Marriott Cincinnati Northeast
9664 Mason Montgomery Rd
Mason, Ohio 45040
Start Date: Monday, June 16, 2025
End Date: Tuesday, June 24, 2025
Rate: $169.00 USD – $269.00 USD per night. Includes 2 breakfasts per room night
Last Day to Book: Monday, May 19, 2025
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.
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
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:
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.
By Jeff Shively
Originally published in the November-December 2024 Lincoln and Continental Comments magazine (Issue # 381)
ABOVE: The show field at the Gilmore. Note the variety in the front row alone – 1920s to 1990s, with lost of 1960s and 1970s charm in between. Ian Macartney’s 1872 Lincoln Continental Sedan is at the left. (Photo courtesy of Ian Macartney.)
The 11th annual Lincoln Homecoming was held Aug. 7-11, 2024, at the Gilmore Car Museum near Hickory Corners, Michigan. This year’s host club was the Lincoln Zephyr Owners Club, although the LCOC’s own Paul Temple and family were heavily involved as per usual. Lincoln lovers from far and wide began arriving on Wednesday afternoon. As has been the case for many years, the host hotel was the Four Points by Sheraton Kalamazoo. One of the benefits of arriving on Wednesday is attending the weekly cruise-in at the Gilmore.
Thursday offered a change of pace from years past. Visits to the R.E. Olds Transportation Museum and the Michigan State Capitol were on the schedule. One of the charms of Lincoln events is that we usually caravan on these outings. As it was farther afield, everyone sat back and let the motorcoach driver handle the motoring chores. Although not Ford Motor Co. related, the Olds Museum is a fascinating place to visit for all fans of the internal combustion engine. Visiting any of our 50 state capitol buildings is a treat for history buffs, and Lansing was undoubtedly no different.
Friday featured a drive from the Gilmore campus to an old favorite- the W.K. Kellogg Manor House. This home is a reminder of the lifestyles of the rich and famous in the early part of the 20th century. Then, it was off to the bird sanctuary to see avians in their natural habitat.
One of the hidden gems of the Hickory Corners area is the Bill Parfet Collection. There were two opportunities to see his cars together. Many of these rare cars are displayed periodically in the different museums on the Gilmore campus, but this is a special treat.
Friday evening’s activity was centered around the Lincoln tent, within easy sight of the Lincoln Motor Car Heritage Museum. The fun kicked off with a cocktail hour followed by a Texas-style barbeque. Then it was time for everyone to open their wallets as the auction began, with the chance of getting that rare part or piece of Lincoln memorabilia they couldn’t live without!
Saturday was the big day. There were 34 cars registered, but as always, that number fluctuated as some were sidelined at home and others arrived to take their place. It was an early start, 7:30 a.m., with attendees entering the show field via the Model A Gate. Each Lincoln paraded by our museum on its way to its spot in the shadow of the red barns. Despite a smaller-than-hoped turnout, there was nearly a century of Lincoln history on display, starting with Bill Wybenga’s 1921 Model L and culminating with Paul Temple’s 2020 Continental. There was but a single Zephyr, a 1937 Three-Window Coupe named “Rita,” shown by Andrea Irby.
ABOVE: Andrea Irby with her 1937 Lincoln Zephyr Three-Window Coupe named “Rita”. (Photo courtesy of Ian Macartney.)
BELOW: Gary Hussar and the Canton Car Museum brought this 1932 Lincoln Model K Roadster by Murphy. (Photo courtesy of Ian Macartney.)
ABOVE: Ian Maccartney displayed this 2017 Continental. (Photo courtesy of Ian Macartney.)
In the evening, after a trip back to the hotel for a shower and fresh clothes, attendees returned to the Gilmore for the banquet. Participant awards were given out and the guest speaker was Dave Perczk, Director of U.S. Lincoln Sales & Service.
Sunday was the last hurrah for 2024. Those who chose to stay enjoyed an encore Lincoln show at the Gilmore. The Lincoln Motor Car Foundation met to discuss the future of our museum, and then it was time to head for home.
Your editor was unable to attend the Homecoming this year and is grateful to Ian Macartney for providing the pictures for this article. He came from Grand Rapids, Michigan, to display his 1972 Lincoln Continental Sedan and 2017 Lincoln Continental. Let’s plan to return to Hickory Corners in 2025 for the 12th annual Lincoln Homecoming!
Jeff Shively is an LCOC member from Kokomo, Indiana.
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:
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:
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:
MPS also extends to the following features which may be turned on or off, depending on the drivers’ preferences:
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.
Originally published in the September-October 2024 Lincoln and Continental Comments magazine (Issue # 380)
For over a decade, Ford has offered all LCOC members the ability to use the X Plan program to obtain substantial discounts on new Ford or Lincoln vehicles. Over the years, hundreds of our members have used this plan not only to save on the price of the car, but also on fees, as the X Plan limits the dealer to a document fee cap of $100. It’s a great help when you are in the market for a new car or truck.
Recently, Ford has made the LCOC a full-fledged Partner Recognition member. That means that all our members can now get their own X Plan PINS! Just follow these simple steps to generate your X-Plan PIN:
The proof of LCOC membership can be one of the following: (1) Screen print of your membership information from Cornerstone, our membership manager. Go to www.lcoc.org, click on “Member Login” on top of home page, and sign in for the required information. (2) Your welcome letter from Cornerstone, or (3) The latest issue the Lincoln and Continental Comments with your address on the back cover. A photocopy is acceptable. If you have any questions, get back to me at gkramer2047@gmail.com or 832-368-2575. Good luck!
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.
From the driver’s seat, we had excellent vision in all directions. Even shorter drivers will have no difficulty seeing all four fenders. Our Continental was easy to maneuver and park, despite its size and bulk. We immediately noticed another change for 1964: The entire dash has been redesigned, with a larger, easier-to-read speedometer replacing last year’s smallish unit (which we felt was too small). Nice, legible gauges are furnished for oil pressure, battery charge, water temperature, and fuel level, while a warning light comes on when the gas tank gets dangerously low.
Driving position is comfortable. The leather seats are soft and luxurious, yet firm enough to give good leg-, hip-, and back support, even on the longest drives. A comfortable center arm rest’s provided in both front and rear. All controls are easy to reach from the driver’s seat. The new dash incorporates integral air outlets for the car’s heater/air-conditioning system, and the ignition switch’s relocated at the right of the steering wheel. Passengers can direct the flow of air either up, down, or to either side via the adjustable vents.
Our test car was fitted with top-grain leather upholstery, with expanded vinyl door trim panels and wood-grain door inserts. Individually adjustable front seats with a center console can be ordered for an additional $281.40.
Out on the highway or around town, the Continental was an extremely pleasant, well mannered car. It handled around town trips with ease and, despite its size, was easy to maneuver in tight situations. Sharp dips taken at above-average speeds wouldn’t bottom the suspension. Everything from railroad tracks to the roughest dirt roads was absorbed quietly and well by the Continental’s refined suspension. Big, heavy coil springs up front and semi-elliptical leaves at the rear do their job exceptionally well. No matter how rough the road surface, passengers have to look outside to be aware of it.
Out on the highway, the Continental really comes into its own. This car is a luxury cross-country cruiser. Except for an ever-so-slight wind whistle around the windows and top, the car’s dead silent at any speed. Certainly the wind noise wasn’t objectionable — it just let us know we were whistling along. At any speed up to 100 mph, the car seems to be loafing. Even at its top speed of slightly less than 110 mph, it wasn’t turning fast enough to make the engine work hard.
The Continental’s right at home charging around winding mountain roads. For a car of its ponderous size and weight, it handled very well on the twisty stuff. Body lean was never great, while traction and stability were quite good. Even on long downhill grades, the brakes refused to show more than a slight amount of fade.
Lincoln’s twin-range Turbo-Drive three-speed automatic transmission is smooth in operation, with quick, solid, almost inaudible gear changes. It also proved handy for climbing or coming down steep grades. The intermediate range held the car’s progress down on inclines and kept the revs up at a usable level on long upgrades.
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.
Heavier by 700 pounds, convertible took more feet for 60-mph stops than last year’s sedan. Brakes always feel strong, give good stopping power under all conditions, without undue wheel lock-up or swerving. Overheating is never a problem.
America’s only four-door convertible is also the only U.S. car with rear-hinged rear doors. All passengers enjoy spacious seating, with lots of leg room. The door latches use a rubber-cushioned double safety design. Wood-grained door panels are standard equipment, along with nylon yarn pile-cut carpeting.
The convertible top doesn’t billow out much at high speeds, although it makes for more wind noise than sedan over 70 mph. The sedan’s lighter weight gives it an edge in acceleration.
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.
Familiar hood ornament, Continental trade mark, adds to the overall appearance of quality and tastefulness of design.
Newly designed dash, with integrated air outlets and new steering wheel, are 1964 features. The visors and dash are padded, mirror is bonded directly to windshield. Hood is wide, flat for good driving vision, and easy-to-see fenders aid parking.
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.
With a base price of $6919, our convertible ranks as one of the highest-priced cars on the American market. Add $504 for air conditioning, $53.65 for tinted glass, and $6.90 for door-edge guards, plus $205 for transportation, and the total comes to $7686 before tax and license. A luxury price tag indeed.
But, where optional equipment costs extra on lesser cars, it’s standard on Continentals. Full power: brakes, steering, windows, seats, vents, door locks, antenna, deck lid, and top are all standard. Turbo-Drive three-speed automatic transmission, AM radio with rear speaker, four-ply whitewall tires, undercoating, center arm rests, electric washers, and hydraulic wipers are also part of the basic package. New standard items for 1964 include an automatic parking brake release, trip odometer, fuel warning light, and map and reading lights.
The option list is relatively short, but it does include a limited-slip differential, speed control, automatic h e ad light dimmer, and a deck lid release for the sedan. Standard axle ratio is 2.89, but a 3.11 ratio can be ordered for towing or mountain driving. All Continentals have a 24,000-mile /24-month warranty.
We couldn’t find any major complaints with the Continental. Luggage room in the convertible is almost nonexistent with the top down, and the heater/air-conditioner seems more complicated to operate than units on cars in the same price range (although our unit did an excellent job of keeping temperature where we wanted it).
The car’s unit-construction body proved completely tight and rattle-free. Ride, comfort, and luxury are above reproach. Lincoln engineers still insist on testing each and every car before it leaves the factory to make sure all components work properly. We always felt relaxed during and after even the longest trips.
Lincoln Continental owners pay a premium price for their transportation , but our opinion is that they get their money’s worth. It’s a fine automobile in every way.
