1996 Lincoln Continental review

1996 Lincoln Continental
Posh, roomy and powerful.

By Mike Sante

Overview

The traditional American luxury car is big, boxy, supremely comfortable and awesomely powerful.

But when the last Cadillac Fleetwood is built this year, only the Lincoln Town Car will be left to champion the old standards.

The future belongs to a new breed of prestige models like the Lincoln Continental and its archrival, the Cadillac Seville.

These are cars that recognize how the extraordinary popularity of European and Japanese sport and touring sedans has redefined what many affluent younger Americans want in a pricey car.

They're trying to take what many Americans liked best about our traditional luxury cars--the power, the size and the gadgets--and marry that with what we like most about the new breed of foreign luxury cars--the performance, the handling and the style.

The new Lincoln Continental, which was completely redesigned for the '95 model year, is an intriguing step in that direction.

There's a lot of traditional American luxury car here. It's more powerful. The first V8 Ford has ever offered in a front wheel drive boosted the Continental's horsepower 62 percent. It's bigger. The Continental is longer, wider, taller and heavier--a hefty 3911 pounds, just 120 pounds lighter than the Town Car. It's gadget heaven. An unsurpassed array of wizbang electronics allows you to customize 13 aspects of the car to your personal tastes. But the new Continental also offers better performance and handling--not great performance and handling, but definitely better--cutting-edge technology and sophisticated styling.

Is this progress or what?

Walkaround

The first thing you notice about the Continental is a new look that conceals its bulk in a sleek but understated design reminiscent of the elegant Mark VIII personal luxury coupe.

Although some have criticized the Continental's appearance as bland and uninspiring, we disagree. There may be nothing flashy or provocative about it from its wraparound headlights to its wraparound taillights, but the Lexus LS 400 doesn't turn many heads either, nor an S-Class Mercedes. Sophisticated styling is often unobtrusive and the Continental has the same rich, well-mannered style.

Next, pop the hood. Inside, you'll find a 4-cam, 4.6-liter V8 that offers enough smooth, effortless power to satisfy almost anyone. The so-called InTech V8 powertrain can go 100,000 miles between major tuneups. It's superbly matched to a 4-speed automatic transmission and controlled by an engine computer that can analyze 1.7 million bits of information per second.

Impressed? Good, because you need to be before taking a peek at the window sticker. When the Continental was redesigned last year it took an astonishing $10,000 leap in price.

There are no significant changes in the '96 Continental, and it starts at $42,440 including destination charges. Of course, there's a long list of standard features, from air conditioning, dual airbags and leather seats to tinted glass and remote keyless entry. But a touring package with power moonroof, traction control and premium stereo brought the total of our test car to $45,210.

Now the question becomes: Is it worth it?

Interior Features

Step inside the Continental and you're surrounded by a superbly comfortable cabin that is as fully tasteful as any luxury car on the market. The plush carpeting and high-quality fabrics, the simple wood trim and rich colors, all work to put you at ease.

Attention has been paid to many details, such as the large-capacity, extendable coat hook and umbrella tucked into a pouch behind the right front seat.

There's plenty of room to stretch out and enjoy long drives, and the back seat is extra spacious. Car seats and kids go in and out with ease.

The white-on-black instrument panel with floating red indicators is elegant and functional, with just four dials to deal with--a speedometer and tachometer, fuel and temperature gauges.

The right side of the panel has a dot-matrix display screen that's part of the Memory Profile System. This is supposed to be a great technological breakthrough that sets the Continental apart from all of its competitors. This electronic marvel lets you customize just about every operational aspect of the car. Select how much effort you wish to exert in steering: low, normal or firm.

The car remembers everything from how you like to position the six-way power seats and how the outside mirrors should be adjusted, to what radio stations you like to have available on the preset pushbuttons.

When you unlock the doors with your key fob, the car knows it's you and adjusts everything--seat, mirrors, radio--just the way you like it. So if your spouse has been driving the car and reset the button for your classical music station to play country-western tunes, don't worry. It will all change back.

The idea sounds great, but in real life driving the memory profile system just seems like another electronic gadget that doesn't add anything to the true substance of the car.

Driving Impressions

Anyone who ever drove the old Continental will recall how it could turn a simple turn onto a busy street into an adventure that required careful planning and nerves of steel.

Yes, it was that slow.

Each horsepower that its V6 engine generated had to haul around 22 pounds of car. While the Continental is a little heavier, its engine is a lot more powerful. The InTech V8 only has to move 15 pounds per horsepower.

The difference is stunning. Folks who measure such things say '96 models can go from 0-60 mph more quickly than the LS 400 or the Oldsmobile Aurora. The powertrain is now one of the Continental's strengths.

You notice the Continental's heft a little more in sharp curves. The body rolls a bit, and there is some understeer. (That means the car resists turning and wants to keep going straight.)

We'd love to report that the adjustable steering and suspension systems help the Continental make the transition from freeway cruiser to backroad bandit. They don't.

Firm. Plush. Low. Normal. The differences are real but subtle enough that many drivers will probably be disappointed they can't feel greater changes in the ride and handling as they switch between settings.

But don't worry about that. All in all, the handling is quick and sure enough to satisfy most drivers under most conditions, no matter what settings you use. After all, Lincoln doesn't portray the Continental as a sports sedan. It's a luxury car.

Most drivers should also find the Continental to be one of the quietest cars they've ever been in. Wind and road noise is minimal. Engine vibration is virtually banished from the cabin. You walk away with the overall impression that the Continental is an easy and pleasant car to drive. Maybe one of the easiest and most pleasant cars you've ever driven.

Summary

The Continental is now a worthy competitor for the Cadillac Seville and a rational alternative to even more expensive German and Japanese cars for some buyers.

If sporty performance is what you're after, then the Continental is probably not for you. A Seville STS, BMW 540i, or Infiniti Q45--to name just a few--offer a more exciting driving experience.

But if you're after comfort and room, convenience and understated elegance, with plenty of V8 power, then the Continental could make you very happy.

We wouldn't call it a bargain at $40,000. More like a sound buy.

Source by : http://www.nctd.com/