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44-721: Replacing the Fox platform of the Mark VII, the Mark VIII was the exclusive model to use the FN10 chassis, a derivative of the MN12 platform developed for the Thunderbird and Cougar. Growing slightly in size (primarily in wheelbase), the Mark VIII was developed with independent suspension for all four wheels; at the time, the only other rear-wheel drive American cars to do so (alongside the Thunderbird and Cougar) were

88-498: A 10-disc CD changer, and a JBL speaker system. For 1995, the Mark VIII received a slightly updated instrument panel along with a new radio design. Arriving midyear was a new LSC (Luxury Sport Coupe) model. A retuned version of the standard 4.6 L DOHC V8, now marketed under the name InTech regardless of model, with a true dual exhaust, produced 290 hp (216 kW; 294 PS) at 5750 rpm and 295 lb⋅ft (400 N⋅m) of torque at 4500 rpm. The Mark VIII LSC used

132-451: A 1993 model year vehicle. FN-10 prototype mules in modified Ford Thunderbird and Mercury Cougar bodies began road-testing in 1990. Full-body prototypes later commenced road-testing in the first half of 1991. In February 1991, launch was delayed by 6 months to December 1992. The 1993 Mark VIII was unveiled by the press in March 1992 and officially introduced to the public on November 18, 1992, at

176-469: A Ford document stated that the 2003 "Expedition's 4R70W transmission is rated to handle up to 506 pound-feet of torque, which provides a large performance cushion beyond the peak torque rating of Expedition's largest available engine." It is more plausible that the number indicates the torque handling capability in N-m, as 506 lb-ft converts to 686 N-m which could be rounded to 700 N-m. The "70" may also refer to

220-584: A Hotel Mark in New York City. Production of the 1992 Mark VII ended at the Wixom Plant in April 1992 to facilitate retooling for October production commencement of the Mark VIII. The 1993 Mark VIII was a larger car than its predecessor, being about five inches longer and nearly four inches wider than the Mark VII. The car also had a wheelbase of 113.0 in (2,870.2 mm), over 4 in (101.6 mm) longer than

264-837: A combination of solenoids and the Powertrain Control Module (PCM), while the AOD's shift points are hydraulically controlled by a throttle valve rod. Applications: A revised version of the AOD-E Transmission was released in 1993 with the Lincoln Mark VIII . Unlike the AOD-E, Reverse, 1st, and 2nd gear ratios in the 4R70-W are numerically higher, giving the transmission a better mechanical advantage and, in turn, better take-off acceleration, better passing acceleration, slightly lower fuel consumption, and designed for better gearset strength;

308-491: A damper in the torque converter but, after the project was revisited, a damper eventually made its way into the final design. The transmission was introduced when Ford started to downsize its full-size line in 1979. Initially called XT-LOD (Extension Lock-Up Overdrive), its name was changed when revisited in 1974 to FIOD (Ford Integrated Overdrive) and then to its final name in 1979, the Ford AOD transmission. Applications: The AOD

352-537: A design freeze occurring in November 1994. The first prototypes were built in September 1995, testing into mid-1996. In September 1996, Alcan Aluminum Limited won a bid to supply hoods for the revised FN-10. In the fall of 1996, the Mark VIII received a significant facelift since its 1992 debut, featuring smoother, more rounded front and rear fascias and a larger grille. The car's hood was now aluminum (versus plastic before) and

396-479: A design named "Stretch I", featuring scalloped sides, full length taillights, the spare-tire hump, waterfall grille, small C-pillars, a full-length headlight setup, two air inlets on the front bumper, taillights that flowed upward on the sides rather than downward on the production car — and devoid of chrome. A clay mockup of Stretch I was finalized within four weeks. "Stretch I" was shown in 1:1 scale in clay to Lincoln executives on December 12, 1988. Appalled by

440-557: A revised torque converter, a revised front pump assembly, and a vehicle speed sensor (VSS) that complements the OSS to improve shift quality and efficiency. These improvements allowed the 4R75W to handle more power while being more efficient and economical. While not used on all 2003 model year vehicles, the 4R75W/E transmissions eventually replaced the 4R70W/E. Newer transmissions that are referred to as 4R70E or 4R75E have modifications that complement Ford's switching to throttle-by-wire. The PCM

484-681: A short-long arm (SLA) four-wheel independent suspension with front and rear stabilizer bars and a standard computer-controlled air suspension with sensors to automatically lower the ride height at high speed, enhancing the car's aerodynamics. Powering the Mark VIII was an all-new, all-aluminum 4.6 L (281 cu in) DOHC 32-valve V8 . The engine was the first of its kind in Ford's Modular engine family and produced 280 hp (209 kW; 284 PS) at 5500 rpm and 285 lb⋅ft (386 N⋅m) of torque at 4500 rpm, and required premium grade 91-octane fuel for optimum performance. Handling

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528-400: A steady slip rate during lock-up, but alternates between slipping and grabbing. Frequent fluid changes, especially when used for towing, are the single best method to prevent shudder. A shudder occurs because the torque converter never fully enters "lock-up" and ends up bouncing in and out of lock-up to slip. This causes the engine to flare up and then down again as the clutch cannot hold back

572-430: A two-position memory for the power driver's seat, power door locks, heated power mirrors, power windows with a driver's-side express-down feature, illuminated keyless entry with remote, automatic headlamps , an AM/FM stereo-cassette radio, and an automatic power antenna. Options included a power moonroof, electrochromic automatic dimming mirrors (which filtered out headlight glare from behind), an AM/FM stereo-CD player,

616-593: Is a car platform that was used by the Ford Motor Company from 1988 to 1997 for the 1989–1997 model year Ford Thunderbird and Mercury Cougar two-door personal luxury cars . A variant of this platform, known as the FN10 (Lincoln, North American, corporate Program #10), was used for the 1993–1998 model year Lincoln Mark VIII from 1992 to 1998. Each car based on this platform had a front-engine, rear-wheel drive layout with an independent rear suspension . The roots of

660-437: Is that the front end has struts; however, since there is an upper control arm they are actually coilover shocks. Brakes were a vented rotor / single-piston caliper with Sport model Thunderbirds receiving a larger diameter rotor. The rear suspension consisted of upper and lower control arms with coil spring and shock. Varying sway bar diameters were used among the different models of Cougar and Thunderbird. All MN12 cars shipped from

704-538: The Chevrolet Corvette and Dodge Viper RT/10 . Matching the Cadillac Northstar engine, the Mark VIII was fitted with a dual-overhead cam 4.6L V8, the first Ford Motor Company vehicle fitted with such an engine. Through its six-year production run, the Mark VIII was manufactured by Ford at its Wixom Assembly Plant ( Wixom, Michigan ). As of current production, the model line is the final generation of

748-575: The Pontiac Grand Prix and Buick Regal . Kuchta also approved an independent rear suspension for the MN12 platform, something that would make the Thunderbird and Cougar the only rear-drive domestic cars other than the Chevrolet Corvette (and the later Dodge Viper RT/10 ) to feature this. Ford engineers working on the MN12 program also explored the use of all-wheel drive for the platform with Ford going so far as paying German automaker Porsche to study

792-403: The 4th gear ratio in the 4R70-W is up 0.70:1 from 0.67:1. As a result, fuel economy is slightly increased and downshifting is slightly decreased for less wear. On vehicles powered by the 5.4L V8 engine, a stronger gearset is used than in normal duty 4R70Ws, and Torque Converter stall speeds are also slightly lower due to the 5.4L-engine’s increased low-end torque, as opposed to the 4.6L V8. In 1998,

836-558: The C4, C5, and light duty applications of the FMX. In 1962 Ford began working on a new type of automatic transmission that would emphasize fuel economy and driveability. The new transmission was built around the Ravigneaux planetary gearset of the "X" transmissions. Where many transmissions had a fourth gear added on as an afterthought, Ford's new transmission was designed with a fourth gear integrated into

880-437: The Ford engineers who designed the transmission. It offers faster engagement, quicker shifting, smoother operation, and increased service life. All parts can be bought at Ford dealers for less than $ 60, including the fluid. A 20,000+ GVW cooler is highly recommended for all vehicles. Breakdown of the transmission fluid often results in "converter shudder" (it feels like driving over rumble strips) where converter tries to maintain

924-428: The MN12 program began in 1984 when Ford sought to build on the success of the then-current, Fox body -based Thunderbird and Cougar. Going beyond unique styling, Ford wanted to produce a Thunderbird and Cougar that could compete with more sophisticated and higher performing cars from European automakers such as BMW . To accomplish this, Ford needed to develop a new platform since the existing Fox platform couldn't satisfy

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968-476: The Mark VII's, which afforded greater interior space and ride quality. In spite of its larger overall size, the Mark VIII's base curb weight was slightly lighter than the Mark VII at a little over 3,750 lb (1,701 kg). The Mark VIII featured unibody construction with a high-strength roof, heavy-gauge steel door beams to protect against side impacts, front and rear crumple zones , dual front-side airbags, and four-wheel antilock disc brakes. It also featured

1012-672: The Mark VIII. Under direction of Jim Kennedy, Senior Ford engineer, a team of engineers was assembled to take a stock Mark VIII to the Bonneville Salt Flats in October 1992 to compete in the World Finals, attempting to exceed the existing class speed record of 163 mph. John Engfehr and Henry Neubauer from the Ford engine lab headed up the engine performance team at the salt flats. The Mark VIII ran an official Southern California Timing Association average speed over two runs of 181.171 for

1056-454: The Mark series and Lincoln has not introduced a direct successor to the model line ever since its 1998 discontinuation. Development of the Mark VIII (FN-10) began in 1984 with a projected release for the 1990 model year. Design work began in 1986 and was oriented toward evolutionary changes. By 1987, Lincoln designers emphasized interior design, as ordered by then Ford design director Dave Rees. In

1100-521: The PCM know what the torque will be in the next gear so it can choose the shift points based on the vehicle's projected performance in the next gear. Coupled with the electronic throttle strategy, the transmission computes the output torque required to maintain the vehicle speed and chooses the correct gear and converter state accordingly. The most practical modification for the 4R70W is the J-mod. It involves modifying

1144-590: The V8's power was the 4R70W 4-speed automatic transmission with overdrive. The Mark VIII's rear axle ratio was 3.08:1. Also featured were standard chrome dual exhaust tips and 16-inch cast aluminum wheels. The Mark VIII uses a 140-mph speedometer, an electronic message center (giving time, compass heading, fuel efficiency, engine oil life, and various other vehicle-related warnings and information), automatic climate control, cruise control, leather seating surfaces, six-way power driver and passenger seats with power lumbar supports,

1188-697: The announcement that the Ford Thunderbird would be discontinued after 1997. The project was stopped by Ford for brand image reasons. Ford instead fielded the Ford Taurus for NASCAR's top two divisions in 1998.       Sold exclusively in China.        The Lincoln Mark LT was exclusively sold in Mexico after the 2008 model year. Ford MN12 platform The Ford MN12 platform (Mid-size North America, Corporate Program #12)

1232-536: The autumn of 1988, FN-10 development was pushed and went through several revisions. This was done to further develop a more precise product to accommodate the use of a DOHC modular engine, using the upcoming MN12 platform due to be launched in December 1988. Having seen designs of upcoming models from competitors, Ford ordered a radical redesign, a departure from any previous Lincolns, while retaining styling cues. By November 1988, under Ford designer Kyu Kim, Ford presented

1276-587: The body-side moulding and bumper on the Mark VIII were replaced with monochrome body color inserts on the LSC. The 1995 Mark VIII LSC also marked the first domestic use of HID headlights . A Diamond Anniversary package was offered on the 1996 Mark VIII to commemorate Lincoln's 75th anniversary. It featured "Diamond Anniversary" badging, leather seats, voice-activated cellular phone, JBL audio system, auto electrochromatic dimming mirror with compass, and traction control . Development of an updated FN-10 began in 1993, with

1320-511: The design, the executives ordered several changes to the exterior. As a result, "Stretch II" was created during early 1989, by adding chrome in several places and moderately revising the front and rear end treatments. Stretch II represented about 70 percent of the finished product, with details revised up to mid-1989. The final design freeze of the FN-10 Mark VIII occurred, scheduled for an April 1992 start of production and June 1992 launch as

1364-511: The driver's controls and handles. The 4.6 L (280 cu in) InTech V8 carried on as before, but now came with a distributorless coil-on-plug ignition system, eliminating the use of high-voltage spark plug wires. Some of the internal components of the 4R70W automatic transmission were reinforced for greater durability and reliability in late 1997 models and all 1998 models. LSC models had firmer shocks and larger stabilizer bars for even better handling and control. All-speed traction control

Lincoln Mark VIII - Misplaced Pages Continue

1408-458: The factory with a 5 x 4.25" (5x108mm) lugnut bolt pattern. Ford AOD transmission The AOD (automatic overdrive) is a four-speed automatic transmission , with the 4th gear as overdrive . Introduced in 1980, it was Ford 's first four-speed automatic overdrive transmission. The gearset design is based on the Ford "X" automatic transmissions used during the 1950s, '60s, and '70s. The AOD replaced many of Ford's older transmissions, such as

1452-580: The feasibility of its use, but Kuchta ultimately decided against it out of cost concerns. MN12 cars had a 113" wheelbase and were available with a 3.8L V6 engine, a 3.8L V6 supercharged engine from 1988 to 1995 (1988-1990 in Cougar), a 5.0L V8 engine from 1991 to 1993, and a 4.6L V8 engine from 1994 to 1997. A 4.6L DOHC V8 engine was used for the FN10 platform Lincoln Mark VIII from 1993 to 1998. The front suspension consists of upper and lower control arms with coilover shocks. A common misconception with this platform

1496-401: The gearset. Because it was based on the "X" transmissions, its gear ratios from 1-3 were the same, with the fourth being 0.67:1. The transmission featured a split-torque application for third gear as well as a lockup in the torque converter. The XT-LOD was initially abandoned in 1966, but the design began again in 1974 because of rising gas prices. The project was shelved with a design that lacked

1540-443: The intermediate one-way roller clutch was replaced with a mechanical diode due to durability concerns, thus providing extra holding capacity and longer service. While there is some speculation that the 70 can be multiplied by ten to indicate the pound-feet of torque this transmission is capable of handling, including torque converter multiplication, (i.e. 700 lb-ft of torque), there is no reliable source indicating this. In fact,

1584-590: The new record. This car was rediscovered by Land Speed Racers in Texas who restored the car to its original racing form in 2021 and hold three new land speed records in the stock under 5 liter class for the 1/2 mile, 1 mile and 2 km. with the East Coast Timing Association. In 1996, Michael Kranefuss built a prototype stock car for potential competition in the NASCAR Winston Cup Series ahead of

1628-430: The requirements of the MN12 program. Heading the program was Anthony "Tony" S. Kuchta, who was appointed to the position by Ford management in 1986, when formal production program began. Kuchta decided to retain a rear-wheel drive layout for the MN12 platform as a basis for delivering better road performance, as opposed to following the Thunderbird and Cougars' front-wheel drive -based rivals from General Motors , such as

1672-405: The same 4R70W automatic transmission as the standard Mark VIII, but featured a more aggressive rear axle ratio of 3.27:1. The brochure for the 1995 Lincoln Mark VIII LSC claims a 0–60 mph (0–97 km/h) acceleration time of 7.5 seconds. The LSC featured unique body colors, distinct rear decklid badging, perforated leather seat inserts, and floor mats. The bright chrome inserts normally found in

1716-483: The transmission's torque capacity after torque converter multiplication which occurs at low RPM when the torque converter is more "elastic". 4R70W indicates 4 gears, R ear wheel drive and W ider gear ratio compared to the AODE. The gear ratios are: Applications: In 2003, Ford revised the 4R70W transmission to include: A stronger ring gear that has 24 lugs (as opposed to 6) for the output shaft sensor (OSS) to read from,

1760-608: The trunk carried a more subtle version of the "spare tire hump" associated with earlier Mark Series cars. HID headlamps became standard and were placed in larger housings compared to earlier models. A neon brake light ran across the rear decklid. Side mirrors now came with puddle lamps, which, upon unlocking the doors, illuminated the ground for the driver and passengers to see when entering the car. The side-view mirror housings also incorporated flashing LED turn signal lamps to warn other drivers of an intended lane change or turn. The interior included 'theater lighting', which softly illuminated

1804-463: The valve body separator plate and gaskets as well as changing or removing accumulator springs to alter the shift timing of the transmission. While these modifications can be done to the 4R75W transmission, the results are not as dramatic, as some of the details of the J-Mod (bigger holes in the separator plate and gasket) were done to the transmission in its design. These modifications are specified by one of

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1848-456: Was given a more powerful microprocessor and Ford added a turbine speed sensor to the transmission. This allows the PCM to know the speed of the input shaft after the torque converter, which is used in combination with crankshaft speed to detect the amount of slipping going on in the torque converter. This information provides PCM with the basis for fully electronic shift scheduling, which limits "hunting", fine-tunes shift speed, and feel. It lets

1892-511: Was now standard, and could be deactivated via the onboard systems status computer when desired. Toward the end of Mark VIII production, Lincoln offered two personalized "specialty" models: the Spring Feature and the Collector's Edition . Mark VIII production ended with the 1998 model year. The new four-door mid-sized Lincoln LS , introduced June 1999 as a 2000 model, served as a replacement for

1936-488: Was redesigned with electronic controls in 1992, becoming the AOD-E . It was primarily intended for the new Modular V8 at first, but it was also adapted to the old AOD bellhousing for vehicles still powered by pushrod engines. While the AOD and AOD-E are like each other (oil pans, casings, bellhousing, and internals), they are not interchangeable with each other, because the AOD-E's shift points are controlled electronically from

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