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.

By Birger Hoelstad and Thor Langli
All photos by the authors except where noted

Originally published in the May-June 2020 issue of Continental Comments (Issue # 354.)

The first weekend of August 2019 it was finally here! After two years of planning, it was time for the Norway Region of the LCOC to sit back and enjoy its 20th Anniversary. One by one, the beautiful Lincolns came rolling into the front of the hotel just outside of Lillehammer, Norway, the site of the 1994 Winter Olympics. A separate room was reserved for us for the Friday “meet and greet,” but the weather was so nice and warm that we all ended up outside. The cars were lined up just a few feet away, so the view was fantastic, with 22 Lincolns and 47 people participating.

ABOVE:  Quite an impressive line-up of Lincolns on the show field.

On Saturday morning, it was time for a car wash before our driving tour took off for the scenic countryside. During the tour, we crossed paths with some even older cars from the 1920s and earlier. Due to this, some of our admiring members were delayed, but eventually, we all made it back to the hotel. A lovely green field was made available to us for the car show. It may seem wrong for a Norwegian to say something like this, but it was actually too hot in the sun on the show field, so we had to retreat to the shade! After the judges had inspected all the cars, it was time for our group to walk over to the newly-opened Norwegian Road Museum.

ABOVE:  1970s Lincoln convertibles ore scarce in the United States, so seeing Ingve Jensen’s 1973 Continental Convertible on display In Norway was a rare treat.

The celebratory banquet was held Saturday evening. A pair of Lincolns, a 2019 Navigator, and 1973 Continental Convertible greeted us outside. We were so lucky that Mr. Tristam Perry, the Public Affairs Officer at the U.S. Embassy in Oslo, and his lovely wife, Maria, joined us at the banquet. Mr. Perry gave a very personal and funny speech, and we all enjoyed their company.

ABOVE:  A new Lincoln Navigator set an elegant but fun mood at the 20th Anniversary reception.

ABOVE:  The LCOC’s overseas contingent, including some of our Norwegian friends, at the Lincoln Motor Car Heritage Museum’s dedication in 2014.

For seven years, the Norway Region has had an award named after one of our founders, Tore Solberg. Tore passed away several years ago. This award goes to a person with a long-standing devotion to the Lincoln Motor Car. The award has now been renamed “LCOC Special Award,” and this year, it went to Per Malme. He has owned many Lincolns, has served as our treasurer, and never says “no.” He has worked with Ford his entire life and coined a new term, the golden detour. This is defined as “a detour does not matter, as long as you can enjoy it in a Lincoln.” Previous recipients include Ove Loen, Ragnar Wehn, Tor Haakon Hognestad, Svein Stokstad, Rita and Sigmund Espeland, and Aage Gustavsen.

Various other awards were also handed out, including one to Alf and Anne Marie, who both have done a lot for LCOC, going as far as to change their last name to “Mercury-Lincoln!” Asbjorn Simonsen got the “Longest Distance Award,” having driven 2,200 miles round-trip to the meet. Thor and Randi Loktu were honored, as they have been members since our inception in 1999. The award our region received from LCOC National President John Talbourdet was also much appreciated. It was passed around for everyone to see and will stay with our region director. Every attendee received a Norway Region 20th Anniversary badge.

This event was a wonderful way to celebrate this important anniversary for the Norway Region. Everyone went home with fond memories and will be looking forward to the next grand event.

ABOVE:  With Ingve Jensen’s 1973 Continental Convertible in the foreground, Norwegian revelers enjoyed a reception before the banquet.

ABOVE:  Lincoln treasures of all sorts were on display.

Photos by John Walcek and Tim Howley
Originally published in the May/June 2009 issue of Continental Comments (Issue # 288.)

Eight Continental Mark IIs were entered at the 2008 Western National Meet in Irvine, California, in October, 2008, which has to be a record for Mark IIs at any national meet in recent years and may be an all time record.

Doctor Richard and Carolyn Gray, Tiburon, California, entered a Naiad Green (light green) 1956 Mark II. They purchased the car in 1989 in Riverside from the widow of the original owner. The car was originally purchased in Lodi, California. The original owner was a general doctor in Lodi who went on to become a radiologist training in Portland, Oregon, and stayed on in Portland after his training. Within a few years he became very well known and invented the heart catherization technique used today by cardiologists worldwide in doing angiograms for coronary artery blockage. He invented the catheters that are still used today and they bear his name, Melvin Judkins. Since Richard Gray is a cardiologist he has a special interest in the car. In about 1970, Dr. Jenkins moved back to Loma Linda where he had gone to medical school and became a professor there. When the Grays bought the car it had not been running in many years and the last license on it was Oregon in 1973. The car now has 76,000 miles.

Recently, the Grays had the car dismantled and the paint totally stripped. After extensive body preparation the car was repainted to the original color. The interior, including the carpet, is still original as is most of the trim. Only the bumpers were re-plated. The engine has been out of the car three times. The valves, rings, and bearings were replaced but the cylinders were not re-bored. Every time the engine went back in something else wrong was found. By the way, on these cars you have to remove both the engine and transmission together. Even after the Irvine Meet the transmission required more work, but at last everything is working now and the car is magnificent.

ABOVE: Dr. Richard and Carolyn Gray with their 1956 Continental Mark II.

ABOVE:  Tom Spiel with his 1957 Continental Mark II.

Norm and Nancy Hoskins, Yorba Linda, California, entered a 1956 Continental Mark II that was built August 13, 1955, making it, Norm believes, the 175th Mark II built. The color is Briar Brown Iridescent, a deep bronze metallic. It was originally sold to a Doctor Robert Engler in Helena, Montana. The doctor owned the car for many years, then sold it to somebody in Orange County. A speculator bought it from him and Norm bought the car from the speculator. When Norm bought the car it had the original paint, chrome, and tom upholstery. Norm took the car all the way down to the frame which is no easy task on a Mark II. Everything has been rebuilt including the engine and transmission. The restoration took 28 months. The odometer now shows 24,000 miles, which Norm believes to be 124,000. Norm is Director of the Western Region.

ABOVE:  Admiring Campbell’s engine compartment.

U.S. Congressman John Campbell from the 48th District in California entered a 1956 Continental Mark II serial number C56C2516. He writes the following about the car.

“I have conflicting information on the original selling dealer and owner of the car. The Biche family, William and Mark, who owned the car for nearly 20 years from 1978 until 2006, say that the car was built on Jan 23, 1956 and was shipped to Harris Miller Lincoln-Mercury in the Bronx, New York, for delivery to its first owner Michael Swartz. This information was apparently obtained from The Continental Mark II Encyclopedia. However, I recently obtained the car’s production order from the Henry Ford Museum (through the ad in Lincoln and Continental Comments) and it shows the car as having been shipped to L&M Motor Sales in Glen Cove, New York, for delivery under a customer order from Mario Giardino. I’m not sure which is correct although I suspect the museum information is more reliable. I would think that 1/23/56 would be too early a build date for car #2516. Anyway, the car was clearly originally purchased in New York state. The second owner is unknown after which the car apparently came into the possession of one Ralph Ruoff in Rochester, New York, around 1975. William Biche (who I believe was director of a Lincoln and Continental Owners Club region on the east coast) purchased the car on 10/25/78 for $3,500. He proceeded to do a frame off restoration (done between 1994 and 1999) and the car won LCOC primary, senior, and William Clay Ford Trophy awards in 1999 and 2000. The Biche’s did not drive the car much according to their records. They only put 1,029 miles on the car between 1978 and when I bought it in May of 2008. That’s only 34 miles per year! I have already put another thousand miles on it in less than one year in my ownership. The car now has just over 65,000 original miles. I purchased the car from a dealer, Hyman Ltd., in St. Louis, Missouri. My understanding is that my purchase was the car’s first trip west of the Mississippi.

Because the restoration now has a few years on it, and because the car had not been driven much in 30 years, I am in the process of freshening the restoration and doing a complete run through of all mechanicals, which need quite a bit of work, to make the car one I can drive and enjoy frequently and reliably.

The car is Cobalt Blue Iridescent Deep Blue (Code 02) with Light Blue Biscuits and Medium Blue Bolsters (Code 1A1A). Biche’s information is that there were only 124 cars built with this exterior color, 31 with this exterior/interior combination, and 16 identical to this one (no A/C or bumper guards).

I have loved Mark IIs since I was a little kid and have always considered them a timeless and iconic design. Before entering politics, I was in the car dealership business for 25 years and was a Lincoln-Mercury dealer in Anaheim, California, for a short time in the early 1990s. I look forward to many years with the LCOC and this car!”

ABOVE:  Diane and Keith Johnson with their 1956 Continental Mark II Parade Car.

John Boccardo, Palm Springs, California, who entered a Medium Gray 1956 Continental Mark II at Irvine was unavailable to tell us about the car. David Sutliff, Burley, Idaho, entered a White Lucite 1956 Continental Mark II. His story could not be completed by the time of publication. Christopher Cimarusti, Manalapan, New Jersey, who entered a black 1956 Mark II at Irvine, has written a separate story about his car.

ABOVE:  David Sutliff’s 1956 Continental Mark II.