Different approach for Lincoln
New Continental builds on strengths of past models, writes Dale Edward Johnson.
The latest, largest, luxurious Lincoln may be just what’s needed to help the brand reclaim much of the prestige that it once had.
The Continental name — first used by Lincoln in 1939 — has returned for use on the topend Lincoln sedan. It may help Lincoln move away from some of the tough times it’s faced in recent years.
For decades, Lincoln was the main rival to Cadillac in the luxury car field, although Cadillac sold more units. From the 1940s to 1980s, Lincoln held the distinction of being the car of
U.S. presidents. That glamour and prestige helped the sales and image of Lincoln.
But in recent years, the presidential fleet has been made up of Cadillacs.
As well, both Cadillac and Lincoln have faced increased competition in recent years, from the likes of Acura, Audi, BMW, Jaguar, Infiniti, Lexus, Mercedes — and more recently Genesis.
One of the complaints about recent Lincolns was that there wasn’t enough to set them apart from Fords. Many saw Lincolns as just dressed-up Fords with different grilles, tail lights and trim. Indeed, Lincolns shared bodies with their lower-level corporate cousins.
But this latest Continental is taking a different approach.
This body is a Lincoln exclusive. Although it’s based on a Ford Fusion — which also happens to be the basis for the smaller Lincoln MKZ — the new Continental sits on a 14.5 centimetre longer wheelbase (299.5 vs. 285), is 19 cms longer (511.5 vs. 492.5) and one cm taller (148.6 vs. 147.6) than the MKZ.
I recently test drove a new Continental for 10 days. The base price for the upscale Continental Reserve is $60,500. But this one is fully loaded, and comes in at $79,750.
Quality, fit and finish inside and out are outstanding.
The engine is the $3,000 optional 3.0-litre turbo-charged V6 producing 400 hp.
The inside is roomy, luxurious, comfortable and quiet. The optional ($750) 30-way power seats, with built-in massagers, heating and cooling, are the most comfortable car seats I’ve been in, with the exception of Volvos.
My test vehicle has the optional ($5,000) rear-seat package. This includes a moonroof for backseat passengers; blinds on the side and rear windows; heated and ventilated rear seats; power lumbar supports; and reclining rear seats. As well, the flip-down centre armrest includes controls for heating, air conditioning and the sound system. These aren’t intended for the kiddies, but rather for those people who have a driver for their Continental.
I quickly get spoiled with all of the toys found in this $79,750 sedan. For example, opening the doors from the inside doesn’t require yanking on a handle; simply touch a button on the door and it unlatches electronically.
There’s an easy-to-use, highquality touch screen and nav system — which has actual knobs to control radio station selection and volume. There’s no need to close down the map to adjust the radio, a welcome change from what some other automakers offer.
And quiet? More than once I stopped, opened the door — and realized the engine was still running. I appreciate Lincoln’s dashmounted push-button transmission selector (a concept seen on 1960s Chrysler products), which means the transmission selector no longer takes up space in the centre console, freeing up room for smartphones, charging outlets and, of course, cup holders.
The optional engine has lots of power for merging and passing. The best mileage I recorded was 7.9 litres per 100 km on the highway.
The Continental demonstrates how technology continues to improve. Such goodies as the park assist — which takes over when you want to parallel park — the front and rear cameras, and the adaptive cruise control all work easier and better than on earlier vehicles I have tested. These are all part of the $3,000 technology package.
This Lincoln is also very safe, and was recently awarded top honours for crashworthiness — along with the Mercedes-Benz E-Class and Toyota Avalon — from the Insurance Institute for Highway Safety. The Tesla Model S, Chevrolet Impala and Ford Taurus scored lower.
I was surprised at how many people who admired the Conti took time to wave or give me the thumbs up as I drove by or was parking. That doesn’t happen with most test vehicles I drive.
Styling can be subjective; while the huge rectangular front grille helps to make the Continental stand out, the rear-end treatment is not nearly as distinctive — the tail lights could have come off a Dodge. Why couldn’t the back end be as dramatic as the front? The luxurious interior, high levels of safety and distinctive front end will attract luxury car buyers. Competitors may offer sportier and faster models, but the Continental is not aiming to be a hot rod Lincoln. Rather, the newest Continental offers a spacious, quiet, comfortable ride — and builds on the strongest points of the Continental’s heritage.
Dale Edward Johnson is a member of the Automobile Journalists Association of Canada. Test vehicle was supplied by Ford of Canada, and the automaker did not review or approve this article before publication.