Four-wheel is the theme when discussing brakes as well, with ventilated discs all-round - 405 mm (16.0 in) up front and 395 mm (15.5 in) at the back - plus 6 and 4-piston calipers at the front and rear respectively. Anti-lock is obviously included, as is an electronically actuated parking brake - probably borrowed from sibling marque Jaguar as well.

In one word, the Continental is 'big'. It's 5,444 mm (214 in) long, 1,950 mm (76.7 in) wide, and has a wheelbase spanning 3,470 mm (136.6 in). (Photo: Ford Motor Company)

And those brakes had better be good, as the Continental is no midsize Ford Taurus based Lincoln as its production predecessor was. Instead it's large, reaching 5,444 mm (214 in) in length, 1,950 mm (76.7 in) in width, and 1,500 mm (59 in) in height. Its wheelbase spans 3,470 mm (136.6 in) directly contributing to its limousine-like legroom, itself stretching to 981 mm (38.6 in). Without venturing into all the interior dimensions suffice it to say it is mighty accommodating.

If the Continental concept is ever built it will easily replace Lincoln's Town Car as the favorite among limousine builders. (Photo: Ford Motor Company)

The gorgeous sheetmetal is anything but. Rather a composite outer skin covers an aluminum and composite body-on-frame chassis - an ultra-high-tech approach to a rather outdated construction method. That body-on-frame method, however, results in a particularly rigid platform for stretching the wheelbase, which would allow the Continental, if produced, to replace Lincoln's Town Car as the favorite among limousine builders. And on that thought I have just one suggestion if it does get built. Please, Lincoln, hire a chiropractic seat specialist to engineer the rear seat. I get picked up in limousines from airports routinely, and find the Town Car to have one of the least comfortable rear benches this side of a 2004 Pontiac Grand Prix - a regular complaint from limousine riders according to various chauffeurs.