1964 Lincoln Continental

During the 1920s and early 1930s, Lincoln used a single model scheme powered by a single-engine, offered in a vast array of factory and 'semi-custom' coachwork. An eight- and twelve-cylinder model was used for 1932, switching solely to the twelve for 1933 and continuing through the 1940s. In 1949, the first all-new postwar Lincolns were introduced and the Continental name, which had been a memorable part of the Lincoln lineup for many years, did not return. The twelve-cylinder engine of 1948 was replaced by a V8 unit for 1949 which had a larger 336.7 cubic-inch displacement than the 305 CID it replaced. It continued to use an L-head design, a two-barrel carburetor, and a similar compression ratio (7.0:1 compared to the 7.2:1) of its predecessor, but delivered 22 more horsepower, rated at 152 at 3,600 RPM. A three-speed manual was standard, a 'Touch-O-Matic' was optional, and an optional Hydra-Matic arrived before the end of the year.

A 341 CID V8 arrived in 1955 with 225 horsepower, powering the Lincoln Custom and Capri model line. It grew to 368 cubic-inches in 1956 and powered the Capri and Premiere series. The new Mark II series, apart of the newly formed Continental line, received a version of the engine that offered 15 additional horsepower, rated at 300 bhp.

Lincoln returned to a single model and single-engine for 1961 and remained this way for much of the 1960s. The Lincoln Continental had understated elegance, devoid of unnecessary chrome trim, with smooth body lines, four headlights, a criss-cross pattern grille, wraparound bumpers, and a gentle blend of chrome brightwork. The design was courtesy of Elwood Engel, originally intended for the new 1961 Ford Thunderbird, but the concept was switched to the Lincoln line by Robert McNamara. The new Continental was two feet shorter than its predecessor, and its most recognized trademark - the front opening rear door 'suicide style' - was a purely practical decision. The Continental used a unibody design that did not provide the structural strength to front-hang the heavy rear doors in the convertible model.

The 430 cubic-inch V8 had overhead valves, a Carter two-barrel carburetor, 10.0:1 compression, and delivered 300 horsepower at 4,100 RPM. It was backed by an automatic transmission and standard equipment included power brakes, power steering, power windows, power door locks, a heater, and carpeting. Air conditioning was a popular option and installed in seventy-five percent of 1961 Lincolns. Body styles included a four-door sedan and a convertible, priced at $6,060 and $6,715 respectively. The convertible top retracted into the trunk, preserving the car's delicate lines and smooth image.

The styling of the 1961 Lincoln was so influential and beautiful, that the Industrial Design Institue awarded the designers a bronze medal.

Mild updates were made to the front and rear fascia of the 1962 Continental, prices remained similar, and sales increased by nearly 6,000 units, to 31,061. In 1963, sales remained nearly the same, at 31,233 units. The price of the sedan was now $6,270 and the convertible was just over $6,900. The 430 CID V8 received a boost in power, now delivering 320 horsepower. Just like in 1962, mild updates were made to the rear panel design and new grille treatment, and it was about a third of an inch longer, now measuring 124-inches at its wheelbase and 213.3-inches overall. Standard equipment included a Six-Way power seat, dual exhaust, electric clock, power vent windows, chrome curb guards, remote control outside rear mirror, power radio antenna, and radio with rear speaker.

The 1964 Lincoln Continental grew to 216.3-inches in length and 126-inches at its wheelbase. The engine continued to produce 320 horsepower, an automatic transmission was standard, and an air conditioning system remained optional. Lincoln offered a movable steering wheel option, however, this was not very popular with buyers, and was installed in less than eight-percent of the vehicles. With sales continuing to be consistent and strong, Lincoln management decided not to mess with the styling, adding only minor modern touches and design cues, including full-length lower body moldings, horizontal theme rear-end treatment, a thick center grille bar, and flat side glass. The interior received a new dashboard and the list of standard equipment continued to be vast, including power brakes, power steering, power seats, power windows, and a radio.

The price of both body styles was nearly the same as in 1963, increasing by $20 to $6,290 for the sedan and $6,940 for the convertible. The sedan was once again the more popular of the two, with 32,969 examples sold compared to 3,328 of the convertible. The total 36,297 units produced in 1964 were 5,064 more than the previous year.

The Continental nameplate would continue to be used by Lincoln for many decades, continuing into modern times. The styling theme introduced in 1961, known as the fourth generation, would continue through 1969. The fifth-generation, introduced in 1970, modernized the Continental model with an updated design, giving it a fresh appearance after its nine-year production run.

The longevity of the third generation Continental is a testament to its appeal and beauty. Sales were strong throughout its lifespan, growing to 40,180 in 1965 and peaking in 1966 with 54,755 units built. Even in its final year, 30,858 examples were built, exceeding its introductory year by over 5,000 units.

The Continental served as a Presidential state car from 1961 to 1977 and was the car that carried President John F. Kennedy during his assassination in 1963. Following this tragedy, all United States presidential limousines have been built as armored vehicles.

by Daniel Vaughan | Jan 2021