Lincoln

Body-on-frame construction. 3.5L Twin-Turbo V6 450hp. 510lb-ft torque. 10-speed automatic. RWD standard. 4WD available. 5636mm length standard. 5969mm L extended. 3112mm wheelbase. 2700kg curb weight. 8700 lbs towing. Three-row seating. 30-way Perfect Position seats. Revel Ultima 28-speaker audio. Lincoln Co-Pilot360. ActiveGlide hands-free. Black Label ultra-luxury. Reserve mid-luxury. Standard base trim. Yacht Club theme. Chalet theme.

CD6 platform. 3.0L Twin-Turbo V6 400hp standard. Grand Touring PHEV 494hp. 21 miles electric range PHEV. 10-speed automatic. RWD standard. AWD available. 5080mm length. 3025mm wheelbase. 2360kg curb weight. 5600 lbs towing. Three-row seating. Air Glide suspension. 28-speaker Revel audio. Lincoln Co-Pilot360 2.0. Phone As A Key. Black Label. Reserve. Standard trim. Flight Blue theme. Destination theme.

CD4 platform. 2.0L Turbo 250hp standard. 2.7L Twin-Turbo V6 335hp. 8-speed automatic. FWD standard. AWD available. 4850mm length. 2850mm wheelbase. 1950kg curb weight. 3500 lbs towing. Two-row seating. 24-way Perfect Position seats. Revel 19-speaker audio. Lincoln Co-Pilot360. Adaptive suspension. Reserve top trim. Standard trim. Jet Appearance Package. Elements Package. Luxury appointments. Replaced MKX nameplate.

C2 platform. 2.0L Turbo 250hp standard. 2.3L Turbo 295hp available. Grand Touring PHEV 266hp. 28 miles electric range PHEV. 8-speed automatic. FWD standard. AWD available. 4568mm length. 2711mm wheelbase. 1750kg curb weight. 3000 lbs towing. Two-row seating. 24-way Perfect Position seats. Revel 14-speaker audio. Lincoln Co-Pilot360. Adaptive suspension option. Reserve trim. Standard trim. Phone As A Key.

CD4 platform. 3.0L Twin-Turbo V6 400hp top. 2.7L Twin-Turbo 335hp. 3.7L V6 305hp base. 6-speed automatic. FWD standard. AWD available. 5117mm length. 2994mm wheelbase. 1950kg curb weight. 30-way Perfect Position seats. Revel Ultima 19-speaker audio. E-latch door handles. Black Label. Reserve. Premiere trim. Suicide doors Coach Door Edition. Discontinued 2020. Last Lincoln sedan. SUV market shift.

CD4 platform. 3.0L Twin-Turbo V6 400hp top. 2.0L Turbo 245hp standard. 2.0L Hybrid 188hp combined. CVT hybrid. 6-speed automatic turbo. FWD standard. AWD available. 4925mm length. 2850mm wheelbase. 1760kg curb weight. Retractable panoramic roof. Push-button gear selector. Revel audio. Lincoln Co-Pilot360. Reserve trim. Premiere trim. Black Label. Discontinued 2020. Sedan segment decline.

Ultra-luxury positioning. Design themes unique. Yacht Club nautical theme. Chalet alpine theme. Destination travel theme. Flight Blue aviation theme. Thoroughbred equestrian theme. Premium leather selection. Alcantara headliner. Unique wheel designs. Black Label badging. Annual vehicle detailing. Complimentary car washes. Pickup and delivery service. Culinary collection dining. Concierge service. Membership benefits. Premium pricing. Luxury experience focus. Brand differentiation strategy.

Three new EVs by 2025. Four total by 2026. Flexible EV architecture. Dedicated EV platform. Shared Ford technology. BlueCruise integration. Sanctuary interior focus. Quiet luxury emphasis. Whisper-quiet EVs. OTA software updates. Lincoln Intelligence system. Phone As A Key evolution. Connected services. Sustainable luxury materials. Brand transformation. American luxury electric. Compete with Genesis. Compete with Lexus. Premium EV market positioning.

The majestic V12 that established Lincoln as America's premier luxury marque in the 1930s. This 7,273cc 65° V12 featured an L-head design with valves located in the block rather than the head, creating an engine of exceptional smoothness and low-RPM torque. The valve train used a gear-driven camshaft located high in the block, operating valves via pushrods and rockers in individual hemispherical combustion chambers. The crankshaft was a forged unit running in seven main bearings with a vibration damper, while the connecting rods were forged steel. The intake system used a single downdraft Stromberg carburetor feeding a cast-iron manifold, while the exhaust featured individual ports with siamesed outlets. With 6.3:1 compression and a 3,400 RPM redline, it produced 150 hp at 3,400 RPM and 292 lb-ft at 1,200 RPM. The cooling system used a belt-driven water pump with thermostatic control, while the oiling system employed a gear-type pump with full-pressure lubrication. This engine's incredible smoothness—achieved through perfect primary and secondary balance—made it the benchmark for American luxury car refinement throughout the 1930s.

The compact flathead V12 that powered Lincoln through the war years and into the modern era. This 4,996cc 75° V12 featured the classic flathead design with valves in the block and the combustion chamber formed between piston crown and flat cylinder head. The valve train used a gear-driven camshaft with mechanical lifters, while the crankshaft was a forged unit running in four main bearings. The intake system used two downdraft Holley carburetors feeding a cast aluminum manifold, while the exhaust featured individual ports with siamesed outlets. With 7.2:1 compression and a 4,000 RPM redline, it produced 130 hp at 3,600 RPM and 250 lb-ft at 2,000 RPM. The cooling system used a belt-driven water pump with divided flow to the cylinder banks, while the oiling system employed a gear-type pump with full-flow filtration. This engine's compact dimensions and smooth operation made it ideal for the increasingly streamlined Lincoln designs of the late 1940s.

The overhead-valve V8 that modernized Lincoln's powertrain lineup in the 1950s. This 5,768cc 90° V8 featured the classic Y-block design with deep-skirt block construction and overhead valves operated by pushrods. The valve train used a gear-driven camshaft with mechanical lifters, while the crankshaft was a forged unit running in five main bearings. The intake system used a four-barrel Holley carburetor feeding a cast aluminum manifold, while the exhaust featured individual ports with cast-iron manifolds. With 8.5:1 compression and a 4,600 RPM redline, it produced 225 hp at 4,400 RPM and 332 lb-ft at 2,500 RPM. The cooling system used a belt-driven water pump with thermostatic control, while the oiling system employed a gear-type pump with full-flow filtration. This engine's combination of modern overhead-valve design and massive low-RPM torque made it ideal for powering Lincoln's increasingly heavy luxury cars through the 1950s.

The massive Mercury-Edsel-Lincoln V8 that powered Lincoln's flagship models in the early 1960s. This 7,046cc 90° V8 featured the MEL architecture with deep-skirt block design and wedge-shaped combustion chambers. The valve train used a gear-driven camshaft with hydraulic lifters, while the crankshaft was a forged unit running in five main bearings. The intake system used a four-barrel Carter AFB carburetor feeding a cast aluminum manifold, while the exhaust featured individual ports with cast-iron manifolds. With 10.0:1 compression and a 4,600 RPM redline, it produced 315 hp at 4,600 RPM and 465 lb-ft at 2,800 RPM. The cooling system used a belt-driven water pump with thermostatic control, while the oiling system employed a gear-type pump with full-flow filtration. This engine's incredible torque output—the highest of any American passenger car engine at the time—made it ideally suited for Lincoln's Continental flagship.

The big-block V8 that powered Lincoln through the 1970s and became one of the largest production passenger car engines ever built. This 7,536cc 90° V8 featured the 385-series architecture with thin-wall casting technology and wedge-shaped combustion chambers. The valve train used a gear-driven camshaft with hydraulic lifters, while the crankshaft was a forged unit running in five main bearings. The intake system used a four-barrel Motorcraft 4350 carburetor feeding a cast aluminum manifold, while the exhaust featured individual ports with cast-iron manifolds. With 8.0:1 compression and a 4,000 RPM redline, it produced 212 hp at 4,000 RPM and 362 lb-ft at 2,600 RPM. The cooling system used a belt-driven water pump with thermostatic control, while the oiling system employed a gear-type pump with full-flow filtration. This engine's massive displacement and low-RPM torque characteristics made it ideally suited for Lincoln's increasingly heavy luxury cars during the emissions-controlled 1970s.

The modular V8 that brought modern overhead-cam technology to Lincoln in the 1990s. This 4,601cc 90° V8 featured a modular architecture with aluminum block and heads and single overhead camshafts per bank. The valve train used chain-driven camshafts with hydraulic lifters, while the crankshaft was a forged unit running in five main bearings. The intake system used sequential electronic fuel injection with a composite intake manifold, while the exhaust featured individual ports with cast-iron manifolds. With 9.0:1 compression and a 5,800 RPM redline, it produced 210 hp at 4,750 RPM and 270 lb-ft at 3,250 RPM. The cooling system used a belt-driven water pump with electric fan, while the oiling system employed a gear-type pump with full-flow filtration. This engine's combination of modern overhead-cam design, aluminum construction, and electronic fuel injection brought Lincoln into the modern era of luxury powertrains.

The sophisticated four-cam V8 that powered Lincoln's flagship models in the late 1990s and early 2000s. This 4,601cc 90° V8 featured aluminum block and heads with dual overhead camshafts per bank and four valves per cylinder. The valve train used chain-driven camshafts with hydraulic lifters, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured individual ports with tubular headers. With 10.0:1 compression and a 6,250 RPM redline, it produced 290 hp at 5,750 RPM and 290 lb-ft at 4,750 RPM. The cooling system used a dual-pass radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's combination of four-cam sophistication, variable intake technology, and refined power delivery made it competitive with the best luxury powertrains from Europe and Japan.

The revolutionary twin-turbocharged V6 that redefined Lincoln performance in the modern era. This 3,496cc 60° V6 featured aluminum block and heads with twin turbochargers and direct injection. The valve train used chain-driven dual overhead camshafts with variable valve timing on both intake and exhaust, while the crankshaft was a forged unit running in four main bearings. The intake system used twin turbochargers with air-to-air intercoolers, while the exhaust featured an integrated manifold. With 10.0:1 compression and a 6,500 RPM redline, it produced 355 hp at 5,700 RPM and 350 lb-ft at 3,500 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder heads and turbochargers, while the oiling system employed a variable-displacement vane pump. This engine's combination of V8-like torque, V6 efficiency, and sophisticated turbocharging technology made it the ideal powerplant for Lincoln's resurgence as a modern luxury brand.

The high-output version of the EcoBoost V6 developed for the Navigator and other flagship models. This 3,496cc 60° V6 featured the same basic architecture as the standard EcoBoost but with numerous enhancements for increased performance. The valve train used chain-driven dual overhead camshafts with enhanced variable valve timing, while the crankshaft was a forged unit with micro-polished journals. The intake system used larger twin turbochargers with improved intercooling, while the exhaust featured a low-restriction system with active valves. With 10.0:1 compression and a 6,500 RPM redline, it produced 450 hp at 5,500 RPM and 510 lb-ft at 3,000 RPM. The cooling system used a triple-circuit design with separate cooling for engine, turbos, and transmission, while the oiling system employed a high-flow variable-displacement vane pump. This engine's incredible torque output and refined power delivery made the Navigator one of the most capable luxury SUVs on the market.

The sophisticated hybrid powertrain that brings Lincoln into the electrified era. This 2,488cc DOHC inline-four featured the Atkinson cycle with late intake valve closing and high compression ratio. The valve train used chain-driven dual overhead camshafts with variable valve timing on both intake and exhaust, while the crankshaft was a forged unit running in five main bearings. The intake system used port fuel injection with variable-length intake manifold, while the hybrid system employed a 88 kW electric motor integrated into the transmission. With 12.3:1 compression and optimized for thermal efficiency, it produced 162 hp while the combined system produced 200 hp. The cooling system used a dual-circuit design with separate cooling for engine and power electronics, while the oiling system employed a variable-displacement vane pump. This powertrain's combination of Atkinson-cycle efficiency and electric motor assistance delivered luxury-car refinement with hybrid efficiency.

The compact twin-turbo V6 developed for Lincoln's crossover models and performance applications. This 2,956cc 60° V6 featured a hot-V turbocharger configuration with turbochargers mounted between the cylinder banks. The valve train used chain-driven dual overhead camshafts with variable valve timing on both intake and exhaust, while the crankshaft was a forged unit running in four main bearings. The intake system used twin-scroll turbochargers with electronic wastegates, while the exhaust featured an integrated manifold. With 10.5:1 compression and a 6,500 RPM redline, it produced 400 hp at 5,500 RPM and 400 lb-ft at 2,500 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder heads and turbochargers, while the oiling system employed a variable-displacement vane pump. This engine's compact dimensions and high specific output made it ideal for Lincoln's increasingly sophisticated crossover vehicles.

The sophisticated plug-in hybrid system that combines turbocharged power with electric efficiency. This system paired the 3.0L EcoBoost V6 with a 75 kW electric motor and a 13.6 kWh lithium-ion battery pack. The combustion engine featured the same basic architecture as the standard 3.0L EcoBoost but with modifications for hybrid operation. The valve train used chain-driven dual overhead camshafts with enhanced variable valve timing, while the intake system used twin-scroll turbochargers with electronic wastegates. With the electric motor producing 75 kW and the battery providing 13.6 kWh of energy storage, the combined system produced 494 hp and 630 lb-ft of torque. The thermal management system used a triple-circuit design with separate cooling for engine, power electronics, and battery, while the system could operate in electric-only mode for up to 30 miles. This powertrain represented Lincoln's commitment to combining traditional luxury values with modern electrification technology.

The exclusive twin-turbo V6 developed specifically for the Lincoln Continental flagship. This 2,956cc 60° V6 featured a hot-V turbocharger configuration with numerous refinements for luxury application. The valve train used chain-driven dual overhead camshafts with variable valve timing on all four camshafts, while the crankshaft was a forged unit with micro-polished journals. The intake system used twin-scroll turbochargers with electronic wastegates and water-cooled bearings, while the exhaust featured an integrated manifold with active valves. With 10.5:1 compression and a 6,500 RPM redline, it produced 400 hp at 5,750 RPM and 400 lb-ft at 2,750 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder heads and turbochargers, while the oiling system employed a variable-displacement vane pump with dual oil coolers. This engine's combination of sophisticated turbocharging, refined power delivery, and luxurious operation made it the perfect powerplant for Lincoln's flagship sedan.

The joint GM-Ford developed 6-speed automatic that served as the workhorse for Lincoln's front-wheel-drive and all-wheel-drive models throughout the 2000s and 2010s. This transmission was prized for its smooth, almost imperceptible shift quality, which perfectly aligned with Lincoln's focus on quiet comfort. It featured SelectShift capability, allowing the driver to manually select gears via a console-mounted button or later, paddle shifters. The transmission's adaptive shift strategy learned the driver's habits to optimize shift timing and firmness. While not a performance-oriented unit, its robust design and refined operation made it a dependable and comfortable choice, embodying the brand's traditional luxury values in models like the MKZ and MKS.

The sophisticated, co-developed 10-speed automatic that powers Lincoln's modern rear-wheel-drive based flagships. This transmission is a cornerstone of Lincoln's quiet performance, featuring an ambitious 7.39:1 overall ratio spread. It combines a very low first gear for confident launching and trailering with progressively closer ratios and a tall overdrive for serene, efficient highway cruising. The control system processes driver inputs and vehicle data to select the optimal gear, providing both seamless shifts in Comfort mode and quicker, more decisive shifts in Sport and Excite modes. In the Navigator, it includes an advanced tow/haul mode that recalibrates shift patterns for heavy loads. Its ability to deliver immense power smoothly and quietly is critical to the Aviator and Navigator's dual role as luxury liners and capable performers.

The refined hybrid transmission used in Lincoln's Grand Touring plug-in hybrid models. This is a power-split device that uses a planetary gearset to seamlessly combine power from a gasoline engine and one or two electric motors. Unlike conventional automatics, it has no fixed gears, allowing the engine to operate at its most efficient RPM regardless of vehicle speed. Lincoln's calibration focuses on delivering exceptionally smooth and silent operation, especially during the transition between electric and hybrid power. It provides the instant torque of an electric motor for quiet, responsive city driving, while the gasoline engine ensures long-range capability. This transmission is key to delivering the brand's 'Quiet Flight' ethos, offering a uniquely serene and powerful driving experience with a significant all-electric range.

The acclaimed ZF 8-speed automatic used in the Lincoln Continental. This transmission was chosen for its blend of refinement, quick shift times, and wide ratio spread. In the Continental, it was meticulously calibrated to deliver the brand's signature 'quiet and smooth' character, with imperceptible shifts under normal driving. It featured paddle shifters and adaptive shift logic that could adjust to the driver's style. The transmission was a perfect partner for the car's available powerful twin-turbo V6, providing effortless passing power and relaxed high-speed cruising. Its sophisticated feel was a key component in establishing the Continental as a modern, world-class luxury sedan.

The modern, transversely-mounted 8-speed automatic used in Lincoln's current front-wheel-drive based crossovers like the Corsair and Nautilus. This transmission prioritizes smoothness, quick response, and fuel efficiency. It features a wide gear spread and an aggressive torque converter lock-up strategy for improved efficiency. The control system is fully integrated with Lincoln's Drive Mode system (Normal, Conserve, Excite, Slippery, Deep Conditions), significantly altering throttle response and shift character to suit the driving environment. In Excite mode, it holds gears longer and provides more aggressive downshifts. Its compact design and refined operation deliver the quiet, effortless, and responsive performance expected from a modern Lincoln.

Not a transmission itself, but a key user interface that replaced the traditional gear lever in many modern Lincolns. The push-button gear selection, mounted on the dashboard or center console, contributes to the brand's clean, uncluttered interior aesthetic and reinforces its focus on effortless operation. The buttons provide a light, precise tactile feedback when pressed. This design eliminates the mechanical linkage to the transmission, allowing for more flexible interior packaging and contributing to the overall quiet and serene cabin environment. It represents Lincoln's commitment to translating the experience of shifting from a mechanical action into a refined, electronic command.

Founded in 1917 by Henry Leland and named after Abraham Lincoln, Lincoln was acquired by Ford in 1922 where Edsel Ford's design leadership elevated the brand to American luxury prestige. The 1939 Continental introduction established styling elegance that would define Lincoln, while presidential limousines—including the tragic John F. Kennedy assassination vehicle—cemented the brand's place in American history. Lincoln's suicide door tradition, Mark series coupes, and Continental Mark variants built luxury credentials alongside the Town Car's executive limousine legacy. The Navigator SUV's 1998 introduction pioneered the luxury SUV segment before an ill-conceived MK alphabet naming system in 2007 eroded brand identity until traditional names returned in 2016. Today's Quiet Flight philosophy and Sanctuary interior concept position Lincoln as Ford Motor Company's premium brand offering distinctly American luxury—eschewing German sport-sedan dynamics for serene comfort and effortless grace. Lincoln demonstrates that American luxury's strength lies not in copying European blueprints but in embracing uniquely American values: space, comfort, and unpretentious elegance that prioritizes passenger wellbeing over driver engagement, proving luxury can be measured in tranquility rather than lap times.