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From the Toronto Star - Wheels Sat.19
http://www.thestar.com
Mark VIII succeeded with excess
`Hot-rod Lincoln' last of a '70s trend
Storied marque goes out on a high
MARK TOLJAGIC
SECOND-HAND
In case you haven't noticed, the 1970s have come back on us like an edible petroleum dessert topping.
Charlie's Angels, fondue parties and plastic furniture are back. Mercifully, men's clogs are not.
Automotively speaking, one big trend in the 1970s (that has yet reappear) was the "personal luxury" car, such as the Chrysler Cordoba, Ford Thunderbird and Buick Riviera. They were popular until the mid-1980s, when shifting demographics sounded the death knell for large two-doors.
One of the few holdouts from that time of cultural excess was the Lincoln Mark VIII, the last of a long line of proud, if overstuffed, luxury coupes that stretched back to 1940, when Edsel Ford hastened the first one into production. He had taken a prototype to Florida the year before, where its "Continental" (European) styling had wowed the monied Palm Beach crowd.
The Mark coupes shared a common vision of cutting-edge design and innovative technology over six decades of production. But for every innovation, like power seats and four-wheel disc brakes, there were wretched excesses, too — such as opera windows and bloated designer editions.
CONFIGURATION
The Mark VII (1984-1992) and Mark VIII (1993-1998) rode on the extended rear-drive chassis borrowed from the Thunderbird. The so-called Fox platform dates back to 1978, underpinning the Fairmont, and a year later, the Mustang.
With some massaging, the platform worked admirably as a luxury-car foundation. The Mark VII was powered by the venerable 302 (4.9-litre) V8, first with carburetors, then with smooth fuel injection.
Air bladders replaced steel springs at every corner, a system co-developed with Goodyear. A microprocessor regulated air pressure according to various onboard sensors, which signaled to the electric compressor to keep the car on an even keel, regardless of the driving dynamics.
The LSC version of the Mark VII was the first Mark truly oriented for drivers, with a reworked suspension and aggressive tires to keep the big coupe firmly planted.
The Mark VIII replaced the successful VII in 1993. It was longer and wider, while retaining much of the same underpinnings. It differed from its predecessor in two breathtaking ways: styling and the powerplant.
With more sheet metal to play with, designers made the car sleeker, more aerodynamic. The cockpit was reminiscent of the Honda Prelude — a sweeping dashboard that wrapped seamlessly into the doors.
Some Lincoln customers balked when they realized the initial model did not offer a single sliver of wood in the interior. Subsequent models eventually saw traditional luxury touches decorating the instrument panel.
The cabin was spacious — even the back seat was decent for two adults. The trunk was big enough for four golf bags.
The engine was as advanced as the car's Jetsons styling. The all-aluminum 4.6-litre V8 featured 32 valves controlled by hollow camshafts. America's first DOHC V8, it produced 280 hp and 285 lb.-ft. of torque.
Ford's engineers obsessed over the coupe's mass. Weight-saving measures included an aluminum driveshaft, plastic hood and urethane grille (yes, you can squeeze it).
In 1997, the Mark received a mild makeover, fixing the narrow, dim headlamps and adding neon taillights — a first. But stagnant sales signaled the end of the line after the 1998 model year.
ON THE ROAD
While the Mark VII was a capable road car that could hold its own against some pricey European iron, the Mark VIII set a new standard for American automakers.
The modular V8 could propel the coupe to highway speed in less than 7 seconds, just a hair slower than the Northstar-equipped Cadillac Eldorado. In every other performance measure, however, the Lincoln trounced the Eldo.
The car was as quiet as a tomb, but tip the throttle and the engine burst to life, delivering a lusty multi-valve song that would not be out of place in a Ferrari. The Mark was firmly planted at speed, too, with the air suspension lowering the body 2 cm at 90 km/h.
Turn-in and balance were superb, although braking was merely adequate (taking 57 metres to stop from 112 km/h). The air bladders delivered a supple ride, yet the car didn't wallow in marshmallow excesses like land yachts of yore.
WHAT OWNERS REPORTED
"The Jesse Ventura of luxury coupes. And, like the outspoken (former) governor of Minnesota, it has the muscle to go with the attitude," asserted one owner on the Internet.
Hot-rod Lincoln? Apparently.
Owners cited an old magazine test that saw the Mark VIII top out at 181 mph (almost 300 km/h) on the salt flats of Bonneville, once the speed limiter had been disconnected and the mufflers removed.
For more genteel drivers, the V8 offered a pleasant surprise: decent fuel economy. Many reported highway consumption approaching 30 mpg (9.4 L/100 km), although stop-and-go city driving halved that figure.
The Mark VIII is plagued by two mechanical demons, according to owners. The four-speed automatic transmission may degenerate into a mushy shifter, eventually requiring an overhaul. Owners recommended frequent transmission fluid/filter changes as a preventative measure.
Secondly, the suspension wears out, although the system is apparently more durable and cheaper to replace than the one found in the Mark VII.
Other reported problems include warped brake rotors, faulty ignition wires, dim headlamps and drivetrain vibration.
Like virtually all American luxury cars, the Mark VIII depreciated rapidly. Unjustly so, as this was Ford's high-water Mark. Declared Car and Driver: "Dynamically, this is America's most refined automobile."
At least the two-door Lincoln bowed out at the top of its game.
Edit
We would like to know about your ownership experience with the following models: Volkswagen New Beetle, Chevrolet Corvette and Toyota Corolla. Send your comments to Mark Toljagic, 2060 Queen St. East, P.O. Box 51541, Toronto ON M4E 1C0. E-mail: toljagic@ca.inter.net.
http://www.thestar.com
Mark VIII succeeded with excess
`Hot-rod Lincoln' last of a '70s trend
Storied marque goes out on a high
MARK TOLJAGIC
SECOND-HAND
In case you haven't noticed, the 1970s have come back on us like an edible petroleum dessert topping.
Charlie's Angels, fondue parties and plastic furniture are back. Mercifully, men's clogs are not.
Automotively speaking, one big trend in the 1970s (that has yet reappear) was the "personal luxury" car, such as the Chrysler Cordoba, Ford Thunderbird and Buick Riviera. They were popular until the mid-1980s, when shifting demographics sounded the death knell for large two-doors.
One of the few holdouts from that time of cultural excess was the Lincoln Mark VIII, the last of a long line of proud, if overstuffed, luxury coupes that stretched back to 1940, when Edsel Ford hastened the first one into production. He had taken a prototype to Florida the year before, where its "Continental" (European) styling had wowed the monied Palm Beach crowd.
The Mark coupes shared a common vision of cutting-edge design and innovative technology over six decades of production. But for every innovation, like power seats and four-wheel disc brakes, there were wretched excesses, too — such as opera windows and bloated designer editions.
CONFIGURATION
The Mark VII (1984-1992) and Mark VIII (1993-1998) rode on the extended rear-drive chassis borrowed from the Thunderbird. The so-called Fox platform dates back to 1978, underpinning the Fairmont, and a year later, the Mustang.
With some massaging, the platform worked admirably as a luxury-car foundation. The Mark VII was powered by the venerable 302 (4.9-litre) V8, first with carburetors, then with smooth fuel injection.
Air bladders replaced steel springs at every corner, a system co-developed with Goodyear. A microprocessor regulated air pressure according to various onboard sensors, which signaled to the electric compressor to keep the car on an even keel, regardless of the driving dynamics.
The LSC version of the Mark VII was the first Mark truly oriented for drivers, with a reworked suspension and aggressive tires to keep the big coupe firmly planted.
The Mark VIII replaced the successful VII in 1993. It was longer and wider, while retaining much of the same underpinnings. It differed from its predecessor in two breathtaking ways: styling and the powerplant.
With more sheet metal to play with, designers made the car sleeker, more aerodynamic. The cockpit was reminiscent of the Honda Prelude — a sweeping dashboard that wrapped seamlessly into the doors.
Some Lincoln customers balked when they realized the initial model did not offer a single sliver of wood in the interior. Subsequent models eventually saw traditional luxury touches decorating the instrument panel.
The cabin was spacious — even the back seat was decent for two adults. The trunk was big enough for four golf bags.
The engine was as advanced as the car's Jetsons styling. The all-aluminum 4.6-litre V8 featured 32 valves controlled by hollow camshafts. America's first DOHC V8, it produced 280 hp and 285 lb.-ft. of torque.
Ford's engineers obsessed over the coupe's mass. Weight-saving measures included an aluminum driveshaft, plastic hood and urethane grille (yes, you can squeeze it).
In 1997, the Mark received a mild makeover, fixing the narrow, dim headlamps and adding neon taillights — a first. But stagnant sales signaled the end of the line after the 1998 model year.
ON THE ROAD
While the Mark VII was a capable road car that could hold its own against some pricey European iron, the Mark VIII set a new standard for American automakers.
The modular V8 could propel the coupe to highway speed in less than 7 seconds, just a hair slower than the Northstar-equipped Cadillac Eldorado. In every other performance measure, however, the Lincoln trounced the Eldo.
The car was as quiet as a tomb, but tip the throttle and the engine burst to life, delivering a lusty multi-valve song that would not be out of place in a Ferrari. The Mark was firmly planted at speed, too, with the air suspension lowering the body 2 cm at 90 km/h.
Turn-in and balance were superb, although braking was merely adequate (taking 57 metres to stop from 112 km/h). The air bladders delivered a supple ride, yet the car didn't wallow in marshmallow excesses like land yachts of yore.
WHAT OWNERS REPORTED
"The Jesse Ventura of luxury coupes. And, like the outspoken (former) governor of Minnesota, it has the muscle to go with the attitude," asserted one owner on the Internet.
Hot-rod Lincoln? Apparently.
Owners cited an old magazine test that saw the Mark VIII top out at 181 mph (almost 300 km/h) on the salt flats of Bonneville, once the speed limiter had been disconnected and the mufflers removed.
For more genteel drivers, the V8 offered a pleasant surprise: decent fuel economy. Many reported highway consumption approaching 30 mpg (9.4 L/100 km), although stop-and-go city driving halved that figure.
The Mark VIII is plagued by two mechanical demons, according to owners. The four-speed automatic transmission may degenerate into a mushy shifter, eventually requiring an overhaul. Owners recommended frequent transmission fluid/filter changes as a preventative measure.
Secondly, the suspension wears out, although the system is apparently more durable and cheaper to replace than the one found in the Mark VII.
Other reported problems include warped brake rotors, faulty ignition wires, dim headlamps and drivetrain vibration.
Like virtually all American luxury cars, the Mark VIII depreciated rapidly. Unjustly so, as this was Ford's high-water Mark. Declared Car and Driver: "Dynamically, this is America's most refined automobile."
At least the two-door Lincoln bowed out at the top of its game.
Edit
We would like to know about your ownership experience with the following models: Volkswagen New Beetle, Chevrolet Corvette and Toyota Corolla. Send your comments to Mark Toljagic, 2060 Queen St. East, P.O. Box 51541, Toronto ON M4E 1C0. E-mail: toljagic@ca.inter.net.
