(first posted 5/2/2014) We all like to talk about the great brougham epoch, and we have an idea of when and how it began, but establishing its peak–and more importantly, its epitome–is a different matter. So let’s make an attempt to more clearly address this question: Which car was the Mayor of Brougham City?
I’d like to nominate this lovely Mark V, which was the pinnacle of Ford Motor Company’s lineup back in 1979. This Collector’s Series car is essentially a carryover from the Diamond Jubilee edition of 1978. Indeed, this was a top-of-line auto-mo-bile and is, ironically, also sitting on Poplar Avenue, the same street where I found the Mark III.
For $22,000 (equal to $70,000 today), you got midnight-blue cloth bucket seats and a full console–unless you opted for leather, in which case the console went away. The Mark V had shed 400 pounds versus the Mark IV– the heaviest Mark ever built–and in an attempt to further improve fuel economy, the 460 V8 gave way to the 400 cu in Cleveland engine as the standard Mark power plant. It was Jimmy Carter’s penultimate year in the White House and the year I walked out of high school and into college–and the start of many other changes that would affect American society and culture.
As we all know, when Ronald Reagan moved into 1600 Pennsylvania Avenue, the nation’s bright, Broughamish marquees had already begun to dim–although Lee Iacocca seemed to want to keep on pushing them, at least until the reins at Pentastar were taken from him. Maybe he figured that the Mark III had been a big hit, and tried to make lighting strike twice. He was booted from Ford by the time our featured car was made, however, and with opera windows banished to lesser models and the 460 V8 taken off the options menu for the 1979 model year, it illustrates the slow passing of his influence. Sadly, when the Brougham-meisters took away the opera windows, they slapped on a compensatory vinyl covering on the “Continental hump.” I’m not sure if this bumper needs a redo, or if it’s showing the omnipresent pine pollen that accumulates at this time of year.
The gold-plated grille slats are somewhat hard to make out in this photo,. While they may or may not be your cup of tea, they’re an outrageous touch that adds a little more weight to my “top brougham” argument.
But they balanced everything out with these wheels. As Borat would say: “Very nice”!
Now, you’re probably wondering why I said “Mayor of Brougham City” rather than “King of the Broughams” or “Lord of the Broughams.” Well, as Paul has so wonderfully pointed out, the brougham epoch started with the Ford LTD, which caused a big leak in Alfred Sloan’s hierarchical balloon. Indeed, you could say that most of Lee Iacocca’s career was built on undoing Detroit’s Sloan-era paradigm–then still very much in force–by providing something perceived as unattainable to the masses–be it sporty cars, luxury trimmings, a car that said “I made it!”, or something that could haul your entire family, and also fit in the garage, without breaking the bank. And remember, this was also the era of the Mustang II Ghia. A Brougham in every garage, indeed. Mayor does seem a much more democratic title for such an example of an appeal to popular taste instead of critical approval.
The Mark’s place atop the brougham hierarchy was sealed the moment big William Conrad, as Frank Cannon, wheeled across our television screens in his lovely silver blue model. Obviously a calculated choice for a man who was supposed to embody the finer side of life.
It is a short walk between “Cannon” and “Jake and the Fatman.”
Did the Fatman even drive? I can’t remember.
Both the big man and his big car could move.
I always loved the gigantic mobile phone that Cannons Mark had, so you could order take out while on surveillance….
IIRC, in at least one episode, he took out a bad guy with the door. That would’ve hurt!
One of my favorite features of Cannon’s Mark was that the exterior was silver blue and the interior was red. Much more interesting than the black interiors of current autos which will turn into future curbside classics.
While this example has been dipped in the vinyl vat a little too often, overall this Lincoln is a wonderful example of how large cars can truly be beautiful and attractive. Surprisingly, these cars weren’t very tall.
This was built when a Lincoln was a Lincoln, not a tarted-up Ford. The 1970s were definitely the optimum decade for Lincoln.
True, these were not particularly tall, and had surprisingly skimpy headroom, made even worse when equipped with a moonroof.
Yeah, these were horribly inefficient with space utilization…but one like the black one with the turbine alloys was an object worthy of lust during my early teen years. 🙂
“This was built when a Lincoln was a Lincoln, not a tarted-up Ford. The 1970s were definitely the optimum decade for Lincoln.”
Seriously? Why that thing totally looks like the 77-79 T-Bird and Cougar. It’s quite obvious that they are cut from the same cloth.
Same cloth? Yes, I agree with that. However, they weren’t cut from the same exact pattern as currently seems to be the case.
The Mark V was built off the full-size platform(120 inch wb), whereas the 77-79 ‘bird, LTDII and cougars were heavily restyled Torinos and Montegos(114 inch wb). Same cloth, different pattern. granted, the Mark IV and prev gen ‘bird shared a platform, as did the aerobird and Mark VII.
Actually, 72-79 Marks are built on a stretched Torino-Montego platform, except with a 5 on 5 wheel bolt pattern instead of 5 on 4.5. The full-sized platform had a different rear suspension.
Common style elements through a company were hardly unique to Ford. GM and Chrysler both had common elements that spread through their lines. I believe this car shares no metal with any other Ford product, and the interior bits are mostly only shared with other Lincolns.
This was a unique car by the standards of the times, perhaps even more so then today.
Very nice! I am on record as a Mark V fan, and I like this one a lot. I think the disappearance of the opera windows improves the car. Not sure I have ever seen one of these with the console. The only downside is having to settle for the 400 engine instead of that fabulous 460.
I’ve often felt that the Big Block engines that were either exclusive or couldn’t be had in anything else but a muscle car are what made Lincoln and Cadillac special. (Right until the party was over.)
I get that they wanted to differentiate the Collector Series, but I always thought that the deletion of the opera window was an odd choie, since it was such a defining element of the Mark IV and V. These seemed to serious for me; I liked the flair of the designer series better, or just a well-optioned and colored base model.
The opera windows are part of Lincoln folklore, but the rarity of going without them for most of the ’70s gives this one a fresh look to me. As vinyl skull caps go, this is a good one.
But, odd fading and digital camera color problems aside, I was never a fan of the vinyl on the Continental bump on the trunk lid.
Maybe I’m in the minority here, but I actually prefer it with the opera window and without the vinyl on the hump. But that’s just me.
In any case, a beautiful car that I’d love to have in my garage (though it probably wouldn’t fit!)
mark v fan?interested in buying one?
Sorry, Chrysler, I know my father loved your Cordoba, but if your personal luxury coupe was never any bigger than a ’77 T-Bird, you just couldn’t play with the big dogs.
The Cordoba was, after all, the “Small Chrysler.”
Cordoba became a midsizer once the 77 1/2 LeBaron was added. Parents had one of the first that arrived in the Houston area. Maroon over maroon exterior with a white leather interior. Man, it was a looker!
I remember quite a few issues with fit and finish. They kept it until 1980 and got a Lincoln Versailles. I liked the Chrysler better. But, at that point, parents were done with Chrysler since they switched to FWD.
See, if it were one of the designer editions (Givenchy, perhaps), it would be a shoo-in for the Broughamville mayoral spot. Still, a Collector’s Series Mark ain’t hay, so I would call it the ambitious district attorney of Broughamville, building up his campaign war chest to go after his boss’s job in the fall.
Excellent!
Next to the Mark VII, the V is my favorite. Great find!
It always amazed me how stylists were able to make this gargantuan car look lean and muscular, despite its obvious bulk. The sharp-edged sheet metal was a huge improvement over the bulgier Mark IV.
I recall reading that the proposal that became the Continental Mark IV had been approved by Bunkie Knudsen, much to the ire of Gene Bordinat, the chief Ford stylist. He did not care for the Mark IV all that much, although customers loved it. Bordinat regarded the Mark V as a more logical successor to the Mark III.
I recall reading the same thing, supposedly the Mark V was styled at the same time as the IV, but it was one of the rejected proposals, so it just sat on the shelf and they dusted it off for 1977.
lt’s also worth noting that when Bordinat retired, his going away gift was a shortened and mildly customized Mark V – “The Bordinat Mark” – dig those pipes!
I never knew about this—in my eyes, very cool.
BORDINAT INTERVIEW: I just (2019) turned this up at random. Very interesting, and I learned plenty:
http://www.autolife.umd.umich.edu/Design/Bordinat_interview.htm
I think this makes the case for mayor-ship quite well…and I assume would be a far better road car on the then-new Panther platform than the behemoth it replaced.
The loss of the 460 in 1979 means that the mayor doesn’t get my vote. Though if this is the mayor of Brougham, then the Cadillac Fleetwood Brougham is the President of Brougham.
With the delicious chocolate and caramel Eldorado Biarritz Custom Classic serving as Vice President of Brougham.
I always thought that the 460 actually got better real-world gas mileage than the 400, especially in full-size cars. Wasn’t using the 400 just a ploy to get better EPA numbers?
As someone who’s owned both, the 400 is far better on fuel. The 400 was first sold in 1971, prior to any fuel economy standards. The 400’s main purpose was to offer a lighter engine package for vehicles requiring large displacement and low end torque. It was essentially a lighter modern alternative to fill the void of the 390. Being a 335 series engine it was significantly lighter than a 460, which also meant less front end weight and slightly less Ford understeer. Real world performance between the two engines wasn’t that significant, and both would be underpowered by todays standards. My old road tests of Fullsize Ford sedans powered by 400’s and 460’s show fairly close performance, but both were slow.
As long as we can make the ’78 New Yorker Brougham (nee Imperial) the Minister without Portfolio.
If this is the mayor, what is the Fleetwood Talisman? The Governor?
Secretary of the (overstuffed velour) Interior.
Talisman was also available in leather.
Talisman was also available in leather………that’s debatable
I’ve seen a picture, but never seen one in person.
The Talisman option began in 1974 with either cloth or leather seating. With leather seating the price of the option was more than a new Vega. Also the 74’s had a console in the rear as well of the front. Both the rear console and leather were dropped for the 75 and 76 model years.
http://automotivemileposts.com/cadillac/cadi1974fleetwoodtalisman.html
Supreme Brougham Commander…
Pope of Brougham Village, or is that too 1980s?
You’re the Brougham of New York…you’re A number 1!!
News flash, this just in. Walking next door to visit Ronald McDonald just now to get my daily dose of liquid carbohydrates, sitting in the drive-thru is a black upon black upon black Mark V. I asked the guy driving what year it is; it was a ’77 with a 460. He received two thumbs up along with being told this is the best color combination and drivetrain available. He smiled – a lot.
As I left he was turning left onto the five-lane boulevard. These Lincoln’s are poetry in motion.
The CC Effect is alive and well.
IMHO the opera window delete on the Collectors Series rules out this Mark V’s right to sit at the top of the Brougham pile. I’d nominate the Mark in midnight blue & chamois, a classic broughamtastic colour combo
The Bill Blass Designer Series used this color scheme, or one very close to it.
To this day I still have a soft spot for dark blue with a tan interior, which only seems to be a popular combination in high-end European marques.
I always thought this color combo looked good on the Marks and I really love the Bill Blass edition-its one of the sharpest of them all.
The problem with your midnight & chamois example is the wheels (or are those dished covers?)
In either case, not as good a look as the turbines which fit the car extraordinarily well.
Actually, since the Marks have Roman numerals after their titles, like a monarch or a Pope, wouldn’t these be more the Royalty of Brougham?
Mark the V, heir to the throne of Mark the IV, Ruler of the Holy Brougham Empire.
Please, Carmine…they’re called Broughaman numerals!
I always loved the Broughaman numeral clocks that were lots of cars from this era……Whoa will you look at the time…It’s already half past XI!! We need to be there by no later than XIIXXX!!!
On sunny days Pope Francis takes his classic Basilica of Saint Mark V out for a spin. His daily driver is a Renault IV.
Maybe he’ll Cannonize it?
Apparently.
Holy Brougham Empire. That’s a classic. Well done Carmine.
+1
I learned two surprising things about the Mark V after reading at CC. First was that it seems to be as well-loved as the Mark IV. The second is that it out-sold the Mark IV in terms of best single year sales.
When I look at the car now I see the same things that turned me against it when new… the hallow look, the narrow track, the lack of any interesting new hooks. No one even guessed the clue.
I have to believe the lack of context makes many who look at it today less critical than I was when it was new. Like the almost identical looking full-size Ford and Mercury 2-doors around it, which took away any exclusivity, and the much prettier luxury models from Cadillac namely the Seville and new Eldorado.
But I have a more simple reason for why it sold so well. IIRC, and I wasn’t watching these very closely as a kid, the inflation-adjusted transaction price was significantly lower than it was on the Mark IV and III. I suspect there were some daily rental sales too.
I don’t hate these like I do the Mark VI but don’t really get them either.
Calibrick, to a certain extent you may be right. I’ve posted this before – the window sticker for my dad’s new Mark V Cartier purchased in 78. I also have the receipt, not at hand at present, and he paid just a bit over $13K cash out the door for the car. There was considerable inflation during these years so the price shot up for 79.
I remember the car very well – it was huge, difficult to park, and had the heaviest and longest doors imaginable. OTOH, the 460 was really smooth and delivered reasonable mileage on the highway. The car was quiet and comfortable – for two. The back seat was not very spacious and had very limited visibility. The trunk wasn’t all that big either. Much of the switchgear was pure Ford – as I recall the shifter was the same one from my 72 Maverick LDO. But people loved the car and it attracted favorable attention everywhere. GM had already downsized so this was one of Detroit’s last gasp efforts of building America’s dream car, just before the second big OPEC crisis in 1979.
I hated that Maverick shifter too! It was so awful sticking out there like a chopstick. The ones on the Cadillacs were much more intricate.
I can see why folks look at the Mark V today and gush about it — it’s a good looking car. But it was so disappointing back then, that’s all I’m trying to say. The Seville’s closest competitor was probably the Mark IV, not Mercedes. As a kid I expected the Mark IV’s replacement would react to that, become smaller and be really special. The Mustang II also set up expectations for a downsize. Instead we ended up with a bigger car that looked like a Montego, in the same year that GM launched the B-bodies.
I suspect it was cheaper too. IIRC the Seville launched in ’75 with a $13K MSRP. If your dad paid $13K for his Mark V three years, later during inflationary times, that Mark was really cheap. That’s really why it sold so well.
There really wasn’t anything in the Lincoln line up that competed with the Seville, the Versailles tried, but came up short, the Marks did battle with the Eldorado.
The Eldorado had its own internal competition with the Coupe de Ville, which sold really well, the Mark really didn’t really have to battle for sales against the fairly slow selling Continental Town Coupe.
Carmine in CA the Mark IV and Seville competed in that they were both “hot” domestic luxury cars that offered a more personal driving experience. My parents had two friends that went from a Mark IV to a Seville, a 40-ish guy and a 40-ish woman. The mid-70s Eldo was never hot out here and seemed to be bought mainly by older men.
That 40-ish crowd wanted new and exclusive which the Mark V was not. Below is an example of the look-alike cars that were available from Ford when the Mark V was new. It is understandable why a younger person who never saw the Mark V in this context (or a 1977 Mercury Cougar XR7) would be more positive about the car than me.
The Mark IV never looked that close to any Mercury and was plenty different from the T-bird. A Mark was a Mark back then that’s why they could charge more. In ’77 everything from Ford was a Mark (and too big) and they lost their pricing power.
Interesting observation about inflation in the ’70s, CA Guy. I think this is where the term “sticker shock” originated. It was not so evident in day to day purchases then (creeping inflation?), but man, if you hadn’t bought a car in several years, it blew your socks off. I remember my dad paying about $7,000 for their ’71 Continental coupe, but by the time he traded it in for their ’77 Cadillac Coupe de Ville, the price on that car had doubled to about $14,000.
I can imagine the doors on that Mark V being gargantuan. If they were any relation to the size of the Continental coupe doors, they were nearly unmanageable. My mother often complained about those ’71 doors, the detente on the hinges was fairly weak, and the door would slam back on your legs getting out if you were parked on the slightest incline. Not that the large doors on the Coupe de Ville were much of an improvement, mind you. I remember being disappointed when the Mark V’s came out, I had hoped that they would have been downsized like the Cadillac, so that my dad would have stayed in the Lincoln family! Interesting comments by Geeber and Carmine above, I could never see much of a direct familial relationship from the Mark III to the Mark IV, but when the V appeared, I thought it would have been so much the better successor to the III. It is still a very sharp, crisp, attractive design, though.
Thank you so much for sharing this. I can’t tell you how much time I’ve spent and immensely enjoyed going through each option with my handy inflation calculator. Over a thousand bucks for a CB (adjusted). Wow!
When I was a teen, this was the car i loved. When I see one, even on a forum such as this, I remember those times.
It’s bloated, it’s wasteful, it’s often times silly, but it was my first car love. Like many people on this forum, you never forget your first car love.
One day I would love to have one. I would park it, pull up a lawn chair and just look at it the same way I looked at it when I was younger….In awe.
Those silly side gills. How I love those silly side gills.
To this day the lines are as crisp as the first day I ever saw one.
For the model car collectors, Neo Scale Models has a whole range of very detailed resin 1:43 Lincoln Continental Mark V models. I like this color combo best.
Yummy… simply yummy. Loved the Mark V when I first saw one as a teenager, and my l(ust)ove has never waivered…
Though I am more of a Cadillac person, I will admit that one of these was one of my Brougham gateway drugs, I remember riding in a relatives triple white 77-78 as a kid and falling in love with the aqua-ish blue glow from the gauges and the reading lights built into the frame of the oval opera windows, I can remember wafting down 1-95 and I still see the image downtown Miami flying by at night looking through that little oval window.
I still miss the smoking windows in my 85 Towncar. What a great idea and design those were. All cars should have them!
The Lincoln’s of this era had our Cadillac beat on the issue of curb appeal. They were very stately.
Lincoln Parking Only
All others will be….never mind…it’s full.
(Photo: Stichting Lincoln Club Nederland)
Those Witness Protection guys just don’t know how to keep a low profile…..
I can’t decide whether I most want that town coupe convertible (love to see a full photo of that one…looks like a nice custom job) or the ’64 (?) in the foreground.
The gold V is tempting too though…decisions…decisions!
It’s probably this one:
Oh, wow. Not a Town Coupe but a 4-door? That’s amazing…sign me up! I’m a sucker for a 4-door convertible in any form! (Though I do hope they braced the frame, lest it flex like a wet noodle…)
It’s registered as a 1979 Lincoln Continental Convertible.
It was on a TV-show here, the owner says that only 6 of them were made by a coachbuilder from Miami, Silcco:
http://www.rtlxl.nl/#!/gek-op-wielen-155428/d46b6f1e-9e12-33b2-bf73-fea0c0932473
The Mark III, IV and V were repeats from 1958, ’59 and ’60
How so?
I think he is referring to the 1958-1960 Marks which were the same car with a different number every year.
Thanks for sharing the story. It was interesting when I learned the car had bucket seats. I am a fan of Lincoln Mark V. I have one of those NEO models of the Mark V. It is interesting how these cars have stood the test of time.
I also recall William Conrad as Cannon too:
He really drove his Lincoln Mark IV.
I found this video of a Lincoln Mark V Collectors Edition:
My aunt had a Gold Luxury Package 1974 Mark IV and I remember looking out those little opera windows too. I thought it was the coolest car ever. I have to admit I thought it was a little confined back there – I can only imagine how the Collector Series are without the opera windows – can you say car sick?? LOL That Mark IV holds so many memories for me. I remember her tricking me with the horn as it had the rim-blow steering wheel. I had no idea how that horn was tooting! I also remember the clock having the coolest dial with roman numerals and the large glowing red warning lights on the dash. Memories!
I dare say that the Mark V is the most attractive Lincoln second only to the 62 Continental.
I have a white Collectors that I drive a lot. Smooooooth but really slow. The 400 is rated at only 158 HP. It gets the same mileage as my 1970 MK III, with 365 gross HP, nine years took a horrible toll on engine performance. The Collectors interior was covered in leather (dash, console, seat backs) and used Ebony woodtone appliques throughout the interior. The look, plus the armrest in the back made a big difference in the interior appearance over a standard Mark. It really makes one feel “special”, even with a ride to the store.
Glenn Kramer– I love how opulent and decadent the Collectors’ interior is, but always found the base Mark interior trim to look way too basic, especially compared to both the Mark III and Mark IV. Do you think this was cost-cutting based on inflation and CAFE? Just always seemed out of character to me, modest interior trim in the ’70s when there was generally nothing modest, especially with Lincoln.
I agree the basic interior looked cheap – like a Ford. The optional luxury groups were way nicer, with this Collector’s Series the very tippy top.
Robert and Roberty,
I agree, I felt the basic Mk V interior wasn’t anything special, even the Designer series used the basic dash trim and door panels. The reason I went with the Collectors was the different plastic wood trim, the rear armrest, the more opulent door panels, headliner and leather interior trim. It just looks better, more upscale. Here’s mine in white.
My mom had the 1979 Cartier edition. We drove all across country in the thing. Never have I ridden in a more comfortable car. You were completely isolated from the outside world. My dad was driving it one day and since we drove it all over the country following my dad who was a pipeliner at the time, it had a CB radio installed. My dad gets a call over the CB informing him that the car was on fire. He pulled to the side of the road and ran up to a house, borrowed a bucket and began bucketing water from the ditch in an effort to put out the fire. To no avail. The car burned to the ground, a fire so hot it melted the aluminum wheels.
I wish there had been a Diamond Jubilee Town Car for ’78, as there was a Collectors’ Series Town Car for ’79. It would’ve been a beauty with opera windows with simulated diamonds laminated in the glass and beautiful Diamond Blue paint. And of course, the requisite upgraded interior trim.
I’ve said it before here, and I’ll say it again:
The Bill Blass…. Peak Brougham IMHO….
+1!
If only we could buy something like this today. I have a 2017 Kia K900 – ever heard of it? IMO the closest thing to a brougham smooth quiet ride available today.
Or a Lexus ES350.
I put a 434 Tmyer Stroker kit in a 1979 last year. With the Australian heads, the car makes just wicked torque. I also added a GearVendors splitter unit to it, so now it is a six speed automatic.
It is not my car, but I take car of it for my best buddy, who is too busy to deal with it. Now I am working on a suspension upgrade. Next week, there will be new bushings, heavy duty springs and adjustable gas shocks, and new sway bars. I am trying to clean up the sloppy handling a bit to cope with the new supply of power.
It’s a rat rod but a lot of fun,
What are you going to run for springs? This front suspension on these Fords is essentially the same as all BOF Fords from 1965 on wards. It has a very low roll center so to help combat body roll you need a stiff front spring. I’d suggest with the Mark V, you want at least a CVPI front spring, Moog 80090. It has a 710 lbs/in rating and lots of people use this spring on lighter midsized Fords with great success. Another option are Moog 801000 spring from a Ford Lightening truck. They are even stiffer, rated at 975 lbs/in. I know of a Ranchero, which is considerably lighter, that used these springs, but they had to be cut to get a lowered stance.
You may have to cut a half a coil or so to get the desired stance (low heat cutting only), but I suspect that a Mark V will be heavy enough that it won’t need that. Also make sure if you cut the springs, only cut the tangential side. Lowering too much causes poor suspension geometry and too much positive camber gain.
For rear springs, you’d probably have to do some trial and error to get the desired handling. But I suspect something in the neighborhood of 180 – 200 lbs/in will work. Keep in mind poly rear bushings will cause more 4-link suspension bind and increase ride harness. But it does make a big difference in stiffening the lateral movement of the rear end.
I’d think you’d want to run at minimum 1 1/8″ and 7/8″ front and rear anti-roll bars. Addco makes a set for mid-sized Fords that should fit the Mark V. If you’re lucky, you could find a set of police ant-roll bars. Certain years had up to 1/ 1/8″ rear bars, but they are pretty much unobtainium.
FWIW, Bilstien shocks for 1992-2002 CVPI’s are a bolt on swap and well worth the money. IMO, they are the best shock on the market that will fit that platform.
If the car has a Ford steering box, I’d strongly recommend replacing it with a Saginaw unit. Midsized Fords and the T-birds/Mark IV/V came with either or. The stock Saginaw boxes are just as bad as the stock Ford boxes, but you can have a Saginaw rebuilt with a fast ratio and higher feel. You will need to do a few minor mods to make a Saginaw fit (new P/S hose, change the steering coupler). I have used Cancraft, out your way in BC, with success before. They have built me a couple of Sagnaw boxes with 12.7:1 ratio and high effort. Makes a massive difference in steering feel. But you can almost have any combo built for your tastes, lots of options and ratios with a Saginaw box. If you want to stick with a Ford box, Lares 841 is a quicker ratio than stock, but still not as good as a Saginaw.
Good luck!
Will the stiffer springs cause the Mk V to have a harsher ride? How about just going with the Bilstein shocks, anti-roll bars and rebuilt higher effort Saginaw steering box?
Yes, stiffer springs will stiffen the ride. However, a stock front spring on a Mark V is about 500 lbs/in and it rode like a boat. Shocks will only do so much and ant-roll bars really only help in the corners. Your plan would work and improve a lot over stock, but I suspect it’d still be pretty soft. We must also remember the negative effect of oversized anti-roll bars. The larger you go, the less independent the suspension will act (it ties both sides together). This can increase ride harshness under some circumstances.
With all the weight on these big cars, even with a lot of spring rate, I suspect the ride will still be okay. Keep in mind that with the CVPI spring it will still be softer than an actual CVPI, since the Mark V is considerably heavier. Of course ride is subjective, and I think a CVPI isn’t a harsh ride. These old suspensions can be made to handle pretty well, but they are limited by design. So obviously there will always be some compromise compared to modern designs.
All of this is scheduled to start next week. I indeed kept stock bushings to keep the ride reasonable.
I didn’t know about the steering box upgrade, so I much appreciate the tip. I have been looking for upgrades or even a rack and pinion, but no luck until now. I will mention it to my front end guy next week.
Many thanks!
Were you able to find rear control arm bushings? I don’t think you can get them anymore, so you may be stuck with poly if the originals are shot. Energy’s black bushings are softer than their red, so they are tolerable. You’d just have to use a softer rear spring than with rubber. There are also aftermarket control arm options, with spherical bearings (to eliminate the 4-link bind).
If you go on Rock Auto, look up the steering box of a Mark V. You’ll see both styles, the Saginaw and the Ford boxes. You’ll notice the Saginaw boxes for Fords have three mounting holes, not four like the GM cars. These steering boxes were also used in 1971-73 Mustangs. If you order one of those off Rock Auto, you’ll get a super slow no road feel Saginaw box. Cancraft was able to supply me with a core and they built it to my spec (Lares probably could too, but they are in the USA). Honestly, a rack and pinion would be nice, but lots of fab work and messing with steering geometry. The steering box is bolt in and if you get it built right, it isn’t too far off modern steering.
Rock Auto also shows that it has Lares 841 boxes in stock too.
Nothing says Brougham like a vinyl-clad fake spare tire bulge on the trunk lid.
I was just noticing that padded vinyl, uh, padding there. “Oy sheeyoot!”, in the words of Gene Wilder as Rabbi Avram Belinsky in “The Frisco Kid”, which was new at the same time as this car.
Oh, and a console. No shifter or any other controls on it, just sort of a random, pointless table thing in the middle of the front. Because reasons.
Don’t get me wrong, I don’t hate the looks of the car overall or anything, but yeeeez.
It held a lockable storage space for valuables, a custom Collectors’ Series umbrella, slots for 8-track tapes, and a coin change purse. And it was cool as hell.
It must be a rare bird. I never saw one with bucket seats, or a console. I would prefer one with the split armrest front seats, but I wouldn`t refuse this one.
The console didn’t have to make sense. The Mark V had one and most cars didn’t. Cocaine was big during those years. The console would have made sharing a few lines easier between driver and passenger. The 70’s made more sense in the 70’s.
Good points, all.
“The 70’s made more sense in the 70’s.”
Best line of the day. I lived it. You kinda had to be there. 😀
We went to different schools together.
I don`t think the late middle aged Continental MK V owner would be a coke head, but he probably had a flask of Scotch whiskey, or Hennessy cognac in the console.
or, a flask, of “bourbon whiskey”, as John Ross Ewing referred to it.
https://www.youtube.com/watch?v=RGQmYURfQeg
When Texas oilmen drove real luxury cars!
and, cue image, of Jock Ewing’s ride, I’m surmising. I’ll go, see.(loved the show!)
Just bought a Collector’s Series on the 4th of July. Blue, no moonroof, 58k miles, absolutely zero rust anywhere (which is rare for Ohio). Swapped the blue turbines for gold. I’m obsessed with it. My absolutely favorite Lincoln would be a 77 Town Coupe in black or white, or two tone black and silver. One regular, one turned into a convertible.