Sleeper Alert: The World’s Quickest Lincoln Continental Mk III!

Although there aren’t many contenders for the title of fastest fourth-generation Lincoln Continental in the world, Mark Davis, a native of Texas, is more than willing to take the lead if needed.

The 5,150-pound monster that legally owns the record is in the hands of Davis, a machine shop owner and fervent hot rodder. He doesn’t play with any guilt as he crushes necks with the certified sleeper.

“I’m the third owner; a really nice guy who had purchased the car in 1973 gave it to me a few years ago for $4,000.” It had the original motor in it and was operating at the time. I believe the Mark III to be the most attractive Lincoln, and I’ve always desired one of them,” Davis remarks.

“I had a ’66 Galaxie with a 600-inch Ford in it that ran low 10’s back around 2000, and I knew what I could do with this Lincoln because the cylinder heads are so much better now,” he explains. “I ran it around town for about three months and was wanting to build a big motor.”

Even if Davis and his son’s “LS motors are running out of

This piece of iron boasts 612 cubic inches of displacement (4.5 inches of stroke and 4.650 inches of bore) from a 460 big-block Ford, with the nucleus consisting of an Eliminator Products siamese-bore iron block. Davis selected a solid roller cam from Kaase, Callies super rods, Diamond pistons, Total Seal steel rings, Harland Sharp rocker arms, Smith Brothers pushrods, and a Pro Systems 1300cfm single four-barrel carburetor. Fuel is delivered using an A2000 regulator, filters, hoses, fittings, an A1000 fuel pump installed within a specially designed tank, and the works.

Davis has rolled to a greatest elapsed time of 10.62 seconds at 130.86 mph with the big-inch combo in the similarly large luxury vehicle. He also recorded a 1.69 60-foot and a 6.91 1/8-mile.

In order to validate the sleeper appearance, Davis located a pair of steel wheels with a solid center and installed the iconic original Mark III hubcaps. “Those turbine hubcaps are heavy — you can’t hardly get them off without damaging them,” observes Davis of the granny hoops. The retention system is so powerful that using a tire tool would damage the hubcap, so I have to actually use wooden wedges that I cut out of 2x4s to pry them off.

Davis uses M/T 28 x 4.5-inch front runners on OEM wheels that he shortened to 4.5 inches, and Mickey Thompson 28×10.5W slicks up front. In order to match the turbine “caps,” he applied glue-on white walls for a vintage appearance and erased the raised writing off the tires.

Davis equipped the vehicle with a 35-spline Detroit Locker and Mark Williams axles, 4.11 big-pinion Pro gears inside a Strange big-bore iron case, and a Denny’s driveshaft, choosing not to run a spool on the street. Many are surprised to learn that the power to the axles comes from a C6 gearbox.

Davis notched the box frame to fit the ‘W’ tire on the vehicle and made bronze bushings to replace all of the original rubber bushings. Unusual double-adjustable shocks provide the force, while aftermarket three-way adjustable shocks up front offer him more leeway to fine-tune the hefty ride as it exits the hole.


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