American Icons: A Deep Dive into the Cadillac Fleetwood Brougham and Lincoln Town Car

Are you ready to step back into the 90s? Picture this: You close the weighty, secure door behind you, sink into the luxurious driver’s seat, and engage the gear selector, turning the steering wheel almost four times before gently easing onto the Dmitrovskoye Highway. It’s not just a car; it’s an experience reminiscent of a bygone era. Enter the Lincoln Town Car and the Cadillac Fleetwood Brougham, two titans of American automotive luxury from the 1990s, here for a head-to-head comparison like never before.

The debut of the Fleetwood in 1993 was nothing short of dazzling. Chrome accents and emblematic medallions adorned its imposing exterior. Gleaming trim, crafted from polished metal, adorned the sills and fenders, even the bumpers. For an extra $1,600, you could opt for chrome wheels, and for another $925, a vinyl roof covering completed the look.

The Fleetwood Brougham epitomized the essence of Cadillac — introduced to mark the brand’s 90th anniversary, it boasted a 10 cm increase in length over its predecessor while retaining its classic frame. This model even served as the foundation for President Bill Clinton’s official limousine. However, despite its grandeur, it struggled to compete with the likes of Mercedes and Lexus. By the end of 1996, General Motors ceased production of the Fleetwood, marking the end of an era for the body-on-frame, rear-wheel-drive sedan.

Much like the ill-fated Titanic, the Fleetwood met its demise before it could truly shine. Equipped with a new 5.7-liter engine, delivering 264 horsepower, and an upgraded transmission in 1994, it was a powerhouse on the road. Our test vehicle, the final 1996 model, showcased the pinnacle of its evolution.

Navigating the length of the Fleetwood feels akin to traversing a city block. It’s a behemoth of a car, demanding attention at every turn. From its lengthy, sloping hood to its retro-inspired rear, it’s as if two distinct vehicles were melded into one. This is no ordinary sedan — it’s a statement, a testament to American automotive ingenuity.

Built upon GM’s venerable D-body platform, the Fleetwood retained its traditional frame and rigid rear axle, augmented by pneumatic elements for added comfort and stability.

While other manufacturers pursued aerodynamic enhancements, Cadillac maintained its iconic design, evident in the distinctive curve of the open door and the sleek profile with a drag coefficient of 0.36.

Inside, the Fleetwood exudes opulence at every touchpoint. The door handle feels akin to that of a diplomat’s briefcase, while the sumptuous sofa-like seats evoke images of a Texan villa’s living room. Despite its commanding presence on the road, the seating position remains surprisingly low, offering a unique perspective that invites you to savor the journey ahead.

The interior of the Fleetwood, despite showing signs of wear, has been meticulously restored to its former glory. Adorned with black leather, quilted sofas, chrome accents, and wood inserts, it exudes a sense of timeless elegance. The expansive dashboard, once leather-clad with embossed “Cadillac” lettering, now boasts Alcantara upholstery. It’s worth noting that Tesla’s “furniture” architecture in the Model 3 harkens back to the traditional American cabin layout, where the driver occupies a position akin to a desk.

Measuring five meters and seventy centimeters in length, the Fleetwood surpasses even the long-wheelbase S-Class in size. However, despite its generous dimensions, the rear passengers are greeted with amenities far from the level of comfort offered by European and Japanese executive sedans of the era. With minimal seat adjustments and no entertainment options, passengers are left to luxuriate in the plush sofa amidst the semi-darkness, obscured by the wide roof pillars. Cadillac’s brochures emphasized that competitors such as Mercedes, BMW, and Lexus were not in the same league as the Fleetwood, with the Lincoln Town Car standing as its sole external rival.

Time has a way of revealing irony. The design of the Lincoln Town Car has remained virtually unchanged since 1980, with its characteristic hood and trunk slabs, high cabin profile, turbine wheels, imposing radiator grille, and narrow rear window pillar. Even as automotive design evolved, Lincoln remained steadfast in its adherence to these enduring design cues. Three decades later, juxtaposed against Cadillac’s more contemporary aesthetic, the Lincoln Town Car exudes a timeless allure, akin to an ancient temple standing the test of time.

However, perceptions quickly shift once you step inside the Lincoln Town Car. If the Cadillac’s interior evokes images of an old villa, then the Town Car… Could it be likened to a district illuminated by red lights?

In truth, the burgundy interior pays homage to theatrical traditions. Ever wonder why seats in auditoriums are often upholstered in red? It’s because red is the last color we lose sight of in the dark. Lincoln saloons dating back to the 1960s aimed to capture the ambiance of grand opera halls, offering optional velvet upholstery in a rich Currant Red that was cherished nearly as much as leather.

Step inside, and you’re not entering a car interior but rather a theater box. However, this dramatic flair doesn’t necessarily translate into comfort and practicality. The space surrounding the rear sofa is both lower and narrower compared to the Fleetwood, lacking additional amenities apart from embroidered emblems. Surprisingly, legroom is slightly more abundant than in the Cadillac, despite the Lincoln’s wheelbase being nearly 11 cm shorter. This is mainly due to the severely limited movements of the front seats. The range of adjustment for the seats is so restricted that tall drivers find themselves uncomfortably close to the pedals, while shorter drivers must stretch to reach them.

Furthermore, the thin steering wheel and antiquated instruments harken back to the 19th century. While the 1989 Town Car introduced a fluorescent digital panel, basic models were equipped with vintage analog speedometers. It’s as if stepping into this car after the Cadillac thrusts you into a time warp of at least a decade. While onlookers may perceive the Lincoln as a timeless classic, the driver can’t shake the feeling of being transported back to an era of antique carriages.

However, both the Town Car and the Fleetwood, despite their outward appearance, are designed with the driver in mind. They belong to the category of owner-driven cars, meaning they’re intended for owners who don’t mind getting behind the wheel themselves. With this in mind, Yaroslav Tsyplyenkov and I embarked on a comprehensive driving test of these vehicles, offering little leeway for their age. And we weren’t disappointed.

These cars, due to their construction and condition, present a fascinating yet eclectic mix of disparate and sometimes conflicting driving characteristics. In a modern vehicle, these traits would ideally be seamlessly integrated into a cohesive driving experience, but the Cadillac and Lincoln feel as though they’re presenting themselves to the driver on a chopping board.

Consider acceleration without feedback, for instance. This is precisely how the Fleetwood behaves. Depressing the heavy gas pedal requires a significant amount of pressure. In response, the Cadillac moves off smoothly, and with added pressure, it lunges forward. However, there’s little control over this process as it unfolds. With no tachometer or gear indicator, even gauging the shifts by feel proves challenging, as the four-speed automatic transmission operates exceptionally smoothly. This design is tailored to alleviate the driver from worrying about such minutiae—simply depress the pedal and await the seamless execution of actions.

Yet, the Fleetwood’s maximum acceleration capabilities are nothing short of remarkable. The LT1 5.7-liter V8 engine purrs with richness and never lacks in power, boasting 264 horsepower and an impressive 447 newton-meters of torque. For the Brougham version, a “shortened” main gear ratio of 2.93 was specifically installed on the Fleetwood, replacing the standard 2.56 ratio.

Acceleration to the first hundred takes 10.9 seconds, as the engine initially seems to hesitate at the start. However, once it kicks in, the pull is so strong that it borders on intimidating. As the electronic speedometer ticks upward, reaching one hundred seventy, one hundred eighty, and beyond, the Cadillac maintains its course, albeit with some noticeable shuddering at full throttle.

The values continue to climb until they reach a point where, on the digital display of the Fleetwood, it appears that the figure simply isn’t encoded, causing the readings to “reset” after 200 km/h. Yet, the acceleration doesn’t cease, climbing steadily past 200 km/h. Andrey Mokhov recorded a top speed of 209.5 km/h before I eased off the accelerator, mindful of the car’s substantial curb weight of two tons and rear drum brakes that likely hadn’t experienced such speeds in quite some time.

Surprisingly, the Fleetwood’s brakes perform admirably well. There’s a reassuring feedback from the pedal, which offers resistance after a slight free play, enabling precise control over deceleration. However, we didn’t measure the braking distance as the ABS seemed to have taken a day off, along with all the other electronics in the car, including traction control, which is standard equipment.

Now, onto the Lincoln Town Car—a vehicle characterized by its responsiveness but somewhat lacking in acceleration. In 1990, it received a new “modular” overhead V8 4.6 engine, producing 193 horsepower, an improvement over its predecessor. Like the Fleetwood, there’s no tachometer or gear indicator, and the automatic transmission operates smoothly. Compared to the Cadillac, the Town Car feels almost like a “hot” hatchback, reacting promptly to every touch of the accelerator. However, its acceleration performance falls short, taking 11.3 seconds to reach “hundred.” Beyond that mark, the acceleration feels strained, reaching a maximum of 85 mph (136 km/h) before hitting the limiter. Mokhov noted a top speed of 168 km/h.

Both cars may seem equivalent to three hundred for the driver, but the Town Car presents a challenge in driving straight. Constant corrections are necessary, exacerbated by the play in the steering wheel. There’s no clear zero position—the wheel oscillates between two “working” positions, neither aligning with straight-line motion. Corrections are needed at any speed, complicated by the Lincoln’s tendency to steer smoothly to the right but sharply to the left, with the steering wheel failing to return to center on its own. It’s a true test of bravery, though unlikely intentional by Ford.

Only at speeds up to 100 km/h can one relax slightly, though corrections are still necessary, albeit less urgently. This reflects the Town Car’s leisurely style—gentle pace, subtle engine hum, seamless shifts, one hand on the wheel, the other draped over the front bench backrest. It embodies the essence of a “city car,” not one built for racing.

However, the Lincoln excels in braking, with a pedal setup that’s modern and even superior to the Fleetwood’s. It also handles turns better than the Cadillac. The Fleetwood, in contrast, tends to wander. While its steering wheel doesn’t exhibit play, it feels somewhat empty at zero, prompting subconscious swaying. Yet, forcing stillness reveals that the car merely wiggles slightly off course but doesn’t alter direction.

In turns, the Fleetwood’s delayed steering response is pronounced. Despite turning the wheel and encountering resistance, the car persists in its forward trajectory. When it eventually responds, it initially leans before depending largely on speed for maneuverability. At low speeds, it turns calmly, but if speed is excessive, steering efforts result only in squealing tires. Continuous wheel-turning achieves little beyond drifting. Redirecting the car inward requires releasing the throttle and awaiting the Fleetwood’s readiness to turn.

On the other hand, Lincoln demonstrates agility within its wide turning radius, akin to the Cadillac. Despite similar large rolls and an uninformative steering wheel, the Town Car exhibits minimal understeer when the steering wheel is turned, transitioning smoothly to a steeper trajectory. Lifting off the gas prompts a noticeable dive and slide, offering a glimpse of a more dynamic driving experience, if not for its smooth ride.

Equipped with front springs and rear pneumatic balloons, the Town Car’s suspension struggles with anything beyond micro-profile roads. Medium to large irregularities result in jolts and rattles, while speed bumps expose the stiffness of the “air suspension” compared to springs. Long waves provoke rocking, compounded by yawing in turns, ultimately diminishing the car’s handling allure.

In contrast, the Cadillac sets a high standard for ride smoothness, rivaling few modern cars. Micro-profile and short waves hardly register, cushioned by a gentle push and modest vibration from unsprung masses. It navigates speed bumps with ease, swaying lightly, while body waves barely unsettle it. Even on dirt roads, the Cadillac remains remarkably composed, cementing its status as one of the most comfortable cars we’ve tested in years.

Indeed, Cadillac and Lincoln embody charisma, tradition, and contradiction, offering insights into the evolution of modern cars from the 1990s to the 2020s. While modern cars have gained handling and structural integrity, they’ve sacrificed the design spirit and class of ride smoothness evident in these classics.

While it’s true that large American frame sedans have formally vanished, their legacy lives on. Behind the wheel of the Cadillac, one can’t shake the feeling of piloting a large SUV masquerading as a sedan. Indeed, modern frame SUVs can be considered the spiritual successors of the Fleetwood and Town Car. It’s no coincidence that following the cessation of Cadillac production, the Texas plant in Arlington shifted focus to the Escalade and Suburban.

If you were to approach the Fleetwood today as you would a large SUV, you might find that in many ways, it remains relevant. It’s a concept that’s beyond Lincoln’s capabilities; for the Town Car, it’s nothing more than a relic reserved for weekend outings.

However, that’s precisely what it excels at. Both the Town Car and Fleetwood live with their owners as vehicles of nostalgia, serving as “Titanic joyrides” on the autobnb.ru platform, which functions as the automotive counterpart to popular housing rental aggregators.

While sports and performance cars may dominate the rental market, I believe that beginning with Cadillac and Lincoln offers a unique opportunity to delve into automotive history and trace the trajectory of automotive progress over the past five decades.

Dimensions, weight* and weight distribution along axes

Lord and Panther

This historical context would have been most eloquently narrated by Andrey Vasilyevich Khrisanfov, but sadly, he passed away just a few days before the test. Nevertheless, he had already meticulously penned this background, akin to an entire encyclopedia. Through his extensive narratives on the history of American manufacturers, we learn, for instance, that the Town Car isn’t simply a “city car” but rather a type of horse-drawn carriage where the coachman sits under the open sky while passengers occupy a separate enclosed cabin.

Andrey Vasilyevich also delved into the origin of the term “Brougham,” which stems from the surname of the English lord Henry Brougham. In the late 1830s, Brougham conceptualized a new carriage body—a two-seater carriage featuring windows in the doors but solid panels on the sides of the sofa. This design aimed to shield passengers from prying eyes. Essentially, it resembled a town car but lacked windows on the sides. By the early 20th century, General Motors adopted this term to denote a luxurious trim level for cars with conventional closed bodies. Subsequently, “broughams” emerged from other manufacturers as well.

Similarly, the name “Fleetwood” has direct ties to horses, as it belonged to the company founded by Henry Fleetwood in Pennsylvania. In the 19th century, Fleetwood primarily produced carriages and carts. By the 1920s, it had become an exclusive “coachbuilder” for Cadillac before being absorbed by the GM corporation.

The designations “Fleetwood” and “Brougham” first surfaced in 1977 on a large rear-wheel-drive sedan, which remained in production until 1986. It was later succeeded by the Cadillac Brougham (with the Fleetwood name designated to a front-wheel-drive sedan), and finally, in 1993, our protagonist emerged—the last rear-wheel-drive Fleetwood Brougham, touted as the largest passenger car in the USA at the time.

Its exterior drew inspiration from concept cars like the Voyage and Solitaire, through which Cadillac sought a refreshed modern image in the late 1980s. However, in 1992, they also introduced the Seville STS sedan, based on the same concept cars, which utilized a more progressive front-wheel-drive platform and carried a similar price tag of around 37-39 thousand dollars.

The Seville was the model Cadillac marketers envisioned as a competitor to flagship sedans from Europe and Japan. It was equipped with all the latest technologies, including the quad-valve 32-valve Northstar 4.6 engine (223-305 hp) and adaptive suspension.

Furthermore, in 1994, Cadillac introduced the front-wheel-drive DeVille, precisely targeting enthusiasts of the American full-size sedan. Despite bearing a striking resemblance to the Fleetwood, the DeVille boasted separate climate control, steering wheel-mounted buttons, adaptive shocks, and an equally spacious cabin. These Cadillacs sold at a rate of 100-120 thousand units per year, whereas the total production of the Fleetwood barely surpassed 90 thousand cars in less than four years.

Even more surprising was the enduring popularity of the more conservative and older Town Car during the same period. Throughout the 1990s, it consistently achieved sales volumes of around 100 thousand cars per year. Remarkably, Ford cut costs on the development of the new Lincoln by utilizing the old Panther platform from the 1980 model. Despite this, the Town Car thrived. Rough engineering from the British company IAD (later absorbed by Daewoo) and body panel production by the Japanese company Ogihara Iron Works were integrated into its design.

Nevertheless, Ford’s astute designers—Jack Telnack (known for the Taurus sedan) and Gale Heldermand (creator of the original Mustang)—combined with strategic marketing decisions proved successful. The Town Car boasted a slightly lower price point, disc brakes on all wheels, cruise control, adaptive suspension, and the largest trunk among all passenger cars in the American market.

GM’s decision to discontinue production of the Fleetwood alongside its platform-sharing sedans, the Buick Roadmaster and Chevrolet Caprice Classic, further cemented the Town Car’s dominance. With the departure of these models, the Town Car reclaimed its status as the largest car in the USA and experienced a resurgence in sales.

In late 1994, Lincoln underwent a facelift, which included updates to the headlights and interior. By the end of 1997, the next generation, featuring a more rounded design and sans opera windows but equipped with a Watts mechanism in the rear suspension, appeared on the same platform. In 2003, the Panther platform received rack-and-pinion steering. Subsequently, by the end of 2007, Ford closed the Wixom plant in Michigan and relocated Lincoln production to Canada, alongside the Ford Crown Victoria and Mercury Grand Marquis models. It was there that the last Town Car was assembled in 2011.

Remarkably, demand for this sedan did not dip below 50 thousand units per year until the mid-2000s. By comparison, in 2021, Lincoln managed to sell a maximum of only 87 thousand cars in the USA.

But is it worth purchasing such cars today? The rarer Cadillac Fleetwood is more intriguing as an investment piece in genuine American youngtimer culture. In the US, these sedans with mileage up to 100 thousand kilometers typically cost around ten thousand dollars, while those with mileage up to 150 thousand kilometers can be found for five to seven thousand. There are cheaper offers, but restoring such a car and battling corrosion in our conditions can prove to be an arduous mission, as many parts are no longer in production.

Regarding the early 90s Lincoln Town Car, it is considerably less expensive—priced at up to 3000 dollars in the US. However, while the engine may be the most problematic component for the Cadillac, the Lincoln necessitates attention to the cooling system, pneumatic suspension, electrical wiring, and numerous body elements prone to corrosion.

Photo: Dmitry Pitersky | Ford Company | GM company
Expert group: Andrey Mokhov | Yaroslav Tsyplenkov

This is a translation. You can read the original article here: Городские Титаники: ретротест рамных седанов Cadillac Fleetwood Brougham и Lincoln Town Car