#1.All dressed up and nowhere to go.
That's an apt description of the 1996 Lincoln Mark
VIII, a noble Roman when it comes to numerals, but low
on the royal rung in sales. For the first seven months
of the 1996 model year, Mark VIII sales totaled 8,626
units, down 20 percent from 10,782 a year earlier,
which is nothing to boast about.
Two factors are affecting the VIII, and luxury-car
sales in general, which at L-M are down nearly 20
percent this model year, to 79,000 units from 97,000
last year. Folks who usually follow fashion by parking
a luxury car in the drive are parking an even more
fashionable--and, in many cases, slightly less
expensive--sport-utility vehicle there. And folks who
swarmed to the so-called two-door personal luxury
market in the '70s and early '80s are finding
four-doors much more personable, as well as convenient
and practical.
Some will argue a third factor: The Mark VIII we
tested starts at $39,650 and, with options, you could
buy a four-door ute. Consider the touring package--
traction assist, auto dimming mirror, JBL sound system
and trunk-mounted CD player-- for $1,810; power
moonroof, a whopping $1,515; and chrome wheels with
high-intensity halogen headlamps, a heart-stopping
$2,100.
You would have thought Lincoln-Mercury would have
learned its lesson from Oldsmobile, which couldn't
give away the two-door personal luxury Toronado, but
can't build the four-door luxury Aurora replacement
fast enough to meet demand.
Olds broke with Detroit's insistence that folks are
willing to spend $40,000 on cars with limited entry
and exit capabilities. L-M is mired in that tradition.
Rather than playing with X's, V's or I's,
Lincoln-Mercury might be better off dramatically
changing the Mark--resizing, repricing and redooring
it to make it a vehicle people want.
What's the most popular feature among mini-vans today?
A driver's side fourth door. And among pickup trucks?
A third door to service extended cabs.
So how will Lincoln respond?
For 1997 the grille will be revised for a more
rounded, less laid-back front end, headlamps will be
enlarged, the hood smoothed and rounded, fenders
tweaked and taillights injected with neon. Those neon
taillamps are supposed to light much faster than
traditional taillamps and as a result, at 45 m.p.h.,
the car following you will be alerted so much more
quickly to your braking that it will have an estimated
70 extra feet of stopping distance to avoid kissing
your deck lid.
The 1997 Continental also gets a minor face lift, with
a larger grille with thinner decorative bars.
But we digress.
As for the 1996 Mark VIII LSC we tested, styling is
distinctive, but it makes the car look long and low at
a time when shorter and wider are more fashionable.
The 4.6-liter, 32-valve, 290-h.p., V-8 moves quickly
yet quietly while obtaining a respectable 18 m.p.g.
city/26 m.p.g. highway, which is more than most SUVs
can ever hope to obtain. Of course, gas prices don't
bother luxury-vehicle buyers as much as gas
availability, and there are ample supplies of the
expensive stuff.
The LSC features a sports suspension package that
gives the coupe above-average road manners. The
suspension smooths the rough edges on the pavement
while clinging to the concrete without lots of body
lean or sway when leaving the straightaways.
Dual air bags are standard as are four-wheel anti-lock
brakes and traction control. A nice touch is an "off"
light that goes on when you turn off the traction
control.
One very nice feature--fuel filler door and trunk lock
buttons are in the driver's door where they are easy
to reach and use.
One very questionable feature if you wear full-figured
duds--the VIII seat bottoms cater to the petite elite.
Don't know how those neon taillamps will work on the
redsigned '97 Mark, but the high-intensity discharge
halogen headlamps on the '96 give off a bluish glow.
Ford says the lamps provide almost twice the scope of
traditional lamps on the roadway and last two to three
times longer than typical halogens.
Another nice feature Ford has pioneered is placement
of an arrow at the fuel gauge to show what side the
filler door is on, which is handy for multicar
families who have to guess the side when pulling up to
the pump.
#2
God bless America.
As the world's automakers march in lockstep toward one
bland definition of luxury car (did anyone say
Lexus?), cars like the big, brawny Lincoln Mark VIII
LSC stand in defiance of that notion.
All Marks share their basic chassis and mechanical
components with lesser cousins, the Mercury Cougar and
Ford Thunderbird. But Lincoln gives the car a rather
distinct personality.
Start with the styling. It's an odd modernization of
classic Mark styling cues, including a big, chrome-y
grille up front and the traditional tire hump on the
rear decklid. The rakish greenhouse rests on a
muscular beltline that gives the car a sleek look from
the side. The handsome, newly reintroduced LSC
delivers a monochromatic paint job and optional chrome
wheels, giving the car a go-fast look.
Where Lincoln really differentiates this car is under
the hood. Although the Mark shares its 4.6-liter V-8
engine with its lesser cousins, it gets a double
overhead camshaft rather than a single. This is good
for 280 horses. Pop for the LSC model like the test
car and you'll get an extra 10 ponies. Hook that to a
revised axle ratio, thicker stabilizer bars and beefy
225/60R16 tires, and you have a hustlin' hotrod
Lincoln.
Dual exhausts groan with delight as you explore the
upper reaches of tachometer and speedometer. The bark
is pure American muscle. There's even a little hood
vibration, just in case you miss that muscle car
trait.
But don't let that American demeanor fool you. This
baby can handle the twisties. There's a tremendous
amount of grip and a purely neutral feel that only
comes from a rear-drive automobile.
That said, this car weighs 3,767 pounds, so it never
feels light on its feet. Similarly, despite its great
handling, the power steering is a little too numb. The
computer-controlled air suspension is firm and
delivers a flat ride, but it does pound over large
bumps, inducing some shudder in the car. Again,
typically American in character.
The four-speed automatic transmission delivered quick
shifts, but can delay in downshifting in some
situations. Four-wheel anti-lock disc brakes, dual
airbags and traction control are standard.
Inside, front seat passengers are treated to a
sweeping bi-level dashboard. The basic design is
imaginative and puts all major controls on the canted
center console at the driver's fingertips. These
include the automatic climate control, rear defroster,
audio system and trip computer. In front of the
driver, the view to the gauges is unobstructed. The
dash also gives the interior a cozy, cockpit like
feel, although some might find it confining.
While wood trim helps warm the inside, the plastics
could have been of higher quality.
The power-operated front bucket seats are covered in
leather of fine quality. The seats are excellent,
providing good long-range support, yet with enough
give to avoid discomfort. Rear-seat passengers are
taken care of as well, although legroom depends on how
cooperative front-seat passengers are. It's still
awkward trying to stoop to get in the back, though.
Trunk space, at 14.4 cubic feet, is good for a coupe.
The trunk is usefully shaped, although not all that
deep. The JBL audio system delivered good sound and
features a 10-CD changer mounted in the trunk.
While it no longer sports such gaudy accessories as
opera lamps or vinyl roof, the current Mark is a
muscular iteration of the classic American luxury
coupe. Its refusal to be the suffocatingly suave
import-like coupe means it stands apart, making this
Lincoln a remarkable marque of Mark.
Mark VIII LSC
Standard: 4.6-liter DOHC 32-valve V-8, four-speed
electronic automatic transmission, P225/60R16 tires,
power windows, power door locks, power mirrors, cruise
control, four-wheel disc power brakes with anti-lock,
leather seating surfaces, floor mats, power front
bucket seats, keyless entry
Otional: Touring package (electronic traction assist,
electrochromatic auto dim mirror, Ford-JBL AM/ FM
cassette/CD with trunk-mounted CD changer), LSC chrome
wheels, Luminarc headlights, power moonroof
Base price: $39,650
As tested: $44,085
EPA rating: 18 mpg city, 26 mpg highway
Test mileage: 24 mpg
#3
The Lincoln Mark VIII is a swoopy and stylish car that
has two winning personalities.
I see the Mark VIII as a sort of classy hot rod. It
appeals to middle-aged buyers who are looking for a
muscle car decked out in wood and leather trim, and
who want want both import like luxury and refinement
and American-style performance.
Let's say you don't care for a loud, fast muscle car.
Instead, you would prefer a comfortable coupe that is
smooth, quiet and fast. But you also like to have a
little fun behind the wheel every now and then - doing
things like leaving a little rubber on the pavement or
taking a curve at 60 mph.
No problem for the Mark VIII.
Just drive the Lincoln with a tender foot and it will
convey you to your destination with Lexus like
smoothness and serenity.
But there is an iron fist in the form of a powerful
V-8 lurking under the Mark VIII's velvet glove of a
body. This Lincoln delivers a terrific punch when you
push hard on the accelerator.
Lincoln's design team has done a superb job creating a
car that so smoothly melds performance and luxury.
PERFORMANCE
Switch off the overdrive, rev the engine and you'll
hear a melodious burst of mechanical music from the
sophisticated 4.6-liter, 32-valve double overhead cam
V-8 under the Lincoln's gently curved hood. There is a
muted growl and a soft whine that come from the
engine. The noise sounds great. To these ears it
conveys precision engineering, and it gives the car an
almost exotic feel.
Unlike standard issue Mark VIIIs, the LSC comes with a
sports-tuned exhaust system that lets the engine
breathe easier. Horsepower is rated at 290 - 10 more
ponies than regular Marks. Also, the rear axle ratio
has been changed to enhance low-speed acceleration.
The result of those minor changes makes the Mark VIII
a lively, enthusiastic, athletic performer.
I can't say enough about this engine. Unlike other
multivalve, high-performance V-8s, this one
doesn'tseem to have peaks and valleys of performance,
and it isn't a weakling at low speeds. It pulls
strongly and consistently all the way up to the red
line on the tachometer.
The computer-controlled four-speed automatic - the
only gearbox available in the Mark VIII - provides
nearly seamless shifts. If you like to drive
aggressively, you can press a button on the shifter
and disengage overdrive, or fourth gear. Doing so
gives the Mark VIII even more midrange muscle.
For some reason, (perhaps because of my lead foot) our
test car did not live up to its EPA fuel estimate. I
got 15 mpg in city driving and just 22 on the highway.
HANDLING
Ford is the domestic automaker to come closest to
matching Toyota's Lexus division when it comes to
tightly built, almost noise-free vehicles.
Even when the Mark VIII is driven over rough roads,
not much noise enters the car's interior. The
four-wheel independent electronic suspension system is
quiet. Even the tires don't make much noise, or if
they do, the Mark VIII is so well-padded that none of
the commotion reaches the driver.
Not even the worst bumps could elicit a rattle or a
squeak from the many trim pieces on the car. That
tells me Mark VIII has a rigid body that doesn't flex
much when the road is poor.
When I got behind the wheel, the first thing that
stood out was the Mark VIII's super-responsive
rack-and-pinion steering system.
It takes just over 21/2 turns of the steering wheel to
turn all the way to the left or to the right. In other
words, to make a sharp turn, you don't have to spin
the steering wheel much (the turning radius is a
respectable 37.2 feet). A lane change takes less than
a flick of the wrist.
One of my favorite curves in which to test a car is
the westbound entrance to Interstate 4 in Lake Mary.
That long, sharp sweeping curve usually lets me find
out what a vehicle can do when it comes to fast
cornering. During several high-speed encounters with
that curve, the Mark VIII's body stayed absolutely
flat - a remarkable accomplishment. The tires don't
squeal, and the car remains easy to control.
One of the Mark VIII's computers automatically adjusts
the car's ride height. For instance, at highway speeds
the computer lowers the car about an inch. This makes
it a bit more stable. The system works well.
Credit also must be given to the car's powerful
four-wheel anti-lock disc brakes. They grab hard when
you need them to, and the car stays level and easy to
control in emergency stops.
Our shiny black test car came with Ford's electronic
traction control system, a $215 option. I'm not
convinced that it is as good as other systems I've
tested. When I tried it out several times on wet
roads, I was surprised that both rear wheels spun
enough to make the car fishtail slightly before the
system engaged. General Motors, BMW and Mercedes-Benz
have better systems.
FIT AND FINISH
The Mark VIII has a unique and stylish interior.
The dash is a curving, two-tiered affair that blends
smoothly into the door sills. Ford likes to use the
word cockpit to describe the Mark VIII's interior, but
I doubt there is any airplane interior like it.
There are several cars with interiors that flow more
smoothly from one area to another, but I like the Mark
VIII's layout because it is so different. For
instance, several oblong, key like buttons in the
center of the dash allow the driver to call up
information from the car's computer. Pressing one
button will show you how much fuel is left. Pressing
another turns on a compass. It's a unique setup that
gives the Mark VIII its own identity.
The seats are fabulous. Not only do they look great
with their perforated leather upholstery and
embroidered Lincoln logos, but they are supremely
comfortable.
You adjust them by reaching down and moving buttons on
the side of the bottom seat cushion. One or two of the
buttons are notparticularly easy to reach, but the
Mark VIII has a memory system, so all you have to do
is configure the seat to your liking and enter it into
the memory. If anyone else drives the car and changes
the seat, pressing one button will return it to your
liking.
Also, rear seat passengers don't have to struggle to
get into the rear seat. Flip the top half of either
front seat forward, and the rest of the seat
automatically slides ahead on its track, exposing an
unobstructed path to the rear.
Other nice touches include a garage door opener built
into the visor, an ear-piercingly powerful AM/FM
cassette stereo with a trunk-mounted 10-disc CD
player, and a full menu of power accessories.
Front and side visibility is good, but I don't care
for any of the Mark VIII's mirrors. The mirrors
mounted on the doors seem too small; the rearview
mirror doesn't allow the driver to see completely out
of the rear without adjusting his head. A longer
mirror inside probably would increase rear vision.
Trunk room is adequate for golf bags and groceries,
though it is not particularly deep.
When I tested the Mark VIII two years ago, I felt it
needed some wood trim on the inside to warm up the
interior. Wood has been added to the center section of
the console, but I still think wood trim on the upper
sections of the door sills would add class to the
interior.
As far as exterior styling goes, this car should age
well. It has a fresh design that doesn't rely on
copying anything from other cars. If anything, the
rear hump on the trunk could be retired, because it is
only there for cosmetic purposes. That hump - which
has shrunk over the years - pays homage to classic
Lincolns. That's where the spare tire used to be
mounted.
Distinctive, classy and fast, the Mark VIII is a high
quality performance-oriented luxury sports coupe and
one of the brightest stars in Ford's galaxy of
vehicles.
Truett's tip: The Lincoln Mark VIII is
America'spremier high-performanceluxury/sport coupe.
It is more refined than the Cadillac El Dorado and
better in every area than the closest Chrysler
product, the LHS.
That's an apt description of the 1996 Lincoln Mark
VIII, a noble Roman when it comes to numerals, but low
on the royal rung in sales. For the first seven months
of the 1996 model year, Mark VIII sales totaled 8,626
units, down 20 percent from 10,782 a year earlier,
which is nothing to boast about.
Two factors are affecting the VIII, and luxury-car
sales in general, which at L-M are down nearly 20
percent this model year, to 79,000 units from 97,000
last year. Folks who usually follow fashion by parking
a luxury car in the drive are parking an even more
fashionable--and, in many cases, slightly less
expensive--sport-utility vehicle there. And folks who
swarmed to the so-called two-door personal luxury
market in the '70s and early '80s are finding
four-doors much more personable, as well as convenient
and practical.
Some will argue a third factor: The Mark VIII we
tested starts at $39,650 and, with options, you could
buy a four-door ute. Consider the touring package--
traction assist, auto dimming mirror, JBL sound system
and trunk-mounted CD player-- for $1,810; power
moonroof, a whopping $1,515; and chrome wheels with
high-intensity halogen headlamps, a heart-stopping
$2,100.
You would have thought Lincoln-Mercury would have
learned its lesson from Oldsmobile, which couldn't
give away the two-door personal luxury Toronado, but
can't build the four-door luxury Aurora replacement
fast enough to meet demand.
Olds broke with Detroit's insistence that folks are
willing to spend $40,000 on cars with limited entry
and exit capabilities. L-M is mired in that tradition.
Rather than playing with X's, V's or I's,
Lincoln-Mercury might be better off dramatically
changing the Mark--resizing, repricing and redooring
it to make it a vehicle people want.
What's the most popular feature among mini-vans today?
A driver's side fourth door. And among pickup trucks?
A third door to service extended cabs.
So how will Lincoln respond?
For 1997 the grille will be revised for a more
rounded, less laid-back front end, headlamps will be
enlarged, the hood smoothed and rounded, fenders
tweaked and taillights injected with neon. Those neon
taillamps are supposed to light much faster than
traditional taillamps and as a result, at 45 m.p.h.,
the car following you will be alerted so much more
quickly to your braking that it will have an estimated
70 extra feet of stopping distance to avoid kissing
your deck lid.
The 1997 Continental also gets a minor face lift, with
a larger grille with thinner decorative bars.
But we digress.
As for the 1996 Mark VIII LSC we tested, styling is
distinctive, but it makes the car look long and low at
a time when shorter and wider are more fashionable.
The 4.6-liter, 32-valve, 290-h.p., V-8 moves quickly
yet quietly while obtaining a respectable 18 m.p.g.
city/26 m.p.g. highway, which is more than most SUVs
can ever hope to obtain. Of course, gas prices don't
bother luxury-vehicle buyers as much as gas
availability, and there are ample supplies of the
expensive stuff.
The LSC features a sports suspension package that
gives the coupe above-average road manners. The
suspension smooths the rough edges on the pavement
while clinging to the concrete without lots of body
lean or sway when leaving the straightaways.
Dual air bags are standard as are four-wheel anti-lock
brakes and traction control. A nice touch is an "off"
light that goes on when you turn off the traction
control.
One very nice feature--fuel filler door and trunk lock
buttons are in the driver's door where they are easy
to reach and use.
One very questionable feature if you wear full-figured
duds--the VIII seat bottoms cater to the petite elite.
Don't know how those neon taillamps will work on the
redsigned '97 Mark, but the high-intensity discharge
halogen headlamps on the '96 give off a bluish glow.
Ford says the lamps provide almost twice the scope of
traditional lamps on the roadway and last two to three
times longer than typical halogens.
Another nice feature Ford has pioneered is placement
of an arrow at the fuel gauge to show what side the
filler door is on, which is handy for multicar
families who have to guess the side when pulling up to
the pump.
#2
God bless America.
As the world's automakers march in lockstep toward one
bland definition of luxury car (did anyone say
Lexus?), cars like the big, brawny Lincoln Mark VIII
LSC stand in defiance of that notion.
All Marks share their basic chassis and mechanical
components with lesser cousins, the Mercury Cougar and
Ford Thunderbird. But Lincoln gives the car a rather
distinct personality.
Start with the styling. It's an odd modernization of
classic Mark styling cues, including a big, chrome-y
grille up front and the traditional tire hump on the
rear decklid. The rakish greenhouse rests on a
muscular beltline that gives the car a sleek look from
the side. The handsome, newly reintroduced LSC
delivers a monochromatic paint job and optional chrome
wheels, giving the car a go-fast look.
Where Lincoln really differentiates this car is under
the hood. Although the Mark shares its 4.6-liter V-8
engine with its lesser cousins, it gets a double
overhead camshaft rather than a single. This is good
for 280 horses. Pop for the LSC model like the test
car and you'll get an extra 10 ponies. Hook that to a
revised axle ratio, thicker stabilizer bars and beefy
225/60R16 tires, and you have a hustlin' hotrod
Lincoln.
Dual exhausts groan with delight as you explore the
upper reaches of tachometer and speedometer. The bark
is pure American muscle. There's even a little hood
vibration, just in case you miss that muscle car
trait.
But don't let that American demeanor fool you. This
baby can handle the twisties. There's a tremendous
amount of grip and a purely neutral feel that only
comes from a rear-drive automobile.
That said, this car weighs 3,767 pounds, so it never
feels light on its feet. Similarly, despite its great
handling, the power steering is a little too numb. The
computer-controlled air suspension is firm and
delivers a flat ride, but it does pound over large
bumps, inducing some shudder in the car. Again,
typically American in character.
The four-speed automatic transmission delivered quick
shifts, but can delay in downshifting in some
situations. Four-wheel anti-lock disc brakes, dual
airbags and traction control are standard.
Inside, front seat passengers are treated to a
sweeping bi-level dashboard. The basic design is
imaginative and puts all major controls on the canted
center console at the driver's fingertips. These
include the automatic climate control, rear defroster,
audio system and trip computer. In front of the
driver, the view to the gauges is unobstructed. The
dash also gives the interior a cozy, cockpit like
feel, although some might find it confining.
While wood trim helps warm the inside, the plastics
could have been of higher quality.
The power-operated front bucket seats are covered in
leather of fine quality. The seats are excellent,
providing good long-range support, yet with enough
give to avoid discomfort. Rear-seat passengers are
taken care of as well, although legroom depends on how
cooperative front-seat passengers are. It's still
awkward trying to stoop to get in the back, though.
Trunk space, at 14.4 cubic feet, is good for a coupe.
The trunk is usefully shaped, although not all that
deep. The JBL audio system delivered good sound and
features a 10-CD changer mounted in the trunk.
While it no longer sports such gaudy accessories as
opera lamps or vinyl roof, the current Mark is a
muscular iteration of the classic American luxury
coupe. Its refusal to be the suffocatingly suave
import-like coupe means it stands apart, making this
Lincoln a remarkable marque of Mark.
Mark VIII LSC
Standard: 4.6-liter DOHC 32-valve V-8, four-speed
electronic automatic transmission, P225/60R16 tires,
power windows, power door locks, power mirrors, cruise
control, four-wheel disc power brakes with anti-lock,
leather seating surfaces, floor mats, power front
bucket seats, keyless entry
Otional: Touring package (electronic traction assist,
electrochromatic auto dim mirror, Ford-JBL AM/ FM
cassette/CD with trunk-mounted CD changer), LSC chrome
wheels, Luminarc headlights, power moonroof
Base price: $39,650
As tested: $44,085
EPA rating: 18 mpg city, 26 mpg highway
Test mileage: 24 mpg
#3
The Lincoln Mark VIII is a swoopy and stylish car that
has two winning personalities.
I see the Mark VIII as a sort of classy hot rod. It
appeals to middle-aged buyers who are looking for a
muscle car decked out in wood and leather trim, and
who want want both import like luxury and refinement
and American-style performance.
Let's say you don't care for a loud, fast muscle car.
Instead, you would prefer a comfortable coupe that is
smooth, quiet and fast. But you also like to have a
little fun behind the wheel every now and then - doing
things like leaving a little rubber on the pavement or
taking a curve at 60 mph.
No problem for the Mark VIII.
Just drive the Lincoln with a tender foot and it will
convey you to your destination with Lexus like
smoothness and serenity.
But there is an iron fist in the form of a powerful
V-8 lurking under the Mark VIII's velvet glove of a
body. This Lincoln delivers a terrific punch when you
push hard on the accelerator.
Lincoln's design team has done a superb job creating a
car that so smoothly melds performance and luxury.
PERFORMANCE
Switch off the overdrive, rev the engine and you'll
hear a melodious burst of mechanical music from the
sophisticated 4.6-liter, 32-valve double overhead cam
V-8 under the Lincoln's gently curved hood. There is a
muted growl and a soft whine that come from the
engine. The noise sounds great. To these ears it
conveys precision engineering, and it gives the car an
almost exotic feel.
Unlike standard issue Mark VIIIs, the LSC comes with a
sports-tuned exhaust system that lets the engine
breathe easier. Horsepower is rated at 290 - 10 more
ponies than regular Marks. Also, the rear axle ratio
has been changed to enhance low-speed acceleration.
The result of those minor changes makes the Mark VIII
a lively, enthusiastic, athletic performer.
I can't say enough about this engine. Unlike other
multivalve, high-performance V-8s, this one
doesn'tseem to have peaks and valleys of performance,
and it isn't a weakling at low speeds. It pulls
strongly and consistently all the way up to the red
line on the tachometer.
The computer-controlled four-speed automatic - the
only gearbox available in the Mark VIII - provides
nearly seamless shifts. If you like to drive
aggressively, you can press a button on the shifter
and disengage overdrive, or fourth gear. Doing so
gives the Mark VIII even more midrange muscle.
For some reason, (perhaps because of my lead foot) our
test car did not live up to its EPA fuel estimate. I
got 15 mpg in city driving and just 22 on the highway.
HANDLING
Ford is the domestic automaker to come closest to
matching Toyota's Lexus division when it comes to
tightly built, almost noise-free vehicles.
Even when the Mark VIII is driven over rough roads,
not much noise enters the car's interior. The
four-wheel independent electronic suspension system is
quiet. Even the tires don't make much noise, or if
they do, the Mark VIII is so well-padded that none of
the commotion reaches the driver.
Not even the worst bumps could elicit a rattle or a
squeak from the many trim pieces on the car. That
tells me Mark VIII has a rigid body that doesn't flex
much when the road is poor.
When I got behind the wheel, the first thing that
stood out was the Mark VIII's super-responsive
rack-and-pinion steering system.
It takes just over 21/2 turns of the steering wheel to
turn all the way to the left or to the right. In other
words, to make a sharp turn, you don't have to spin
the steering wheel much (the turning radius is a
respectable 37.2 feet). A lane change takes less than
a flick of the wrist.
One of my favorite curves in which to test a car is
the westbound entrance to Interstate 4 in Lake Mary.
That long, sharp sweeping curve usually lets me find
out what a vehicle can do when it comes to fast
cornering. During several high-speed encounters with
that curve, the Mark VIII's body stayed absolutely
flat - a remarkable accomplishment. The tires don't
squeal, and the car remains easy to control.
One of the Mark VIII's computers automatically adjusts
the car's ride height. For instance, at highway speeds
the computer lowers the car about an inch. This makes
it a bit more stable. The system works well.
Credit also must be given to the car's powerful
four-wheel anti-lock disc brakes. They grab hard when
you need them to, and the car stays level and easy to
control in emergency stops.
Our shiny black test car came with Ford's electronic
traction control system, a $215 option. I'm not
convinced that it is as good as other systems I've
tested. When I tried it out several times on wet
roads, I was surprised that both rear wheels spun
enough to make the car fishtail slightly before the
system engaged. General Motors, BMW and Mercedes-Benz
have better systems.
FIT AND FINISH
The Mark VIII has a unique and stylish interior.
The dash is a curving, two-tiered affair that blends
smoothly into the door sills. Ford likes to use the
word cockpit to describe the Mark VIII's interior, but
I doubt there is any airplane interior like it.
There are several cars with interiors that flow more
smoothly from one area to another, but I like the Mark
VIII's layout because it is so different. For
instance, several oblong, key like buttons in the
center of the dash allow the driver to call up
information from the car's computer. Pressing one
button will show you how much fuel is left. Pressing
another turns on a compass. It's a unique setup that
gives the Mark VIII its own identity.
The seats are fabulous. Not only do they look great
with their perforated leather upholstery and
embroidered Lincoln logos, but they are supremely
comfortable.
You adjust them by reaching down and moving buttons on
the side of the bottom seat cushion. One or two of the
buttons are notparticularly easy to reach, but the
Mark VIII has a memory system, so all you have to do
is configure the seat to your liking and enter it into
the memory. If anyone else drives the car and changes
the seat, pressing one button will return it to your
liking.
Also, rear seat passengers don't have to struggle to
get into the rear seat. Flip the top half of either
front seat forward, and the rest of the seat
automatically slides ahead on its track, exposing an
unobstructed path to the rear.
Other nice touches include a garage door opener built
into the visor, an ear-piercingly powerful AM/FM
cassette stereo with a trunk-mounted 10-disc CD
player, and a full menu of power accessories.
Front and side visibility is good, but I don't care
for any of the Mark VIII's mirrors. The mirrors
mounted on the doors seem too small; the rearview
mirror doesn't allow the driver to see completely out
of the rear without adjusting his head. A longer
mirror inside probably would increase rear vision.
Trunk room is adequate for golf bags and groceries,
though it is not particularly deep.
When I tested the Mark VIII two years ago, I felt it
needed some wood trim on the inside to warm up the
interior. Wood has been added to the center section of
the console, but I still think wood trim on the upper
sections of the door sills would add class to the
interior.
As far as exterior styling goes, this car should age
well. It has a fresh design that doesn't rely on
copying anything from other cars. If anything, the
rear hump on the trunk could be retired, because it is
only there for cosmetic purposes. That hump - which
has shrunk over the years - pays homage to classic
Lincolns. That's where the spare tire used to be
mounted.
Distinctive, classy and fast, the Mark VIII is a high
quality performance-oriented luxury sports coupe and
one of the brightest stars in Ford's galaxy of
vehicles.
Truett's tip: The Lincoln Mark VIII is
America'spremier high-performanceluxury/sport coupe.
It is more refined than the Cadillac El Dorado and
better in every area than the closest Chrysler
product, the LHS.
!