Excelente @twocarsolution para fines de los 80's. El Continental debe llevar unos 8 años tirado ahí, y el Camaro estaba en un patio a menos de 100 metros, pero hace unos 2 años lo movieron junto al Conti. Curiosamente las patentes coinciden salvo por el último dígito! Mi OCD lo agradece jajja. 👌🏻 Deben tener una historia interesante; en el interior del Conti están los folletos originales del auto, y el Camaro tiene las llantas delanteras del Conti atrás, debo decir que le quedan mejor de lo que pensé. 😂 #LincolnContinental #ChevroletCamaro #Proud80sMoment - - #puq #instapuq #puntaarenas #instachile #chilegram #carspotting #carspotter #carsovereverything #drivetastefully #getoutanddrive #neverstopdriving #drivingwhileawesome #radwood #lincoln #continental #lincolncontinentalmkvii #continentalmkvii #lincolntowncar #towncar #ford #fordpantherplatform #chevrolet #fbody #camarogen3 #gen3camaro #3rdgencamaro
It was a radical transformation. In late November of 1983 the upright, neo-classic Lincoln Continental MkVI, deeply rooted in the best-selling style established with the 1968 MkIII, gave way to the sleek, wind-tunnel tested, 1984 MkVII. Out front were Euro-style flush headlamps which Ford lobbied NHTSA for years to approve. Underneath were all-disc brakes, an air suspension, and all manner of electronics and gizmos including an optional car phone. Taking aim at the BMW E24, Mercedes C126, and Jaguar XJS, the MkVII may have been a cut-price rival but it was a largely credible alternative even if it took a while to perfect. The VII existed in two basic phases, the early 84-85 cars and the later 86-92 models, which didn’t change much after 1988. The ultimate VII was the post-’85 LSC (Luxury Sports Coupe) seen here. The MkVII was styled in concert with its two siblings, the 1983 Thunderbird and Cougar under the guidance of Jack Telnack and Gale Halderman, though much of the actual design work was done by Ford staffer Jeff Teague, son of AMC’s Dick Teague. Though still based on the Fox chassis like the 1980 T-bird/Cougar, these cars all had a fresh “aero” look and none were sleeker than the lincoln. For 1984 and 1985 there were two powerplants, Ford’s 140-hp CFI (central fuel injection) 5.0 V8 and an optional 2.4L BMW Turbodiesel. By then Americans were ditching diesel, and only ~1,600 were made. In 1986 (with the Continental name dropped), the CFI 5.0 became the updated MFI (multi-port injection) 5.0, and that’s when things got interesting because with 200hp or (after 1987) 225, the LSC had the speed to match its rivals and suspension tuning that made it a little shaper to drive than the regular VIIs. It also had lots of cutting-edge tech, including being the first American car with modern antilock brakes. It vastly undercut the Europeans on price, too, at 60% less than a Merc 560SEC in ‘86. The VII didn’t sell like the previous Marks, but mainly because coupes were in decline throughout the 80s demographically and particularly after the '90-91 recession. The MkVII kept going into April, 1992, 4 years after its siblings were redesigned, and 190,832 were built.
MK7 Lincoln Continental V8🔥 #lincoln #lincolncontinental #lincolntowncar #continental #towncar #80scars #lincolncontinentalmkvii #continentalmkvii #americanclassics #americancars #carsofinstagram #amazingcars247 #drivetastefully #blacklist #v8power #rarecars #classiccarsdaily #carspotting #classiccarspotting #carlovers #automotive #petrolhead #oldcar #retrocars #intsacar #classiccarsofinstagram #classiccarsrule #carshow #carmeet #classiccarshow
Lord Vader, your ride is ready. I’m so impressed by these, especially in black. It’s a bit sinister. That might be part of the allure for me. PS Ravels, where I captured this one, always is one of the last of the season. It might be the first one this year... ________________________________ #noidea #landyacht #lincoln #continental #lincolncontinental #markvii #mk7 #lincolncontinentalmkvii #iknownothing #ravels #blackandstrong #blackcar #blackcars #blacklist #classiccars #instacar #murica #americancar
Introducing #lincolncontinentalmkvii #usacars #carsofinstagram #cargram #cargramm #gamedev #societèturbo #sketching #cargame #turbowrappers #pencildrawing #vehicledesign #game #80cars #drawtodrive #cardesignpro #sketch #promarkes #gamedev #lincoln #blendergameengine #carsketch #lucianobovereview #carsketch #bicpen #sketchoftheday #cardesign #MKVII #cardesign #cardesignworld
Introducing #lincolncontinentalmkvii #usacars #carsofinstagram #cargram #cargramm #gamedev #societèturbo #sketching #cargame #turbowrappers #pencildrawing #vehicledesign #game #80cars #drawtodrive #game #cardesignpro #sketch #promarkes #gamedev #lincoln #blendergameengine #carsketch #lucianobovereview #carsketch #bicpen #sketchoftheday #cardesign #MKVII #cardesign #cardesignworld @marcin_adamczyk_sc
It was a radical transformation - in late November of 1983 the upright, neo-classic Lincoln Continental MKVI gave way to the sleek, wind-tunnel tested, 1984 MKVII. Out front were euro-style flush headlamps which Ford lobbied NHTSA for 2+ years to approve. Underneath were all-disc brakes, air suspension, and all manner of electronic and other extras including an optional car phone. Aimed at the BMW E24, Mercedes C126, and Jaguar XJS. The VII actually turned out to be a cut-price but mostly credible rival for these cars, although it took a little while to get there. The Mk VII existed in two basic phases - the early 1984-85 cars and the later 1986-1992 models, which didn’t change much after 1988. - The MkVII was styled in concert with its two near siblings, the 1983 T-bird and Cougar, dramatically introduced in February 1983 and bringing the influence of Ford’s new design Chief, Jack Telnack (formerly of Ford of Europe). The T-bird and Cougar were the first to get Telnack’s “Aero look” because their boxy 1980 redesign put buyers off. It might surprise you, though, that many of the “boxy” designers contributed to the “Aero” cars. The MKVII was led by Gale Halderman, who’d had a strong hand in styling the Panthers. The VII, like the T-bird and many others, rode the Fox platform. - For 1984 and 1985 there were two powerplants - Ford’s 140-hp CFI (central fuel injection) 5.0 V8 from the Mustang and an optional 2.4L BMW Turbodiesel. By then Diesels had come and gone for Americans, and less than 1,600 were made. In 1986 (with the Continental name dropped), the CFI 5.0 became the updated MFI (multi-port injection) 5.0, and that’s when things got interesting - because with 200hp or, after 1987, 225, the top-spec LSC had speed to match its rivals if not quite E24 dynamics. It vastly undercut those cars on price, too - 60% less than a 560SEC in 1986. - The VII didn’t sell like the previous Marks, but not because it wasn’t as good. Coupes were in decline throughout the decade demographically and particularly into the 90-91 recession. The lower-volume MKVII kept going into April, 1992 - four years after its siblings were redesigned; by which time 190,832 had been built.