Lincoln Link Fall-Winter 2019

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The LINCOLN LINK LinkingThe together LINCOLN all elements of the lincoln motorLINK car heritage The Mark V: There Were Two of Them SEE PAGE 7

fall-winter 2019 the lincoln link

fall- winter 2019 The LINCOLN LINK CONTENTS 3 Chairman’s Message: notes from David Schultz 4 2019 Sixth Annual Lincoln Homecoming 5 LMCF October Annual Meeting 6 2020 Homecoming to Celebrate Lincoln Centennial 7 T he Mark V: There Were Two of Them by Jim and Cheryl Farrell 16 Telling the Lincoln Story 17 The Lincoln Legacy Society 18 Lincoln Motor Car Heritage Museum Report 19 Obituary: LMCF Trustee Steve D’Ambrosia 20 The All-New 2020 Lincoln Aviator 23 The Kanzler Lovett Brunn by Jim Blanchard

■ THE LINCOLN LINK is the official newsletter of The Lincoln Motor Car Heritage Lincoln Motor Car Foundation Museum and Research Foundation, Inc., Gilmore Car Museum, 6865 Hickory BOARD OF trustees Road, Hickory Corners, Michigan 49060. Opinions expressed herein do not neces- sarily represent or reflect Foundation David W. Schultz Chairman & CEO policy. Newsletter contributions should be James D. Blanchard, Jr. President & COO, sent to the address above. Museum Director ■ Earlier print issues of The LINCOLN LINK Earle O. Brown, Jr. Executive Vice President are available as back issues. Price is $5 ruce opf each, postpaid. B M. K Treasurer C. Joel Dickson Secretary ■ MEMBERSHIP IN THE ohn ack by LINCOLN MOTOR CAR FOUNDATION J t. “J ” E Chairman Emeritus Membership categories: $25 Annual; $100 Annual Sustaining; $1000 Annual James Blanchard, President, Lincoln-Zephyr Owners Club Corporate; $1000 Lifetime (or four pay- ments of $250); Memorial ($500 mini- Mike Denney, Director, Road Race Lincoln Register mum, please provide name of honoree). John Talbourdet, President, Lincoln and Continental Owners Club Send your name and a check to: David W. Schultz, President, Lincoln Owners Club Cornerstone Registration Ltd., P.O. Box 1715, Maple Grove, Minnesota 55311- 6715, or call 866 427 7583 and pay by Robert Anderson Al Giombetti David W. Roycroft, MD credit card. Contact them by e-mail at [email protected]. James Ayres Darryl B. Hazel John L. Sweet Chris Dunn Robert Johnson Jack Telnack ■ On our cover: Richard Schierloh’s illustration of a gold 1978 Continental James D. Farley+ Vaughn A. Koshkarian Paul C. Temple Mark V Anniversary edition posed against Joy Falotico* Lee R. Miskowski Raymond Theriault the Luxor Hotel in Las Vegas. Dennis R. Garrett James Muller Eric van den Beemt ■ Lincoln Link Available to H. Gene Nau Foundation Members Only. Information on how to become a member + Executive Vice President and President, Europe, Middle East and Africa, Ford Motor Company appears above or visit the LMCF web site: * Vice President, Ford Motor Company and President, The Lincoln Motor Company www.lincolncarmuseum.org

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A Message from the Chairman

The LINCOLN LINK

EDITOR David W. Schultz 1221 Providence NE, Chestnut Hills Massillon, Ohio 44646-4105

GRAPHIC DESIGN Richard L. Cole Graphics Ltd. 200 E. Fesler St., Suite 206 Santa Maria, California, 93454

photography Walter Herip, John Walcek, Bruce Kopf n David Schultz (left) escorted members of the Lincoln marketing team during their recent visit to the Lincoln museum. The Lincoln Motor Car Heritage Museum and Research Foundation, Inc. s we approach 2020, the the 2020 celebration, and the Gilmore Car Museum focus is on the centennial LMCF has offered its support of 6865 Hickory Road of the Lincoln Motor the 2022 celebration. In fact, Ms. Hickory Corners, Michigan 49060 lincolncarmuseum.org Company, which was Falotico will join us for a dinner incorporated in 1920 during the 2020 celebration. n The Lincoln Motor Car Heritage toA build motor cars. An earlier The relationship between the Museum is for you! America’s pas- company, also named Lincoln LMCF and the Lincoln Motor sionate love affair with the Lincoln Motor Company, had been Company continues to grow. A automobile continues to inspire new generations. This is demonstrated in a founded in 1917 to built Liberty few weeks ago, members of the variety of ways, including the formation motors during World War One. Lincoln marketing team made of affinity clubs in which enthusiasts The 2020 Lincoln Home a first-time visit to the Lincoln can share their interest in a particular coming will be held August 6-9 at Motor Car Heritage Museum & brand or segment of the automotive market, past and present. The Lincoln the Lincoln Motor Car Heritage Research Center. In their words, automobile has inspired the creation Museum & Research Center in the museum exceeded their of four major affinity clubs. These Hickory Corners, Michigan. It expectations. That’s something we have inspired the Lincoln Motor Car will be preceded by a “warm-up” love to hear! Foundation, its Museum and its work event in Dearborn, Michigan. Finally, as you think about of Sharing the Living Legacy of the Lincoln Motor Cars. Additional information on the your year-end donations, please 2020 Homecoming is in this issue. consider a significant gift to the The Grand Opening of the Lincoln I should note that the LMCF Endowment Fund. It Motor Car Heritage Museum took Lincoln Motor Company will be ensures the continued operation of place August 9, 2014. We invite you to celebrating the Lincoln centennial our Museum. explore what we have to offer and visit the Museum located on the Gilmore in 2022, which is the year that Thank you for all you do for Car Museum Campus in Hickory the Lincoln Motor Company our Foundation and Museum. Corners, Michigan. The Museum is was acquired by the Ford Motor open Monday through Friday from 9 Company. So, there will be two a.m. to 5 p.m, Saturday and Sunday centennials to celebrate—and we from 9 a.m. to 6 p.m. The 7th Annual Lincoln Homecoming, the annual gath- will celebrate them! ering of the four Lincoln clubs at the Joy Falotico, president of the museum, will take place at the muse- Lincoln Motor Company and —David W. Schultz um August 6-9, 2020. Join in the fun! Ford’s chief marketing officer, has LMCF Chairman and CEO stated that Lincoln will support 3 the lincoln link

2019 Sixth Annual Lincoln Homecoming “Featuring Ford Blue in Kalamazoo”

By Mike Denney and um, the W.K. Kellogg Gull Lake Mexican Road Race win with Bob Johnson Mansion/Bird Sanctuary and the actual film. Tony Russo again Vicksburg Historical Village. conducted our Lincoln parts he Lincoln Road Race Wednesday began with reg- and memorabilia auction to raise Register (RRLR) hosted istration opening at noon, with funds for the LMCF endowment the 2019 Homecoming in T a cruise-in at the Gilmore Car fund. Saturday night’s scheduled August, which featured “Ford Museum and hors d’oeuvres speaker, Gale Halderman, was Blue in Kalamazoo.” We wel- and refreshments at the hotel on unexpectedly ill, so we enjoyed comed 125 individuals and their Wednesday night. On Thursday and danced to music by DJ families from all four Lincoln night we enjoyed an Italian buf- Mitch Wooster. clubs plus Ford, Edsel and fet at the hotel. On Friday and Saturday was show day on Mercury for this first-time event Saturday nights we enjoyed buf- the grounds of the Gilmore Car which featured all Ford-built fets at the Gilmore Car Museum Museum in front of our beauti- automobiles. Conference Center banquet ful Lincoln Museum, where our The weather was ideal, al- room, which was a major change. meet participants picked their fa- most perfect for the entire week. On Friday night, Andrew vorite cars for awards on Sunday. There were driving tours to the Layton was our guest speaker, Sunday was the day to display Gerald Ford Presidential Muse- detailing Ray Crawford’s 1954 our cars. Peoples’s Choice awards 4 fall-winter 2019

were presented at 12 noon in 1950-1959: 1952 Lincoln Capri 300 Custom Dragster, John and front of our museum. The day Sedan, Mike and Joan Denney, Jim Herren , Davie, FL at the Lincoln museum wound Mounds, OK Best of Show Mercury: 1939 up with a car parade around the 1960-1969: 1969 Lincoln Mercury Sedan, Tom and Alice Gilmore Car Museum grounds. Continental Mark III, Joseph and Dailey, Colville, WA Something new was added Gayle Karasinski, Redford, MI for Monday—an all-day visit to Best of Show Edsel: 1958 Edsel the US 131 Motorsports Park in 1970-1979: 1979 Lincoln Con- Pacer Convertible, Andy Konyha, Martin, Michigan, where indi- tinental Mark V, David Knowles, Carlton, MI viduals ran their cars or simply Cayuga, Ontario Long Distance Driving Award: watched. Ten cars participated. 1980-1989: 1989 Lincoln Mark 1939 Mercury Sedan, Tom and VII Convertible, Bob and Mary Alice Dailey, Colville, WA 2019 People’s Choice Johnson, Shafer, MN • Decade Award Winners 1990-1999: 1992 Lincoln Mark A Special Thank You to the 1920-1929: 1928 Lincoln VIII Convertible, Bill Cuddy, 2019 Homecoming Committee: Locke Sport Phaeton, Lee Packer, Grosse Ile, MI Mike and Joan Denney, Road Litchfield, MI Race Lincoln Register; Dennis 2000-2019: 2017 Lincoln and Louise Garrett and Bob and 1930-1939: 1939 Lincoln- Continental Sedan, Al Kelly, Mary Johnson, Homecoming Co- Zephyr Convertible Coupe, Con- Birmingham, AL Chairs, as well as Jim Blanchard, nie and Iva Moore, Nowata, OK • David Schultz, John Talbour- 1940-1949: 1942 Lincoln- Best in Show: 1954 Lincoln Ca- det, Joel and Suzanne Dickson, Zephyr Convertible Coupe, Jack pri, Dan Staehle, Brownsville, WI Vaughn Koshkarian, Bruce Kopf, and Monica Sweet, Uniontown, Best of Show Ford: 1957 Ford Paul Temple, Jim Muller, Dan VA Staehle and Tony Russo. LMCF October Annual Meeting

by Joel Dickson Board of Trustees. There were new candidates were elected to LMCF Secretary 522 LMCF ballots mailed three-year terms: Jim Ayres from or e-mailed domestically and California and Ray Theriault from he Lincoln Motor Car internationally, with 233 ballots Connecticut. Thank you to all Foundation Annual returned. All 9 candidates were those who participated. Membership Meeting and T elected. Incumbents elected for If you ever attend the Hershey Board of Trustees Meeting was a 3-year term were Earle Brown, Region fall meet, consider held in Hershey, Pennsylvania, Joel Dickson, Chris Dunn, attending the LMCF membership on October 9 during the Dennis Garrett, Gene Nau, and board meetings which begin Hershey Region AACA Fall and Paul Temple. Returning to at 6 PM EDT at the Marriott Meet. Eleven guests were in the board for a three-year term SpringHill Suites, Rt. 39, next to attendance, and it was good to after a short hiatus is Eric van the AACA museum. We would have them participate. den Beemt, past president of love to have you attend. Paul Temple gave the trustee the Lincoln Owners Club. Two election results for the 2020 5 n Early Lincolns now the lincoln link approaching the century mark pose with the restored Shell gas station on the campus of the Gilmore Car Museum, home of the Lincoln Motor Car Heritage Museum.

2020 Homecoming to Celebrate Lincoln Centennial he seventh annual Lincoln the historic Dearborn Inn, built has scheduled several interesting Homecoming will celebrate in 1929 by Henry and Edsel Ford tours: the Gerald R. Ford T the centennial of the as an airport hotel. Presidential Museum, a cruise on founding of the Lincoln Motor On Tuesday, Aug. 4, several Lake Michigan, the Kalamazoo Company to build passenger tours will be offered: the Edsel Air Zoo, the historic village cars. The Homecoming will be and Eleanor Ford House, the of Marshall and the Vicksburg held August 6–9, 2020, at the original Ford Piquette factory, Historical Village. Lincoln Motor Car Heritage Belle Isle and the Dossin Great On Friday evening, there’ll Museum & Research Center in Lakes Museum, Pewabic Pottery be a cocktail reception for all Hickory Corners, Mich. The and the Lincoln (Flat Rock) Homecoming attendees at the Homecoming will be preceded assembly plant. That evening Lincoln Motor Car Museum & by optional “pre-Homecoming” there’ll be dinner inside The Research Center followed by events in Dearborn, Mich. on Henry Ford Museum. Attendees dinner on your own. August 3–6. may tour the museum until 11 Saturday evening will feature a “If ever there was a year p.m. The guest speaker will be banquet and the annual auction to bring your Lincoln to a Joy Falotico, president of the of Lincoln parts and memorabilia Homecoming, this is it,” said Lincoln Motor Company and to benefit the LMCF Endowment David Schultz, who serves as Ford Motor Company’s chief Fund. chairman of the Lincoln Motor marketing officer. The big day will be Sunday—a Car Foundation and president The Tuesday tour schedule display of 100 years of Lincolns of the Lincoln Owners Club. will be repeated on Wednesday, adjacent to the Lincoln Motor “We encourage Lincoln owners followed by dinner on your own. Car Heritage Museum & to bring their cars in any On Thursday morning, all Research Center. All four Lincoln condition—restored, original, Lincolns will gather at the clubs will have cars on display and partially restored, or something Ford World Headquarters for will do their own judging. That in-between. We want to see a display that will last into the evening, a gala dinner will be Lincolns on display.” early afternoon. Attendees may held, at which time awards will be The 2020 Homecoming enjoy lunch at the Ford Motor presented. committee has created a very Company cafeteria. Following Detailed information on the special schedule of events. lunch, attendees will depart for 2020 Homecoming, including Following are the plans that have Hickory Corners and the host a day-by-day itinerary and been developed, to date, by the hotel, the Kalamazoo Four Points registration forms, will soon be 2020 Homecoming Committee. Sheraton, where a buffet supper published on the LMCF web site, The fun begins in Dearborn on will be available for all attendees. www.LincolnCarMuseum.org. Monday evening, Aug. 3, with a Friday and Saturday will be cocktail party at the host hotel, driving tour days. The committee 6 fall-winter 2019 The Mark V: There Were Two of Them

n Retired Ford designer Richard Schierloh’s painting of a 1978 Mark V Anniversary (gold) edition in front of the Luxor Hotel, Las Vegas, Nevada.

by Jim and Cheryl Farrell looked like. In other words, only Design Center, was caught in the Mr. Ford decided which Design middle. To avoid what he saw f you thought the story of the Center proposals were approved as quicksand, he began making Mark IV was convoluted, hang or disapproved. Sometimes Ford designs for Knudsen to review, on to your hats, because the I presidents or vice presidents were and different ones for Iacocca, Mark V story has more twists and permitted to approve grilles or in an attempt to tamp down turns than Mr. Toad’s Wild Ride! trim, but only Mr. Ford could the turf war between the two— Almost as soon as it was give final approval to sheet- sometimes he was successful, introduced in late 1976, the metal. And if it was an important sometimes not. knife-edged, chiseled styling of change, woe to anyone who Bordinat was partial to Iaco- the ’77 Mark V made it the most didn’t check with him first! cca, with whom he usually agreed popular of the Mark series. In In February, 1968, Semon on car design. In fact, Bordinat excess of 132,000 were sold dur- “Bunkie” Knudsen was hired as openly admitted that he learned ing its three-year production run. Ford’s president. He got the job a lot from Iacocca about how For the first time since 1969, the Iacocca openly coveted. Major to make a salable car design. At Mark V was built on a different problems arose almost immedi- one point, in an attempt to bet- platform than the current year ately, especially when Knudsen ter control the situation, Iaco- Thunderbird, which was down- began choosing which cars got cca asked Don Peterson, then sized for 1977. The Mark V was approved for production. Appar- a product planner who Iacocca 400 lbs. lighter than the Mark ently no one had told him that thought was on his side, to set up IV had been, but, at 230 inches, only Mr. Ford could approve his office in the Design Center, it was longer than any prior or sheetmetal, or if they did, he so Iacocca would know what subsequent Mark. didn’t listen. That included the Knudsen was doing. Between First, some background about Mark IV that Knudsen approved Bordinat, Iacocca, and Peterson, what was going on at Ford’s for production. Mr. Ford appar- they were still not able to neutral- Design Center. Lee Iacocca had ently decided not to challenge his ize Knudsen concerning design. always assumed that as the vice new president, but he undoubt- Knudsen proved to have his own president, and then president, of edly reminded him that only he, strong ideas about design. Ford, he had the second to last the one whose name was on the Knudsen usually started his say about the design of all Ford building, could give final sheet- day at the Design Center, and not vehicles, including Lincolns. metal approval. in his office. Not every day, but Henry Ford II was the boss, and Knudsen and Iacocca disa- more often than not, he was at he reserved unto himself ap- greed on almost everything, the Design Center between 6 and proval of all sheetmetal, which including design, and Gene 6:30 a.m. Starting time at the meant he had final say of what Bordinat, longtime head of the Design Center was usually 7:30 Fords, Lincolns, and Mercurys 7 the lincoln link

n Left: This is the first photo found of a smaller Mark V proposal. It is dated 1-23-69. This car does not appear to have the same windshield slope as Marks traditionally have. According to retired Ford designer Dick Nesbitt, this car is almost identical in shape to the Torino/Montego-based Mark V in the Lincoln studio several years later. Center: From the back, the same car looks pinched. Designers identify this proposal as being on a 114-inch wheelbase. Right: From the front, this clay model of a smaller Mark V looks pinched. It was undoubtedly determined that the traditional Mark look didn’t really carry through when the car was reduced in size.

a.m. When Knudsen got there, he wanted to see clay models outside in the courtyard, which meant design managers had to be there earlier to get the cars outside, even if there was snow on the ground, so Knudsen could review them. Personnel at the Design Center, not affectionately, referred to these early morning shows as Knudsen’s “dawn patrol.” When Knudsen picked the Mark IV against Bordinat’s wishes, Bordinat was beside himself. He assigned designers in Don DeLa- Rossa’s Corporate Advanced studio, Ron Perry, Steve Sherer, and Fritz Mayhew, to hastily prepare an alternate to the Dahlberg Mark IV n A little less than a year later, this 12-16- design chosen by Knudsen. Bordinat thought there was a good chance 69 photo shows Ford designer Steve Sherer’s proposed smaller Mark V, designed on a 114- Knudsen would quit or be fired before Dahlberg’s Mark IV got too inch wheelbase. The front has the classic Mark far along towards production, but Knudsen held on to the presidency design cues, which the rest of the car lacks. past the point of no return. Finally, Iacocca and ten other executives (including DeLaRossa) gave Mr. Ford an ultimatum: “It’s either him or us.” That led to Knudsen’s firing in September 1969. Bordinat had been head of the Design Center since 1961, and he had firm ideas about car design. He liked “noble” grilles, flat sides, and straight hoods that were parallel to the ground. He did not like “fat” sides on cars—and the Mark IV had “fat” sides. Bordinat’s preferences were well known at the Design Center and in the design community. He was at a gathering sometime after the Mark IV was introduced, when GM design director Bill Mitchell teased him about the Mark n The back end of Sherer’s proposed smaller IV’s fat sides. Bordinat didn’t appreciate Mitchell’s comment, and at Mark V has no spare tire hump, but it is the Design Center the next day, and every day after that for a week, distinctive. Bordinat fumed about Mitchell’s remark. Although the rejected Perry/Sherer/Mayhew Mark IV proposal was intended to be the starting point for the Mark V, that couldn’t be, because Henry Ford II insisted the Mark V be downsized. He wanted it and the 1977 Thunderbird on the same 114-inch platform. There is a set of photos that date from January 1969. They indi- cate that there was an attempt to design a smaller Mark V using what had become standard Mark design cues—in other words, they tried to downsize a bigger Mark. Even though it was done before Knudsen left Ford, it didn’t work. The smaller 114-inch wheelbase Mark V was designed primarily by n Several alternate clay models were made of Steve Sherer, made into a full-sized clay model, and cast as a full-sized Sherer’s smaller Mark V; this one has hidden headlights. fiberglass model. Fritz Mayhew recalls working on the full-sized clay of the smaller Mark V, but of the thousands of cars he worked on during his

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n Left: The back end of this smaller Mark V proposal has been substantially changed, but there is still no spare tire hump. Designers were looking for something distinctive for the back end design of the car. Right: This photo, taken 5-6-70, may be the same car as shown in the following two photos. The photo shows a smaller Mark V proposal taken in the Design Center showroom. This car appears to have a character line high on the side, and pinstriping lower on the same side of the car.

career, he cannot recall exactly what part he played in this car’s design. The car was painted a bright red, and shown in the courtyard of the Design Center. It was ultimately approved for production, and Engineering was told to gear up to build it. After that, designers went on to other projects, but Bor- dinat was soon told the smaller Mark V could not be built on the 114-inch platform as previously planned. According to Jack Eby, a Ford product planning manager at the time, Wixom’s estimate of the cost for additional fixtures and equipment necessary to build both cars on the new smaller platform was too high, so the Mark V had to continue on the longer 120-inch platform used by Marks since 1969. Eby also acknowledges that as it later turned out, the smaller Mark V could have been built at Wixom after all, along with the Thunderbird, but by the time they discovered the prior estimates were incorrect, it was too late. As strange at it seems now, this change of plans didn’t come all at once. It started sometime just before October n This photo and the next are of the completed smaller Mark V proposal. The car is painted and ready for 1971, and the decision wasn’t finalized until sometime in management review. The only Mark V marking on the early 1973. This suggests that the Wixom equipment prob- car is on the front fender below the gills and behind the lem wasn’t settled for some time. wheelwell opening. The Mark V was originally scheduled for production as a 1976 model, but because of the mixup concerning the car’s size, production had to be delayed for the Mark V by one year from an original planned Mark V production date. For designers, it was back to the drawing boards. They first attempted to make the already-designed smaller Mark V bigger, but they soon determined that the smaller Mark V couldn’t be stretched and still look right. Bordinat was having as much trouble with the Mark V as he had had with the Mark IV. The smaller Mark V looks a lot like a ’69 Pontiac Grand Prix, which suggests its design was influenced by Knudsen, who came from GM. The only problem is that the first full- sized clays of the smaller Mark V date from early December 1969, several months after Knudsen’s departure—and the changes to the trunk area, done in January 1970, only make the car look more like the Grand Prix. Whatever the reason, n After different attempts, this car has a indistinct why the smaller Mark V looked like a Pontiac Grand Prix is back end. From the back, front, and sides, this car does now lost to history. resemble a ’69 Pontiac Grand Prix. 9 the lincoln link

In early 1972, in an effort to see if Ford could save money by building a smaller Mark V that launched off another Ford platform, designers in Gale Halderman’s Lincoln studio had a new Torino or Montego rolled into the studio, where they tried to remake it into a smaller Mark V. Their Mark V proposal was built right over the top of the Torino/Montego by reshaping the metal, using plenty of bondo, some clay, and adding cut-down bumpers from a Mark IV. The designers who worked on the smaller Mark V were Ken Spencer (exec), n This full-sized, unfinished clay model of a Ray Beamer (manager), and Buck Mook. When done, about the only larger Mark V shows an attempt to increase thing recognizable from the Torino/Montego was the curvature of the the size of the smaller Mark V, after it had windshield—and then only if you looked closely. It wasn’t as “fast” as a been determined Wixom couldn’t built a Mark’s windshield was supposed to be. smaller Thunderbird and a smaller Mark V at the same time. The looks of the smaller Mark V After the smaller Mark V proposal made from a Torino/Montego did not transition well to a bigger car. was finished, it was painted pearl white, with a tobacco-colored vinyl top. It was then fully upholstered in tan and brown, the colors Iacocca was partial to. The general idea, in addition to designing a smaller Mark V, was to see how many Ford, Mercury and Lincoln cars could be built using the 114-inch platform of the Torino/Montego. By 1973, the idea became the beginning of an effort to engineer a smaller unibody platform for use with multiple car lines. The platform, code named “Fox,” was n Many Lincoln designers were asked to sub- finally ready in 1978. Because it was not ready until 1978, it became mit design proposals for the Mark V. This is a September 1973 proposal by Ray Beamer. part of the reason the Mark V had to be built on the 120-inch wheelbase chassis used by the Mark IV. Lincoln’s chief engineer at the time was Harold McDonald. At a meeting with Michelin during one of McDonald’s trips to Europe, the tire company proposed that the upcoming Mark V ride on a new, wider tire they were developing. McDonald pitched the proposal to Halderman in mid-1973. Halderman thought the tires would look great on the Mark V, so he and McDonald committed to use them. To accommodate the wider tire, the design of the wheelwell lips on the n Another of Ray Beamer’s Mark V propos- larger Mark V were flared. As the Mark V neared production, Michelin als done in November 1972.

n This photo, taken 10-17-72, has been iden- tified by Gale Halderman as the first clay model of a bigger Mark V. It looks similar to the Mark IV, except the sides are flat and not rounded. n This Mark V design proposal was prepared by designer Dick Nesbitt. It is of a smaller Mark V proposal. Note the wide tires. 10 fall-winter 2019

n Nesbitt was at one time asked to design a Mark V with a V-12 engine, thus the longer hood. He surmises that Lee Iacocca was interested in building a “super Mark V.”

n Another of Nesbitt’s Mark V proposals. This one was made to resemble a Pontiac Grand Prix at the requested of product planners.

determined they could not produce the tire in sufficient quantity to meet the projected need. By that time it was too late to change the design, so the Mark V was produced with flared wheelwell lips and regular sized tires, and no one knew the difference. In 1973, designer Dick Nesbitt was assigned to the Lincoln Ad- vanced studio, which was right across the hall from the Lincoln studio. Other designers already in the Lincoln Advanced studio when he got there were John Van Tilberg (exec), Jim Sherburne (manager), Bill Moraniec (senior designer), George Barbaz, Rolph Kneeful, and Ron n This is a photo of the wide tire Lincoln Swick. Nesbitt remembers admiring the smaller Mark V next door, and wanted for the Mark V. What was a wide tire in 1973 is not very wide by today’s stan- wondering why it was just sitting there gathering dust. dards. In early to mid-1973, the designers in Van Tilberg’s Advanced studio and in the Lincoln production studio were asked to prepare sketches for a smaller Mark V using the upcoming Fox platform. Because word was out that Lincoln was going to use Michelin’s wider tires, in July ’73 it was suggested that designers incorporate wider tires on their proposed smaller Mark V sketches, which they did. Buck Mook, a Lincoln studio designer, and Nesbitt both made multiple sketches of a smaller Mark V. Most of those sketches of the Mark V went to World Headquarters, and hearing nothing more, after a while the designers assumed that the smaller Mark V was forgotten. However, Nesbitt and Mook saved some of their smaller Mark V sketches. Sometime toward the end of 1973, Van Tilberg asked Nesbitt to come to his office, where he told him World Headquarters wanted sketches made of a “super Mark V, taken to the next level.” Nesbitt was told that the sketches were for Mr. Ford and Mr. Iacocca, who were at a strategy conference in Boca Raton, Florida. Nesbitt took Van Tilberg’s meaning to be that World Headquarters, probably Iacocca, was interested in a more upscale Mark in addition to the Marks already being produced—possibly one with a V-12, like the first Continental. Accord- n This larger Mark V proposal, dated 11-9- 73, has the classic Mark grille which drops ing to Nesbitt, the other alternative he thought of was that product below the bumper. Note also the proposed park- planning was just trying to look busy. After he made about a half dozen ing light on either side of the grille. This place- sketches that were sent over to World Headquarters, nothing more was ment of the parking lights didn’t last long. 11 the lincoln link

n Left: This undated photo of a proposed larger Mark V was taken in the courtyard of the Design Center. The taillight proposal on this car was soon changed. Note also, that the proposed production date on the license tag of this Mark V is 1976. Right: Taillights that went over the tops of the fenders first appear in January 1974. They were ultimately removed because Lincoln’s chief engineer thought they could be broken too easily when the trunk was being used. heard about an upscale who worked on the Mark Mark, but to this day, V at various times. Nesbitt is intrigued by the The first full-sized prospect of a V-12 Mark. clay model of the bigger Several of the V-12 Mark Mark V, photographed in sketches Nesbitt made he October ’72, shows a car also saved. far different from what Nesbitt’s experience was eventually approved in preparing sketches for production. That first of Marks to be sent to clay reflects no input from Florida hold a tantalizing Aiken. It had horizontal hint as to why the smaller taillamps above the rear Mark V was designed to n This 4-door Mark V proposal was one of several 4-door bumper much like the look like a 1969 Pon- designs tried. This proposal is not the same car as in the next Mark IV. It also had soft- tiac Grand Prix. When photo. Although Lincoln did not produce a 4-door Mark until er lines than did the final Nesbitt was sketching the Mark VI, they got surprisingly close with the Mark V. design, and it was squared his V-12 proposals for off in a way that makes it Henry Ford II and Iacocca, he studio, but it was reassigned to look shorter than the production was asked by product planners to other designers. Designers of the (larger) Mark V. Before Aiken “put some Grand Prix influence” bigger Mark V—the one that got there, the Mark V looked like in the sketches, which he did. was produced—were John Aiken a revised Mark IV. In the meantime, after it was (exec), Allen Ornes (manager), Aiken and Ornes worked determined that a smaller Mark Bud Magaldi and Dave Turner. well together. After Aiken was V made from a Torino/Montego Ornes was rotated into the assigned to the studio, he and was not feasible either, that car Corporate Advanced Studio as Ornes decided to make the Mark was rolled out of Halderman’s manager in July 1972, and John V much more distinct from the studio and parked in the Design Aiken became exec in that studio Mark IV, so they gave it a very Center’s secure lot, where it sat in September 1973. According to chiseled look. Ornes indicates until chunks of bondo fell off Ornes, Aiken is entitled to most that both he and Aiken wanted and the rest of it developed a of the credit for the chiseled look their Mark V to be the best look- heavy rust. Then one day it was of the larger Mark V. As con- ing, longest and most dramatic gone—presumably hauled off to firmed by Design Center photos, car on the road. Both were happy the crusher. the major changes in the bigger with the way it turned out; both In the meantime, the job of Mark V clays occurred only after believed they achieved all of their designing the bigger Mark V Aiken came into the studio. Greg joint goals for the Mark V. from scratch remained in De- Arceri was the master modeler in Aiken and Ornes wanted Mark LaRossa’s Corporate Advanced charge of all the other modelers V’s Rolls-Royce grille to extend 12 fall-winter 2019

n Left: This Mark V limousine proposal was shown to Dearborn Steel and Tube to encourage them to build and sell a Mark V limousine. It would have been a real looker, but they declined, although DST continued to build big Lincoln limousines. Right: Although this 4-door Mark V looks well proportioned, because a new Lincoln Continental (Town Car) was planned for 1977, it was felt a 4-door Mark V would eat into Continental (Town Car) sales if the a 4-door Mark V was also offered. below the front bumper, and they pulled the bumper to the trunk deck lid. So the car returned to the the forward about 4 inches, so the grille is both above Lincoln studio where Halderman’s designers made and below it. Ornes now says they fooled them- the changes. selves, because, in hindsight, the part of the grille Dearborn Steel and Tube (DST) had a close below the bumper can’t be seen when the car is on working relationship with Ford. For many years they the road. Magaldi designed the Mark V’s distinctive built Ford’s show cars, and in 1969, they began of- and elegant front parking lights, with the Continen- fering authorized Lincoln limousines. In early 1974, tal star inside the plastic lens. They look costly, but the Design Center designed and built a full-sized Magaldi designed them that way to eliminate the cost see-through fiberglass model of a Mark V limousine, of a casting. As designed, the only metal used on the either to tempt DST or at their request. Whatever parking lights was a stamped steel bezel outlining the case, DST continued to build Ford-authorized each light. Magaldi is amused because the Mark V’s limousines based on the big Lincoln, as did several parking lights only look expensive, yet they weren’t. other companies, but a Mark V limo was never com- Over the course of several months, designers mercially built. tried various taillight and parking light configura- In October 1974, after design of the Mark V tions for the Mark V. Vertical taillights on the ends was pretty well completed, the “Halloween Mas- of the fenders appeared in July 1973, and by that sacre” occurred. Bordinat was told to lay off 30% of November, the taillights were modified so they also his designers, because sales were way off the previ- wrapped up and over the rear fenders. ous summer and Ford’s money was drying up. The After the final design of the larger Mark V was layoffs were done in stages through 1976, and as a completed, a full-sized fiberglass, upholstered model result, morale at the Design Center collapsed as the of the Mark V was shipped to California for market number of designers decreased. research. It was shown to a group to see how they In addition to the layoffs, many of those remain- rated the car’s design. According to Halderman, ing were demoted. Aiken was reassigned to the who went with the car to California with Jim Cap- International and Compact Car studio in November pologo, then a Lincoln-Mercury product planner, 1974 as manager. He was replaced in the Corporate the bigger Mark V proposal received the highest Advanced studio by Jim Arnold. But when Arnold score of any Ford product ever tested—except one got there, design of the Mark V had been substan- woman didn’t like the Mark V’s taillights because tially completed. they wrapped over the top of the fenders by a few Interior designers on the larger Mark V included inches. Homer LaGassey (manager), Jim Sherburne and Rich Before the focus group showing in California, Beck. Mimi Vandermolen was a trainee at the time. back in Dearborn, Harold McDonald, Ford’s chief She arrived after the instrument panel was approved, engineer, suggested that the taillights be changed, but helped design the graphics for the various instru- not because of the objection they didn’t yet know ment clusters. LaGassey and Beck differed on the about, but because the portion of the lens on top of style of seats they thought the Mark V should have. the fender could easily be broken since it was next LaGassey wanted “real hot sportscar seats,” while 13 the lincoln link

n This is one of two King Tut versions of the Mark V proposed for production. Both cars were operable. What happened to them is unknown. Right: Interior of a proposed King Tut Mark V. Because Lincoln-Mercury marketing thought the original upholstery was too wild, it was toned down. This photo was taken after the upholstery had been changed.

Beck thought they should be more in keeping with a because it relied on outside designers as well as luxury car. They each made full-sized clay models of Ford’s own designers. The Designer Series had its their seat proposals, and Beck’s proposal won. beginnings in 1974 with a Mustang program called According to Beck, during preparation of the Mark “Fashions ’n’ Wheels,” which paired the new Ghia V interior, the designers in the studio, and in several Mustang II with accessories and clothing from fash- adjacent studios, were frequently entertained by the ion designer Bill Blass. That program was a success, multi-talented LaGassey, who liked to break into and by October 1975, Ford’s advertising agency, opera while he worked. Beck thought LaGassey had a Kenyon and Eckhardt, was recommending that what pretty good singing voice, but he couldn’t understand they called “Luxury Trim Packages” be offered on the lyrics. Beck says LaGassey was always entertaining. the ’76 Mark IV. Several designers in LeGassey’s interior studio also Because production of the Mark V had been remember an occasion when LaGassey spilled coffee delayed until 1977, Kenyon and Eckhardt thought on his suit pants. He went to the coffee room to Ford should offer something new and different to rinse them off, and until his pants dried, he contin- get well-to-do Mark IV owners to buy another Mark ued to work in his bright red boxers and garters. IV in 1976. The “high fashion trend” started with Vandermolen was not present, but several designers the Mark IV worked, and it proved so successful say they will never forget that scene! and so profitable that Designer Series Mark Vs were As a result of the 1974-76 layoffs, the Design produced during the entire Mark V production run, Center’s studio system was revamped as part of using the same four outside designers. an internal reorganization made necessary by the Most people, then and now, believe the Designer decrease in manpower. Rather than being divided Series colors and interior trims used were selected along car lines (Ford, Lincoln, Mercury), designers by Bill Blass, Cartier, Emilo Puce or Hebert de were now assigned to small car, mid-sized car, and Givenchy. Not so. Everything to do with the De- luxury car studios. The reorganization was an effort signer Series was selected by designers from Ford’s to increase efficiency, and this has more or less con- Interior design studio. tinued to the present day. In 1970, Dave Ash became Director of a re- At one point, Iacocca proposed that the Mark V vamped Interior studio. Before then, each car studio also be offered as a 4-door, and at least one operable had its own interior designers. The new studio 4-door Mark V was supposedly built. Most in man- placed Ash in charge of all interior design at Ford. agement felt that a 4-door model was not consistent Because Trim and Color was now made a part of the with the Mark V’s sporty image, but that wasn’t the Interior studio, that also became Ash’s responsibil- real problem. A new Lincoln Continental was slated ity. Ash appointed John Middlestead as his executive for production beginning in 1977. Although produc- designer in charge of Color and Trim. Middlestead tion of the new Lincoln Continental was eventually oversaw longtime designers Andy Olinik, who did postponed until 1980, there were concerns a 4-door color, and Jim Hothem, who did trim. Mark V would dilute sales of the new Continental. Each year, Lincoln-Mercury Division invited the And besides, Lincoln-Mercury Division was projecting four outside designers to come to Dearborn togeth- they would be building Mark Vs at close to capacity. er for about a week. They were wined, dined, and Of all of the special paint, trim, and interiors used taken to the Design Center, where Ford’s designers on the Mark V, the Designer Series is most unique, had prepared swatch boards showing a side view 14 fall-winter 2019

rendering of their cars, with color chips, vinyl, and material swatches. The outside designers were treated royally, and it turned out that they were eager to lend their names to Ford’s Designer Series cars—it was great advertising for them. Three separate swatch boards with different colors and materials were prepared for each outside designer, showing what was proposed for their model Lincolns. Payment to each outside designer was in the form of two of their very own Designer Series Marks each year from Ford. Until his retirement in January 1981, Ash was the person who usually dealt with the outside designers. According to Ash, working with Ralph Destino, n This is a sketch done by designer Bud Magaldi of a seat pro- general manager of Cartier, was great. He was never posal for the Mark V. a problem, and he understood the do’s and don’ts driving a Designer Series Mark V. involved in the process. Ford designers can only remember one Designer- Ash says Givenchy was a problem at first, be- type proposal that was not produced, probably a cause he didn’t understand the “complexity situa- Collector Series Mark V. In the ’70s, Egypt and tion.” Givenchy also wanted colors like purple, rose, King Tut’s tomb were big news items, and the and blue on his Designer Series Mark V, and Ford public was fascinated with ancient Egypt. That led wouldn’t agree. Ash says he kept trying to explain to a proposal that a special series King Tut Mark V that complexity was the number of parts times the be produced. It had a gold-over-blue exterior and number of colors, which was a complicated way of upholstery of blue and gold stripes. At first, manage- saying they had to keep it fairly simple, or Ford’s ment was turned off by the interior, so stripes were systems would be overloaded. toned down to include some tan leather with smaller According to Ash, “You can’t let designers muck blue and gold stripes. Somebody thought better of around with special exterior and interior colors. marketing a King Tut Mark V, and the proposal was What we do is put existing exterior and interior shelved. However, two were built and sold, but no colors together in ways that they haven’t been done one remembers whom they were sold to or what before and then add some special touches—striping, happened to them. or this, that, and the other thing—a few touches.” The Anniversary and Luxury Group Mark Vs Ash had to travel to New York City several times were also very rewarding to Lincoln’s bottom line, to meet with Bill Blass, because Ford had not been but they were ideas that came from Lincoln’s Mar- able to reach agreement with him. On one occasion keting department. Designers in the Color and Trim in New York, Blass put on a fashion show for Ash studio picked the colors and materials, subject to the with “models, gowns and everything.” On another approval of the Marketing department, but there occasion, Ash had to go to Europe to twist the arms was negligible additional design work connected of Pucci and Givenchy. While in Paris, Givenchy with those cars. took Ash to lunch with the French movie star Cap- The production Mark V was just the type of car pucine, whom Ash found “utterly charming.” After Bordinat wanted, and his hand prints were all over they ate, drank and talked, Givenchy finally went it, as far as its design was concerned. In the end, along with the swatch board Ash brought with him, Bordinat and Iacocca got the Mark V they wanted— and “signed off.” and Knudsen was gone. The Mark V was a strong Ash also went to Florence, Italy, to meet with seller as well as a trendsetter—for a while. In hind- Pucci, who lived and worked in his own castle for- sight, the process everyone had to go through to get tress. Pucci had Ash served lunch in his own private there must have been exhausting. n dining room, but finally resigned himself to what was on the swatch board Ash brought with him. n This article is an excerpt from a new book being Ford made a boatload of money from the Design- written by Jim and Cheryl Farrell about Lincoln er Series Mark Vs. It also proved equally beneficial to design through the year 2000. The Farrells’ earlier the outside designers and to purchasers, who were book, Ford Design Department: Concept & Show more than willing to pay extra for the prestige of Cars 1932-1961, was published in 1999. 15 the lincoln link

lincoln library update Telling the Lincoln Story...

by Joel Dickson

big thank you to those who have recently contributed A items to the LMCF Library and are helping to pass on the rich heritage of the Lincoln motor car. They are: n Charlie Berry continues to donate to the library as he reviews his collection and has given over 60 Lincoln and Continental brochures from 1930 thru 2000 with all new additions to the library. n Lincoln-Zephyr Owners Club West, owner of some rare color and upholstery books from 1937, 1939, 1940, 1941 and 1942, has placed them, along with some miscellaneous items and notes from Dave Cole, into the LMCF library for safekeep- n Chris Wantuck’s estate Andrew Layton. Ray Crawford ing. The library is acting as the donation of Lincoln items has raced Road Race Lincolns. custodian of these special books been inventoried and is waiting Teach and inspire others— which are available for research to be delivered to the LMCF Donate to the Lincoln Motor on request. library. Chris’ interest was for the Car Foundation Library. Thank n Rocky Romeo has given Lincolns of the late 1920s and you to all who have participated items from his extensive Lincoln early 1930s. in helping the LMCF library collection which is currently at n Jim Muller and Dennis enrich its collection. the LMCF library and await- Garrett are continuing to help ing processing. The collec- the LMCF library add current n Joel Dickson is a Lincoln Motor tion includes some great ads, Lincoln sales literature to the col- Car Foundation trustee and 1920s-1930s salon catalogs and lection. It is difficult to get cur- chairman of the Archive/Library service manuals. rent Lincoln literature, so their Committee that oversees the LMCF n Richard Cole is in the pro- efforts are greatly appreciated. Library and Research Center. He cess of mailing in stages some n Joel Dickson gave a and his wife, Suzanne, both share special Lincoln literature he has signed copy of the book Ray a passion for Lincoln history. donated from the estate of his Crawford—Speed Merchant: A father, David. Dave Cole was a California Grocer’s Love Affair great Lincoln historian and an with Risk, From P-38 Lightnings ardent collector. to the Indianapolis 500, by

16 fall-winter 2019

Support Companies The Who’ve Supported Lincoln Lincoln Motor Car Heritage Museum egacy n A number of companies that supply parts and services to the Lincoln collector car L market have stepped up and become sponsors of the Lincoln Motor Car Heritage Museum. ociety The LMCF board of trustees encourages members of all Lincoln clubs to support these he Lincoln Legacy Society • Donate a personal resi- companies. And, when you do was established Sin the sum- dence or a vacation home to the so, thank them for supporting T mer of 2018 to honor indi- Foundation our Lincoln Motor Car Heritage viduals who make provisions in There is no minimum gift Museum! their estate plan or who establish amount requirement for mem- • Mervin B. Adkins life-income gifts to benefit the bership in the Lincoln Legacy Lincoln Motor Car Foundation. Society. • Automotive Restorations Planned gifts help support As a member of the Lincoln (J. Stephen Babinsky) and sustain fulfillment of the Legacy Society, you will receive: • Automotive Fine Arts Society objectives of the Foundation. • a special memento • Dennis Carpenter Ford “The objectives of the Lincoln • invitations to exclusive Restoration Parts Motor Car Foundation are to Foundation events • Earle Brown Lincoln Parts collect, preserve and perpetuate, • life membership in the • Ford Motor Company display and disseminate to the Lincoln Motor Car Foundation • Grundy Insurance public information, memora- • free admission to the bilia and vehicles related to the Gilmore Car Museum complex • Imagination the Americas history of the Lincoln Motor during normal hours of operation • Lincoln Land (Chris Dunn) Company,” said LMCF treasurer • eligibility for the Ford • Lucas Classic Tires Bruce Kopf, who played a key Motor Company X-Plan, a part- • National Parts Depot role in the establishment of the ner discount program for new • Reliable Carriers, Inc. Lincoln Legacy Society. Lincoln and Ford automobiles • The Lincoln-Mercury Old Parts Lifetime membership in the • e-delivery of The Lincoln Store Society is extended to individu- Link, the LMCF bi-annual maga- als who make one or more of the zine • Ray Theriault Lincoln Parts following commitments to the • an opportunity to share your • Crest Lincoln, Sterling Foundation: personal experiences and inspire Heights, Michigan • Include the Lincoln Motor others • Zeigler Lincoln, Kalamazoo, Car Foundation in their estate • recognition on an LMCF Michigan plan Honor Roll (unless anonymity is • Sesi Lincoln, Ann Arbor, • Create a charitable life- requested) Michigan income arrangement to benefit A membership form is avail- • Pfeiffer Lincoln, Grand Rapids, the Foundation able on the LMCF web site, or Michigan • Name the Foundation as a it may be requested from LMCF beneficiary of retirement assets or Treasurer Bruce Kopf or any life insurance LMCF officer. 17 the lincoln link

Lincoln Motor Car Heritage Museum Report

n The 1950 Lincoln convertible now on display at your museum was donated by Tom Lance of Michigan.

by Jim Blanchard a fantastic symbol of that historic mitment between the Foundation period. It belongs in our muse- and Ford Motor Company. It our museum continues um; we hope that it does not end not only enhances our story, but to evolve and strengthen up in private hands and become keeps us as a dynamic force for in both exhibits and sup- Y lost to the type of visibility it the future products being built. port. We received a very gen- now enjoys. We hope to provide continued erous donation from Ed and A 1949 Lincoln convertible inspiration to everyone who visits Pamela Avedisian earlier this was recently donated by Tom the museum. year that is being used to begin Lance of Michigan. This “baby Our endowment campaign has our digital collection. It is the Lincoln,” with dark grey exterior slowed to a crawl, but continues beginning of a more robust era and black top, is now on display progress nonetheless. Hopefully, for the “research” aspect of our with the larger 1949 Lincoln as the year comes to a close, Foundation. The plan is for Cosmopolitan convertible donat- donors will remember us and the researchers and hobbyists to ben- ed by Randy and Jane Fehr. important mission that we are efit and provide a value-added We are always on the look- accomplishing and will help us dimension to Foundation mem- out for an additional 1934-39 build stability into the future. bers. Lincoln to bolster this era in our We look forward in the com- Vehicles continue to come and museum. As the collector mar- ing year to making your museum go, which is to our advantage, ket has softened, there seems to ever greater, with exciting since it keeps the museum fresh be increased interest in vehicle vehicles, enhanced exhibits, and and changing. Of particular con- donations. We are always inter- increased research capability. cern is the potential loss of the ested in taking a look at these Visit and support your 1939 “Royal” Lincoln, used by opportunities to help tell our museum! the King and Queen of England story and to increase our owner- on their 1939 North American ship in certain models. n Jim Blanchard is an LMCF tour. The car is important for its The Lincoln Aviator proto- board member and vice presi- role in history as England came type is a welcome addition to the dent who serves as director of the courting her war-neutral North Continental concept car, as our Lincoln Motor Car Heritage American cousins for help. We nod to this newer history is a Museum. gave it and more, and this car is strong signal of the mutual com-

18 fall-winter 2019

Obituary: LMCF Trustee Steve D’Ambrosia

he Lincoln Motor Car Continental Owners Club of Foundation lost one of being a worker,” said LMCF T its newest trustees on Chairman David Schultz. September 23, 2019, when A long-time LCOC mem- Steve D’Ambrosia of Oregon ber, Steve served the LCOC as succumbed to gioblastoma (brain Director Emeritus, an officer and cancer), the same disease the as Chief Judge. He and his wife, claimed Sen. John McCain. Steve Becky, were LCOC Membership was already experiencing health Co-Chairs in the 1990s. issues when he was elected to the “When I spoke with him LMCF board in October 2018. about joining the LMCF board, Sadly, his health declined and he he was excited and stated that was unable to assume the active he was ready to do whatever we role for which he’d hoped. asked of him. I’m truly sorry that Steve retired as a profes- Steve did not live to make those sional firefighter in Portland, contributions,” said Schultz. Oregon. He and his wife, Becky, We extend our condolences to then moved to their retirement his wife, Becky, their daughters, home in Terrabonne, Oregon, Jenn and Michelle, and the rest to enjoy wide open spaces and of his family. sunny weather. He owned two In lieu of flowers, his family Lincolns—a 1966 Lincoln asks that memorial donations be Continental convertible and a made to the Lincoln Motor Car 1967 Lincoln Lehmann-Peterson Foundation Endowment Fund limousine, both of which he and the Portland Firefighters drove regularly to LCOC meets. Family Fund, which supports “I was personally excited Portland firefighters and their about Steve joining our board, families who suffer catastrophic because he had earned a repu- events. tation within the Lincoln and

19 the lincoln link

Effortless Luxury Performance: The All-New 2020 Lincoln Aviator

signature drive feel that is unique- ly Lincoln.” The powerful electric motor, with maximum output of 75 kilo- watts and a 13.6-kilowatt-hour battery pack in Aviator Grand Touring, is designed to comple- ment the performance of the twin-turbocharged 3.0-liter V6 engine. Together, they produce robust, effortless performance while maintaining a whisper-quiet cabin. Complementing the impres- he all-new 2020 Lincoln Luxury performance sive powertrain performance is Aviator defines effortless lux- defined an advanced suspension that pairs T ury performance among pre- Based on a rear-wheel-drive pothole mitigation and Lincoln- mium SUVs, offering impressive architecture, Aviator offers a first road preview technology to power and capability combined compelling combination of perfor- create a ride that adjusts to nearly with sleek elegance and intuitive mance, capability and choice, with any situation. Key components of technology. intelligent all-wheel drive available this advanced suspension include: Delivering Quiet Flight, Aviator and the option of a gasoline or • Available Adaptive offers two powertrains: a standard hybrid powertrain. Suspension, which uses a suite of twin-turbocharged 3.0-liter V6 gas The standard twin-turbo- 12 sensors that constantly monitor engine and the Grand Touring’s charged 3.0-liter V6 engine, vehicle motion, body movement, hybrid powertrain. This marks the paired with a new 10-speed steering, acceleration and brak- first time Lincoln has combined SelectShift® automatic transmis- ing activities. These sensors read a twin-turbocharged 3.0-liter sion, delivers 400 horsepower and the road 500 times per second V6 engine and advanced electri- 415 ft.-lbs. of torque* for effort- and can automatically prompt set- fied hybrid technology capable of less acceleration. ting adjustments up to 100 times delivering smooth performance With the hybrid option, Aviator per second. The suspension’s and nearly instantaneous torque. Grand Touring’s twin-turbo- advanced pothole mitigation can “Aviator signals a takeoff point charged engine and advanced sense when a wheel is dropping for Lincoln,” says Joy Falotico, electrified technology takes the into a severe dip and stiffens the president, The Lincoln Motor levels of performance even higher, shock absorber to reduce the Company. “It offers unparalleled with an impressive 494 combined amount of drop, lessening the elegance combined with effortless horsepower and best-in-class 630 harshness of a tire strike. Each performance—a true representa- combined ft.-lbs. of torque.* wheel responds independently, tion of Lincoln’s vision for the “With Aviator Grand Touring, allowing the vehicle to tailor its future.” we are aiming to set the bar for response to any given road sur- Aviator is the brand’s first mid- luxury SUVs,” says John Davis, face. size three-row SUV, broadening chief program engineer, The • Available Lincoln-first the Lincoln portfolio that will Lincoln Motor Company. “It Adaptive Suspension with Road also see the launch of the all-new offers a sanctuary-like cabin and Preview, which uses the forward- Corsair this fall. facing camera to read the road 20 fall-winter 2019

nearly 50 feet ahead to look Aero Height, offering improved Co-Pilot360™. It provides Pre- for height deviations between performance. Collision Assist with automatic two and eight inches and adjust emergency braking, Blind Spot the suspension to mitigate any Client-focused, intuitive Detection with Cross-Traffic unpleasant impact. technologies Alert, a Lane-Keeping System, • Available Air Glide The effortlessness of the overall rear backup camera and auto Suspension, which offers the experience in Aviator starts even high-beam headlamps. highest level of refinement by before clients enter the vehicle. An available upgrade, Lincoln replacing traditional coil springs Right from the start, the available Co-Pilot360 Plus, adds: with guided air springs, enabling Air Glide Suspension automati- • Adaptive cruise control with several preset ride heights for cally lowers the vehicle to greet traffic jam assist, which guides increased comfort and capability. the driver, adding a new level of Aviator using stop-and-go, lane- An additional benefit, Dynamic sophistication to Lincoln’s signa- centering technology and speed Lower Entry, adds a new level of ture welcome lighting embrace. sign recognition to scan speed sophistication to Lincoln’s trade- Clients can then use their com- limit signs along the roadway, mark embrace: upon approach, patible smartphone as a key to adjusting speed based on the Aviator lowers to greet the driver. access the vehicle. Lincoln’s avail- information obtained. The convenience of this feature able Phone As A Key technology, • Evasive steering assist makes loading cargo easier as well. debuting in the all-new Aviator, is offers assistance to the driver activated using the Lincoln Way™ to help avoid a collision with a Many ways to customize app. It allows owners to lock and slower or stopped vehicle ahead; it the drive experience unlock, open the liftgate and, provides additional steering sup- Lincoln Drive Modes are one most importantly, start and drive port when a collision cannot be of several intuitive options to the vehicle—all without a tradi- avoided by braking alone. seamlessly customize the Aviator tional key. • Reverse brake assist can drive experience. Standard modes Phone As A Key offers addi- help stop the vehicle when back- include Normal, Conserve, Excite, tional functionality. Drivers can ing up if Aviator’s integrated rear Slippery and Deep Conditions. recall individual preferences sensors detect an obstacle at the Each is fully integrated: cli- for adjusting seat, side mirrors rear. ents simply select the mode, and and steering column positions. • Active park assist plus Aviator takes care of the rest. Comfort and entertainment set- removes the stress from parking Aviator Grand Touring includes tings can be activated through the by taking over steering, shifting, two additional modes: feature as well. If owners want braking and acceleration func- • Preserve EV recharges and to loan their Aviator to a family tions with the touch of a button saves battery power for a later member or friend, the technology to navigate getting in and out of time, while continuing to use makes that equally effortless, too, parallel and perpendicular parking both engine and motor to deliver as up to four “keys” are provided spaces with ease. the full performance drivers with each vehicle in addition to Driving at night is made effort- expect; the high-voltage battery the standard smart key fobs. less with available Adaptive Pixel can be recharged up to 75 percent Should a phone battery go LED Headlamps, which allow the while driving in this mode. dead, a passcode can be entered pattern of the beams to change, • Pure EV is designed to keep on the standard exterior keypad enabling two additional lighting the driver in all-electric mode in to gain entry, then a backup code technologies: most conditions; should demand can be entered on the center • Adaptive dynamic bend- exceed electric capability, the driv- touch screen to start and drive the ing lighting: Through the front er receives a prompt to allow the vehicle. If a phone is lost or sto- camera, the vehicle reads the road gas engine to engage. len, Phone As A Key can be eas- ahead and, when sensing a corner, When equipped with the avail- ily deleted, providing additional predicts where light is needed, able Air Glide Suspension, Aviator peace of mind for clients. allowing the headlamps to instant- rises to its highest position for Helping in that area, too, ly adjust or bend. better capability in the Deep are the wealth of driver-assist • Speed-dependent lighting: Conditions mode; when driven at features** on Aviator, which The intensity of the beam adjusts speeds above 70 mph, it lowers to comes standard with Lincoln based on the speed of the vehicle; 21 the lincoln link

at faster speeds, light is directed to ambience through contextual con- • Flight harmoniously com- the road, while at slower speeds, trols. The steering wheel features bines Luggage Tan and Ebony headlamps adjust to illuminate streamlined four-way switches and features dark full engine turn more areas in front of the vehicle. at strategic positions to control appliqués that replicate the fin- music, phone and available navi- ish of early aviation instrument Comfort and convenience gation functions, in addition to panels. The true luxury of Aviator is settings. • Chalet offers Espresso and the experience of leaving day- The third row provides ample Alpine Savannah leathers and deep to-day pressures and entering seating and can be folded flat to Silverwood appliqués, with touch- a soothing sanctuary. Aviator’s create plenty of room for cargo. es designed to awaken the senses. spacious, airy cabin accentuates When left up, Aviator offers best- • Destination draws inspira- horizontal lines, minimizing visual in-class cargo volume behind the tion from vintage luggage with clutter and offering a relaxing second row. Advanced under-floor Mahogany Red Savannah leather ambience. battery packaging in the Aviator complemented by smooth khaya An available Revel® Ultima Grand Touring allows for all the wood appliqués. 3D Audio System re-creates an benefits of an electrified pow- The Lincoln star adorning the authentic concert-hall experience ertrain without compromising grilles of Aviator Grand Touring by immersing occupants in rich, luggage space or legroom. and Aviator Black Label Grand superior sound emanating from Other convenience features Touring features Spirit Blue in 28 speakers throughout the cabin. include an available wireless charg- the four quadrants to signify the It offers a choice between three ing pad for compatible mobile hybrid powertrain. Signature listening modes—stereo, audience phones located in the front-row grilles for Aviator Black Label and on-stage—while a control center armrest, while a handy themes feature a protruding star slider in the center stack allows media bin is available for the pattern in a bright chrome finish, clients to fully immerse them- front-row passenger. Multiple while the grille for Aviator Grand selves in sound, enjoying music power outlets throughout the Touring disperses the star pattern the way they want to hear it. The cabin and a standard Wi-Fi in varying sizes from the center new system acoustically expands hotspot keep occupants connected with a satin finish. cabin space to transform the envi- wherever the journey may take With Aviator, Lincoln also ronment, while its 360-degree them. is launching Lincoln Access immersion capability ensures that Rewards, an enhanced loyalty pro- every seat is the best seat in the Aeronautical inspiration gram designed to elevate the own- house. The boundless allure of flight ership experience. The program Unique chimes recorded by the has long inspired automotive offers clients who purchase or Detroit Symphony Orchestra pro- design, and the exterior styling of lease a new Lincoln vehicle oppor- vide musical alerts for 25 features the all-new Lincoln Aviator takes tunities to earn points that can be in Aviator, notifying drivers of that inspiration to the next level. redeemed for future new vehicles, everything from an open fuel door The connotations of flight are dealer services or world-class expe- to an unlatched safety belt. intrinsic in the strong front and riences with Lincoln hospitality Available Perfect Position seats tapering rear of the vehicle, creat- affiliates. with Active Motion offer 30-way ing a distinct aerofoil analogy. “At Lincoln, we’re always adjustability, massage capability Aviator is available in an irides- thinking about the next, best way and additional lumbar support for cent Flight Blue exterior color, to elevate luxury for our clients,” driver and front-row passenger for which complements its flowing says Falotico. “Aviator arrives at paramount comfort, while flexible lines. A signature Black Label this perfect intersection—where second-row seats recline, adjust grille is executed in high-gloss strength and beauty meet perfor- fore and aft, and tip and slide for- black and chrome accents that mance and technology.” ward for easy access to the third beckon the eye, while the appear- The all-new Aviator, built at row. ance of a wraparound windshield Chicago Assembly Plant, will be An ergonomically advanced completes the aviation-inspired available globally in markets where Vision steering wheel, intended theme. Lincoln vehicles are sold. for ultimate ease of use and cus- Available Lincoln Black Label tomization, adds to the effortless themes include: 22 fall-winter 2019

The Kanzler Lovett Brunn and the Architects of the Arsenal of Democracy

by Jim Blanchard uppers. Ernest Kanzler, Edsel’s brother-in-law, would purchase he Lincoln-Zephyr Brunn body number five. Married town car project was Edsel to Eleanor Clay Ford’s sis- Ford’s last order of custom- T ter Josephine, Kanzler was an bodied Lincolns. Since the attorney who handled some Lincoln K had been discontinued Ford legal matters during the in 1939, the Lincoln-Zephyr Selden Suit and later joined chassis represented the best Ford in the Model T days and opportunity to take advantage of became an influential production Brunn & Company design and executive. He was the son of a build capabilities. Saginaw doctor and attended the A one-off Lincoln-Zephyr University of Michigan. Brunn town car was built in In January 1926 Kanzler sent 1938, painted in dark maroon a lengthy production memo to with maroon leather in the Henry Ford, describing the fail- chauffeur compartment. It was ings of the Model T in a market- a beautiful car with landaulet place that was rapidly changing. accents, but, ultimately, it did n Ernest Kanzler He spoke the truth, but not not represent the formal tone delicately enough; while Edsel that Edsel was seeking. attended to design details, which was halfway across the ocean Ford Motor Company in- kept the cars refined and digni- Kanzler was fired. Nevertheless, house artist Ross Cousins ren- fied. Fourteen would dered a more “top-hat-capable” eventually be built by design that captured the signa- 1942. ture lines of Lincoln Brunn town Three of the first six cars from the Classic Era. Edsel ordered were painted Ford committed to ten such cars dark maroon with black and personally pursued sales and windshield frames and

n Above: Ross Cousins’ rendering of a proposed 1940 Lincoln-Zephyr Town Car. Right: This letter from Edsel Ford to Ernest Kanzler, dated November 1, 1939, confirms that their earlier discussions about the custom production of Brunn-bodied Lincoln-Zephyr Town Cars were about to be realized. 23 the lincoln link

he remained close to Edsel. An ing her husband, Robert Lovett, easy sale was made in 1939 of an as well as Averell Harriman and all-black Lincoln-Zephyr Brunn Sen. Prescott Bush. town car with the extended In 1946, when Henry Ford trunk. A letter from Edsel to II was tasked with remaking Kanzler reveals and confirms that the management team at Ford the cars were run through “Ford Motor Company, he relied upon Motor Sales not using any dealer advice from his uncle, Ernest to keep cost down.” Kanzler, who recommended he Kanzler was highly respected speak with Lovett. The best men for his connections and produc- who worked for him in the Army tion knowledge and headed the Air Force department would War Production Board in Detroit end up in executive positions at at the beginning of WWII. Ford—we know them better as During the war, Edsel Ford and the “Whiz Kids.” They helped Ernest Kanzler would share a implement management and cost train car with the Secretary of controls to run the company War for Air Robert A. Lovett— more strategically in the expand- they discussed many production ing postwar economy. issues, chief among them the The contribution of Ford Willow Run plant. Motor Company in the produc- After the war, the Ford fam- n Robert A. Lovett, circa 1917 tion of material for World War II ily Lincoln-Zephyr Brunns is legendary. The Lincoln plant were updated with the newest, he was a member of Skull and would produce V-8 and V-12 chrome-laden Lincoln front Bones. tank engines that had Liberty ends. Eleanor’s and Clara’s cars Adele Brown Lovett was engine origins. The greatest received their updates in 1946. the daughter of James Brown, accomplishment, however, was Kanzler would have to wait until an original partner in Brown the application of 40 years of Henry Ford’s passing to get Brothers Harriman investment mass production knowledge to his new chrome front; the later bank—a firm that produced the challenge of producing a hoodside Lincoln script trim many American statesmen includ- B-24 bomber every hour. attests to that timeline. By 1952, the Ford family Lincoln-Zephyr Brunns were sold off to make way for newer models. Kanzler would sell his to U.S. Secretary of Defense under President Truman, Robert A. Lovett. He and his wife, Adele Brown Lovett, used the car at their Locust Valley home in Long Island, N.Y. Robert Lovett was the princi- pal architect for air power in the buildup for WWII, responsible through diplomatic persuasion for the establishment of the separate U.S. Army Air Force and the department responsible for the requisition of all aircraft needed n Ford officials and Defense Department representatives inspect the Willow Run bomber plant in 1942. Left to right, Averell Harriman, U.S. Lend-Lease; Charles for the prosecution of the war. Sorensen, Ford Motor Company; Donald Nelson, War Production Board; Henry Ford; He had been a pilot in WWI and Oliver Lyttleton, British Minister of Production; William S. Robinson; Ernest Kanzler, attended Yale University, where Detroit War Production Board; Edsel Ford, President, Ford Motor Company. 24 fall-winter 2019

n Above: In the 1946 restructuring of Ford Motor Company management, Henry Ford II made good use of these “Whiz Kids,” whose expertise and wartime experience were so valuable. Right: In 1953, Adele Brown Lovett, wife of Robert Lovett, was driving the Zephyr Town Car originally owned by Ernest Kanzler.

Charles Sorensen visited Consolidated Aircraft in California and solved their production riddle in a single day. The Willow Run bomber factory was completed in 1942, and Secretary of War for Air Robert Lovett’s demand for a greater quantity of aircraft was achieved. The Kanzler Lovett Brunn is an excellent lens from which to view the connection and contribution of these men as architects of the air arsenal as Ford and other manufacturers teamed up with the Army Air Force to produce massive quantities of aircraft that provided the capability to overpower the Axis countries and win the war. n 25 the lincoln link