1963-1970 Lincoln Limousine

With George Lehmann's financial support and Robert Peterson's technical expertise, Lincoln seized the chance to rival Cadillac and Imperial in the 1960s limousine market through the 1963-1970 Lincoln Limousine.

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In the fall of 1962, George "Skip" Lehmann stood at the threshold of endless opportunities. At just 23, he had recently graduated from college and completed his service in the United States Army. As an heir to his grandfather's fortune, which included the renowned Fair Stores, and an avid sports car racing enthusiast, his future was poised to take him down a fascinating and unique life path.

Fate led Skip Lehmann to a Chicago garage that autumn, where he crossed paths with Robert Peterson. Their meeting quickly blossomed into a bold partnership, revitalizing the luxury limousine market in America and leaving a lasting mark on Lincoln's legacy during the 1960s.

Bob Peterson was the owner of a highly successful custom auto shop. A decade older than Lehmann, he had earned widespread acclaim as a mechanical prodigy with unparalleled automotive expertise. His experience extended to racing, both as a driver and a skilled mechanic.

Lehmann visited Peterson's shop after discovering that his former race car, a rare Scarab, had been badly damaged. Peterson had miraculously restored it in just a few weeks, leaving Skip Lehmann thoroughly impressed.

At the time, Lehmann drove a Cadillac limousine but desired something unique. He had spent over a year admiring the sleek design of the new Lincoln Continental and even purchased a brand-new 1962 model for his mother, Morella. During one of his visits to Peterson's shop, Lehmann inquired if Peterson could transform his mother's Lincoln into a limousine. After inspecting the car, Peterson confidently replied, "No problem. Twelve days."

To learn more about the first Lehmann-Peterson Limousine and its unique features, proceed to the next page.

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Lehmann-Peterson Limousine

The inaugural Lehmann-Peterson limousine was constructed in late 1962 or early 1963. During this period, Skip Lehmann and Bob Peterson's friendship deepened, leading them to establish a business partnership.

Lehmann-Peterson and Company was established in 1963, operating out of its Chicago workshop at 2710 N. Sawyer Ave. throughout its existence. Leveraging Lehmann's financial resources and sales expertise, along with Peterson's exceptional mechanical talent, they embarked on a mission to secure Ford Motor Company's endorsement for producing Lincoln-based limousines.

In the early 1960s, the limousine body style was experiencing a decline at Lincoln. From its inception in 1921 through 1942, the brand had offered long-wheelbase formal sedans and limousines. For 1959 and 1960, Hess and Eisenhardt, a professional-car builder from Cincinnati, Ohio, was tasked with converting a limited number of Continentals into formal sedans and divider-window limousines, though these retained the standard 131-inch wheelbase.

Competitors like Cadillac and Imperial faced no such gaps in their limousine offerings. At the start of the 1960s, Cadillac was producing nearly 1,000 Fleetwood Series 75 limousines annually, while Imperial sold a small number of high-end, Italian-built Crown Imperials.

To capture Ford's interest, Lehmann and Peterson arrived unannounced at the company's headquarters in Dearborn, Michigan. Driving Morella Lehmann's customized Lincoln Continental, they were greeted by an official whose skeptical response was along the lines of, "So, you want to build limousines for us?"

The duo was instructed to drive to the back of the building and wait near a garage door. Once the limousine arrived, a group of 40 to 50 Ford employees quickly assembled. An agreement was soon reached, allowing Ford to rigorously test the vehicle for the equivalent of 100,000 miles.

Ford's research indicated that vehicles stretched beyond a few inches would experience significant metal fatigue. The Lehmann-Peterson prototype limousine was extended by three feet in the midsection, an area Ford engineers already considered vulnerable. As a result, the engineering team subjected the car to extreme testing whenever possible.

Years later, it was revealed that even top executives participated in the rigorous testing of the car. During lunch breaks, they would pack the vehicle with passengers and drive it aggressively over various test-track surfaces, even launching it off constructed ramps in an effort to damage it. Despite their efforts, the car remained intact.

To learn more about the initial 1963 Lincoln Limousines produced by Lehmann and Peterson for Ford, proceed to the next page.

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1963 Lincoln Limousine

Impressed by the test outcomes and Skip Lehmann's passion, Ford finalized a contract and promptly ordered two additional 1963 Lincoln Limousines, modeled after the Lehmann-Peterson adaptation. These vehicles underwent extensive testing by Ford, each accumulating over 100,000 miles.

These limousines were featured in all early promotional materials, as Lehmann-Peterson did not produce its own advertisements. A key condition was that these two cars never be sold to private buyers.

Thus, in 1963, Lehmann-Peterson officially entered the limousine industry. A survey initiated by H.W. Schofield of the Lincoln and Continental Owners Club (LCOC) revealed that two more 1963 limousines were made for public sale, with records suggesting comedian Jerry Lewis purchased one. In 1964, Lehmann-Peterson and Company was reorganized as Lehmann-Peterson, Inc., specializing in "Lincoln Continental Executive Limousines and Automotive Specialties."

The limousines and custom projects were meticulously crafted using advanced coachbuilding methods. Customers could select a vehicle from a Lincoln-Mercury dealership and customize it using extensive options from both Lincoln and Lehmann-Peterson.

At the factory, Ford would equip the car with a "Limousine Conversion Kit," which included a reinforced suspension system featuring an extra rear leaf spring, stiffer front coils, heavy-duty shock absorbers, and larger tires. Lehmann-Peterson would then disassemble the car, cut it in half, and insert a new section between the front and rear doors.

Starting in 1964, the added midsection measured 34 inches, extending the wheelbase to 160 inches. However, at least two vehicles were built with a shorter nine-inch extension for clients seeking a chauffeur- or owner-driven car with a more modest stretch.

The powertrain remained standard Lincoln, except for an extended driveshaft. This included a 430-cubic-inch V-8 engine producing 320 horsepower until 1965. From 1966 to early 1968, a 340-horsepower version with a 462-cubic-inch displacement was used, later replaced by a new 460-cubic-inch V-8 delivering 365 horsepower.

Despite Ford's already high standards for the Lincoln Continental's body rigidity, annual tests showed that the converted limousines were even sturdier. As a result, Lehmann-Peterson became the only coachbuilder whose vehicles were covered by Ford's factory warranty. Lincoln also began featuring the limousines in its brochures starting in 1965, though they were curiously omitted from the 1968 and 1970 editions.

From the outset, Lehmann-Peterson set new benchmarks in luxury. For instance, the eight-passenger seating configuration allowed all occupants to face each other, eliminating the need to stare at the back of someone's head. The extensive options list pushed buyers' imaginations, combining Ford's offerings with Lehmann-Peterson's own luxurious additions.

Standard features included complimentary items like a chauffeur's "escort umbrella stored under the front seat" for rainy days, and the option of an AM/FM signal-seeking radio with a power antenna or an AM stereo tape player for the rear compartment.

Additional premium features (priced at 1968 rates) included a two-inch increase in headroom ($950), which complemented the limousine's spacious design. Other options were air conditioning ($350 for the rear only, $503.90 including the front), a divider window ($250 manual, $350 power), an 11-piece beverage service ($200), rear footrests ($48), companion-seat footrest pads ($54), a television with a built-in antenna ($295), and numerous other luxurious accessories that could transform the vehicle into a mobile paradise.

To explore the journey of Lincoln limousines through 1964 and 1965, proceed to the next page.

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1964 and 1965 Lincoln Limousine

The 1964 and 1965 Lincoln limousines by Lehmann-Peterson continued to thrive. Starting at $15,153 in 1964, the Lincoln Continental Executive Limousine was priced between Cadillac's Series 75 at $9,960 and the $18,500 Ghia-built Crown Imperial. Production increased to 15 units, positioning Lincoln as a distant second in the domestic limousine market.

Lehmann-Peterson's expertise in crafting Lincoln limousines led to critical special assignments. In September 1965, the Vatican announced Pope Paul VI's visit to New York City on October 4. Ford tasked Lehmann-Peterson with providing a suitable vehicle, along with the accompanying publicity.

There was one major challenge: the car had to be ready in just five days! As the saying goes, "The impossible can be done immediately, but miracles take a bit longer." This project fell somewhere in between, as the team was granted an extra day to complete it. With a budget of $15,500, a 40-person crew worked tirelessly to finish the job.

The iconic "Popemobile" was built on one of the test limousines Ford had commissioned in 1963. (It featured a 1964-style grille.) Unique additions included:

In Lehmann-Peterson's core business, Executive Limousine production tripled in 1965, with approximately 50 units sold. The 1966 model year brought further refinements to the Continental design, marking the most significant update since 1961. These changes were reflected in the Lehmann-Peterson limousine, which saw sales triple again to 159 units.

Continue to the next page to explore the Lincoln Limousine's evolution in 1966 and 1967.

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1966 and 1967 Lincoln Limousine

The 1966 and 1967 Lincoln limousine ventured into uncharted territory. In 1966, Bob Peterson traveled to Washington to pitch his ideas for replacing the outdated Kennedy-era presidential limousine to government officials.

Leveraging his expertise in lightweight metals and plastics, Peterson aimed to persuade the government that a new vehicle could meet all requirements while maintaining the durability of armored plating without excessive weight. His efforts paid off, securing orders for a White House limousine and two new Secret Service security convertibles.

The Secret Service vehicles featured 11-inch-wide running boards that spanned the length of the car between the wheels, along with assist handles and bars for agents to hold onto. The rear doors were redesigned to allow entry from the running boards while the car was moving. This was accomplished by splitting the doors and hinging them so the front section could slide over the rear, similar to modern minivan door mechanisms.

For standard entry and exit, the rear doors functioned traditionally. The rear bumper was designed to swing down hydraulically, forming a platform that could be adjusted to the ideal height for agents standing on it. A retractable assist bar, which agents could grip, could be tucked into the trunklid when not in use.

The convertible tops were crafted from transparent vinyl with black cloth trim. The front seats were divided and modified to allow an agent to sit facing the rear between the seats. Both front and rear seats, along with the convertible top, were raised three inches for improved visibility. Security-wise, the vehicle was a mobile armory.

Since the Secret Service didn't receive the convertibles until October 1967, they were outfitted as 1968 models. This added to their uniqueness, as Lincoln had discontinued ragtops after 1967 due to declining consumer interest. The presidential limousine, however, took longer to complete.

For the 1967 model year, the Executive Limousine received minor trim updates. A new privacy shield behind the front doors became standard, enhancing the vehicle's profile and reducing the extensive glass area seen in earlier versions. Inside, the companion seats were redesigned to fold up like theater seats. New optional features included dictation equipment, high-intensity reading lamps, and a rear-seat center armrest storage compartment. Sales reached 110 units.

By the end of the year, Lehmann had recovered his initial $600,000 investment, and the company was profitable. His focus shifted to maintaining this upward trajectory. He also began considering marriage in the near future. However, he started experiencing migraine headaches, which he attributed to work-related stress.

Despite the demands of co-owning a thriving business, Lehmann found time for personal projects. He constructed a dune buggy and modified a Ferrari Testa Rosa to prevent stalling at traffic lights. With additional adjustments, this high-performance racing car was made street-legal. He also owned and enjoyed driving a 1935 Packard Twelve.

During his free time, Peterson focused on designing and developing cost-effective ambulances using Ford and Mercury station wagons. These vehicles were fully equipped once a prebuilt unit was installed. Additionally, he acquired another company that specialized in converting full-sized buses into motorhomes, a concept that predated its widespread popularity.

Continue to the next page for details about the 1968 Lincoln limousine.

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1968 Lincoln Limousine

The 1968 Lincoln limousine marked another successful year for Lehmann-Peterson, though not in terms of sales, despite a respectable production of 91 units.

The year's success was largely attributed to the fame of the new presidential limousine. The planning, research, development, and construction of this exceptional vehicle spanned over 15 months in 1967 and 1968. Priced at $500,000, it earned a place in the Guinness Book of World Records.

A significant portion of the cost was due to the limousine's two tons of armor and a canopy resembling that of a fighter plane. (In fact, the windows and canopy were thicker than those used in U.S. Air Force fighter jets.) This protection could withstand .30-caliber rifle bullets or a barrage of Molotov cocktails.

The vehicle was equipped with four heavy-duty truck tires, each containing a large steel disk with a rubber-rimmed tread, enabling it to travel up to 50 miles at high speeds even with flat tires.

This limousine replaced the $25,000 model commissioned by President John F. Kennedy in 1961. It lacked bulletproof glass until after his 1963 assassination, prompting Ford to spend $300,000 on partial armor plating during a 1964 upgrade.

Skip Lehmann described the presidential limo as "designed to appear completely ordinary one moment and utterly unique the next." The interior included the optional two-inch headroom increase available in civilian Lehmann-Peterson limousines. The car functioned as a mobile communications hub, with "the button" always within reach in case of a national security emergency while the president was onboard. Like the Secret Service vehicles, it was a 1967 model with updated exterior details.

Ford Motor Company covered the estimated $500,000 cost and leased the vehicle to the government for a symbolic $100 per month. Originally scheduled for delivery to President Lyndon Johnson in August 1968, its arrival was postponed until October, by which time it had been updated with 1969 design elements. Its debut the following month wasn't for the sitting president but for President-elect Richard Nixon, who used it during a visit to Walter Reed Army Hospital in Washington.

1968 also marked the introduction of significant federal auto safety regulations, which would profoundly impact the automotive industry. Due to their limited production volume, Lehmann-Peterson limousines were exempt from government-mandated crash or endurance tests.

Ford required the first limousine of each model year for its own rigorous testing, holding it to higher standards than regular production vehicles. (This explains why many Lehmann-Peterson limousines have survived.) In 1966, a driver fell asleep during a simulated 100,000-mile test, crashing into a ditch. The car was totaled except for the passenger compartment. After this incident, Ford discontinued high-mileage testing and replaced it with annual 35 mph crash tests into a fixed barrier.

Despite the Lehmann-Peterson limousines passing every test, it's believed that Ford's apprehension about the unknown led to a gradual withdrawal of support for the limousine program. By 1970, the company would lose all financial backing, though this was still a few years away.

At the time, Lehmann-Peterson remained robust, and both partners were confident in their ability to operate independently if necessary. They discussed expansion plans, including potential ventures into Mexico to leverage the strong U.S. dollar and affordable labor.

Continue to the next page to explore the Lincoln limousine's journey through 1969 and 1970.

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1969 and 1970 Lincoln Limousine

The 1969 and 1970 Lincoln limousine experienced fluctuating production levels. In 1969, output rose modestly to 93 units. Beyond Executive Limousines, Lehmann-Peterson also explored converting Lincoln's new "personal-luxury" model, the Continental Mark III hardtop coupe, into a four-door sedan.

A prototype was built for Ford Product Planning, featuring the Mark III's distinctive narrow grille, hidden headlights, wheel covers, trunklid with a tire hump, rear bumper, and taillights. Similar to the Ford Thunderbird four-door sedan, it included frameless door glass and rear "suicide" doors.

The concept never progressed beyond the prototype stage for a factory-built Lincoln. However, Lehmann-Peterson still crafted a custom version for a paying client.

In a March 20, 1970, letter to potential customer Grover Hermann, former chairman of Martin-Marietta Corporation, George Lehmann detailed that a similar car had just been completed for Henry Ford II at a cost of $13,000. The letter included a photo of the vehicle. (Another Lehmann-Peterson image shows a nearly finished 1969 Mark III four-door sedan.)

Hermann opted to commission one for himself, and it was delivered late that year. Notable features included a 7.3-inch body extension, rear-seat cushions designed for armrests, and 1971-style backup lights added mid-production.

Interestingly, Ford Motor Company has denied that the first four-door Mark III was commissioned or built for Henry Ford II. (Rumors at the time suggested it was a gift for a foreign female acquaintance.) It’s possible this was the Product Planning prototype.

The final Lehmann-Peterson Lincoln Continental Executive Limousines were manufactured in 1970. That year, the Lincoln shifted back to separate body-and-frame construction, abandoning the unit-body design used since 1958.

This change introduced new styling, which some viewed as a step backward, making Lincoln appear less unique. The elegant rear-hinged doors, ideal for limousine entry and exit, were eliminated. Despite this, Peterson skillfully adapted the design to lengthen both the body and frame of the new Continental.

Sadly, fewer than 20 Executive Limousines were produced in 1970. This was just one of many challenges Lehmann-Peterson faced. By late 1969, automakers were grappling with a wave of new federal safety regulations, the full impact of which on their operations remained unclear.

This issue, more than any other, compelled Ford to withdraw its support from Lehmann-Peterson. The uncertainty and potential liability of producing a car outside its own facilities posed too great a risk.

In the fall of 1970, Lehmann-Peterson was forced to shut down. The company had failed to pay taxes for several years, leading to government foreclosure. Most employees moved on to competitors, and despite Lehmann's efforts to continue independently, success remained elusive.

Within a few months, he was hospitalized for the final time and remained there for an entire year. After slipping into a coma, George Walter Lehmann passed away from a brain tumor on April 6, 1972, at just 33 years old.

The prolonged hospitalization deeply affected Morella Lehmann. During this period, she suffered a nearly fatal case of hepatitis. After recovering, she continued to live close to where their journey began in Chicago until her death on August 7, 1989.

Robert Peterson later transitioned to producing Cadillac limousines for Maloney Coachbuilders, also located near Chicago. He passed away in January 1995.

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