#lincoln

I’m going down to Memphis

Where they really playin’ the blues

I’m going down on Beale Street

And have a good time like I choose

“Thank you for coming to Budget. I have you booked for a Kia Optima.”

“The hell you do.”

“That is a full-size car as you requested.”

“Well, in that case, I want something that is not a full-size car.” And that is how I came to be rolling through the proverbial Dirty South in a 2100-mile, 2010-model-year Town Car. Yes, they still make ‘em. The current lineup has been rationalized to Signature Limited (117-inch wheelbase) and Signature L (123-inch). There’s absolutely no reason of which I can think to take the SWB car, but that’s what the rental fleets have, and it’s what you can easily buy off-lease. I’ve found plenty of essentially identical two-year-old SigLims for under $20K, so this car is not only a direct used-price competitor for the 2009 Sable I reviewed previously, it’s also in the same ballpark as… a Kia Optima.

The logic behind the Lincoln MKZ is clear enough: if Toyota can get away with making a Lexus out of a Camry, why can’t Ford do the same with a Fusion? The ES 350 is arguably convincing as a Lexus (I’d argue pro, if not with much vigor, while there’s no shortage of people who’d take the other side). But does the MKZ make for a convincing Lincoln?

Ford already sells a Ford Fusion Hybrid and a Mercury Milan Hybrid, but according to the Detroit News, a Lincoln MKZ Hybrid is en route as well, giving Ford a hybrid model for each of its three brands. Too bad they’re all the same model. As Jim Hall of 2953 Analytics points out:

If Lincoln were a person, it would have been committed to a psych ward years ago. Battered by corporate politics, economic cycles, and a desire to both retain traditional customers and conquest new ones, the brand has lacked a coherent identity for over a quarter-century. There have been times when each of its models was the product of a different strategy and expressed (or failed to express) a different design language. In the early 2000s Lincoln seemed to finally be getting its shit together, with a brilliant Continental Concept and a common design language applied to all of its 2003 models. Then the wheels came off the wagon—again—and a bankruptcy-skirting Ford had no choice but to cancel the ambitious cars in the PAG pipeline and redo Lincoln on the cheap. Did they spend their pennies well? What is a Lincoln in 2010? There’s no better place to find out than the driver’s seat of the current flagship, the MKS EcoBoost.

It’s a little-known fact that nearly half of the 2,000 or so dealer franchises that GM began winding down during bankruptcy were Cadillac stores, most of them located in rural areas. The General’s plan was to focus Cadillac’s dealer network on standalone stores in major metropolitan areas, following the strategies of more premium luxury competitors like BMW and Lexus. But having marked 922 largely small-town Caddy dealers for death, GM saw 2009 sales of its luxury brand fall 15 percent, or twice the rate of Buick and Chevrolet in the same period. The lesson: small-town Cadillac dealers (like attempts to sell the brand in Europe) are worthwhile after all. Automotive News [sub] reports, the majority of those dealers being reinstated are small-town Cadillac dealers. Will Cadillac’s brand integrity suffer by having to serve the small-town American market as well as competing with the European brands? Probably, but at least Caddy dealers can take heart knowing that things could still be worse: they could be Lincoln-Mercury dealers.

With news that Mercury will receive new product based on the forthcoming Ford Focus, the bandwagon to crown Ford as the new King of Detroit has halted briefly as its passengers take a moment to remember: oh yeah, Ford is technically still trying to compete in the luxury game. Ford’s recent luxury-brand efforts have been so half-hearted in comparison with its Ford-brand turnaround that many analysts simply overlook Lincoln and Mercury when proclaiming Dearborn’s momentum. As, apparently, have consumers. Neither Lincoln nor Mercury cracked 100k sales units in 2009, a feat achieved even by such marginal luxury brands as Buick, Cadillac, and Acura. And as the Detroit News details, the problems with Lincoln-Mercury run deep, and their solutions are far from obvious.

When GM axed four brands in bankruptcy, it seemed for one bright, shining moment that the era of America’s auto brand bloat was drawing to a close. No such luck. Both Chrysler and Ford passed up opportunities to hack off purposeless brands, and in doing so perpetuated some of the worst examples of brand engineering surviving in the US market. If there were one brand that needed the hatchet, it is and was Mercury. Now, after a decade of Jill Wagner-supplied life support, Ford is breaking the silence surrounding its entry-luxe brand, announcing that a Mercury-badged vehicle will be built “on the same platform” as the new Ford Focus. Put simply: the Mercury Tracer is coming back.

In case you missed it, Paul Niedermeyer’s excellent overview of Lincolns greatest hits and misses is worth a second look, considering the “firsts” attributed to the Lincoln brand: halogen lights and clear coat paint (Versailles), gas charged shocks and auto dimming rear view mirrors (Fox Continental), composite headlamps (Mark VII) and the industry’s first use of High Intensity Discharge (HID) lights in the Lincoln Mark VIII. And while some innovations quickly spread elsewhere, Lincoln’s HID system was outdated and orphaned in less than a decade. If you are crazy enough to drive an HID-equipped Mark today, finding a new bulb for less than $600 is impossible. And a used bulb fetches $100 or more on eBay. Such is life when you live on the bleeding edge far beyond anyone’s expectation.

Ironically, the Continental Mark IV is the most “American” car ever. It’s the ultimate counterpart to that most continental/ European car ever, the VW Rabbit/Golf Mk I that appeared about the same time. The Golf was a brilliant triumph of modern design: space efficiency, economy, light weight, visibility, sparkling performance and handling. And in Europe, the Golf became known as the “classless” car; one that didn’t make a statement about its owner. The Mark? Well, take all those qualities, turn them upside down, inside out, and then toss them out the window. Americans have long had ambivalence about “modern” anyway; it hinted at socialistic and intellectual influences that didn’t always sit so well. The most modern American car ever was the Corvair, and look how that turned out. Even the Kennedy Lincolns were a touch too modern. America was ripe for the first true post-modern car, and Ford was the obvious company to make it.

Here it is, the last of the species autosaurus giganticus. Never again would beasts of this size roam our freeways and driveways with their EPA stickers (10/12) still freshly removed. It was the end of an era; the giant American land cruiser became extinct when the last 1979 Town Car rolled off the lines. And that last roll took a while: two hundred thirty three and seven-tenths inches of steel, chrome, vinyl and deeply tufted leather. No less than the visionary Buckminster Fuller, inventor of the geodesic dome and the very un-Town Car like Dymaxion Car lamented (and lambasted) the passing of the last big Lincoln. Given that he was all of 5’2″ tall, that seems a bit odd. But really big cars were such a part of the American psyche, that when they were gone, it left a gaping hole. You don’t miss your water ’till the well runs dry.

In honor of our greatest president’s birthday this Friday, it’s going to be Lincoln Week at Curbside Classic. We’ll start with a brief history of the brand to set us up for the sixties, when our featured cars begin.

For all the praise and positive comparisons he earns, Ford’s Alan Mulally still refuses to man up and acknowledge that at least one of his firm’s brands is as meaningful to the American consumer as Kaiser or Cord. And it’s not like Mulally can just ignore the brand’s slide into ignominy: after all, people notice when you never introduce new products for a brand that was wholly comprised of cheap rebadges in the first place. Well, Inside Line noticed, and they cornered Mulally at the Washington Auto Show to get his take on the brand with no purpose.

“The plan right now is (to develop) Ford, Lincoln and Mercury,” Mulally answered.

He said Ford is working to more effectively position Mercury with smaller vehicles that occupy the void between the mainstream Ford brand and Lincoln, which directly targets the luxury-premium market. “That’s our plan — to continuously improve the Mercury and Lincoln brands,” Mulally said.

But after a little more discussion, Mulally felt compelled to reiterate: “That’s the plan right now.”

Ford’s President of the Americas, Mark Fields tells Automotive News [sub] that production of its full sized SUV’s are being ramped up as demand has unexpectedly outstripped dwindling inventories. Due to sales of the Ford Expedition rising 45 percent in December and the Lincoln Navigator jumping 60 percent, Ford see this as a good opportunity to take advantage of this new customer confidence. Fields didn’t disclose details about the production bump, but given long term trends in full-sized sales and oil prices, we’re thinking it shouldn’t be too dramatic.