955 it was a powerful and stylish car with all the styling bells and whistles that people wanted in the mid Fifties. All’s well that ends well.