It’s the big premier. You’re on the red carpet, cameras are flashing, and the big question is who are you wearing? Versace? Gucci? Cartier? Givenchy? Valentino? — all are relevant world-renowned designer labels that consumers shell out their high-limit credit cards for, and all were at one time or another, special “Designer Series” editions of the Lincoln Continental Mark Series. But Bill Blass you say… who might that be?
Although covered here many times before, whether it be a full-length Curbside Classic article, Car of a Lifetime or CC Capsule, the Lincoln Mark VII Bill Blass Edition, the Mark Series’ most iconic and longest-running “Designer Edition”, has yet to have even been featured in Curbside Classic’s lengthy history. And for those wondering, Bill Blass does still exist, as a women’s shoe and handbag designer, though much like the Continental Mark Series, its relevance in today’s age is slim to none.
Largely forgotten today by most measures, the Lincoln Mark VII (officially still the “Continental” Mark VII for 1984-1985) was quite a pivotal car for Lincoln, the Ford Motor Company, and the entire U.S. auto industry as a whole in many ways. Marking (no pun intended) the first major change in design language for Lincoln in nearly two decades, the Mark VII was arguably one of the most successful downsizings of the era, at least from a design point.
In case your memory has slipped, this was the Lincoln Continental Mark VI, the Mark VII’s immediate predecessor. Yes, this bodystyle of the Mark Series was rolling off assembly lines just one year before production of the featured Mark VII began.
Unlike GM and Chrysler, whose downsized cars were mostly generic unemotional boxes, Ford didn’t sacrifice style in the process of going smaller with the Mark VII, giving it a look that was like no other car on the market. Even more impressive is how designers managed to incorporate traditional Mark Series styling cues — such as a prominent radiator grille, long hood and short deck, rakish (for the class) roofline, and even a Continental spare tire bulge — seamlessly into the modern, aerodynamic sheetmetal for a contemporary stately elegance.
Hidden headlamps, a Continental Mark Series styling trait since the 1969 Mark III, were noticeably absent. In their place were sleek, wraparound flush composite headlights which marked the first such application of composite units in an American production car since 1939. As it’s widely-known, this type of headlight was not permitted by the National Highway Traffic Safety Administration for over four decades, requiring Ford’s petitioning for the ultimate change of regulation that allowed them.
Also worth noting is that Ford stuck with the rear-wheel drive layout and its tried-and-true 5.0-liter Windsor V8 for its standard power plant, in contrast to the more predictable of the times move to front wheel drive with six cylinder power or introducing a half-baked, self destructing V8 (I’m looking at you Cadillac). Its initial iteration for the Mark VII made 140 horsepower and 250 lb-ft torque with central fuel injection, up from the Mark VI. 1986 saw an increase to 150 horsepower and 270 lb-ft torque, along with the addition of sequential multi-port fuel injection.
For the select few Mark VII buyers who prioritized fuel economy at the top of their lists (plus a little government subsidization as added incentive), a 2.4-liter turbocharged inline-6 diesel was available, sourced from BMW of all manufacturers. Producing 115 horsepower and 155 lb-ft torque, the BMW M21 gave the Mark VII some 50% better average mpg, for EPA estimates of 30 mpg combined. The turbodiesel I6 also gained its own ZF-sourced 4-speed automatic, technically making it the first Lincoln with all-German powertrain.
The Mark VII used the Fox platform, marking the end to body-on-frame construction for the Mark Series, and a platform dating back to the 1978 Ford Fairmont and Mercury Zephyr. At the time of the Mark VII’s introduction, it was also serving basis for the Ford Mustang, Ford LTD, Mercury Marquis, Lincoln Continental sedan, as well as the 1983-1988 Ford Thunderbird and Mercury Cougar, which the Mark VII shared a number of key body components with.
At 108.5 inches, the wheelbase was the shortest ever for a Mark, and at 202.8 inches overall, the Mark VII was the shortest Mark ever. Furthermore, At 46.5%, the Mark VII’s OHR (overhang ratio) was just marginally better than the Mark VI’s notoriously large 47%, though the Mark VII managed to disguise this better through its styling.
Befitting of the Mark VII’s class and price point, in addition to making it the style leader of the Ford Motor Company, Lincoln also made it the technology leader, highlighted by a long list of standard features such as a sophisticated 4-wheel electronic air suspension featuring computer-controlled transverse and longitudinal load leveling. In its sophomore season, the Mark VII gained a standard four-channel antilock brake system in 1985, becoming the first American car to do so.
Other impressive-for-the-early-1980s tech features included electronic automatic climate control, power front seats with ergonomic door-mounted controls and power adjustable side bolsters on the available sports seats, electric front seat heaters, overhead console housing reading and warning lights, push-button keyless entry system, automatic high-beam control, and soft-close trunk.
The big news, and in retrospect, the most memorable aspect of the Mark VII was the LSC model (Lincoln Sports Coupe), the Mark’s most driver-focused “European touring car” flavor. Decidedly more luxury muscle car than true Mercedes-Benz SEC/BMW 6 Series/Jaguar XJS competitor, the Mark VII LSC was nonetheless the first and most serious effort from an American luxury brand to build a performance-focused model that appealed to the import luxury buyer.
The LSC quickly proved an unexpected success, accounting for a large enough percentage of total Mark VII sales that it led Lincoln to drop the slower-selling Versace Edition, BMW turbodiesel, and the base model after a few years, leaving just the time-honored Bill Blass Edition to fill the role of all other non-LSC Mark VIIs for those seeking more traditional Mark Series luxury — in essence, assuming the role of the base model Mark VII, only with greater amount of standard equipment.
Initially, the Bill Blass differed from its LSC sibling by eschewing any performance upgrades, sticking with its less powerful V8, softer suspension, and smaller wheels. Yet as the years progressed, mechanical differences became less and less to the point that the Bill Blass was essentially an LSC in luxury drag, sharing its high-output V8, handling suspension with thicker front and rear stabilizer bars, 16-inch aluminum wheels, and even tighter steering ratio by 1990.
Rather interestingly, in a possible attempt to distance itself from the LSC and regain a touch of Broughamness, the 1988 Bill Blass Edition received new, flatter seats that emulated the button-tufted loose pillow look of past Marks. A sharp contrast to the LSC’s standard articulating sports seats and even its optional non-sports seats, these loose pillow seats would remain in the Bill Blass until the end of the Mark VII’s run in 1992. Thankfully there was never any factory landau or carriage roof options, though dealer-installed ones naturally made appearances.
Produced for nearly a decade, by the end of its run the Mark VII clearly getting long in the tooth. Nonetheless, even by the early-1990s, the Mark VII was still a stunning and stylish design, its aero yet conservative looks still appropriate for the class. Then of course, there was that 5.0-liter V8, its output rated at an impressive 225 horsepower and 300 lb-ft torque from 1988-onward.
As a whole, the Mark VII’s impact is something that cannot be overlooked. Unlike so many other American cars of the era, particularly of the luxury kind, the Mark VII successfully incorporated qualities that appealed to both domestic and import buyers. While unlikely that it converted many seasoned buyers of brands such as BMW, Mercedes-Benz, and Jaguar to Lincoln, the Mark VII probably gained a good amount of sales from those who had never bought a Mark Series before and those who were first-time luxury car buyers.
Ultimately, the Mark VII is a car that Ford and Lincoln should be applauded for. While it had its weaknesses, the Mark VII held its own in the personal luxury coupe segment against competitors from Europe, the U.S., and Japan alike, selling some 190,536 examples in the process. Possessing a combination of qualities from both European and American luxury cars, Lincoln didn’t try to make the Mark VII into an all-out faux European sports coupe or a neoclassical Broughamtastic American luxury car like its predecessor, both of which would have been laughable.
In doing so, Lincoln reinvented the Mark by offering something truly alternative to the two class norms, in practice ultimately turning the Mark into somewhat of a personal luxury hot rod, restoring a level of honor and relevance to one of its most storied nameplates. While the stealthy LSC became the most popular and most memorable Mark VII, those looking for a little more chrome, wood trim, and broader seats could rest easy knowing Bill Blass was at their service.
Photographed in Norwell, Massachusetts – June 2018
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“Recently updated with cross-fire fuel injection”
Nice write up but you may want to double check on that line there.
Unless…………it’s got an SBC in it…..?
Fuel injection on the 5.0 was initially TBI before going to MPFI. Cross fire was a GM injection system.
Yeah, only time I heard of that system was on the 81 or 82 Corvettes….maybe it made its way to the Camaro too, not sure.
Where does it state the Mark VII used it on this piece? I’m not seeing it.
Great find and a great write-up! I have always really liked these Marks–I think they did an excellent job of being modern but still very uniquely Lincoln. FoMoCo certainly did a nice job of hiding the Fox-body roots on this car, though the platform did result in some issues like really poor trunk room (and the spare was plopped right in the middle of the floor, making it even less useful).
Given its benefits, I was always surprised that the Mark VII didn’t sell better overall. My guess is that the market shift away from 2-doors was a big contributing factor–and I do think it’s a pity that the ’82-’87 generation Fox-body Continental Sedan was not as well executed as the Mark VII, a bad miss given luxury buyers’ preferences for 4-doors in the 1980s.
Much agreed. The Mark VII fared well in terms of sales given the declining market for personal luxury coupes and coupes in general, apart from its final couple of years by which it was rather old. I’ve also always found it disappointing that the 1982-1987 Continental sedan lacked the Mark VII’s panache and specialness.
Love the Mark VII – it and the Mark III are my favorites of the post-war Marks. However, I’d pass on the Bill Blass – mine would have to be a 1986+ LSC.
It would have been very hard to pass on the Emilio Pucci Edition Mark VII – being able to call your car “the pooch” would have made it all worthwhile
Nicely done, Brendan. I have always been more of a fan of the LSC, but you have convinced me that the Bill Blass could be a reasonable substitute.
It is a shame that his name has become something approaching irrelevant because Bill Blass the man was an inspiring rags to riches story. He grew up as the son of a widowed dressmaker in my hometown of Fort Wayne and became a fashion icon. More often than not I found the Bill Blass Lincolns to be as tasteful and stylish as any of the designer editions over the years. I like this one quite a bit.
Throughout its history the Ford Motor Co. has found and exploited little niches that GM neglected. Station wagons, the Falcon and Mustang all hit the sweet spot for Ford, filling segments neglected by a slow to react GM. Ford also gave more attention to pickup trucks, which resulted in leading that segment for 40 some years. The various Mark series cars were another example of this. They were unique, beautifully styled and defined the personal luxury coupe in a way Eldorado never seemed to do. The LSC continued that tradition. GM simply had nothing to match it.
I love these cars, but the Cadillac Eldorado handily outsold this generation of Mark until the disastrous downsizing of 1986. The contemporary Buick Riviera and Oldsmobile Toronado also outsold it until 1986, if I recall correctly.
All of the GM designs were older than this Lincoln, having debuted for the 1979 model year.
These cars were too far ahead of the tastes of their intended audience.
Thinking more along the lines of the Mark III, IV and V, when they owned this segment. I agree with you that this generation, as good as it was, may have been a bit off-putting to its traditional base.
I’m trying to imagine what a transitional Mark between the VII and this VIII would look like.
Sorry, VI and VII. Wouldn’t let me edit my post!
These Lincolns are real knockouts – probably the only Lincoln I’d ever really want to drive. I can definitely see the appeal these would have had for yuppies on the rise, or even their parents.
An attractive car!
Once can see the same generation Thunderbird resemblance; but it is well concealed.
Unfortunately, I have always found the interior of this body style small, compact & claustrophobic inside.
The Mark VI was much more roomy inside.
IMO: the same year Thunderbird, properly optioned, without this car’s quite expensive price tag, without the LSC’s problematic suspension system, is a much more “Real World” likeable car.
+1… my ’88 Bird was much more affordable, and it had all the options. A not so poor man’s Mark VII, if you will. And the 5.0 could not be stopped. The SBC gets so much love around here, but that 302 deserves to be in the hall of fame as well.
I had its successor, an MN12 T-Bird. While not as well optioned, it was a nice car nonetheless. And I always loved that Mark VIII, but could never afford one.
What surprises me is that the Mark VII hung around until 1992, while the MN12 debuted to replace the Fox in 1989 as a T-Bird and Cougar.
And yes, I know the Lincoln was ‘technically’ on the FN10 platform, but we all know that’s nothing more than an MN12 with a few changes.
Great write-up, Brendan. I had no idea there was a Mark VII with a BMW diesel drive train.
It’s especially surprising since the 89 Thunderbird SC really gave up nothing to an LSC in terms of equipment, performance, style and comfort, in fact I’d say it surpasses it overall, including roominess. There may be more plastic in the Ford interior of course, and early MN12 Thunderbirds from inception have been criticized for it, but it’s the same grade of plastic, and other materials, found in these Lincoln’s, and despite the SC being priced high for a Tbird, it was still well below the MSRP of a Mark VII.
I never was bothered by the size of the interior with my frame, but I see where others would. My biggest disappointment with the Mark VII is the analog gauge cluster, which became mandatory in 88 when the line was pared down to Bill Blass and LSC only IIRC. It looked like something that came from an Escort or an Econoline. The speedometer needle doesn’t even match.
The Bill Blass kept the digital cluster until 1992.
I too, am annoyed by the analog gauges. In addition to being cheap, they’re way too small, clearly an afterthought in an IP originally designed for digital gauges. That was something that was never fixed. Aside from some minor alterations to incorporate the SRS in ’90, the dashboard remained unchanged throughout the entire run.
Hmm base MN-12 clusters had the same thing going on with the white speedometer. I’m guessing uv rays must have faded the color over time on these.
From what I’ve read, this design was originally developed as the successor to the 1980-82 Thunderbird.
Continental Mark VI sales weren’t that great, however, so Ford decided to use this design as the basis for the Continental Mark VII, with some appropriate changes (the spare tire hump, for example).
It was actually more so the other way around, the design was intended as Lincoln from the start (the Continental Concept 90/100, pictured below), but the Thunderbird ended up using the theme, and debuting it a year earlier.
The Mark VII DID however use the same wheelbase as the 80-82 Thunderbird, the 83 Birds moved to a new 104” wheelbase.
My mistake. I knew that Ford moved fairly quickly after the 1980 Thunderbird, Cougar and Mark VI landed with a thud in the market (although the severe recession didn’t help sales).
Collectible Automobile had an article about the Mark VII, and confirmed that the Lincoln Concept car was used as basis for ’83 T-Bird re-style. it was quicker then usual, and approved when 80’s came out and got poor reception.
I had a 84 FILA bird with a transplanted ho in it. It came with a handling suspension so it was much like an LSC. Had to part with it due military transfer.
As garish and over-the-top as it may seem by today’s standards, I still believe the best Bill Blass Edition was and will always be the 1979 version.
To be fair, this was the height of the disco era, and in an era of leisure suits, quiana fabric shirts with painted owls, platform shoes, and super wide lapels and collars, this was restrained in comparison.
+ 1 X 10^23 on the Bill Blass Mark V.
My doctor back in the day had one. I was so jealous, but my ’79 Futura was that same shade of Midnight Blue. ;o)
Someone liked Mark v’s, Ford sold @ $4 Billion worth of them in 70s dollars during bad economic times.
Actually, Bill Blass was the perfect choice by Ford as the designer of choice for these cars. Totally American, but with clean and clear design direction in his clothing and accessories, he embodied exactly what the Lincoln wanted to project. The designs were not fussy, but with enough conscious choices to let you know someone planned the interior as a whole and exterior colors to compliment the car. Compare that method with the Gucci Matadors or the Cardin Javelins from AMC a few years earlier, which were overboard in their effusiveness (it worked, but in context) and the later designer editions that seemed to be placed on lesser models with a designer name choosing a limited edition color for the interior or exterior. Blass hit the sweet spot of not too brougham and not too austere that resonated with buyers. This was what American Luxury was all about. American manufacturers have lost their way, and hopefully, they can see themselves back soon.
Being much more of a car enthusiast than a fashion enthusiast, I’m pretty sure I’d never heard of Bill Blass or Givenchy, etc. before their associations with Lincoln.
Turns out I’m not alone — I recently read an interview with Bill Blass (the actual man) that was conducted in the 1990s, and he said that a lot of people thought he was a car designer and knew nothing about his clothing lines. In the interview, I remember him saying that his association with Lincoln had been great, and had brought terrific visibility to his company.
One of the minor details I liked about the Bill Blass Lincolns was the BB logo, which I thought was very well suited to cars. Also (though this was probably more Lincoln’s doing rather than Blass’s) is that the Mark VII BB wire wheel covers are probably my favorite wire wheel covers of the era.
Great find and write-up here… really has me wanting a Bill Blass Lincoln today!
I have always been a fan of the Mark VII, but I must admit I never knew who Bill Blass was, just that they were sporty looking Marks(88-92) with pillow seats, so it obviously wasn’t some race car driver.
What works so well about the Mark VII is that there so much 60s era design elements in it, I see 66 Olds Toronado in the flanks, 67 Cougar in the wheelarch/flares, even a hint of 66 Galaxie in the rear window area. It’s as if the Mark VII could have been the Mark III in 1968 if Lido didn’t have a say in it, and as a result as a contemporary car of the 80s it looks thoroughly American, which fewer and fewer cars were wearing without the trappings of what defined “American car” in the mid-70s. It’s unfortunate Lincoln didn’t continue in this direction for the brand, but I suspect with the conquest buyers from the downsized Cadillacs to the Town Car, they shifted focus to making the whole line more appetizing to that demographic, first with the milquetoast 88 Continental, and next with the softer plusher Mark VIII, which initially dropped LSC(it was revived in 95, though it was not much different than a standard one.) Interestingly Cadillac’s fourth gen Seville seemed like the natural followup the Lincoln brand, redefined by the Mark VII, should have had.
A friend of my fathers had an LSC edition for many many years as his “special occasion” driver – (taking his wife on dates etc.)
I believe his had that dark cherry paint that almost looked black. I had much lust for that.
And can we pat Ford on the back for going all in on Fuel Injection for passenger car engines? For several years in the 80s that was one of the big reasons to pick a Ford/Lincoln over it’s GM counterpart.
If they had offered the 351 (5.8) as an exclusive option for the Lincoln they wouldn’t have lost so many sales to the T-Bird. People still loved those big engine back then, and the torque would have made it run as smoothly as a early 70s Caddy
Yeah, great point. Not sure if emissions would have been the issue against it, but if not and they could have given the 351 the same performance treatment the did the 302, that would have not only helped differentiate it from the T-bird and XR7 but helped justify the premium price.
Always thought this model was Lincoln’s best styling effort of the 80s-90s, and the fact you could get real performance as well as looks (both the power and the handling) was a bonus.
I feel this way about the much heavier Panther Town Car for sure, a 351 absolutely should have been standard equipment. But the Mark VII LSC had the 5.0HO, which was the highest output power plant Ford had in the 80s, only shared with the Mustang. The Thunderbird and Cougar used the same low output 150 horsepower 5.0 the Panthers used, and in 89 and 90 they didn’t even have V8 option.
“Unlike GM and Chrysler, whose downsized cars were mostly generic unemotional boxes, Ford didn’t sacrifice style…”
The Aero cars were not Ford’s first entries into downsizing. Some say the 1980 T-Bird and Cougar were “generic”, and the Panthers weren’t a hit their first few years. The Mark VI was “downsized” from before and wasn’t a big hit, too.
The MK VII was a terrific car, I had an ’87 LSC for four years and it was a combination of style, performance, comfort and excellent economy. I drove it all over the Southern US and Texas, it never missed a beat, got mileage consistently in the mid 20s and cruised at high speeds for a long time between stops. The best was 524 miles from my office in Houston to Midland, Texas, no stops.
Just as Bill Blass has lost all distinction and relevance in today’s world so has Lincoln. This Mark VII is proof of that, a modern car with contemporary styling but still paying homage to traditional Lincoln styling cues. It still looks modern 30 yrs later. If only Lincoln could get their mojo back, but I’m not holding my breath.
In comparison to the Mark VII the Mark VI is an ugly and overdecorated POS.
Something I’ve never understood is FoMoCo’s push-button keyless entry system. What’s the benefit? You still needed to get out your key to drive the car.
You can unlock and open the door without using the key.
That comes in handy when you want to get into the locked car – for example, while it’s sitting in the driveway – but don’t feel like going into the house to get the keys.
If the keys are left in the vehicle, you can still unlock it via the keypad.
“Something I’ve never understood is FoMoCo’s push-button keyless entry system.”
This is one of those things that once you have had it you will forever miss it on every car that lacks it. Get in your car/trunk when you don’t have keys. Leave your car run on a cold/hot day and you can lock your only key in. Someone else can go get something out of your locked car without you giving them the keys. It is kind of low tech (going back to the late 70s) but Ford People will tell you they have really grown attached to them.
I had this feature on both ’88 T-Birds, my ’94, and I even think my ’97 had the feature (I can’t tell from the picture of it below). I can attest that I still miss it, even with the fancy remotes and touch sensitive door & trunk openings of modern cars.
You could even program your own combination. When I had (sorta) matching ’88 T-Birds, I programmed the V8’s with the Turbo-Coupe’s combination and vise-versa. That way, no matter which combo I used, I could open either car right up.
This came in SO handy on car washing day, for the reasons you cite JPC. If I was out there washing the car, there was no need to go inside and get the keys to open up the car… you could open the passenger side & trunk too, and even lock it up when you were done…
I really miss that feature. I was bummed when my 2007 Mustang did not have it. When did Ford give up on that feature anyway?
My wife’s 2014 Escape SE has it.
It hasn’t gone anywhere, new Fusions and stuff have it too, but the execution is a lot less clunky, hidden in the door pillar blackout. My Cougar has it, and it’s useful sometimes, but 99% of the time I use the remote fob, and I’d much prefer the aesthetic of the car without it.
Mustangs never had keypads FWIW, so they never technically got rid of it.
Late reply, but since this is a rerun… For canceled keyless entry for 1998 across all brands and models that had it. The supposed reason was that they now had remote entry and people wouldn’t miss it. It returned for 1999 as the dealers let Ford know in no uncertain circumstances that loyal customers were complaining loudly from the second the 98’s were introduced.
As far as having it on your 2007 Mustang, while they never offered it from the factory you can add it with a stick on unit that is essentially a coded remote.
Thanks all, makes sense. Now I wonder why nobody else has adopted it. A little Googling said it first appeared on the 1980 Thunderbird. Surely any patents have expired by now.
Cars have become so similar to one another, it’s hard to think of another feature that’s only available on one company’s products.
The Lincoln Mark VI was the first car to offer it, the Thunderbird was the first Ford to offer it.
It was available on NIssan Maxima for many years as part of the sharing that went on when they jointly developed the minivan. Those used the same control module but Nissan had their own keypad integrated into the door handles, yes the Nissan had it on the passenger side too.
When I drive to go for runs or bike rides it would mean I could simply lock the keys in the car instead of having to carry them with me. What I’ve always done when I run races is attach a spare key in my shoe laces, because I’ve had them fall out of pockets in the past. But that won’t work with today’s keyless fobs.
Pretty much every time I’ve unlaced my shoes to get my key I have thought about how nice Ford’s button entry would be.
I remember when these first came out, Indianapolis 500 winner Danny Sullivan was extolling their virtues, specifying their handling in particular. Sullivan was not a paid spokesman. He was expressing his own opinion in a radio interview.
Coincidentally, Bill Blass died sixteen years ago today.
I had no idea!
Another great write-up, Brendan! I’ve always liked these and their Mark VIII successors.
I’d bet they’re great road-trip cars.
It was an ok car except for the air suspension.
Oy Vey! That air suspension system!
I watched my brother suffer thru the trials, tribulations and irritations of the air suspension system on his LSC.
SO many return visits to the Lincoln service department! After threatening to file a “Lemon Law” court action; the dealer gave him a 2 year extended warranty and a free car loaner for the many, many trips to the dealer.
One week before the extended warranty ended, the car was (once again) a driveway squatter, literally.
When the dealer finally “fixed” it; he drove it directly to the Toyota dealer and traded it off.
Always wondered who Bill Blase was – thanks!
The air suspensions are easy to work on and repair once you understand them. I have a VII and and VIII both which see duty to work once a week or so. They are very comfortable cars and you can’t really get anything like them from an American mfg. Perhsps not coincidentally I also occasionally wear a Bill Blass sport coat 🙂
MotorWeek had their say on these, and did a special feature on the composite headlights (which begins at around the 7:30 mark);
Those spoked wheels are not wheel covers, they are an alloy wheel with the laced spokes built in. Stronger and lighter than traditional wire wheels or steel rims with hubcaps. Very authentic looking if that’s your preference. I keep my eyes open for a set. I would have liked to use them on my ’70 Mustang but the lug pattern was different. The BBS style alloy wire mag design was used by many manufacturers OEM and others. My ’89 XJS came with those. I’m putting together a set of Daytons but I actually prefer alloys from a performance standpoint.
The Mark VII is still a great looking car in my eyes. Just the right blend of aero and traditional styling. The 5.0 was kind of weak in the beginning, but was well developed by the end of the run. I’ve got a 5.0 in my ’97 Explorer, it’s a good motor. The LSC had the roller tappet cam and is pretty similar to the Mustang GT version, but since the Mustang is lighter it’s also a bit quicker. Still love the Mark and who knows, someday a BB version or at least the wire wheels may find itself in my driveway.
Straighten that front plate and I’ll take it!
I find it interesting that the Cadillac Seviile was called a GM deadly sin because it was “the most expensive Nova ever”…..I contend that the MK VII could be codiered the most expensive Fairmont ever