The Truth About Cars » american luxury cars http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Tue, 21 Oct 2014 18:05:29 +0000 en-US hourly 1 http://wordpress.org/?v=4.0 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » american luxury cars http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Junkyard Find: 1967 Lincoln Continental http://www.thetruthaboutcars.com/2014/03/junkyard-find-1967-lincoln-continental/ http://www.thetruthaboutcars.com/2014/03/junkyard-find-1967-lincoln-continental/#comments Fri, 07 Mar 2014 14:00:35 +0000 http://www.thetruthaboutcars.com/?p=766745 The 1961-1969 Lincoln Continental, with its suicide doors and slab sides, is recognized by most as the styling pinnacle of the Lincoln brand in the postwar era. Very nice early examples are worth pretty decent money, but a ’67 in beyond-basket-case condition is worth whatever scrap cars are fetching per ton. Here’s a thoroughly used-up […]

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40 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee MartinThe 1961-1969 Lincoln Continental, with its suicide doors and slab sides, is recognized by most as the styling pinnacle of the Lincoln brand in the postwar era. Very nice early examples are worth pretty decent money, but a ’67 in beyond-basket-case condition is worth whatever scrap cars are fetching per ton. Here’s a thoroughly used-up ’67 that I found recently in a Denver wrecking yard.
44 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee MartinThis car appears to have spent many years bleaching in the High Plains sun; there’s not much Michigan-style rust, but the interior is completely baked. It’s hard to imagine that Richard Nixon’s plush limousine was also a ’67 Continental.
35 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee MartinYes, the upholstery is dry as Moon soil.
15 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee MartinLikewise, the vinyl top.
41 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee MartinIt has a great big 462-cubic-inch MEL engine.
32 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee MartinHey, some sort of primitive cruise control!
29 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee MartinThermostat-controlled HVAC systems were super-high-tech in 1967.

Watching the wind rustle a torn plastic-bag “window” in a once-proud luxury car while The Crusher clanks ominously in the background… well, it tends to remind you of your own mortality.

03 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 05 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 07 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 08 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 09 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 10 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 11 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 12 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 13 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 14 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 15 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 16 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 17 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 18 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 19 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 20 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 21 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 22 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 23 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 24 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 25 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 26 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 27 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 28 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 29 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 30 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 32 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 34 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 35 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 36 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 37 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 40 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 41 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 42 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 43 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 44 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin 45 - 1967 Lincoln Continental Down On the Junkyard - Picture courtesy of Murilee Martin

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Review: 2013 Cadillac XTS http://www.thetruthaboutcars.com/2012/10/review-2013-cadillac-xts/ http://www.thetruthaboutcars.com/2012/10/review-2013-cadillac-xts/#comments Wed, 31 Oct 2012 13:00:01 +0000 http://www.thetruthaboutcars.com/?p=463855 Once upon a time, being the “Cadillac of <insert a noun here>” meant something magical. The problem is: it’s been 60 years since Cadillac was “The Cadillac of cars.” While the phrase lingers inexplicably on, GM is continues to play off-again/on-again with a flagship vehicle for the brand. The latest example is the all-new XTS. […]

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Once upon a time, being the “Cadillac of <insert a noun here>” meant something magical. The problem is: it’s been 60 years since Cadillac was “The Cadillac of cars.” While the phrase lingers inexplicably on, GM is continues to play off-again/on-again with a flagship vehicle for the brand. The latest example is the all-new XTS. Instead of being “the Cadillac of flagships,” the XTS is a place holder until a full-lux Caddy hits. Whenever that may be. In the mean time, Detroit needed to replace the aging STS and the ancient DTS with something, and so it was that the XTS was born of the Buick LaCrosse and Chevy Malibu.

Click here to view the embedded video.

Exterior

Engineers might have tried stretching the STS, or re-skinning the DTS yet again, but cash was in short supply so Caddy found their platform further down the food chain. Engineers took the Epsilon II platform (shared with everything from the Opel Insignia to the Roewe 950), stretched it to 202-inches long and hey-presto, the XTS was born. Unfortunately Cadillac wasn’t allowed to change the platform hard points, so the same 111.7-inch wheelbase and 62-inch track as the rest of the Epsilon rabble remains. With the wheelbase staying the same, the cabin had to be pushed as far to the wheels as possible to maximize interior space. For some gangsta feel, the belt-line was kept high, and for practical reasons the cabin was extended over the trunk to create a coupe-like profile and more rear headroom. Just for kicks the XTS’s narrow nose was raked to create a “cowcatcheresque” profile. The result is a sedan with awkward proportions, especially when parked next to the CTS, ATS, STS or DTS. (Wow that’s a whole bunch of TSs.)

Of course, style seems to be a problem for American luxury brands lately. Lincoln’s new nose took the recently refreshed MKS from country-farm-girl to tragic-farming-accident and while Chrysler doesn’t pretend to play in this segment, the new 300 is less attractive than its predecessor. (The 300 is unquestionably the most attractive and commanding sedan in this trio however.) What redeems the XTS? It still has plenty of bling and the fin is back. I must admit, I have the fin-love that dare not speak its name. Honestly.

Interior

The problem with an awkward exterior is that first impressions matter. Pity. The XTS has GM’s best interior ever. Aside from the bugaboo of a plastic airbag cover (an ailment many luxury brands suffer from), every  touch point is near perfection. From the tasteful two-tone stitched dash to the microfiber headliner, the XTS’s materials would pass an Audi taste test. Compared to the MKS, the Cadillac is more attractive and assembled with more precision. Compared to the Chrysler 300’s new luxury level interior, the Caddy is the place to be even though the 300’s leather dash is sublime. Unfortunately every silver lining has a cloud, and so it is with the XTS. There was a pleather dash part that was strangely crinkled and the glove box would routinely fall open beyond its stops and crash completely to the floor. (Check out the video for that.)

Thanks to the XTS’s odd profile, rear seat legroom measures out at 40-inches, 1.4 ahead of the MKS while also providing 46-inches of legroom up front (four more than MKS.) In addition, the XTS provides more head room in the rear and much nicer trappings. As proof that more traditional body shape provides more rear room, Chrysler’s 300 bests the XTS by 1/10th in rear legroom and rear headroom but in true-livery fashion leaves less space to the driver. Because the XTS is narrower than the competition, sitting three abreast in the rear is a “cozy” affair.

Infotainment

All XTS models get the new “Cadillac User Experience” or CUE system controlled by a gorgeous 8-inch LCD in the dash. Most navigation systems use a resistive touchscreen with a matte plastic surface that can easily scratch and causes images to look “fuzzy” at times. Cadillac stuck out their neck and used a more expensive capacitive touchscreen with a glass surface that is easy to clean and delivers graphics that are crisper than any system I have seen to date. What was Caddy’s muse? Think iPad.

Powering the LCD is software that gives MyLincoln Touch a run for its money. CUE supports “natural” voice commands to control the majority of system functions from iPod control to destination entry. Cadillac has gone USB crazy with three USB ports that all provide enough power to charge an iPad, something very few systems can do. CUE takes a novel approach to using multiple USB devices, the system indexes them together as if they were one music library so there’s no need to switch from one to the other to look for a song. CUE also sports the best iOS device integration available, for more information, check out the video at the top of the review.

Base XTS models come with an 8-speaker Bose system while upper trim levels of the XTS get a 14 speaker surround system with speakers integrated into the front seat backs. The 8 speaker system is well-balanced but seemed unable to handle moderate volume levels without some distortion. Thankfully the 14 speaker system proved an excellent companion and competes well with the up-level systems from the Germans.

As you would expect with a first generation system, I encountered a few hiccups. Despite the screen being large and high-resolution, CUS uses fairly “chunky” maps that lack detail and aren’t as attractive as iDrive. In addition, the “soft” menu buttons around the map cut the window down to a narrow slot making it difficult to use CUE as a map when navigating around downtown. The ability to “multi-touch” gesture on the screen for zooming sounds cool, but the response time is slow and the process proved more aggravating than useful. Lastly, much like Ford’s Touch system, CUE crashed frequently (four times in a week). While the crashing is a concern, my statement about Ford’s system applies equally to CUE: I can handle occasional crashing as long as the rest of the system is snazzy and does everything I want my car to do. Still, let’s hope Cadillac has a software update pronto.

 

Gadgets

The XTS is a conflicted vehicle. For every awkward exterior angle, there is a tasteful dash seam. For every complaint I have about CUE, there is a 12.3-inch LCD “disco dash” that stole my geeky heart. Sure, the cost of LCD-admission is the $54,505 XTS Premium, but this is the best LCD instrumentation ever. Yes, Jaguar/Land Rover/Mercedes have been toying with large LCDs for a while and even Dodge has a moderately configurable screen in the Dart, but the XTS makes use of the LCD. Huh? In JLR products, the LCD has one “look” (imitating traditional dials) and if you don’t like it that’s just tough. Cadillac gives you four layouts that range from traditional gauges to a modern digital theme and allows sections of the display to be further customized.

In addition to the LCD gauges, the XTS offers available pre-collision warning, lane departure warning, cross traffic detection, blind spot monitoring, heads-up display, adaptive cruise control and a system that will automatically stop you if you try to back over Jimmy on his skateboard. Most of these systems communicate with you through your backside via a seat that vibrates the cheek corresponding to the side of the vehicle that is in danger. Sound strange? It was, yet I found myself changing lanes sans signals so the “Magic Fingers” would feel me up.

Powertrain

Under the stubby hood you’ll find one engine: GM’s 3.6L direct-injection V6. Instead of the 321HP/275lb-ft tune the baby Caddy uses, this mill produces a more sedate 304HP at 6,800RPM and 264lb-ft at 5,200RPM (400RPM higher than the ATS’s peak). While there are rumors of a twin-turbo V6, I will believe it when I see it. Until then, all the power is sent to the front wheels via the GM/Ford 6-speed transaxle, or to all four wheels if you opt for a $2,225 Haldex AWD system.

Our AWD tester hit 60MPH in 6.1 seconds so it’s hard to call the XTS slow, but neither is it fast. The problem is the 260lb-ft versus a 4,200lb curb weight. While the base MKS (3.7L V6) is slower at 6.5 seconds, Lincoln’s twin-turbo bruiser gets the job done in 5.1. The 300 hit 60 in 6.3 thanks to its greater mass, but the 300’s 8-speed transmission allowed it to tie the XTS for a 14.9 Second 1/4 mile at 93 MPH.

Drive

My week with the XTS started with a journey to sample the 2013 Chevy Malibu turbo. The event made me wish GM’s new 2.0L turbo had been jammed into the XTS. Why? Because the Malibu hit 60 in 6.2 thanks to 260lb-ft plateau from 1,500-5,800RPM and delivered 24.7MPG in mixed driving. Our AWD XTS eeked out 18.9MPG in a highway-heavy cycle and FWD XTS shoppers should only expect one more MPG.

Acceleration quibbles aside, the XTS’s road manners are impeccable. The XTS proved a faithful companion on Northern California mountain highways thanks to the AWD system, GM’s “HiPer Strut” suspension design and Magnaride electronically controlled dampers. The oddly named suspension design moves the steering axis to a more vertical orientation closer to the center of the tire, reduces the scrub radius and helps keep the contact patch more consistent. Whatever the name, the system just works. The benefit is most obvious in the FWD XTS where it quells the torque steer demon but it also pays dividends in the AWD model by keeping the wheel more vertical thereby improving grip. While I wouldn’t call the overall dynamic “sporty,” the XTS is confident and predictable. Of course the 300’s rear-wheel setup makes it more fun and the MKS exhibited less body roll, but the XTS’s well sorted suspension and Magnaride system make it an excellent all-around performer.

I left my week with the XTS more confused than when we met and I’m no closer to understanding who the XTS is for. The Chrysler 300 makes a better performance vehicle with the 5.7L V8 and a better livery vehicle due to the rear seat dimensions. Lincoln’s twin-turbo V6 is insane and addictive in its own way, and Lincoln will (optionally) toss in quantities of real-wood that would make Jaguar blush. BMW, Audi and Mercedes have better brand names, more polished interiors and a complete line of engines that range from normal to 400+ horsepower. The XTS on the other hand is a confident-handling technological four de force dressed in a corduroy leisure suit. With leather elbow patches. And a fedora.

 

Cadillac provided the vehicle, insurance and one tank of fuel for this review

Specifications as tested

0-30: 2.48 Seconds

0-60: 6.1 Seconds

1/4 Mile: 14.9 Seconds @ 93 MPH

2013 Cadillac XTS, Exterior, Tail Fin, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-002 2013 Cadillac XTS-003 2013 Cadillac XTS-004 2013 Cadillac XTS, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-006 2013 Cadillac XTS-007 2013 Cadillac XTS-008 2013 Cadillac XTS, Exterior, Rear, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-010 2013 Cadillac XTS-011 2013 Cadillac XTS-012 2013 Cadillac XTS, Engine, 3.6L V6, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-014 2013 Cadillac XTS-015 2013 Cadillac XTS-016 + 2013 Cadillac XTS-018 2013 Cadillac XTS-019 2013 Cadillac XTS-020 2013 Cadillac XTS, Infotainment, CUE system, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-022 2013 Cadillac XTS-023 2013 Cadillac XTS-024 2013 Cadillac XTS-025 2013 Cadillac XTS-026 2013 Cadillac XTS-027 2013 Cadillac XTS, Infotainment, CUE system, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-029 2013 Cadillac XTS-031 2013 Cadillac XTS-032 2013 Cadillac XTS-034 2013 Cadillac XTS-035 2013 Cadillac XTS-036 2013 Cadillac XTS-037 2013 Cadillac XTS-038 2013 Cadillac XTS, LCD Digital Gauges, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-041 2013 Cadillac XTS-042 2013 Cadillac XTS-043 2013 Cadillac XTS-044 2013 Cadillac XTS-045 2013 Cadillac XTS-046 2013 Cadillac XTS-048 2013 Cadillac XTS-049 2013 Cadillac XTS-050 2013 Cadillac XTS-051 Zemanta Related Posts Thumbnail

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Junkyard Find: 1994 Oldsmobile Ninety-Eight Regency Elite http://www.thetruthaboutcars.com/2012/09/junkyard-find-1994-oldsmobile-ninety-eight-regency-elite/ http://www.thetruthaboutcars.com/2012/09/junkyard-find-1994-oldsmobile-ninety-eight-regency-elite/#comments Mon, 17 Sep 2012 13:00:14 +0000 http://www.thetruthaboutcars.com/?p=460177 The very last generation of Olds 98 was the most distinctive-looking of any of the 98s built since the early 1970s. Though it was related to a number of Buicks and Cadillacs of the era, the 1991-96 Ninety-Eight had the kind of Oldsmobility that traditional (i.e., those who remembered the Lindbergh Kidnapping) Olds buyers weren’t […]

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The very last generation of Olds 98 was the most distinctive-looking of any of the 98s built since the early 1970s. Though it was related to a number of Buicks and Cadillacs of the era, the 1991-96 Ninety-Eight had the kind of Oldsmobility that traditional (i.e., those who remembered the Lindbergh Kidnapping) Olds buyers weren’t going to find in those weird-looking Auroras.
The Ninety-Eight Touring got the supercharged engine, while the Ninety-Eight Regency got seating for six passengers and extra-cushy Detroit luxury. The Regency Elite was, well, elite.
One glance tells you that this car would be an excellent machine for a 2,500-mile road trip.
I suspect that these door-mounted seat controls suffered from more than their share of electrical glitches, but they look cool.
Yes, rear drum brakes just six years before the dawn of the 21st century.
Front-wheel drive was actually a good idea for this sort of luxury machine, due to all the extra interior space you get, but it’s too bad GM didn’t see fit to make a version of this car with the Aurora-ized Northstar engine instead of the not-so-smooth Buick V6.
13 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 01 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 02 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 03 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 04 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 05 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 06 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 07 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 08 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 09 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 10 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 11 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 12 - 1994 Oldsmobile 98 Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden

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Brougham, Landau, d’Elegance… or Salon? http://www.thetruthaboutcars.com/2011/09/brougham-landau-delegance-or-salon/ http://www.thetruthaboutcars.com/2011/09/brougham-landau-delegance-or-salon/#comments Mon, 05 Sep 2011 16:30:21 +0000 http://www.thetruthaboutcars.com/?p=410311 Traditionally, when Detroit mass-produces luxury, it stamps out heraldic crests and classy-sounding names by the ton. Back in the day, the East Saginaw Lux-U-Ree Works worked three shifts belting out chrome-plated pot-metal emblems for the Big Three, but everything had gone to plastic by the Reagan era. I had forgotten about Salon-edition cars until last […]

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Traditionally, when Detroit mass-produces luxury, it stamps out heraldic crests and classy-sounding names by the ton. Back in the day, the East Saginaw Lux-U-Ree Works worked three shifts belting out chrome-plated pot-metal emblems for the Big Three, but everything had gone to plastic by the Reagan era. I had forgotten about Salon-edition cars until last week, when I spotted this one at a Denver wrecking yard.
The Chrysler New Yorker of the late 1980s and early 1990s wasn’t quite up to the snob-appeal level of its early-60s predecessors, since it was based on the proletariat-grade Dodge Dynasty (which was itself a K-car derivative) and packed Mitsubishi V6 power under its hood. The Salon of this era was the base model, which shows the cheapening of the once-proud New Yorker Salon designation since its debut in the 1960s. Chevrolet did the same thing to the late-80s Camaro RS, which became the name for the El Cheapo base model instead of a pricey option package.

However, Ricardo Montalban was still pitching New Yorkers, and that helped. Check out that Crystal Key™ (and if you want one today, you must pay). Chrysler was willing to go toe-to-toe with the likes of the d’Elegance Cadillacs, no doubt about it.
The final owner of this car clearly was a man of the world, if we are to judge by the reading material I found on the passenger seat.
DOTJ-ChryslerSalon-3 DOTJ-ChryslerSalon-1 DOTJ-ChryslerSalon-2

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Curbside Classics Lincoln Fest: Doors To All Nine Parts Open Here http://www.thetruthaboutcars.com/2010/02/curbside-classics-lincoln-fest-doors-to-all-nine-parts-open-here/ http://www.thetruthaboutcars.com/2010/02/curbside-classics-lincoln-fest-doors-to-all-nine-parts-open-here/#comments Wed, 10 Feb 2010 02:30:51 +0000 http://www.thetruthaboutcars.com/?p=344859 The suicide doors of perception to Curbside Classic’s Lincoln week-long love/hate fest open here: Part 1: A Brief History of Lincoln up to 1961 Part 2: 1965 Lincoln Continental Part 3: 1968 Lincoln Continental Part 4: 1970 Lincoln Continental Coupe Part 5: 1977 Lincoln Town Car Part 6: 1985 Lincoln Town Car Part 7: 1973 […]

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The suicide doors of perception to Curbside Classic’s Lincoln week-long love/hate fest open here:

Part 1: A Brief History of Lincoln up to 1961

Part 2: 1965 Lincoln Continental

Part 3: 1968 Lincoln Continental

Part 4: 1970 Lincoln Continental Coupe

Part 5: 1977 Lincoln Town Car

Part 6: 1985 Lincoln Town Car

Part 7: 1973 Continental Mark IV

Part 8: 1989 Lincoln Mark VII

Part 9: 1977 Lincoln Versailles

Part 8: 1986 Continental

Part 9: Mark VIII and Finale

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