Concours
Chevy saw a threat in the Ford Granada and Mercury Monarch which were considered near-luxury compacts with Euro style. When GM’s divisions were truly independent of each other, maybe Chevy’s leadership recalled that the Cadillac Seville was using a stretched Nova platform— Maybe they got an idea… Originally, the call was answered with the upscale 1975 Nova LN.

For 1976, they created a new name called Concours, though the car was still based on the Nova. It was marketed as a separate model altogether, and even had its own brochure. A more plush interior, unique grille, special taillights, bumper guards and added hood ornament transformed the Nova into a Concours. Like on the regular Nova, a Cabriolet vinyl roof appearance package was also available. Engine and transmission choices duplicated the standard Nova’s offerings— 250 1bbl I6, 305 2bbl V8, 350 4bbl V8 & 3-speed, 4-speed, automatic. Surprisingly, the Concours was never ridiculed for being one of GM’s famed badge-engineered vehicles.

The nameplate was used just until 1977. This year it received an even more formal grille and a taillamp revision. For 1978, the Nova Custom pressed on with ‘Concours-like’ luxury amenities.

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Eldorado

The Eldorado was in the third year of its generation as of 1973. The 1974 Eldos shared the same general appearance as the ’73s but received a new grille. Powering this heavy car until 1976 was the Cadillac 500 CID 4bbl V8.

The car got a new nose with rectangular headlamps for 1975. The same appearance was held onto until 1978. The 500 4bbl was still around, but a 500 CID Fuel Injected V8 was an option for 1975 & 1976. In 1977 & 1978 the engine choice was limited to a 425 CID 4bbl V8.

In 1979, the Eldorado, along with its E-body counterparts, was put on a diet. The car was downsized, while still retaining all the room of the old version. Weight was reduced on average by a staggering 1200 lbs. The engine choices pretty much duplicated the ’80-’85 Seville. Like the Seville, the end of this generation was 1985.

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Seville
The first generation of the Seville was right in the middle of the smog-era— 1975-1979. This car was based on the X-body architecture (Nova, Phoenix, Omega, Skylark) but was on a longer wheelbase and built for a softer ride.

It weighed about 600 lbs. more than a Nova, at 4000 lbs. This recreated X-body was known as the K-body at Cadillac. Two engines were offered for this generation, a 350 CID EFI Oldsmobile V8, and later in 1978, an optional 350 CID Diesel Oldsmobile V8.

For 1980, the Seville was redesigned to front wheel drive orientation. Loosely based on the E-body, it was still known as the K-body. Having a slant back shape, This car was quite a radical departure from the boxy previous Seville. A new 368 V8 based on the classic Cadillac big block was now standard in 1980, though it was very underpowered at 145hp. Almost more infamous than the GM diesels was the new 6.0 V8-6-4 in 1981, which were promptly converted to standard V8s at the request of frustrated owners. The diesel 350 was still available through 1985. A 4.1L Buick V6 was available for ’81/’82. The new standard for ’82 onward was the HT4100 aluminum block V8. The end of this was generation was 1985.

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Continental
The name ‘Continental’ was used in one form or another on all Lincolns for some time. But when we use the name here, we’re using it to describe the basic non-Town Car and non-Mark versions. The Town Car was the top end trim level of this car until 1980, and the Mark series was the boat-like long-nose version. Look in separate areas to read more about them.

The 1973 & 1974 Conties were enormous. They were sold in 2-door and 4-door variants. Providing the necessary motivation for such a large beast was a standard 460 CID 4bbl V8.

There was a facelift for 1975, though the proportions were still monstrous. The 460 was still standard through 1977. For 1978 it was now an option and a 400 CID 2bbl V8 was standard. The 460 was dumped for 1979, which was this generation’s final model year.

The Continental was completely redesigned for 1980. The platform was called Panther. It was offered in 2-door and 4-door versions like the previous generation. A 302 CID 2bbl V8 was now the base power source, though a 351 CID 2bbl was also available this one year only.

The Continental name essentially disappeared for 1981, as Town Car and Mark VI were marketed on their own now.

‘Continental’ returned for 1982. It was re-introduced as a competitor to the Cadillac Seville and Imperial Coupe. The only configuration was a 4-door sedan. Engineered into it was an imitation of its two competitor’s slanted rears.

The Fox platform beneath it was shared with Ford’s Mustang and Fairmont. What this means is that it can definitely be turned into a performer.

The engines powering it after its redesign were a standard 302 CID 2bbl V8 making a ‘whopping’ 131hp, along with an available 232 CID 2bbl V6 for the fuel economy minded. This was the first V6 ever to be sold in a Lincoln product. It made just 112hp.

For 1983 the V6 was quickly dropped, but the carbureted 302 was replaced by a 302 CID EFI V8. The car lived on through 1987 under this same generation.

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Versailles

The Lincoln Versailles was a luxury spin-off of the Ford Granada. The Versailles and the early Cadillac Seville are the original smaller size luxury cars.

The car was sold from 1977 to 1980. Most noticeable differences from the Ford and Mercury counterparts, were the signature Lincoln hump on the trunk lid, and quad headlamp treatment. Engines during the production run were the 302 (133hp) and 351 (135hp) V8s backed by a C4 transmission. The Versailles ended its run after 1980.

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Cimarron, Seville, Eldorado, Calais, Coupe DeVille, Sedan DeVille

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