I had some pictures of the JFK’s 1961 Continental stretch that I took while visiting the Ford Museum in Dearborn Michigan earlier this year. Somehow, I managed to lose them. Well, it’s not like there’s any shortage of images of JFK’s Lincoln on the internet, so if you really want to see it, just google it.
It’s not entirely accurate to call the stretched 1961 Lincoln Continental JFK’s car, because the vehicle always belonged to Ford Motor company, but was leased to the White House. An interesting article popped up in the New York Daily News today that talked about how the car had actually been returned to service for another 13 years following the assassination and investigation -and a complete rebuild that incorporated a fixed bullet proof roof, titanium lined rear passenger compartment, grenade-proof floor, and thick, bullet proof glass. LBJ had the vehicle repainted from its original dark blue to black when it came back to the fleet. That’s how it sits today in the Ford Museum, where it has been on display since the year of my birth, 1978.
The Lincoln Continental is an interesting car, and has always been a good looking, elegantly stylish, yet dynamic automobile. Best of all, it’s a Lincoln that isn't abashed to go by its full name instead of just its initials -it has a real name on which to hang titles and designations like Mk. Whatever. I may have lost my JFK Continental pictures, but I just happen to have some shots of other Continentals, including a 1961. We’ll start with the oldest Continental I have in my collection and work our way up to the most recent image I have. Which brings us to….
The 1956 Lincoln Continental Mk II. Notice how it’s not called an MK something or other -that’s nice, isn't it? This is what I think is the coolest Continental made. It featured dignified styling with an air of potency and vigor. It wasn't adorned with all kinds of flashy chrome like car fashion at the time in the US demanded. The 1956 Continental Mark II was elegant and finespun without needing to flaunt elaborate embellishment and ornamentation. It was a distinguished automobile that could look stately even as it rolled up its sleeves to duke it out on the motorway.
This Lincoln was crazy expensive for its time, costing a staggering $10,000 in 1956, which was huge money for this type of car. In spite of the hefty price tag, Lincoln still took a $1,000 loss on each one they sold, and the price didn't help with finding buyers for the cars, either.
All kinds of neat stuff was worked into these cars, including what was at the time, the most powerful engine Lincoln had ever made; a 368 cubic inch V8 that readily provided its driver with 285 HP, and later 300 in 1957. The frame of the ‘56 was designed to keep the roof height low to impart a sporty profile and feel to the car, and reduce unsightly bulk. It was made in a way that provided 30% more strength than the previous design featured. This was accomplished by creating what is called a “cow belly” frame that plunges a bit in between the axles to create a recess upon which to foot the passenger compartment. This kept driver and passengers upright in the car but still low to the ground. And if that doesn't sound impressive enough, consider that this is the same chassis that was used to create what would later become the first Batmobile: the Lincoln Futura Concept car.
In spite of all the things the ‘56-57 Continental Mark II had going for it, the price and the loss that Lincoln took on it proved to be too much. The goal when making these Lincs was to create the American equivalent of a Rolls Royce. To establish that foothold, Lincoln was initially prepared to take a few lumps, but as losses mounted, cost saving measures had to be introduced.
This thing is gorgeous. It’s my favorite Lincoln ever made, but I’ll admit that it wasn't a money maker for the brand. The price point broke it, and nearly broke Lincoln. Finding the right balance was what needed to be done. That balance can be very skewed toward losing money when dealing with a brand like Lincoln, which was at the time, trying to claw its way back into the forefront of the luxury automobile market and reestablish itself among luxury buyers… Kind of the same position Lincoln is in now.
What I think was done right on the Continental was the uncomplicated nature of its style. It wasn’t dripping with chrome or fancy appliqués, but it still looked like a million bucks. It used its body lines to create a straightforward sense of strength and prominence, and backed up that look with a nice bit of horsepower, too. The car didn't aim to overwhelm with gadgetry and shiny, pretty things all over the place. Its trim wasn't overdone, but what it had was placed and worn with a cultivated sense of class and distinction. The hand built nature of this car is what helped to drive up the price, and while it meant quality, the lack of return on and appreciation of that quality was part of what hurt this vehicle’s sales. To try to be all things in its attempt to be the best was too costly.
A narrower focus would have helped this car along, I think. Sleek and clean styling coupled with the OPTION for huge power would have made some more affordable Continental Mark II’s available to buyers who were more in love with the looks, but cared not so much for driving so fast that those elegant design lines would only be seen as a streak while the car sped by. Those who wanted the big, bad powerhouse hot rod Lincoln could opt for the big engine then, and have something that much more rare and valuable. It wouldn't be a bad idea now, even. Offer the public suitable power and options but also offer upfitted versions of Lincolns that can unquestionably lay waste to its competition and still look good doing it. Perhaps Lincoln ought to send some of their vehicles over to Ford’s SVT for some tuning.
Moving on from the ’56, we have two examples of 4 door convertible Lincoln Continentals to behold. First is a white 1961, the same year as Kennedy’s convertible, though about 3 feet shorter than the stretched presidential ride.
These are unique cars in that they are 4 door convertibles. There’s no B pillar, so the rear doors hinge at the back of the car, opening then, in a “suicide door” style. From the factory, the 1961 featured a 430 cubic inch V8 that was good for 300 HP and 465 lb-ft of torque. Brand new in 1961, this car would set you back anywhere between $6,000-$7,000, which is certainly a better price point for its day than the 1956 model we just discussed.
The white Continental was one I found at a car show this past summer. The red 1963 model pictured below is one that is for sale at a classic car dealership in Mankato MN, where the 1956 example is also sitting.
The red one can be purchased for $23,900, and the black ’56 for $23,500. I’m partial to the ’56, because I prefer coupes over convertibles, but I can definitely see the appeal of the ’63. What a car for cruising with friends in the summer time!
Here are some more pictures for you. As you can see, the ’63 isn't in perfect shape, but it’s not too bad, either.
Which brings us to the most recent Continental that I have in my photo library.
This is a 1977-1979 (I’m not totally sure of the year) Continental Mark V two door coupe. These cars represented that kind of sleazy notion of class and opulence that seems to go hand in hand with the disco era. Those of you who watched Dallas back in the day may recall that Jock Ewing had one of these beasts.
The ’77-79 Continental was a money maker for Lincoln, and its emphasis on interior bling is something that Lincoln is kind of trying to integrate these days, though I’m not sure that’s the direction to go at this time. Power wise, the cars were victims of the EPA with its emission standards -which is why in spite of the fact that the car would be had with either a 400 cubic inch V8 or a 460 cubic inch V8, the horsepower ratings only reached 179 and 208, respectively.
What it lacked in power, the 77-79 Continental made up with ostentation and flash. All Continentals featured a Cartier clock, but if the standard version wasn't enough of a spectacle of swank and tinsel, one could chose from a variety of special designer edition configurations. These included the Bill Blass edition, the Cartier edition, the Givenchy edition, the Pucci edition, and Lincoln’s own “Diamond Jubilee” edition to celebrate its 75th year.
These cars succeeded on the grounds that pretty baubles and shiny stuff could grab buyers long enough to get them behind the wheel and out the door. It worked in the late 70’s but I’m not so sure that it’s going to work now.
Earlier this year at the Detroit Auto Show, I got a tour of Lincoln’s upcoming MKC (blinged out Ford Escape). The woman who designed and selected the materials for the interior, Soo Kang, was on hand to personally show us her beautiful work… and it was beautiful. There wasn't a nook or cranny inside that concept car that didn't have something gorgeous and artistically exquisite to see, touch, or interact with. It was so impeccably wrought, so striking and polished that it was just too precious for me to ever imagine using. You know how some people have very fine china that they almost never use for fear that it will break or get ruined? That’s what the interior glamour of the MKC concept brought to mind. It was overwhelmingly beautiful, but I felt like some grubby little scumbag about to besmirch a museum display with my dirty little mitts at the thought of actually driving it. And granted, it was a concept, so all the stops were pulled out… but the balance of beauty -functional though it may have been, was so far beyond the point of being precious that I couldn't imagine actually using the thing, so I couldn't imagine actually buying the thing, either. I've got stuff to do, and I don’t have time to stress over whether or not actually using and enjoying my vehicle might tarnish its grand presentation. My God, though, Soo Kang is capable of creating such a lovely setting of visual and tactile bliss with the interiors she designs! I think with the MKC concept, it was the contrast of such affluence when hung on and installed in what was still so glaringly a Ford Escape (well-rounded, capable, and already well-appointed as the Escape is) that made the vehicle seem like an idea that, while not entirely bad, wasn't going to do any huge favors for the Lincoln brand, either.
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