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Used 2017 Lincoln Continental

Used 2017 Lincoln Continental

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Do you long for the days when sedans were equated with big boulevard cruisers and had names like Crown Victoria, DeVille and, well, Continental? Then get a load of this new Lincoln, which carries the spirit and cushy ride of its predecessor while packing today’s technology and amenities.

While it offers powerful engines, the 2017 Continental is no sports sedan due to its front-wheel-drive nature and cushy ride quality. Conversely, while it can be loaded with nifty features and has a quiet cabin, the Continental still doesn’t shine like a Lexus in its overall manners.

from the Cars.com expert editorial team

There’s no shortage of luxury sedans that compete, and believe it or not, Lincoln’s new flagship is one of the better ones. The 2017 Continental has classy styling, a handsome interior and it’s comfortable — and powerful — on the road.

The Lincoln Continental is, finally, the flagship car Lincoln so badly needs.

Lincoln priced the Continental — a big, brash, gauntlet of a sedan — against reigning mid-size sedans from established luxury brands. But its elegance is unique, and its extra size lends undeniable value.

The Continental, which resurrects a Lincoln nameplate not seen since 2002, comes with front- or all-wheel drive in four trim levels (Premiere, Select, Reserve and Black Label), with three available engines. Compare everything here. We drove a Select with the base engine and a Reserve with the top engine, both with all-wheel drive.

Exterior & Styling

If the Continental signals the next chapter of Lincoln design, Ford’s tiny luxury brand could chart serious growth. Gone is the veined, split grille that characterizes most of Lincoln’s lineup. Instead, the Continental wears a bold horizontal unit that’s as much a statement for Lincoln as it is a rejection of the industry’s obsession with gaping, pavement-to-hood grilles.

Likewise, the Lincoln Continental doesn’t adopt the rising beltlines of most sedans. Rather, Lincoln’s flagship embodies a fresh, horizontal aesthetic from the lights to the profile. It all descends a bit in back, and some may find the tail too droopy, but at least it’s different. Bravo, Lincoln. This is the brand’s best-looking sedan since the early-2000s LS.

Oh, and it’s big. Similar money buys a traditional mid-size luxury sedan — think BMW 5 Series, Mercedes-Benz E-Class and Lexus GS — all of which the Continental dwarfs. At 201.4 inches long, it falls closer to those brands’ full-size sedans. That’s all too apparent in the Lincoln Continental’s turning circle, which ranges a great de. Show full review

The Continental, which resurrects a Lincoln nameplate not seen since 2002, comes with front- or all-wheel drive in four trim levels (Premiere, Select, Reserve and Black Label), with three available engines. Compare everything here. We drove a Select with the base engine and a Reserve with the top engine, both with all-wheel drive.

Exterior & Styling

If the Continental signals the next chapter of Lincoln design, Ford’s tiny luxury brand could chart serious growth. Gone is the veined, split grille that characterizes most of Lincoln’s lineup. Instead, the Continental wears a bold horizontal unit that’s as much a statement for Lincoln as it is a rejection of the industry’s obsession with gaping, pavement-to-hood grilles.

Likewise, the Lincoln Continental doesn’t adopt the rising beltlines of most sedans. Rather, Lincoln’s flagship embodies a fresh, horizontal aesthetic from the lights to the profile. It all descends a bit in back, and some may find the tail too droopy, but at least it’s different. Bravo, Lincoln. This is the brand’s best-looking sedan since the early-2000s LS.

Oh, and it’s big. Similar money buys a traditional mid-size luxury sedan — think BMW 5 Series, Mercedes-Benz E-Class and Lexus GS — all of which the Continental dwarfs. At 201.4 inches long, it falls closer to those brands’ full-size sedans. That’s all too apparent in the Lincoln Continental’s turning circle, which ranges a great deal depending on driveline and wheel size. It can be as tidy as 35.4 feet or as boatlike as about 42 feet, by Lincoln’s estimate. Make sure to test yours before buying.

How It Drives

The all-new Lincoln Continental’s standard powertrain, a 305-horsepower, 3.7-liter V-6, revs smoothly and offers spirited off-the-line power in the transmission’s Sport mode, which quickens accelerator response and delays upshifts. (All engines use a six-speed automatic.) Two turbocharged V-6 engines are optional: a 2.7-liter EcoBoost with 335 hp and a 3.0-liter with 400 hp. We drove the latter, whose superfluous power gets intoxicating. By 2,000 rpm or so, a sustained right foot has the sedan hurtling forward with an urgency that rivals many sports cars. The six-speed automatic — free of the extra gears that thwart so many “advanced” transmissions — dispenses smooth upshifts and deft kickdowns, though one editor noted some hard shifts at low speeds. Forget the V-8; the next Ford Mustang GT should get this engine.

Get the Continental up to speed — it shouldn’t take long — and it becomes a well-tempered cruiser. The standard adaptive suspension produces reverberation-free isolation, though I observed some floatiness over broken pavement in its comfort-oriented setting. A sportier drivetrain mode — which also affects the suspension — diminishes the float and firms things up noticeably, though it remains comfort-oriented overall.

Modest body roll and sloppy steering turn-in will keep you from attacking fun back roads, but the Continental holds its own in a pinch. Past the first few degrees, the steering wheel sharpens up to deliver lively feedback and quick directional adjustments. The chassis shows no signs of early understeer, and Lincoln’s AWD maintains a degree of neutrality that reminded one editor of Acura’s excellent Super-Handling All-Wheel Drive.

EPA-estimated combined gas mileage ranges from 19 to 21 mpg, depending on drivetrain. That’s thirstier than many competitors, but the Continental makes up some ground by recommending, not requiring, premium gas. Lincoln says premium will maximize performance, but the cheap stuff is acceptable. Given the increasing upcharge on premium in recent years, that’s an important distinction versus the luxury cars that require it.

Interior

The Lincoln Continental’s profile results in squat windows all around that sacrifice some visibility, which may have you wishing for taller glass. But the interior is an otherwise inviting place. Cabin materials are excellent, with upscale graining and soft-touch surfaces virtually everywhere — a consistency you don’t always find, even at this price. Premium details abound, from chrome-ringed buttons to genuine leather-wrapped sections of the upper dashboard and doors. Even the steering wheel hub (not just the rim) comes draped in leather, and it looks stunning. From economy cars to luxury models, dashboard stitching is everywhere these days. Real cowhide is still a treat, and the Continental serves up plenty.

The base (Premiere) trim level has heated vinyl seats; higher trims get heated and ventilated seats with Lincoln’s plush Bridge of Weir leather. Some may find the standard 10-way power seats too short on cushion length, but optional 24- and 30-way (yes, 30) leather seats rectify this. Our Reserve test car had the latter. We counted only 28 adjustments, something Lincoln reconciled via interesting accounting, but the 30-way chairs are still mighty comfortable, with integrated massagers to boot.

Ergonomics & Electronics

The Lincoln Continental has a standard 8-inch touchscreen with Sync 3, an intuitive multimedia platform shared with Ford. It’s a cinch to use and sits above an intuitive spread of physical buttons, with raised switches for the climate controls and must-have knobs for volume and tuning. Lincoln has thankfully thrown its disastrous MyLincoln Touch multimedia system and touch-sensitive controls into the landfill of automotive history, but in cars like the MKC and MKX, the replacement controls seem like an eleventh-hour design change. The Continental’s buttons appear conceived from the ground up; they’re functional and elegant — a high point in the cabin.

Satellite radio and Android Auto are standard. Apple CarPlay, a navigation system, HD radio and two Revel premium audio systems of ascending complexity are optional. We spent the most time with the top, Revel, stereo, and editors agreed it sounds first-rate.

Cargo & Storage

For reasons that still flummox me, in-cabin storage often takes a backseat in luxury cars. Not so with the Lincoln Continental, which stocks the center console with cubbies aplenty. Trunk volume, too, is a decent 16.7 cubic feet, and a 60/40-split folding rear seat with a small center pass-through — a rarity in big luxury cars — is standard. A power trunk lid is optional.

Safety

The Continental has not been crash-tested by the IIHS. A backup camera with front and rear parking sensors is standard, but forward collision warning with automatic emergency braking is unavailable on the Premiere trim level; it’s just optional on higher trims, though many rivals offer it standard — as do cars as plebian as the Toyota flippin’ Yaris. It’s an important crash-avoidance feature, and Lincoln needs to make it standard.

Full-speed adaptive cruise control, 360-degree cameras, inflatable rear seat belts and auto-steering parking are also optional. So are blind spot, lane keep and lane departure warning systems, the latter with corrective steering assist.

Value in Its Class

A front-drive Lincoln Continental Premiere comes reasonably equipped for a base price of around $45,500, while a decked-out Black Label with everything from a custom-leather interior to power rear seats tops out at more than $80,000. With that sort of range, the Lincoln Continental could appeal to everyone from luxury-value shoppers to the flagship-sedan crowd.

Lincoln doesn’t appear to skimp on features and materials at the low end, which speaks volumes to the Continental’s potential relevance for luxury shoppers of all stripes. But the fact that it can hold a candle — and a bright, shining one at that — to the reigning luxury flagships is most impressive. This is a big step forward for Lincoln. Luxury shoppers, take note.

2017 Lincoln Continental

A brand named after a beloved American president—and which once supplied cars to presidents—is now looking to China for salvation. Following Buick’s proven path, Lincoln sees the Middle Kingdom and its swelling ranks of status-obsessed nouveaux riches as the ladder on which it plans to climb back to market relevance. In China, Lincoln still is associated with Kennedy and Eisenhower and American glamour. There, Lincoln carries no negative baggage from decades of neglect. In China, the new Lincoln Continental hopes to make its—pardon the Lincoln pun—mark.

In the United States, where drivers are perhaps a bit more discerning, the Continental lugs the ball and chain of Lincoln’s more recent history and will have to prove itself against some very formidable competition. In that context, the car turns out to be, like Lincoln itself, a work in progress. The thoroughly fussed-over design, with exquisitely beveled edges and lovely LED light bars in back that give a seamless neon look, makes an imposing statement from any angle. And the interior takes Lincoln to heights that were unimagined when the brand sold nothing but bacon-wrapped Fords. But the car, despite its sales having begun already, is not yet fully finished. A few rough edges indicate that Lincoln is not quite ready to beat Lexus or the German luxury triumvirate, and it even has its hands full with the hard-charging Genesis sub-brand of Hyundai.

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Whether you get the base front-wheel-drive $45,485 Premier or the loaded all-wheel-drive $65,840 Black Label, this is a big machine, slightly longer both in wheelbase (117.9 inches) and between the license plates (201.4 inches) than the standard-wheelbase Lexus LS, itself a rather grand limo. Unlike the biggest Lexus (or the biggest Audi, BMW, or Mercedes-Benz), there is only one Continental wheelbase at this point, so you can have any size you want as long as it’s XL. Besides that, Lincoln gives you a choice of three transversely mounted V-6 engines—the Chinese get a fourth engine, a 2.0-liter turbo—and a choice of front- or all-wheel drive, unless you pick the most powerful twin-turbo 3.0-liter, which comes only with all-wheel drive. (The other six-cylinders are a naturally aspirated 3.7-liter and a twin-turbo 2.7-liter.)

For our first drive, Lincoln made available only the 3.0-liter—boasting 400 horsepower and 400 lb-ft of torque—in the top two trim levels wearing nearly every option, a $74,705 Reserve and an $80,260 Black Label. Besides a full load of features and trim upgrades, the latter comes with experiential extras including concierge service for pick up and delivery and an extended maintenance plan. They both had a full suite of luxury and safety options, including the much heralded 30-way power seats, rear-seat climate controls, self-cinching doors, twin sunroofs, and blind-spot and lane-departure warning systems among the phalanx of electronic safety gadgets.

Seat Yourself

Unlatch a door via the high-mounted handle, and the interior is easily accessible through big portals, both front and rear. Once ensconced behind the wheel, you notice immediately the soft embrace of the broadly hugging front thrones, reminiscent of those found in the industry’s current and longtime bucket-seat champ, Volvo. The seats’ many adjustments include two critical ones found on few cars: an independent upper-thorax component that articulates the upper half of the seatback, and a headrest adjustment that puts the soft cushion exactly where you want it. Unlike many modern seats, which curve away from your upper shoulders and neck and leave them dangling in dead space as part of a cheaped-out mechanical anti-whiplash scheme, the Lincoln’s can be configured after a few moments of familiarization to achieve perfect spinal alignment. We only wish the back seats were as comfortable. There’s tons of legroom in back, but the rear bench doesn’t welcome or support you nearly as opulently as the front, and the head of this five-foot 11-inch reporter was almost touching the roof.

The interior trim on these grander-level models, from the broad swaths of wood veneer to the finely perforated speaker grilles, can’t be critiqued without sounding petty. Lincoln no longer wants its products to be thought of as Fords with a different fascia, and the connection to other Ford products through the switchgear is blessedly faint. However, we didn’t see the lower trim levels, and the choice of a deep grain pattern for the material wrapping the dashtop and the seatbacks in the Reserve seems poor. Deep grain has long been associated with cheapness, and a smoother finish should have been selected. We might also have asked for more options in the instrument display screen. You can have a digital speedometer or an analog sweeping pointer, and although the display is legible and conveys the data, none of the options are particularly exciting. Other brands have taken better advantage of the switch from conventional gauges to TFT screens.

Conti in Motion

In motion, the Continental is quiet; even the mighty 3.0-liter makes a benign and distant V-6 hum. Lincoln was aiming for surprising performance from this boosted-to-bursting engine, and the Continental delivers, with the slightest brush of the accelerator causing your head to snap. Indeed, the engineers were a bit aggressive on the throttle calibration; the car rockets off with the gas pedal pushed barely a third of the way into its short stroke. And that’s in the standard drive mode. Select the Sport mode by pushing the S button, located below D on the console (this sport setting being the only other drive mode offered), and the throttle jumpiness becomes downright annoying. There’s no way to be subtle in the Continental, no way to merely waft past a slower car. You have to pass them as if you are trying to humiliate them. Hey, some people like that sensation of instant, massive power, but in this age of electronic controls, Lincoln should give the driver the choice of opting out for a more measured throttle-control map.

The six-speed automatic transmission proved another rough spot. It can shift at odd times, and often it doesn’t work transparently, especially on mid-throttle roll-offs from the line. Occasionally it lurched into second gear as if the car were hiccuping; once, it seemed to disconnect from the engine completely for half a second, then slammed into gear as if the car had been rear-ended, eliciting a startled gasp from both driver and passenger. We’re guessing that more elegant powertrain calibrations will roll out over time as buyer feedback comes in.

The all-wheel-drive system includes a torque-vectoring function that, thanks to a gearset within the power take-off, allows the outside rear wheel to be over-run to help aim the car into a corner. Think of a canoe with two paddlers, the rearmost of which is paddling harder to the outside of a turn, and you’ve got the idea. Thus, the Continental’s steering is lively and quick and definitely un-Lincoln-like, the weighting natural and progressive as it turns off-center. It’s no trouble to place this big car in a corner or to thread a narrow space between, say, a pothole and a guardrail. The fine steering, if not exactly breathing with the tugs and sags of the road, is perhaps the Continental’s best dynamic feature.

We drove cars equipped with both the 19-inch wheels wearing fairly modest Michelin Primacy MXM4 all-season tires and the 20-inch wheels with more aggressive Goodyear Eagle F1 Asymmetric all-season rubber. With either, the ride is quite firm and the roll and pitch well attenuated, but on the 20s, the Conti’s lack of suspension travel wears through any velvet veneer. The suspension clomps against its bump stops over rough pavement that should be cushioned out in this, a somewhat genteel luxury liner. Lincoln eschewed fancier air springs or magnetorheological dampers in favor of adaptive shock valving, a cost-effective and reliable solution but one with somewhat limited capability. Whatever the thinking, at the price point where the Continental is playing, the suspension steps just a little too hard. (There also are available 18-inch wheels that are likely to offer the best ride of all.)

At least the structure—in its simplest terms an upsizing of the Ford Fusion platform, made mostly of various grades of steel with a few aluminum outer panels—is stiff, taking its wallops without shaking the floor or the steering column. But the penalty is weight, with the lightest front-drive Continental coming in at just over 4200 pounds, according to Ford. No doubt that’s one reason the 3.0 manages an EPA combined rating of only 19 mpg. We just tested an all-wheel-drive 3.6-liter Cadillac CT6 that weighed 4138 pounds and returned fuel economy close to what Ford claims for its similar but less powerful 3.7-liter V-6.

The Conti’s stiff ride is perhaps why the center console of one of our cars developed a persistent itching squeak somewhere around the clutter bin. When informed of this, an attending engineer just sighed, indicating that despite what have been (for Ford) obsessive efforts to mitigate squeaks and rattles, it remains a dogging issue in the early cars out of the Continental’s Flat Rock, Michigan, assembly plant.

As we said, the Continental is a work in progress. Some of the basic ingredients are there, including the design, the surfeit of modern amenities such as the fully updated Sync 3 infotainment system—alas, still lacking a center control knob, so inputs are touchscreen or voice control only—and a variety of powertrain and driveline options to suit many needs. It just needs polishing, a process that has taken Cadillac and Audi, two other reinvented luxury marques, some 20 years to pull off. At least Lincoln has finally taken its first steps.

Specifications

VEHICLE TYPE: front-engine, front- or 4-wheel-drive, 5-passenger, 4-door sedan

BASE PRICES: Premier, $45,485; Premier AWD, $47,485; Select, $48,440; Select AWD, $50,440; Select 2.7 GTDI, $50,690; Select 2.7 GTDI AWD, $52,690; Reserve, $54,840; Reserve AWD, $56,840; Reserve 3.0 GTDI AWD, $60,105; Black Label, $63,840; Black Label AWD, $65,840; Black Label 3.0 GTDI AWD, $69,105

ENGINE TYPES: DOHC 24-valve 3.7-liter V-6, 305 hp, 280 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 2.7-liter V-6, 335 hp, 380 lb-ft; twin-turbocharged and intercooled DOHC 3.0-liter V-6, 400 hp, 400 lb-ft

TRANSMISSION: 6-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 117.9 in
Length: 201.4 in
Width: 75.3 in Height: 58.5 in
Passenger volume: 109 cu ft
Cargo volume: 17 cu ft
Curb weight (C/D est): 4200-4400 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 5.0-5.8 sec
Zero to 100 mph: 12.2-14.0 sec
Standing ¼-mile: 13.5-14.8 sec
Top speed: 130 mph

FUEL ECONOMY:
EPA city/highway driving: 16-18/24-27 mpg

Small overlap front: driver-side

Rating applies to 2017-20 models

Tested vehicle: 2017 Lincoln Continental Premiere 4-door

The Lincoln Continental was reintroduced in the 2017 model year as a replacement for the Lincoln MKS.

Action shot taken during the small overlap frontal crash test.

The dummy’s position in relation to the door frame, steering wheel, and instrument panel after the crash test indicates that the driver’s survival space was maintained very well.

The frontal and side curtain airbags worked well together to keep the head from coming close to any stiff structure or outside objects that could cause injury.

The driver’s space was maintained well, and risk of injuries to the dummy’s legs and feet was low.

Measures of occupant compartment intrusion on driver side

Test IDCEN1710
Lower occupant compartment
Lower hinge pillar max (cm)5
Footrest (cm)3
Left toepan (cm)2
Brake pedal (cm)4
Parking brake (cm)
Rocker panel lateral average (cm)1
Upper occupant compartment
Steering column3
Upper hinge pillar max (cm)4
Upper dash (cm)4
Lower instrument panel (cm)5

Driver injury measures

Test IDCEN1710
Head
HIC-1577
Peak gs at hard contactno contact
Neck
Tension (kN)0.6
Extension bending moment (Nm)18
Maximum Nij0.16
Chest maximum compression (mm)21
Femur (kN)
Left0.1
Right0.0
Knee displacement (mm)
Left
Right
Knee-thigh-hip injury risk (%)
Left
Right
Maximum tibia index
Left0.49
Right0.33
Tibia axial force (kN)
Left0.8
Right0.0
Foot acceleration (g)
Left24
Right24

Lincoln Continental Black Label 2017 года (фото 1 из 27)

Галерея автомобиля Lincoln Continental Black Label 2017 года включает в себя 27 оригинальных изображений высокого качества.

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Изображенный на фотографиях автомобиль был выпущен в 2017 году.

Другие галереи Lincoln Continental

Другие галереи Lincoln 2017 года

  • 2009 Honda Insight
  • 2006 Mercedes-Benz Intouro M
  • 1955 Cadillac Elegante by Rocco Motto
  • 1988 Nissan Stanza
  • 2008 Ford Mondeo 5-Door
  • 2011 Ford Mustang Stage I by Roush
  • Страна: США
  • Годы работы: 1917 — н.в.

В 1917 году Генри Лиланд, основатель марки «Cadillac», зарегистрировал новую фирму.

Модели Lincoln

  • Aviator
  • Continental
  • Corsair
  • LS
  • Mark LT
  • Mark VII
  • Mark VIII
  • MKC
  • MKS
  • MKT
  • MKX
  • MKZ
  • Nautilus
  • Navigator
  • Town Car

Популурные галереи

  • Mercedes-AMG CLA45 by B&B 2015 года
  • Honda Civic SiR Coupe by Xenon 1996 года
  • Fiat 1800-2100 1959 года
  • Studebaker Transtar Deluxe Pickup 1958 года
  • Toyota Crown Super Saloon Sedan 1980 года
  • Ferrari 212 Export Motto Spyder (0094E) 1951 года
  • Maserati GranCabrio Prowler Project PUR Wheels by SR Auto Group 2012 года
  • Scania R480 8×2 Highline Crane Platform 2010 года
  • Voisin C28 Saliot Cabriolet 1938 года
  • Mercedes-Benz Sprinter Classic 311CDI Van A3 2013 года
  • Ford Thunderbird Neiman Marcus Edition 2002 года

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Марка: Lincoln Модель: Continental Седан [D544] 10 поколение 2017-2019
Годы выпуска: 2017, 2018, 2019
Размер щеток Линкольн Континенталь: 600 мм и 500 мм
Как установить щетки на Lincoln Continental →

Бескаркасные щетки Champion Easy Vision Multi Clip 600 мм и 500 мм

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Бескаркасные щетки Champion Easy Vision Multi Clip EF60-B01 + EF50-B01 точно подходят для Линкольн Континенталь 2017-2019 Седан [D544] 10 поколение

Champion Easy Vision Multi Clip

Champion Easy Vision Multi Clip — бескаркасные щетки стеклоочистителя от известного европейского бренда «Чемпион» (концерн Federal Mogul), оснащенные универсальными адаптерами. Щетки работают тихо, имеют высокое содержимое графита, способны безотказно работать в любую погоду.

Преимущества Champion Easy Vision Multi Clip:

  • Удобное крепление: патентованное крепление Multi Clip подходит для 7 распространенных типов рычагов ОЕ;
  • Лучший в своем классе охват рынка: охват 95% автомобилей всего 15 артикулами длиной 35-80 см;
  • Плавное скольжение и долгий срок службы: прочная конструкция с плавным скольжением, без шума и без риска коррозии;
  • Простая установка: логичная нумерация деталей и QR-коды со ссылкой на мобильный веб-сайт с видео инструкцией по установке.

Мнение эксперта: качественные бескаркасные дворники с уникальным креплпением-трансформером на 7 разных поводков (кроме типа «крючок»). Хорошая альтернатива Trico, BOSCH.

Повышенная эффективность очистки. Для повышения эффективности бескаркасных щеток Easyvision от Champion предлагается новая симметричная конструкция. Прецизионные ребра жесткости обеспечивают плавность скольжения щетки и эффективную бесшумную очистку стекла.

Гибридные щетки Heyner Hybrid 600 мм и 500 мм

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Гибридные щетки Heyner Hybrid H-HB-34000-S + H-HB-30000-S точно подходят для Линкольн Континенталь 2017-2019 Седан [D544] 10 поколение

Heyner Hybrid

Heyner Hybrid — гибридные щетки стеклоочистителя от известного европейского бренда «Хайнер» (концерн Alca Heyner). Конструкция немного проще, чем у легендарных Denso Hybrid из Японии, однако интереснее: есть возможность использования сменных креплений. Да и ценник куда более гуманный. Щетки работают тихо, имеют высокое содержимое графита (используется технология Nano Graphit), способны безотказно работать в любую погоду.

Смысл конструкции такой же, как и у любого другого гибридного стеклоочистителя. Есть обычный каркасный дворник (за основу в данном случае была взята щетка Heyner Exclusive) и он закрывается специальным кожухом, который одновременно выполняет две функции: улучшает аэродинамические показатели стеклоочистителя и вместе с этим защищает его от внешних факторов — снега, дождя, грязи и так далее. Таким образом, щетка не создает лишних шумов при работе на высокой скорости и при этом годится для эксплуатации в любое время года.

Преимущества Heyner Hybrid:

  • Немецкое качество;
  • Сменные крепления;
  • Специальная резина-долгожитель Nano Graphit с графитовым покрытием;
  • Надежный и проверенный гибридный форм-фактор;
  • Корпус легко очистить зимой;
  • Не шумят на скорости, работают тихо.

Мнение эксперта: Отличное качество, резина Nano Graphit и гибридный форм-фактор — достойный ответ из Германии дорогим гибридным стеклоочистителям из Японии.

Бытует мнение, что такая конструкция надежнее, чем бескаркасные дворники. Однако это скорее субъективное мнение, так как качественный бескаркасный дворник по своим свойствам ничем не хуже, а конструкция его дешевле. Скорее всего, это стереотип, навязанный родиной гибридных дворников — ведь их придумали в Японии, а там делают навечно. Сменные крепления позволили гибридам стать доступными практически для всех совремменных автомобилей. При этом сами крепления производит Heyner, и они качественно отличаются от известных Multi Clip, Champion Multi Clip и серии Flex от Trico, где такое крепление существенно смещает щетку относительно поводка.

Бескаркасные щетки Heyner All Seasons 600 мм и 500 мм

Есть в наличии
1450 руб

Бескаркасные щетки Heyner All Seasons H-AS-94000-S + H-AS-90000-S точно подходят для Линкольн Континенталь 2017-2019 Седан [D544] 10 поколение

Heyner All Seasons

Heyner All Seasons — бескаркасные щетки стеклоочистителя от известного европейского бренда «Хайнер» (концерн Alca Heyner). Конструкция практически идентична другим европейским аналогам, однако по бокам нет зажимов, а также реализована конструкция сменных креплений, что позволило удешевить конечный продукт. Щетки работают тихо, имеют высокое содержимое графита (используется технология Nano Graphit), способны безотказно работать в любую погоду.

Щетки стеклоочистителя All Seasons Premium были разработаны и спроектированы в Германии инженерами HEYNER. Говорящее название не обманчиво — они действительно идеально подходят для эксплуатации в любое время года. За основу инженеры взяли прототипы известных производителей — Trico NeoForm, BOSCH AeroTwin, SWF VisioNext и Champion EasyVision. Но постарались сделать свою модель лучше, учитывая современные тенденции и тренды.

Преимущества Heyner All Seasons:

  • Немецкое качество;
  • Сменные крепления;
  • Специальная резина-долгожитель Nano Graphit с графитовым покрытием;
  • Современный бескаркасный форм-фактор;
  • Корпус легко очистить зимой;
  • Не шумят на скорости, работают тихо;
  • В комплекте — дополнительная сменная резинка.

Мнение эксперта: Идеальный вариант бескаркасного стеклоочистителя, если вы не готовы переплачивать за более дорогие AeroTwin от BOSCH или VisioNext от SWF. All Seasons Premium — лучший выбор бескаркасных щеток по разумной цене.

Конструкция Heyner All Seasons Premium — это классический бескаркасный стеклоочиститель с качественным корпусом и очень качественной резинкой с хорошим слоем графитового напыления, который компания называет Nano Graphit. Это дополняет крепкое основание, на котором можно зацепить одно из сменных креплений. А сменные крепления позволили All Seasons Premium стать доступными практически для всех современных автомобилей. При этом сами крепления производит Heyner, и они качественно отличаются от известных Multi Clip, Champion Multi Clip и серии Flex от Trico, где такое крепление существенно смещает щетку относительно поводка.

Бескаркасные щетки Alca Super Flat 600 мм и 500 мм

Есть в наличии
1110 руб

Бескаркасные щетки Alca Super Flat A-SF-54000-S + A-SF-50000-S точно подходят для Линкольн Континенталь 2017-2019 Седан [D544] 10 поколение

Alca Super Flat

Alca Super Flat — упрощенный вариант (плоский) бескаркасного форм-фактора стеклоочистителей от известного европейского бренда «Хайнер» (концерн Alca Heyner). Конструкция практически идентична другим европейским аналогам, однако по бокам нет зажимов, а сама резинка крепится на плоской металлической пластине, которая обернута резиной. Реализована конструкция сменных креплений, что позволило еще больше удешевить конечный продукт. Щетки работают тихо, имеют высокое содержимое графита (используется технология Nano Graphit), способны безотказно работать в любую погоду.

Это бюджетная линейка стеклоочистителей от немецкого бренда Heyner. Маркетологи Heyner поступили очень хитро и написали на всех коробках Alca простое слово Germany, однако мы от вас ничего не скрываем и честно говорим о том, что сами стеклоочистители Alca производятся в Китае и Польше.

Преимущества Alca Super Flat:

  • Немецкое качество;
  • Сменные крепления;
  • Резина с графитовым покрытием;
  • Бескаркасная плоская щетка стеклоочистителя;
  • Корпус легко очистить зимой;
  • Не шумят на скорости, работают тихо;
  • Приятный ценник.

Мнение эксперта: Отличный вариант «плоских» щеток для тех, кто не гонится за брендами и желает получить приемлемое качество по низкой цене.

Конструкция SuperFlat — это упрощенный вариант бескаркасного стеклоочистителя. Крепление и резинка «одеты» на металлическую пластину. К ней же снизу прикреплена (сменная) резинка дворника с графитовым напылением. Качество щеток позволяет их использовать от 3 до 12 месяцев в году, в зависимости от условия эксплуатации. А сменные крепления позволили Alca стать доступными практически для всех совремменных автомобилей. При этом сами крепления производит HEYNER, и они качественно отличаются от известных MultiClip и серии Flex от Trico, где такое крепление существенно смещает щетку относительно поводка.

Ароматизаторы салона, очистители торпедо и сидений, очистители кузова, салфетки, губки для ухода за автомобилем

Things You Will Love About This Vehicle | Climate Package which Includes Auto High Beams, Auto Dimming Rear View Mirror, Heated Rear Seats, Rain Sensing Wipers, Heated Steering Wheel, Windshield Wiper De-icer | Technology Package which Includes Active Park Assist, Adaptive C.

$3,393 Below Market

Основные характеристики лота

Предлагается недорогой автомобиль:

  • Модель марка авто – Lincoln Continental;
  • Вин номер – 1LN6L9UK4H5607952;
  • Год выпуска – 2017;
  • Тип трансмиссии – Автомат.

Дополнительные характеристики

Автомобиль имеет привлекательный цвет кузова Черный, который хорошо просматривается на трассе в любое время суток.

Указанная цена лота 17800$ может варьироваться в зависимости от количества предложений покупателей.

Предварительная дата продажи автомобиля 12.08.2020 22:00 назначается продавцом. Определить участие в авариях и подтвердить настоящий пробег авто 109946 км можно по данным базы Карфакс, после ввода VIN кода.

Конечную цену лота каждый клиент может рассчитать с помощью онлайн-калькулятора на сайте компании.

Чтобы получить подробную информацию по лоту, его цене и особенностях автомобиля, отправьте запрос через форму. Менеджер ответит на все вопросы и поможет оформить заказ.

Discuss: 2017 Lincoln Continental review: 2017 Lincoln Continental: The comforting return of an American icon

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  • 2017 Lincoln Continental

The auto industry’s definition of luxury is forever changing. Novel features constantly trickle down to models of lower price tags and status, so premium automakers are always on the hunt for The Next Big Thing. The heated/cooled seats and sleek glass showrooms of yesteryear have given way not just to 30-way massaging loungers, but to inclusive ownership experiences with butler-like services.

What’s interesting is that in terms of performance, today’s luxury sedan market is showing signs it’s going back to the future, putting an emphasis on coddling performance over cornering prowess. That may not play well for marketers who love to show their cars hustling over Alpine passes or powersliding on dry lake beds, but it’s probably more consistent with the way buyers actually drive, and it’s certainly more in line with Our Autonomous Future. If not a total refutation of the sporty Germanic driving character that nearly all luxury automakers have been tilting at for decades, this change is at least a significant development. Need proof this trend has legs? Look no further than new cars like the Genesis G80 and G90 , Volvo S90 , and this car, Lincoln’s reborn Continental.

Читать еще:  Ремонт и чистка впускного коллектора автомобиля

Yes, Lincoln Continental. It’s been a while since we’ve heard those two names together. In fact, it’s been 15 years since Ford’s luxury brand offered a Continental, and it’s been much, much longer since the famed nameplate wasn’t an embarrassing, tarnished mess. This new 2017 model not only aims to restore some luster to one of the great monikers in all of motoring, it’s on a mission to make Lincoln relevant again — not just here in North America, but in China, the world’s largest car market, where the brand will have to succeed if it has any hopes of surviving at all.

Spoiler alert: The new Continental is a very nice car.

This $1,750 paint is called Chroma Elite Copper Metallic, and unexpectedly, it grows on you.

The chief thing that’s been holding Lincoln back all these years is a profound lack of investment. If Ford’s now-dead Mercury models offered Blue Oval cars with a bit more content, Lincoln’s didn’t do much better, slathering on a schmear of chrome frosting and little else. And while this new Continental doesn’t ride on its own dedicated platform, it still feels like a clean-sheet execution.

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Let’s start with this Lincoln’s curb appeal, because. it has some. I mean that literally — the Continental’s best, most distinctive view is its profile, the aspect you’d see when standing alongside one on the sidewalk. When viewed from the side, not only can you take in this Lincoln’s vast scale, you can see its most unique design attributes: its startlingly clean sheetmetal and improbably enough, its door handles and mirrors.

The former are uniquely integrated into a band of chrome just below the windowline, a placement that necessitated using electric microswitches to activate the release (mechanical assemblies wouldn’t fit). The handles look great and feel both substantial and appropriately cool to the touch. My only wish is that the back doors were rear hinged, so that you could pull open both handles like a big Sub-Zero fridge, or, more accurately, like a 1960s Elwood-Engel-era Continental, whose slab sides this new model tries to emulate. But suicide doors would’ve been a crippling engineering cost and crash-test challenge, so front hinges it is.

It’s not often that mirrors are worthy of note, but the Continental’s are almost sculptural in detail.

I mentioned those side mirrors earlier for a reason. Just look at them — they’re perched like jewelry boxes on delicate chrome platforms. They’re the type of ornamentation normally seen on concept cars, but this sort of attention to detail almost never sees production. They’re beautiful, and just as importantly, they’re not so small as to be useless.

By contrast, the Continental’s nose and tail are a bit disappointing. The front end, in particular, is a facsimile of Lincoln’s newly facelifted MKZ , a strategy that’s hard to comprehend. I understand the desire to build a familial look to promote the brand, but this design-by-Xerox approach is absurd. Hewing more closely to the concept car that wowed the 2015 New York Auto Show would’ve helped. While the show car and the production model look outwardly very similar, something has been lost in translation, mostly around the car’s lower extremities.

Speaking of the MKZ, this car rides atop a stretched and widened version of its CD4 platform, which it also shares with the Ford Fusion and Lincoln MKX . That means that unlike most traditional full-size luxury cars, the Continental is either front- or all-wheel drive. Don’t let those prosaic roots distract you, though. Lincoln may have a long and troubled history of merely dressing up Blue Oval products, but this Continental feels quite different from behind the wheel.

Particularly on full-house Black Label trims, the Continental’s cabin is every inch a luxury sedan.

That’s in large measure due to the cabin, which is one of the very nicest and most comfortable executions we’ve seen out of Dearborn in decades. In my top-shelf Black Label test model, chrome-edged wood trim nestled neatly alongside rich Venetian leathers and ornately crafted metal speaker grilles, all of it speaking clearly and loudly of the good life.

In addition to all sorts of bells and whistles, Black Label models are notable in that they are available in three different themes, complete with their own suite of trim choices and leather colors (the rich brown seen in these photos is known as Thoroughbred). The Conti’s $1,500 Perfect Position front seats are also worth highlighting, as they come with more adjustments than any other chair on the market. With 30-way articulation, they’re the Kama Sutra of car seats.

Second-row accommodations are similarly well done, with loads of legroom and fine detailing. There’s even an optional $4,300 rear-seat package that includes power rear seats with massage, heating and cooling, along with a twin-panel moonroof and armrest controls for HVAC and infotainment. My test vehicle wasn’t so equipped, but it would’ve been interesting to see if the reclining seatbacks helped to obviate the Continental’s surprising packaging weakness: rear headroom. (Presumably the problem is lessened in non-moonroof cars.)

Perfect Position seats articulate 30 ways from Sunday, and offer heat, cooling and massage.

On the cabin technology front, Sync 3 handles the infotainment chores, and while it’s not as sexy in appearance or feature count as systems from Audi and Mercedes-Benz, the touchscreen interface is intuitive and quite snappy speed-wise. Apple CarPlay and Android Auto compatibility are on standby if you prefer, too. An available Revel Ultima stereo system delivers 19 speakers of sonic bliss, and the cabin is nicely hushed to take advantage of the excellent audio quality.

Naturally, all those power seat motors, speaker magnets, yards of leather and cavities stuffed with sound deadener add up to a hefty car: over 4,500 pounds. You need a substantial powertrain to motivate that kind of mass, and with V8 engines now out of vogue for most new cars, it’s unsurprising that Lincoln has pried open Ford’s toy box to get at its better V6 engines. There are actually three six-cylinders available, with the base 3.7-liter the only one not being treated to forced induction. Borrowed from Ford’s Mustang , the entry-level powerplant rings up 305 horsepower and 280 pound-feet of torque.

A 2.7-liter EcoBoost twin-turbo engine dials things up to 335 hp and 400 pound-feet, while the top-trim tester seen here arrived with Lincoln’s range-topping twin-turbo 3.0-liter that generates 400 horses and torques. All-wheel drive with a torque-vectoring rear axle is standard with this most-powerful engine, but buyers can upgrade less-powerful models from front- to all-wheel drive for $2,000.

Under this hood lives a 3.0-liter turbocharged V6 dispensing 400 horsepower.

Carpeting the throttle is a satisfying exercise, as the 3.0-liter is plenty muscular, with 60 mph smacking the Lincoln’s laminated windshield in around 5.5 seconds. What the Continental’s six-speed SelectShift automatic transmission gives up in ratio selection, it repays in refinement.

Having a modern eight- or nine-speed gearbox would likely help this engine’s efficiency picture, which isn’t great: EPA ratings call for 16 miles per gallon city, 24 mpg highway, and 19 combined. Those numbers are realistic out in the real world, if only because the Continental doesn’t really make any attempt to goad you into sporty driving. Its relatively soft ride and light steering won’t encourage you to take back roads home from work, even if the chassis is actually up to the job.

Speaking of ride and handling, if you’ve got it in your head that the Continental is the same soggy, crestfallen mess as its distant forbears, it isn’t. No, it doesn’t have trick magnetorheological dampers, variable-ratio steering or high performance rubber, but in everyday driving, it’s all the better for it. This Lincoln is clearly tuned to prioritize comfort, and yet its body motions aren’t nautical by nature, even when the suspension is dialed to Comfort. There is a Sport mode, but selecting it, frankly, feels a bit beside the point. The default setting is nicely balanced, and most owners will probably set it and forget it, which is the smart move.

Common in the Midwest, but if you live in California, don’t expect to see one on every corner.

Presuming solid handling won’t help you avoid accidents alone, the Conti also comes with a range of available active safety features, including 360-degree cameras, all-speed intelligent cruise control, blind-spot monitor, lane-keep assist and precollision warning with pedestrian detection and auto brake. Much of this electronic security blanket is bundled into a $3,105 Technology Package, but it feels like some of the equipment should be standard, especially self-braking. It’s also worth noting that rival models have more advanced semi-autonomous drive hardware, which is exactly the sort of tech that would feel at home in a car like this.

As you’ve likely gathered, none of this comes cheaply. The Michigan-built Continental starts at a reasonable-sounding $45,645 delivered, but low-end models don’t feel all that special in terms of power or equipment. If you want to get the full, comfort-first «quiet luxury» experience, you’ll need to splash out on an upper-end model. Black Label trims start at $65,840 in your driveway, but my tester was optioned all the way to $77,710.

That sort of pricing ambitiously plants the Lincoln Continental in the thick of offerings from more prominent brands, including stalwarts like the Audi A6, BMW 5 Series and Mercedes-Benz E-Class. All of those models offer more compelling cabin technology, but not necessarily the same level of relaxed comfort.

Trunk space is a respectable — if unremarkable — 16.7 cubic feet.

Thankfully, Lincoln knows they’re going to have to work extra-hard to earn the attention of luxury buyers, so at least on upper-end models, they’re wrapping up the Continental ownership experience in a velvety cloak of premium service. Black Label membership not only comes with things like a four-year/50,000-mile total maintenance plan that includes pickup, delivery and a loaner car, but also niceties like complimentary annual detailing and a Culinary Collection membership to exclusive dining experiences. Indeed, Lincoln isn’t so preoccupied with Autobahn supremacy as it is with throne-like seats that effortlessly spirit you away to a private table where dry-aged Wagyu ribeyes and a full-bodied Bordeaux await.

It won’t be for everyone, but Lincoln’s vision of modern luxury is still a pretty delicious way to go.

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