1992 Lincoln Other for sale $4,995

Here is a very beautiful, low milage, (112,288) collectible, white 1992 Lincoln MKVll (the last of the series) that runs and looks great with some small paint spot defects as shown in photos but you will see overall this is a great looking MKVll that commands attention.

When the Lincoln Mk VII hit the road in 1984, it was immediately polarizing. Radical even in plush Blass and Versace variants, the LSC--short for Lincoln Sport Coupe--tightened up the suspension, rode the same blackwall Goodyears. Ford even pushed NHTSA to accept the flush-mounted, European-style headlamps--and won. the Mk VII quite literally changed the face of the American automotive landscape. The only vestige of the old days was the faux-spare-tire hump molded into the trunk. The Mk VII had a market unto itself: It was sportier than the Cadillac competition, yet was cheaper than the overseas offerings--while embracing an all-American driving feel all its own and the inclusion of Fords now-legendary 225hp 5.0L H.O. V-8 and 16-inch wheels with anti-lock brakes. Lincolns executive express sailed through to 1992 with only detail and trim changes, and sold more than 100,000 units in the process. They have become very collectible, what does this mean for you?---now is the time to buy.

ENGINE In fuel-injected form, with the two-piece intake, high-flow heads and tubular exhaust headers cribbed from the Mustang GT, this engine puts out 225hp and a respectable 300-lbs.ft. of torque. Compression ratio is at 9.0:1 for 1992. Any components--cranks, pistons--anything with dead-on tolerances or a high-quality finish went to Lincoln. (Anything that was down the middle went to Mercury, and the rest went to Ford.) Performance parts are plentiful: Fords fuel-injected 302 is the engine that convinced a country built on carburetors that theres no reason to be afraid of fuel injection.

TRANSMISSION Ford offered a single transmission in the Mk VII: the four-speed automatic overdrive, the overdrive on this car does not engage correctly, but simply going in drive it runs just fine at more rpm. It is known in Ford circles simply as AOD. LSCs and SEs were all floor-shifted.

DIFFERENTIAL Fords long-lived 8.8-inch ring-and-pinion lived beneath the Mk VII. All LSC models received a 3.27:1 gear with a limited-slip differential, as did the 1990-and-up.

CHASSIS AND SUSPENSION The Mk VII offered a back seat that adults could actually fit in, thanks in part to its 108.6-inch wheelbase (a full eight inches longer than the Mustang); this also helped translate to a smoother ride. The Mk VII ran MacPherson struts in front and a solid axle with four trailing links in back. the Mk VII also ran a set of computer-regulated air springs, for an automatic load-leveling feature. Developed as a joint venture between Ford and Goodyear, the air spring itself is a pressurized rubber bag, and the four bags are connected, via plastic tubing, to an electric air compressor and sealed by solenoid valves. The microprocessor regulates the springs pressure (from 75-100 PSI) according to three sensors: one at each front control arm, and another on the rear axle. Its also connected to the two open-door sensors and a brake sensor. The result: a soft ride that will firm up in the corners.

BRAKES Along with the Mustang SVO, Ford helped make sure that the Mk VII LSC was the first Fox-body to sport vented four-wheel-disc brakes and five-lug wheels: The Lincoln ran 10.9-inch rotors in front and 11.3-inch rotors in the rear.

Parts replaced during 2014 and 2015

Fuel pump and hanger assembly- $380

New distributor, cap, and rotor, with TFI module- $80

Urethane- A-arm bushings- $400

KYB GR-2 Struts - $180

FSB bushings and endlinks- $25

Ignition switch- $38

6 feet vacuum line- $18

Throttle position sensor-