… it’s full from the middle up. We’re talking of the 1986 Cadillac Sedan de Ville, naturally.
That’s what the photos show. However, more newsworthy is the announcement** that Joel P. is leaving his position as Ford’s European design chief to make way for Amko Leenarts, an RCA alumnus. Previously he oversaw Ford/Lincoln interiors at Dearborn. Joel P. goes back to Dearborn after a few short years to a newly created (read: not very powerful) position. That’s probably because he a) Continue reading “The bottom half of the glass is empty”
We’re definitely not in Kansas any more, Toto. But where in heck are we?
Acquisitions by Detroit big-hitters was not a phenomenon restricted to the latter-1980’s – it began well before that. Ford had made several stabs at acquiring Ferrari in the late ’60s to no avail, but in 1970, they purchased (from Alessandro de Tomaso of all people) the Italian coachbuilder, Carrozzeria Ghia. In addition to using the Ghia logo as a ‘brougham’ trim level, initially for their European model lines, Ford also used Filippo Sapino’s Ghia studios as an advanced styling skunkworks, commissioning a series of conceptual styling studies and pre-production prototypes over the following two decades. Continue reading “Cars That Could Have Been Citroëns – 1983 Lincoln Quicksilver”
Everyone else is doing it so why can’t we? That was the plaintive question asked by Irish folk-rock-pop balladeers the Cranberries in 1993.
The Cranberry question applies to Ford’s Lincoln division who must be squirming in their corporate seats. The Genesis G90 saloon will be sold with a V8 as we well know and it looks the part. The other day Car & Driver revealed more details of the V8 Cadillac will be fitting to their CT6 which also looks the part. Considering that Genesis is a newish entrant in the upscale V8 market and that Cadillac is selling fewer cars than they were a decade ago (and so short of cash), Ford’s unwillingness to Continue reading “Oh No, Not Again”
Further to our discussion of the visual attributes of the 2017 Lincoln Continental, here is a view of the current car and one where I generously added more length front and back.
Put together like this you can see how wrong the Lincoln really is. There is no point in making Lincolns off Ford platforms. They should do it the other way around. It looks like the front wheel is about half a wheel’s diameter too far back on the existing design. It could be that my version would be too long in reality. It just shows you can’t design a car piecemeal. Proportions matter.
In December 2014 we ran an item about the changing styles of luxury car interiors.
A year or so later we find someone answering our calls.
In an article about how Lincoln do not want to copy the Germans, there is also discussion of the Lincoln Continental’s blue interior option. Here is a chance then to see if blue interiors are something that appeal to anyone other than automotive design commentators. My impression is that this is a welcome bit of bravery on the part of Lincoln. The all-blue colourway creates a very pleasant atmosphere that manages to Continue reading “Be Careful What You Wish For II”
Car and driver headlined an article about Lincoln with wording about the brand’s focus on luxury over performance. They didn’t really address the point.
I’ve been very busy so it’s taken me eleven days to get around to drawing your attention to this one. After the boiler-plate text about there not being any chance of European sales (there will never be European sales of Lincolns), the blog from Car and Driver gets down to the point and notes how luxury not performance is the main focus of the new Continental. This is a theme we like to bang on about at DTW, the by-now tiresome predominance of performance over non-quantitative aspects. You could be cynical and say Continue reading “Can Lincoln Really Do Luxury Luxuriously Enough?”
The LS racked up a few awards, namely Motor Trend’s car of the year 2000 and it was nominated as American Car of the Year though it was pipped by Ford’s Focus and Audi TT. The LS was also Lincoln’s first attempt to fight off its reputation as a car for the nearly dead. That battle is reminiscent of Cadillac’s fight for a younger image, a fight Lincoln is still losing 15 years later. The LS shared its main elements with the Jaguar S-type and Ford Thunderbird and had a similarly contentious styling. Of the two saloons (while we’re comparing) the Jaguar managed a better job than the Lincoln. The 2000 Car Buyer’s Guide called the design “ho-hum”. I’d call it a derivative mash-up of VW Passat, Mitsubishi Diamante, Opel Astra, Ford Edge Design details and Lincoln motifs. Continue reading “Looking Back: 2000 Lincoln LS”
Today I will turn my attention to Lincoln. How good does it look for Ford’s premium brand? What are they selling? Read on to find out what the main UK-based websites** aren’t telling you.
Lincoln’s range of vehicles has changed dramatically in the last decade. For nearly the entirety of its history the brand sold luxury cars in varying flavours of large. Not all of these have been particularly well-regarded but Lincoln has also managed to avoid overt product disasters. It has no equivalent to the Cadillac Cimarron, for example.
As Lincoln’s Simon Woodhouse gets a quilted leather handbag in the chops courtesy of his Bentley opposite number, are the designer gloves off for good?
This week’s pique-fest courtesy of Bentley’s Luc Donckerwolke is interesting for a number of reasons. Firstly, it breaks a tacit understanding that rival stylists do not publicly criticise one another’s work. Secondly, it prompts the question, is it possible to Continue reading “Continental Drift”
It has a “choice” of a 3.5 or 3.7 litre V6 engine. The smaller one is tuned for economy. And the engines drive the front wheels. Odd looking thing, isn’t it? The customers have been few. In its first full year on sale 7,435 buyers wrote a cheque. And in 2013 just over 6000 customers were found. Ford fondly imagine it is a competitor for the V8 Audi Q7. That’s what Motor Trend reported.