#LincolnMarkVI

In today’s Lincoln Mark coverage, we reach the conclusion of the ill-fated and unpopular Mark VI. Though the Mark of 1980 to 1983 was arguably the least interesting entry in the model’s history and the one with the least amount of effort put into it, Lincoln still charged a pretty penny for its PLC. But the market was changing, and so was Lincoln’s lineup.

We continue our Rare Rides coverage of the unfortunate Lincoln Continental Mark VI today, and take a deep dive into its cobbled-together and frequently shuffled trims, the Designer Series in particular. In a last-of moment, the Mark VI quickly lost the exclusivity it once carried as Lincoln’s purveyor of fine designer styling.

We return to our Lincoln Mark series today, and the newly Panther-tized Mark VI coupe and sedan. We’ve already examined the exterior differences between Marks V and VI, as Lincoln designers attempted to replicate the successful looks of their late Seventies PLC with much less length and width available. Design freedom was additionally hampered by new platform sharing with the 1980 Continental, for which the Mark VI basically served as a top trim. Today we’ll check out the Mark’s newly modernized interior.

During the mid-Seventies, the design team at Lincoln had a tall order in regard to the upcoming 1980 Mark VI. The all-new coupe would need to continue the PLC styling tradition of the Mark III, IV, and V, the former of which dated back to 1968. But for the first time, Mark’s "large and in charge" styling would be applied to a much smaller car. For an added challenge, Lincoln’s brass decided the Mark’s ethos needed conversion onto a sedan. Let’s see how it went. 

It’s our 30th installment in the Lincoln Mark series, and we’re at a low point. As mentioned last time a confluence of different factors forced downsizing across the American car landscape. Money-saving tactics from the accountants at Ford meant the new, “improved,” and much smaller Mark VI wore almost identical styling to its lesser Continental sibling (a first). Both cars even shared a platform, with Mark VI offered in required two- and unexpected four-door guises.

The successes the Lincoln Continental Mark series achieved with its triumphant return as the Mark III personal luxury coupe of 1969 ensured the Mark IV of 1972 was also a success. And when the Mark V debuted on its own (reused Thunderbird) platform in 1977, it brought the Mark name to a pinnacle of sales. Laden with trim, designer editions, and special commemorative super lux limited-run cars, it was a last-of moment: Lincoln was still selling true full-size cars while the rest of Detroit had already downsized. But the clock ran out on the enormous domestic luxury boat in 1979, and Lincoln needed a do-over for 1980. Enter a big misstep, the Mark VI.

One dollar of depreciation in four years.

Fifty-five miles per gallon.

Forty-eight thousand miles.

I may have very well owned the cheapest car in America a few years ago. Back in 2009, I bought a 2001 Honda Insight with 145,000 miles for all of $4001 at an auction. After four years and with 193,000 miles, I sold it last year for exactly $4000.

That’s all well and good, but let’s face it folks. I’m in the car business. Plus, a first generation Honda Insight is pretty much a cheat when it comes to cheap cars. It was designed with stingy bastards like me in mind who use the edge of the technological envelope instead of individual ingenuity and improvisation.

That Insight was a cheap car… but definitely not a beater. Why? Too much money and too few stories about personal travels and other unique mayhem. To me, a beater is a concept that has far more to do with the owners than the actual car.