Huw Evans
December 1, 2008

The Hot Rod Lincoln returns
Not since the early '50s have the terms performance and Lincoln really gelled. The '84 Lincoln Mk VII LSC (Luxury Sport Coupe) brought them together. Early cars used the 140hp throttle-body injected 302, but the air suspension and good handling made them decent grand tourers, especially considering they cost under $25,000. For 1986, engineers dropped in a 200hp sequentially injected V-8 engine and just over a year later, a bigger throttle body, larger intake runners, and new heads, boosting power to 225 hp.

Combined with new 16-inch wheels and tires, the Lincoln Mk VII became the Mustang GT in a tuxedo, or an American BMW 6-series (depending on which magazine you read). It also started gaining a legion of fans that learned that besides being great performers in factory stock form, these cars could be hopped up in much the same way as 5-liter Mustangs. A new dash, driver's airbag, and interior revision arrived for 1990 along with new BBS-style wheels on LSCs, plus the first of three special editions--others would arrive for '91 and '92, after which the VII bowed out, replaced by the swoopy new Mk VIII. Today, decent Mk VIIs can be picked up for well under $5,000 and are currently one of the best bang for the buck buys in the marketplace-Ford or otherwise.

The Details
Ron Aul's '88 Lincoln Mk VII LSC

Engine

  • Ford 331 stroker V-8
  • R302 four-bolt main block bored
  • 0.030 inch over
  • Scat {{{9000}}} stroker crankshaft
  • Scat H-beam connecting rods
  • Diamond Forged alloy 9.0:1 pistons
  • Hastings low-tension piston rings
  • Comp Cams hydraulic roller camshaft,
  • 0.555/0.565-inch lift, 274/282-degrees duration
  • Ford Racing GT40X aluminum cylinder heads
  • Ford Racing 1.94/1.60 intake/exhaust valves
  • Ford Racing single valvesprings with dampers
  • Ford Racing 1.6:1 rocker arms
  • Redesigned stock fuel tank incorporating baffles
  • Holley SysteMax upper and lower intake assembly, powdercoated
  • Summit Racing 42 lb/hr fuel injectors
  • 85mm PMS mass air meter
  • Professional Products 75mm throttle body
  • Vortech S-Trim supercharger
  • Summit Racing ignition box and coil

Transmission

  • AOD four-speed automatic overdrive built by Tom Stotish, Butler, PA
  • Edge Racing 9.5-inch 3,200-rpm stall speed converter
  • Lentech valvebody and shift recalibration, Kevlar overdrive bands

Rearend

  • 8.8-inch axle
  • Traction-Lok differential
  • 28-spline axles
  • Ford Racing 3.55 gears

Exhaust

  • MAC 15⁄8-inch long-tube headers
  • MAC 2 1/2-inch H-pipe with high-flow catalytic converters
  • Hooker Aero Chamber 2 1/2-inch mufflers and stainless steel exhaust tips

Suspension

  • Front: Full coil-spring conversion, SN95 Mustang front spindles and lower control arms, Mustang coil springs and inner and outer tie-rod ends, Monroe shock absorbers, factory antiroll bar
  • Rear: Full coil-spring conversion with Mustang coil springs, owner-made double adjustable upper control arms, stock lower control arms with polyurethane bushings, antiroll bar, Monroe Max Air shock absorbers

Brakes

  • Front: Ford Mustang Cobra front disc brake conversion, 13-inch front rotors, dual-piston calipers
  • Rear: Factory rear disc, 10-inch rotors, single-piston calipers
  • Factory installed TEVES-II four-channel ABS system