1928 Lincoln Model L

The Lincoln Motor Company was founded in 1917 by the engineer Henry M. Leland and his son Wilfred. After building Liberty engines in support of the war effort, automobile production followed in 1921. Power was supplied by a 358 cubic-inch L-head, 60-degree V8 engine with precision-made fork-and-blade connecting rods and disposed the cylinders directly opposite each other. This configuration was unconventional and expensive, but more advanced than the traditional setup of offsetting the cylinder banks slightly to make room for adjacent connecting rod bearings on the crank journals. Another unusual feature of the era was the full pressure lubrication system on the engine.

When Henry Ford acquired Lincoln in February of 1922, it became the flagship marque of the Ford Motor Company. In June of 1922, Edsel Ford became company president, and his talents for design were quickly applied to the line, replacing the old Henry Leland-era bodies. Edsel enlisted the craftsmanship of America's finest custom coachbuilders to provide limited-production coachwork for the Model L chassis, among the list were Willoughby, Locke, Murphy, Brunn, and Judkins.

The linoleum covered running boards were replaced with black-ribbed rubber in 1927, and new bullet-shaped headlight shells with new lamps and dual filaments offered both high and low beams, replacing the older tilting beam arrangement. The rear taillights were also updated with a red lens-taillight, amber lens brake light, and a white lens-backup light. Mufflers were added in 1928 and dealers were able to retrofit earlier Lincolns with this new feature.

A larger 384.8 cubic-inch engine appeared in late 1927, with a 1/8-inch increase to the bore and a higher compression ratio of 4.81:1. It also had a reshaped combustion chamber and the use of counterweights on the crankshaft, and larger 1 7/8-inch intake valves replaced the previous 1 3/4-inch valves. It continued to use three main bearings, mechanical valve lifters, and a Stromberg updraft carburetor. Although larger than the previous 357.8 CID V8, it delivered the same 90 horsepower at 2,800 RPM. An engine oil filter and conical valve springs were also new, along with new steering tube bearings and a lightweight rear axle.

The Model L catalog continued to include both factory and semi-custom coachwork, along with a bare chassis of which 105 examples were sold. Custom coachwork as provided by LeBaron, Brunn, Dietrich, Locke, Holbrook, Willoughby, and Judkins. Prices ranged from $4,800 and rose to over $7,000. The standard-wheelbase measured 136-inches and a 150-inch wheelbase chassis was available, with 24 examples built.

Stopping power was handled by mechanical internal expanding brakes on all wheels. Power was sent to the rear wheels via a three-speed sliding gear transmission with floor shift controls and multiple disc, dry plate clutch. Dual side-mount and side-mount covers were optional, along with wooden artillery wheels, Buffalo wire wheels, steel disc wheels, tonneau cowl, and windshield.

Lincoln produced 6,460 vehicles in 1927, 6,039 in 1928, and 6,399 vehicles in 1929.

by Daniel Vaughan | Nov 2020