1979 Lincoln Continental Town Car: Last Call for Uncompromised Size!

I’ve written up several cars from my attendance at the LCOC Mid-America Meet, held last September 23. It was a great show, and I took approximately 830 pictures over the course of the day. And that was just at the Lincoln show.

The trip also included visiting the Route 66 Festival held downtown the same day, but that particular show netted 413 photos—I just checked both on my computer. It was also a reminder that I still need to do a column on the Bicentennial Edition 1976 Eldorado convertible that was on display. But I digress!

It’s interesting that the all-new 1970 Lincoln Continental basically lasted through the decade. While it received facelifts in 1972, 1974, and a more major one in 1975, it was the same basic car beneath the new sheetmetal. The final styling fillips were the Mark V-style grille in 1977 and the new instrument panel (borrowed from the Marquis, but with more simulated wood trim and silver-faced gauges) and smaller fender skirts in 1978.

But 1979 was last call. A lot had changed during the ’70s, and the days of truly full-sized and unaltered land yachts were just about over. In 1977, GM shrunk all of its B- and C-body cars, from the Chevy Impala to the Cadillac Fleetwood Brougham. The Nimitz-class Toronado and Eldorado lingered through 1978, as did the Chrysler Newport and New Yorker Brougham. Ford’s LTD and Marquis also stood pat for one last model year.

But come 1979, Lincoln stood alone for new car shoppers who wanted a BIG car. The LTD and Marquis had migrated to the smaller Panther chassis, following GM’s lead in downsizing. And the majestic New Yorkers, which spent much of the ’70s exhibiting rampant Broughamage, moved to a smaller, boxier form on the former B-body midsize chassis.

And so it was that Lincoln had one last fling as an unapologetic BIG car with road-holding weight and remarkable stretch-out space. It wasn’t quite the same, however, as now all Lincolns (save the smaller Versailles) had the 400-cubic inch V-8. The majestic 460-cubic inch engine, which became optional in 1978, was no longer available at any price.

Friends of mine who have owned and driven 1979 Lincolns have told me that while the 400 wasn’t exactly gutless. Rather, it was, shall we say, sedate? You’d get there, you’d be comfortable, but don’t be in a hurry.

In its 1979 form, the 400 V-8 had a 4.00 x 4.00 bore and stroke and 159 horsepower. That sounds worse than it actually was, as it had 315 lb-ft of torque. But it was still motivating a 4843-lb luxury sedan on a 127.2-inch wheelbase.

But really, it wasn’t that big of a deal. See, in 1979, luxury cars were luxurious. There was none of the modern claptrap that domestic rolling stock should have hard seats, tight handling and only come in silver silvermist, dark black, or refrigerator white.

Heavens to Betsy, no! What 1979 luxury car buyers wanted was a plush living room, with deeply padded and preferably floating-pillow style or button-tufted velour or leather, and lots of trunk space, and a smooth, quiet ride.

Oh and did I mention colors? Oh yes indeed! Among the selections in 1979 were Wedgewood Blue, Cordovan Metallic, Jubilee Gold Metallic, Crystal Apricot Metallic, Cream, and Dove Gray. Of course basic black (Lincoln simply called it Black, go figure) with black leather befitted such a car. Though personally your author would prefer a red leather interior to contrast the Black exterior.

For its final foray in undiminished dimensions, the Continental came in $10,985 coupe and $11,200 sedan models, with the Town Coupé and Town Car packages available for an extra fee. Curb weight was 4639 lbs for the two-door and 4649 lbs for the four-door.

The sedan was by far the most popular, with 76,458 built for the model year. The coupe was much less seen on the city streets and Interstates, with 16,142 sold. And while we’re discussing figures for ’79 Lincolns, the Continental Mark V was $13,067 and the Versailles $12,939. Production of same was 75,939 and 21,007, respectively.

Town Car extras included Twin Comfort Lounge seats in Valleao velour or leather, with full power and front passenger recliner, power vent windows, Town Car/Town Coupé badging on the exterior and instrument panel, 12 ounce cut-pile carpeting, and more.

Also standard per my 1979 brochure were a full vinyl roof and integrated coach lamps. A coach roof with crossover molding, covering only the back half of the roof, was extra but extremely popular.

Which brings us to today’s featured example, which clearly has a ‘slick top’ and no coach lamps. I have seen a few 1975-79 Continentals with no oval opera windows and no vinyl roof, but they’re pretty rare. And I’d never previously seen one so-equipped with the Town Car package.

It was fantastic. I loved the combination of the subtle but elegant black on black color combo, slick top, no opera windows and the most excellent optional turbine aluminum wheels. The owner, a nice gentleman from Indiana, told me of the car’s extremely low mileage (I don’t recall the actual number) and that he took off the original tires so he could drive it safely to the show!

This was the swan song for vehicles like this. As the dealer brochure confided, “Pleasurable and practical. That’s the Lincoln Continental Town Car, whether you’re pursuing your hobby or transporting business colleagues. Its carpeted luggage compartment is cavernous. A full six-passengers roomy, and very, very comfortable.”

I want to go back.

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