In the mid 1940s, Ford initiated a reorganization to address an increasingly competitive market. It formed Lincoln-Mercury into a separate division, which was akin to setting up a new business. Lincoln-Mercury sought its own dealerships, its own marketing, its own vendor relationships, management and styling departments. The impetus was differentiation from GM, which was offering a wider variety of models at the time. Setting up Lincoln to rival Cadillac fit into this strategy. The redesign of 1948 (model year ’49) was the first clean-sheet Lincoln since 1936. The EL was bullet-sleek, with frenched headlights and plenty of chrome. It sat on a 121″ wheelbase, down from the earlier H-series at 125″, and smaller than its new sibling – the Cosmopolitan – still at 125″. The petite dimensions of the EL series earned these cars the nickname Baby Lincoln. Here on craigslist is a 1949 Lincoln four-door sedan in search of a sympathetic new owner willing to pay $3800. The car is located in Millville, New Jersey. Henry Reining sent us this tip – thanks Henry!
This car needs attention from head to toe. The 337 cu. in. flathead V8 won’t run – the seller diagnoses the issue as a bad 6V starter, while most of the electricals have been converted to 12V. A hint of “I’ve had it” is suggested in his statement, “I am not going to repair or replace starter at this time.” Once the V8 runs, it should be good for about 150 hp. The transmission is a three-speed column-shift manual; because Ford didn’t have its own automatic at the time, it offered GM’s Hydra-Matic at an extra cost. Lincoln boasted independent front suspension and servo-assisted brakes.
Lincoln offered plush seating and full instrumentation, along with elegant details like that art-deco-esque steering wheel. This car’s interior is in decent condition, given its storage circumstances. The rear seating is capacious, as is the trunk. The Baby Lincoln met with success in the market selling to the affluent middle class; Cadillac took a different path, selling to an ever-wealthier clientele.
The underside reveals a few rusty bits, and we’re warned by the seller, “needs body work”. While a scattering of early Lincolns have been converted to hot rods or resto-rodded, selling for prices over $60k, the majority of original cars reside in the mid-teens price range, even for nice examples. What do you think about tackling a late 40’s Lincoln restoration?
Probably not worth restoring from a financial perspective, but a great car to get running, clean up, and drive while fixing the functional areas that need attention.
Overall doesn’t look too bad. I’m no expert but in that one underside shot is that a stamping rusting loose? The rockers look a little sketchy too. But if these aren’t worth all that much restored just media blast the chassis, fix the body and paint and put a modern engine and trans in it. Restore the interior as you go along, that upholstery deserves a more luxe treatment than just flat cloth. Love the hubcaps and I just realized it has suicide rear doors.
The significant amount of mold on the underside of this car suggests it has long been parked on grass. Doing so is a bad idea, an unfailing invitation to corrosion. A vehicle left outdoors should always be parked on pavement, which doesn’t retain nearly as much moisture as soil and vegetation.
The big Lincoln was mostly just itself, and this was a cross between the Mercury and the big Lincoln, as were the Buick Specials, a cross between the Chevy/Pontiac and the big Buicks and big Olds, and the small Caddy of the day. I am still amazed at how GM had the 5 (not counting GMC trucks) “independant divisions” which shared platforms and sometimes doors and trunk lids, and hoods, across the divisions, but very different sheet metal otherwise and it all fit. The internal negotiations between the stylists and engineers must have left some people just walking out.
The Edsel, to me, a teen, was clearly either a Ford (the two less expensive lines) or a Mercury (the two more expensive lines) dressed in different sheet metal, front and rear, but the greenhouses and doors were clearly not any different. Why did Ford bother, I wondered, and expect that the designers wanted a totally different car but the engineers got in the way.
These Lincolns were Mercury-bodies with Lincoln features, unlike the Cosmopolitan, which shared the nose but nothing else. When the ’49s came out, I thought that the Ford was outlandishly “tomorrow, and that the Lincoln and Mercury took a “safer”, more conservstive approach to body-styling. But when Ford went further “modern” in 1952, Lincoln and Mercury shared that same approach and “look”. I felt at the time that this hurt Lincoln, because its “family-resemblance” to Mercury and Ford robbed Lincoln of its “prestige” status, allowing Cadillac to grab that market more fully, its only competition being the then-faltering Packard. Interestingly, when Ford and Mercury enjoyed a drastic re-style on the same 1952 frame in 1955, Lincoln held back a bit, retaining much of its 1952-1954 look, even to not adopting the ubiquitous wrap-around windshield. Anyone else feel that this Mercury-based “little Lincoln” was the beginning of the end of Lincoln’s being a serious contender against Cadillac?
Remember how easy it was to tell makes apart. Now? Forget it. However, car designers now must deal with such big brother restrictions that it’s amazing that they can function at all.
As to this Lincoln, I think it’s the work of FoMocCo genius Bob Gregorey Apologies if I misspelled his last name, which I probably did.
These Lincolns were Mercury-bodies with Lincoln features, unlike the Cosmopolitan, which shared the nose but nothing else. When the ’49s came out, I thought that the Ford was outlandishly “tomorrow”, and that the Lincoln and Mercury took a “safer”, more conservstive approach to body-styling. But when Ford went further “modern” in 1952, Lincoln and Mercury shared that same approach and “look”. I felt at the time that this hurt Lincoln, because its “family-resemblance” to Mercury and Ford robbed Lincoln of its “prestige” status, allowing Cadillac to grab that market more fully, its only competition being the then-faltering Packard. Interestingly, when Ford and Mercury enjoyed a drastic re-style on the same 1952 frame in 1955, Lincoln held back a bit, retaining much of its 1952-1954 look, even to not adopting the ubiquitous wrap-around windshield. Anyone else feel that this Mercury-based “little Lincoln” was the beginning of the end of Lincoln’s being a serious contender against Cadillac?
I would much rather have this Mercury, tidy it up and run it as an original, than own the horrible little Ford Pinto also advertised here on BF.
Absolutely!!!
Aw… be NICE to that poor little Pinto! It’s survival will not hurt any of us. I wouldn’t want it, either, but SOMEbody will. This Mercury-based “baby Lincoln” needs quite a bit done to it, to turn it into a respectable daily driver. I personally would never want to drive anything that looks as if I dragged it out of a barn after a long “hibernation” and then simply put it on the road “as is”. Would you pull a carpet out of the trash and lay it out on your living room floor? I would have to make this Merc-Lincoln at least “respectable” (which, in this case, would cost more than the result would be worth, to me). If I wanted a Pinto (which I don’t, particularly), at least the ’74 version being offered needs nothing but possible repair of the driver’s seat upholstery, to be presentably road-worthy. Patina/surface-rust, to ME, is NOT something you take on the road: if the paint is shot, re-paint it. If the result would cost more than the value of the car, then look for one in better condition. But “shabby” doesn’t appeal to me.
No on the carpet but yes on a couch!
Right on!
Ma Jarrett giving the cops the slip in one of these.
In 1964 after my ’51 Merc sedan was totaled by a drunk, I found a 1951 Baby Lincoln sedan. It had the better grill – not frowning – and that big flathead was as smooth as glass and very quiet. Decent ones today aren’t cheap and the Cosmopolitans can be pricey but I would love to have another if I still had room inside for one.
The first thing I thought when I read about the 6 volt starter not working was that it should be an easy fix, even paying a mechanic to rebuild, and you can still use it with the 12 volt system, just spins faster. I do not know if it is the same as the Ford starters. I have worked on them and have some parts, bendix too, I think. I sold my 53 Ford panel delivery F-100 5 years ago for the more comfortable 66 F-100. The old truck had the same Sheridan blue as this Lincoln. It’s about 60 miles from me in NJ, but I don’t need another project. If the engine is okay, though, this one might be good for someone to fix and drive with minimal effort. I would like to hear it run. Bring a starter?
Dave I think the same, likely only needs new brushes and a good cleaning. In the early 1980s I started the restoration on a 1949 Monarch and once completed (well… they are never completed) I upgraded to 12 volt and an electric fuel pump. That old flathead would start instantly. Once running I would shut off the electric pump and let the stock pump feed the engine. The original 6 volt starter never gave me a moments trouble.
I converted my 1951 Buick Super to an 8v system and never had a problem with anything. I didn’t even have to change the dash or main side/head lights and when I hit the starter that motor spun like a top and started in a couple of seconds.
An older mechanic told me once that he’d rather have and use an original 6V starter, even with a 12V conversion. The starter is the least on this baby Lincolns problems. Not worthy of a faithful restoration, maybe someone can use it for a custom build.
I wish it was closer to me. For that price, I would snatch it. I love the French edge headlight look.
Sports fans,Millville N.J. home of Mike Trout,also he and Tiger Woods are building a 18 hole couse there,next door is Vineland home of 2x SB champ Chiefs back # 10 Pacheco .
“Son your gonna drive me to drinkin if you don’t quit drivin that hot rod Lincoln.”
I’d try to coax that original V8 back to life, if possible. If not I’d consider an upgraded drive train with an automatic. And Check it out, it already comes with premade frenched headlights, for a custom build. Killer deal and price, for someone wanting to do some of the work themselves.
A 6-volt system is usually fine if the battery cables are the original heavier gauge wire, and also if all grounds are clean and shiny. That’s also true for 12-volt grounds. The industry went to 12 volts in the 50’s partly so they could save the copper in wiring, using thinner gauge. One can even add grounds, a cheap and easy thing to do. Check all grounds on all vehicles before condemning things like a starter, a solenoid, an ignition switch, etc. Doesn’t cost anything but labor.
Dave, THANK you for this! I drove a 1946 Ford (with its original 6-volt system) for 27 years, with no problems, whatsoever (converting to 12 volts likely would have burnt-out the clock and the radio!). Keeping those GROUNDS clean is essential in ANY vehicle; however, it is a piece of maintenance which many might overlook. Your sage advice is most welcome! And those six-volt systems work just fine; thank you. I was able to start in below zero weather far more readily that many of my 12-volt neighbours, in fact. The notably slower cranking-speed fooled not a few into thinking that I had a “dying” battery, much to my amusement. Couldn’t jump-start their failed 12-volt cars, however.