1988-'92 Lincoln Mk VII LSC
FoMoCo's luxury performance coupe is a fun, collectible bargain today
09/24/2018
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When the Lincoln Mk VII hit the road in 1984, it was immediately polarizing. Radical even in plush Blass and Versace variants, the LSC--short for Lincoln Sport Coupe--tightened up the suspension, rode the same blackwall Goodyears as the Camaro Z28, largely dispensed with the chrome, and brought in a sporting pretext (despite making just 130 hp from the 5.0-liter V-8). Lincoln hadn't been known for anything approaching performance in about three decades, since the Carrera Panamericana road race was last run. The Mk VII couldn't have been more different from its predecessors.
Ford even pushed NHTSA to accept the flush-mounted, European-style headlamps--and won. (It tooled up for the nose to accept sealed-beams, too, just in case.) With these lamps, the Mk VII quite literally changed the face of the American automotive landscape. The only vestige of the old days was the faux-spare-tire hump molded into the trunk.
The Mk VII had a market unto itself: It was sportier than the Cadillac Eldorado (and had the proper wheels driving, to boot), yet was cheaper than the overseas offerings--while embracing an all-American driving feel all its own. Though it appeared a wild move at first, Lincoln's wisdom was shown at the start of the next decade. The Mk VII suddenly seemed perfectly in tune with what other cars on the road looked like. It was a Ford Mustang, tailor-made for adults.
As the model years rolled on, Lincoln eschewed body changes in favor of performance and comfort updates. Model year 1988 (launching in mid-1987) marked the most significant mechanical changes--the inclusion of Ford's now-legendary 225-hp 5.0-liter H.O. V-8 and 16-inch wheels with anti-lock brakes.
Ford's venerable Windsor-architecture V-8, at 302 cubic inches, put out 225 hp, thanks to Ford's fuel-injection system. Available modifications to boost power are endless. All Mark VIIs were automatics from the factory.
From that point, Lincoln's executive express sailed through to 1992 with only detail and trim changes, and sold more than 100,000 units. (The Bill Blass model took on the LSC's engine, trimmings and suspension details starting in 1990, and from then on became a mechanical twin to the LSC.)
Today, the Mk VII is at its value nadir: They're still plentiful, if you know where to look, and because the newest ones are less than 25 years old, some are still considered to be used cars rather than classics. What does this mean for you? Now is the time to buy, and here's what to look for.
Engine
The basics of Ford's legendary small-block family 302 engine (actually 4.9 liters, but called a 5.0 in literature) date back to 1969--suffice it to say that Ford got the bugs worked out. In fuel-injected form, with the two-piece intake, high-flow heads and tubular exhaust headers cribbed from the Mustang GT, this engine puts out 225 hp and a respectable 300-lb.ft. of torque. Compression ratio was at 9.2:1 for the 1988-'89 models, and dropped to 9.0:1 for the 1990 and up models, although power and torque ratings, and their respective peaks, remained identical. The LSC and SE used this engine from 1988-'92, and 1990-up designer (i.e., Bill Blass) models used this engine as well. Any Mk VII so equipped will have a letter E in the eighth place in its VIN.
Production of the 5.0-liter engine lasted into 2001 in Ford Explorers, and complete engines are available through the Ford Performance catalog as well. But, if matching numbers is the route you want to go, rebuild kits are available and, as such things go, are cheap.
Transmission
Ford offered a single transmission in the Mk VII: the four-speed automatic overdrive, known in Ford circles simply as AOD. Some pre-'88 Mk VIIs had a weak servo that would smoke the overdrive, but that was solved by the time the 225-hp models arrived partway through 1987. LSCs and SEs were all floor-shifted.
Also, the throttle-valve cable bushing (located at the connection to the throttle body) has a tendency to fail, which can lead to a transmission failure, but it's an inexpensive part and easy to replace.
Differential
Ford's long-lived 8.8-inch ring-and-pinion lived beneath the Mk VII. All LSC models received a 3.27:1 gear with a limited-slip differential, as did the 1990-and-up Bill Blass models. Pre-'90 Blass models received a milder 3.08 rear, so be careful if you're swapping rears around. Rebuilding the differential is simple enough, and as a bonus, a variety of hairier ratios are available for an invisible performance gain.
Chassis and Suspension
The Mk VII offered a back seat that adults could actually fit in, thanks in part to its 108.6-inch wheelbase (a full 8 inches longer than the Mustang's). This also helped translate to a smoother ride. Like virtually every other Fox-body out there, from the '78 Fairmont through to the death of the SN95 Mustang in 2004, the Mk VII ran MacPherson struts in front and a solid axle with four trailing links in back. (The LSC also featured a rear anti-roll bar.)
Unlike nearly every other Fox-body out there, the Mk VII also ran a set of computer-regulated air springs, for an automatic load-leveling feature. Developed as a joint venture between Ford and Goodyear, the air spring itself is a pressurized rubber bag, and the four bags are connected, via plastic tubing, to an electric air compressor and sealed by solenoid valves. The microprocessor regulates the spring's pressure (from 75-100 psi) according to three sensors: one at each front control arm, and another on the rear axle. It's also connected to the two open-door sensors and a brake sensor. The result: a soft ride that will firm up in the corners.
New airbags are no longer available from the parts counter, but can be sourced from aftermarket vendors. Replacing the air bags is a relatively straightforward job.
Brakes
Along with the Mustang SVO, Ford made sure that the Mk VII LSC was among the first Fox-bodies to sport vented four-wheel-disc brakes and five-lug wheels. The Lincoln ran 10.9-inch rotors in front and 11.3-inch rotors in the rear, at least in part to help quash brake dive. Teves-developed anti-lock was a standard feature starting in 1986.
Enthusiasts familiar with the system claim that it's reliable. Pads and parts are all parts-counter items, still.
Wheels and Tires
Starting in 1988, the Mk VII LSC came standard with blackwall 225/60R16 Goodyear Eagle GT radials. Although you could probably find a fresh set of these popular tires hiding on the Internet somewhere, nearly 25 years of tire development has produced rubber that will likely both corner more sharply and ride nicer.
The LSC has always had aluminum wheels standard, and like the rest of the driveline, these were upgraded through the years. Sixteen-inch wheels became standard on the LSC in 1988, and in 1988 and '89, Lincoln used the turbine wheel, a sporty, multi-bladed design.
Starting in 1990, Lincoln changed to a lace-style wheel, as was popular in those days. There were two indistinguishable styles: a BBS wheel, which was a short-run piece, fairly rare and used only until Ford's own production got up to speed, and a version that was a direct Ford copy. The only way to tell is in front of the wheel, near the lug nuts, which will most likely say Ford, or occasionally BBS. Wheels on the 1991 and '92 SE models only will feature dark gray centers, while all others will be a bright argent silver.
Body and Interior
Good news: Sheetmetal and glass were the same throughout the Mk VII's life. Allowing for trim differences like grille shapes and whether the side mirrors were chrome or body-color, pieces from a 1984 model should fit a 1992 model, and vice versa. A Special Edition model from 1990-'92 offered more body-colored trim, like mirrors, bumpers and wheels.
The headlamps are prone to yellowing, though they can be rubbed out. This seems to have more to do with age than exposure to the elements. The low-slung Marchal foglamps have a habit of getting smashed, and are in short supply.
Also, a 1992-only color, Deep Jewel Green Metallic, has some resonance with followers of these particular models.
Many of these cars suffered from paint problems and peeling clearcoat. Ford repainted many under pressure from owners, but don't be surprised to see scaly exteriors on original cars today.
Inside there were plenty of interior changes for 1990: a new instrument panel, door panels, smaller headrests, deletion of the adjustable seat bolster, an airbag steering wheel and rear shoulder belts among them. There were also a variety of seating options available. Standard was the Sport Seat, the most common LSC seat. This came with perforated leather, although you could also order a color-keyed velour seat insert in lieu of leather.
Cloth may be the way to go when picking out your Mk VII, as the leather seating areas tended to crack and split over time. There was also the Sport Delete seat, basically a Bill Blass-spec chair without the pillow back, which was comfortable in a straight line, but was hopeless in turns.
Also, pre-'90 steering wheels have a nasty habit of reacting with sunlight and emitting a sticky black ooze through the leather rim.
The airbag-equipped wheels aren't nearly as bad, and short of not parking in the sun, or installing a steering wheel cover or some sort of aftermarket wheel, there isn't much that can be done to remedy the situation.
Restoration and Performance Parts
The collector market for the Mk VII has not yet matured, and some restoration parts are few and far between. Parts cars are cheap enough that you should be able to get rot-free steel from Western sources with little trouble.
That said, performance parts are plentiful. Ford's fuel-injected 302 is the engine that convinced a country built on carburetors that there's no reason to be afraid of fuel injection. It's the same driveline and, to an extent, the same chassis as the hard-charging Mustang--save for some curb weight, it should be able to do anything and everything that a Mustang can be made to.
Swaps to the T5 five-speed manual are said to be fairly common, and some people opt to ditch the airbag suspension in favor of conventional coil springs using an aftermarket kit.
WHAT TO PAY
Low: $1,500
Average: $4,000
High: $9,000
PARTS PRICES
ABS Pump/Motor: $464.99
AC compressor with clutch: $239
Air pump with dryer: $225
Air suspension bag: $100
Air suspension elimination kit: $400
Alternator: $98
Catalytic converters: $66
Cylinder head assembly: $250
Drivebelt tensioner assembly: $66
Exhaust manifold/header: $136
Floor carpet: $127
Gas tank: $90
Motor mount: $25
Oil pump: $50
Starter (w/solenoid): $110
Torque converter: $142
Turn signal switch: $135
Water pump: $60
CLUB SCENE
The Lincoln Mk VII Club
Box 42678
Philadelphia, Pennsylvania 19101-2678
610-931-6623
www.thelincolnmarkviiclub.org
Dues: $25/year (plus one-time $15 fee)
Membership: 300
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Rather than a lightweight sports car, the Aston Martin V8 is better considered a GT car, which seems to have a lot in common with American muscle cars. Even with aluminum body panels, the rather substantial Aston had a curb weight just a hair over 4,000 pounds, making it several hundred pounds heavier than a 1969 Dodge Charger R/T. It’s worth noting that despite being measurably smaller than the Charger, both cars share very similar proportions, with their long hoods, fastback rooflines, and short rear decks. An even closer comparison comes in the form of a ‘67 Ford Mustang, again with similar proportions but also the Aston having a wheelbase and overall length, width, and height very close to the American pony car.
The 1978 Aston Martin V8 is frequently referred to as a Series 3 since it was derived from the DBS, a model that launched in 1967 with an inline-six engine that was followed by the DBS V8, with a fuel-injected V8 engine. Both versions of the DBS were sold alongside each other into 1972, when, during the model year, the simply named V8 model supplanted both. With an updated front end that included a grille shape more reminiscent of Aston Martins past and a pair of headlamps rather than four, these interims V8s were considered Series 2 cars.
In 1973, Aston Martin dumped what had turned out to be a problematic mechanical fuel-injection system, instead opting for four Weber carburetors for its 5.3-liter V8. Multiple carburetion gives it good company with the likes of a Mopar 440 Six-Pack or Pontiac Tri-Power. That carburetor setup required additional hood clearance that resulted in the large scoop worn by such cars, though it was non-functional in terms of letting in any additional air to the intake.
The rest of the engine department takes a big departure from the standard American iron-block, overhead-valve setup. Aston Martin’s V8 featured all-aluminum construction and dual overhead camshafts on each cylinder head, driven by dual chains. Yes, it had hemispherical combustion chambers, even with just two valves per cylinder. Engineers specced a forged crankshaft and forged chrome-moly connecting rods.
Output for 1978 was estimated at 310 horsepower and 320 lb-ft of torque—pretty substantial numbers for a car built during the oil crisis era and before engineers had leveraged electronic fuel injection to win the battle against emissions regulations. In accordance with its muscle car vibe, most AM V8s of the period were equipped with a TorqueFlite three-speed automatic, complete with Mopar factory ratios of 2.45:1, 1:45:1 and 1:1, along with a limited-slip rear differential. A 3.31 final-drive ratio was standard, with 3.54:1 optional. A five-speed manual was available.
Distinctions from Detroit grow once you step inside an Aston Martin V8, which was essentially a handmade car, with very low production numbers. Each of the four seats was covered in leather, a material that extended to the door trim, steering wheel, shift knob and even the center console surround. Carpets were wool. Given its high price and object of luxury aspirations, each car was also packed with plenty of sound insulation to isolate occupants from road noise. Power assistance for the brakes and steering was standard, as were air conditioning, power windows and power locks.
With a 0-60 mph time of “about six seconds,” according to Aston Martin literature of the time, along with a top speed over 150 mph, the AM V8 was in nearly a class by itself. Torque wasn't quite like that of an unrestrained big block American V8 from the peak muscle car era, but the Aston Martin’s V8 engine still delivered power with a swift rush towards a redline over 5,000 rpm, though no such actual red line is indicated on the tach. Suspension included unequal-length control arms up front with an anti-roll bar and De Dion rear axle with parallel trailing arms and watt linkage in the rear. Coil spring were at all four wheels, as were disc brakes, with the rear disc inboard. Not designed to tackle a tight road course, the AM V8 was still noted as a competent high-speed handler.
This 1978 Aston Martin V8 Series 3 features a silver metallic body with a red leather interior. The selling dealer indicates that it was purchased from the second owner who it is believed purchased it from the original owner as he aged out of driving in his 90s. The car appears to have been very well maintained, with the seller sharing that the engine, transmission, paint, body and interior are all “highly original.”
Other information to note on this AMV8 are a slew of services performed last fall, including a “full tune-up,” rebuilt carburetors, new spark plugs and filters, new battery and an alternator rebuild. Everything is asserted to be functioning properly with the car seemingly ready to drive anywhere.
As one of less than 1,000 Series 3 examples made, this 1978 Aston Martin V8 coupe offers a uniquely British take on big V8 performance in a midsize car—a muscle car, but with a different accent.
Head on over to Hemmings Auctions and take a closer look for yourself.
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