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The End Of An Era! It’s…

The Lincoln Mark VIII: 1993-1998

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The Lincoln Mark VIII arrived in the fall of 1992 as a 1993 model, and it felt like Lincoln had finally woken up after a long nap. After years of boxy Town Cars and the awkward Mark VII that tried to look sporty but never quite pulled it off, Ford gave the Mark series a clean-sheet redesign that was modern, aggressive, and unmistakably American, a grand touring luxury coupe to rival anything else from America or the Continent. This was the first Mark to be built on a dedicated platform instead of sharing bones with a Thunderbird or Cougar. It was also the first Lincoln that looked like it belonged in the 1990s instead of the 1970s. The Mark VIII was not just a new car, it was Lincoln’s attempt to prove it could still compete in a world where Cadillac was chasing the Germans and Lexus was stealing luxury buyers one ES 300 and LS 400 at a time. It was called simply Mark VIII, Lincoln having dropped the “Continental” moniker from the Mark series back in 1986 in the middle of the Mark VII production run.

Ford started the Mark VIII project in the mid-1980s under the code name MN12 (the same platform as the 1989 Thunderbird Super Coupe) with a projected 1990 release, replacing the older Fox platform. The goal was simple: build a large personal luxury coupe that felt expensive, drove well, and looked like it cost twice as much as it did. Design work began in 1986 and Lincoln engineers used the MN12 chassis as a starting point but widened the track, lowered the center of gravity, and gave it four-wheel independent suspension with a Watts linkage in the rear for better handling than any previous Mark. The only other rear-wheel drive American cars with this feature at the time were Ford‘s own Thunderbird and Mercury‘s Cougar, Chevrolet‘s Corvette and the Dodge Viper RT/10. The body was all new, penned by Ford’s design team under Jack Telnack. Ford had ordered a radical redesign, a departure from any previous Lincolns, while retaining styling cues unique to the Mark series. They kept the long hood and short deck that had defined the Mark series since the 1960s, but the shape was smoother, more aerodynamic, and far less fussy than the Mark VII. It was also larger, some 5 inches longer and 4 inches wider than its predecessor, with a wheelbase stretched 3 inches to 113. This afforded the Mark VIII greater interior space and improved ride quality while only adding a small mount of weight over the Mark VII. Critics at the time stated that it looked like George Jetson’s spaceship, which could be a positive or a negative depending upon your point of view.

The car debuted at the 1992 Detroit Auto Show with a new all-aluminum dual overhead-cam, 32-valve 4.6-liter modular V8 under the hood, the same basic engine that would power Mustangs, Explorers, and F-150s for years, matching the new DOHC Cadillac Northstar V8. This same engine in 8-bolt main form would eventually make its way under the hood of the Mustang Cobra. Unlike other Ford 4.6L units, which were produced in either Michigan or Ontario, Canada, the Lincoln Mark VIII motor was cast by Teksid in Italy, all the way on the other side of the Atlantic. Teksid was owned by Fiat and had been producing engines since the late-’70s. Over the years, they had perfected the aluminum casting process—still a dark art for many manufacturers of the time—and had a reputation for building extremely strong blocks. In Lincoln tune it made 280 horsepower at 5500 RPM and 285 lb-ft at 4500 RPM, but required 91-octane premium fuel for optimum performance. That was enough to push the 3750-pound coupe to 60 mph in 7.5 seconds and top out at 145 mph, numbers that were respectable for a luxury two-door in 1993. A four-speed automatic (AOD-E) sent power to the rear wheels through a 3.08:1 final drive. The ride was still plush, thanks to the air suspension at all four corners, but the handling was noticeably sharper than the floaty-boat Mark VII. It featured a unibody construction with a high-strength roof, heavy-gauge steel door beams to protect against side impacts, front and rear crumple zones, dual front airbags and four-wheel antilock brakes. Suspension was a short-long arm (SLA) configuration with front and rear stabilizer bars and a computer-controlled air suspension system with sensors to automatically lower the ride height nearly a full inch at high speed, improving the car’s aerodynamics.

Inside, Lincoln went for understated luxury. The wraparound dashboard was clean, with large analog gauges and a 140 MPH speedometer, real wood trim, and leather seats that felt expensive. An electronic message center gave time, compass heading, fuel efficiency, engine oil life remaining and various other warnings and information. Power everything was standard, as one would expect from a luxury car of that era: six-way seats with power lumbar supports and a two-position memory for the driver’s seat, windows, heated mirrors, keyless entry and a tilt steering column. It also came standard with an anti-theft system. The optional 120-watt JBL sound system with an optional 10-disc CD changer was one of the best in the class, and the air conditioning was strong enough to cool the cabin in minutes even in Florida heat. Rear legroom was generous for a coupe, and the trunk swallowed golf bags without complaint. The Mark VIII was not trying to be a sports car. It was trying to be the most comfortable, best-equipped two-door luxury car on the road.

The 1993 Mark VIII hit dealers in December 1992 priced at $36,500. It was expensive, but it undercut the Cadillac Eldorado and Lexus SC 400 while offering more power and a smoother ride. Sales started strong, with 31,000 units in the first full year. Critics praised the modular V8 for its refinement and the air suspension for its ability to soak up bumps while keeping the car flat in corners. Road & Track magazine called it “the best-riding Lincoln in years,” and Car and Driver magazine noted that it handled better than any previous Mark. Owners loved the Mark VIII for long trips. The seats were comfortable for hours, the climate control was excellent, and the ride was quiet and composed. It was not a sports car, but it was a grand tourer that could eat interstate miles without complaint. The biggest complaint was fuel economy: 17 mpg city and 25 mpg highway was typical, and the 18-gallon tank gave a realistic range of 350 miles. The Mark VIII wasn’t a track car, but it was one of the best-riding and best-handling large coupes of its time. The air suspension could be set to Comfort or Firm mode, and in Firm it cornered flat with minimal body roll. The steering was light but accurate, and the brakes were strong, with four-wheel discs and ABS standard. The modular V8 was smooth and torquey, pulling hard from low RPM and sounding good when you opened it up. The automatic shifted smoothly, though it was not as quick as modern transmissions.

1994

In 1994 Lincoln added the LSC package, which included a 3.27:1 final drive, firmer shocks, and 16-inch alloy wheels. The package was subtle but noticeable, shaving about 0.3 seconds off the 0–60 time. It featured a monochromatic paint scheme with its own unique colors as well as its own badging, seating surfaces and floormats. This package was also the first domestic car to feature HID headlights. Early in production, real wood veneer was added to the center console, flowing all the way to the center console lid. The Lincoln star was stitched into the four main seatbacks, which now featured Nudo brand leather, which is softer and richer looking that the 93 model. The remote keyless entry system now activated memory functions for the driver’s seat and rearview mirrors, and the “Mark VIII” plaque removed from door sill covers.

1995

For 1995 the Mark VIII got a power bump to 290 horsepower with revised camshafts and intake manifold, dropping 0–60 to 7.3 seconds. Exterior trim was cleaned up with body-color side cladding. The most desirable early model is the 1995 Anniversary Edition. Painted black with a special gold pinstripe, it came with chrome wheels, unique badging, and a numbered plaque. Only 2000 were built, and they are the most sought-after non-LSC examples today. Lincoln finally gave the Mark VIII the performance version it deserved mid-year. The LSC (Luxury Sport Coupe) became a separate trim with a revised 4.6-liter V8 that produced 300 horsepower at 5750 RPM and 300 lb-ft at 4500 RPM. The engine used a higher compression ratio, new cylinder heads, and a different intake manifold. A 3.27:1 final drive, revised air suspension tuning, perforated leather seat sections, a true dual exhaust, and 17-inch wheels with 245/50R17 tires completed the package. Zero to 60 mph dropped to 6.8 seconds, and the quarter-mile fell to 15.0 seconds at 93 mph. Top speed remained limited to 145 mph, but the LSC felt noticeably quicker and more planted. LSC production was limited to 5000 vehicles. 

1996

Styling changes for 1996 included a new waterfall grille, clear tail lamps, and body-color side cladding. The interior gained a new instrument cluster with white faces and a trip computer. The LSC was available in coupe only, and production was limited. Only about 15 percent of Mark VIIIs were LSCs, making them the most collectible versions today.

A Diamond Anniversary package was offered on the 1996 Mark VIII to commemorate Lincoln‘s 75^th anniversary, featuring special “Diamond Anniversary” badging, a voice-activated cellular phone, an enhanced JBL audio system, an automatic electro-chromatic dimming rearview mirror with a compass and traction control.

1997-1998

In 1997 the Mark VIII got a significant facelift featuring smoother, more rounded front and rear fascias and a larger grill. The new hood was aluminum as opposed to plastic on previous models, and the trunk carried a more subtle version of the spare tire hump associated with other Mark series cars. HID headlamps were now standard and resided in larger housings, and a neon brake light ran across the full width of the rear decklid. Side mirrors now had standard puddle lamps, illuminating the ground for driver and passenger when the doors were unlocked. The side-view mirror housings also had integrated LED turn signals. The interior also included “theater lighting,” softly illuminating the driver’s controls and door handles as well as a revised center console, armrest and computer. A new telescoping/tilting steering wheel helped to ease entry and exit, and the door panels were redesigned, featuring wood trim.

The LSC engine got a power boost to 305 horsepower with a revised engine calibration and a distributorless coil-on-plug ignition system that filtered down into non-LSC models. A new intake manifold helped reduce interior noise and improved acceleration. LSC models now had firmer shocks and larger stabilizer bars for even better handling and control. All-speed traction control was now standard and could be deactivated via the onboard computer system. In late 1997 some of the internal components of the 4R70W automatic transmission were reinforced for greater durability and reliability.

The 1998 model was the final year and the best of the bunch. It offered the same 305-horsepower engine, but the air suspension was retuned for even better body control. A new color called Deep Evergreen was added, and the interior trim was upgraded with more wood and leather.

Towards the end of production two personalized “specialty” models were offered: the Spring Feature and Collector’s Edition. Production ended in June 1998 after 80,832 total Mark VIIIs were built, replaced by the new four-door LS model.

The Mark VIII never achieved the cultural status of the Mustang or Corvette, but it had its moments. It appeared in films like Days of Thunder (1990) and was a favorite of rappers and celebrities in the 1990s. A black 1993 Mark VIII was owned by Tupac Shakur, and a white 1995 LSC was driven by Shaquille O’Neal. The car also had a loyal following in the lowrider and custom-car communities, where owners slammed them on air bags and added massive wheels. Today the Mark VIII is gaining collector status. Clean examples with low miles trade in the $10,000–$20,000 range, while pristine LSCs and Anniversary Editions can reach $30,000–$40,000. Parts are still available thanks to the shared 4.6-liter engine with the Mustang and Explorer, and the air suspension is relatively easy to maintain with aftermarket kits. The Mark VIII is not a rare car, but it is becoming a cult classic for people who remember when American luxury coupes still had V8s and real presence.

Lincoln discontinued the Mark VIII after 1998 to make room for the LS sedan and Navigator SUV. The Mark series, which had run continuously since 1956, was over. The Mark VIII was the last true Mark: a large, V8-powered, rear-drive coupe built for comfort and style and the last luxury coupe that Lincoln would ever produce. It was not the fastest or most exciting car in its class, but it was one of the most satisfying. It rode like a Lincoln, handled like a BMW, and looked like nothing else on the road. In eight short years the Mark VIII sold 80,832 units. Sales were never brisk, but almost 31,000 cars were sold in 1993 alone with sales slipping to a mere 15,000 by the end of the run. It left a mark that still resonates with anyone who appreciates a big American coupe with a V8 and no apologies. ✪

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