Limousines

LCW's unique dual air conditioning system cycles an additional 450 cubic feet of air per minute through the rear passenger cabin assuring your limousine will cool faster and stay cold in the hottest weather.

LCW's direct-from-the-mill commercial carpet is designed for durability and heavy use in commercial buildings, yet it has the look and feel of imported European automotive carpets.  And, it meets or exceeds all federal motor vehicle safety standards.

LCW routes wiring and harnesses through o.e.m. specification looming to provide maximum protection from exposure that can cause hard to diagnose shorting.

LCW uses Ford factory weather-stripping to provide a reliable seal between the center panel and limousine body.  No other material can take long-term exposure to weather and body torque.

LCW is the only builder that supplies consoles and wood trim manufactured from solid walnut and Sayerlak finish.  The finish used by most European luxury car manufacturers and many fine furniture craftsmen.

LCW provides more than enough ice and bottle storage using self draining ice chests manufactured from rust resistant stainless steel and insulated to keep ice and drinks cold longer.

LCW separates your limousine's rear heating system and air conditioning system, to maximizing the performance of both.  Hot water does not leak into the air conditioner during the summer months.  No special preparation for your heater during the winter months.

LCW uses heavy duty insulation throughout your conversion.  The floors, side panels and ceiling are all sealed against temperature and noise to provide a luxurious, comfortable ride.

In the event of an accident you can rest assured your passengers are provided the maximum protection available by our Bentler intrusion beam side impact protection engineered to meet today's tough FMVSS code.

If a coachbuilder does not strictly adhere to the guidelines established by Lincoln and Cadillac, the buyer's warranty on components affected by the stretch will be void.

The public is often misled on the passenger capacity of 120 inch stretches.  According to the Gross Vehicle Weight Ratings (GVWR) established by Lincoln and Cadillac, a 120 inch stretch can only have a passenger capacity of 7 to 10, depending on the materials used in the build process.  Exceeding the GVWR affects the drivability of a limousine, creating a significant safety hazard in many cases.

An operator is liable to pay the Gas Guzzler Tax on the converted vehicle.

Product Liability Insurance protects limousine owners, passengers, drivers and their families in the event of a tragic accident.  Every member of the limousine Industry Manufacturers Organization (LIMO) carries a minimum of USD$1 million in Product Liability Insurance.

When GVWR is ignored, integral components wear out much faster.

Crash testing is not the only criteria for determining safety in limousines.  Non-certified coachbuilders who ignore federal standards and weight ratings often build vehicles that will not stop or steer safely and effectively.

By working directly with Lincoln and Cadillac, LIMO members create safer, more dependable products for limousine buyers and the public.

If a limousine is not built by an authorized participant in either the Lincoln Qualified Vehicle Modifier (QVM) or Cadillac Master Coachbuilder (CMC) program, the end user will have trouble with his/her warranty.

To demonstrate how strongly Lincoln feels about its QVM program, the company's base and emissions warranties are void, and its extended service plans are ineligible on vehicles not converted by a certified coachbuilder.

According to Cadillac, if a limousine is out of compliance with the CMC program, "the warranty is void on all aspects of the vehicle that were altered by the second stage manufacturer."  This includes components that are simply affected by the conversion, including brakes, suspension, electrical and all supporting components.  Even the warranty on the engine could be rendered invalid because the engine was not designed to perform under the stress of the additional weight.

On the other hand, Cadillac and Lincoln both offer standard extended warranties on limousines built under the guidelines they have established.  Lincoln's standard warranty for QVM limousines is 3 years/ 100,000 miles for a small fee.  Cadillac's standard warranty on CMC limousines is 3 years/ 150,000 miles.

A commonly Asked Question: Q:  Why doesn't my long limousine have a right front seat for passengers? A:  The right front seat offers room for two passengers and adds 350 pounds to the total weight of the vehicle (150 pounds per passenger, plus 50 pounds for the seat itself.)  If the right front passenger seat remained in place, two passengers (plus 50 additional pounds used in the construction process) would have to be removed from the rear cabin.

Operators and the public are often misinformed about the actual passenger capacity of limousines.  In order for Lincoln or Cadillac limousines to meet federal guidelines and abide by the standards set up in the QVM/CMC programs, their GVWR's must not exceed established limits.  That means a limousine stretched 120 inches will only be able to accommodate up to 7 to 10 passengers, depending on the materials used in the build process.

Lincoln's GVWR is 7100 pounds and Cadillac's is 7485 pounds.  Maybe this sounds like plenty of weight, but consider this:  if you add up eight passengers, plus the driver, at 150 pounds per person ( the weight established by Cadillac or Lincoln), you've already reached 1350 pounds.  This number must be factored into the total weight of the vehicle.

If the coachbuilder exceeds the GVWR, drivability of the limousine will be affected, creating a significant safety hazard in many cases.  Limousines manufactured by LIMO members utilize "heavy-duty" coachbuilder packages that allow their vehicles---which can be stretched up to 120 inches--to meet FMVSS for braking, steering, suspension, etc.

When you purchase a limousine, check inside the door panel to make sure there is a Certificate of Authenticity from the secondary stage manufacturer (or coachbuilder).  this sticker states that on the day of completion, the vehicle abided by all applicable laws, including Federal Motor Vehicle Safety Standards (FMVSS).

Special Note: Like other parts, tires also have weight ratings.  If a vehicle's weight exceeds the GVWR, the appropriate tires may not even be available for your limousine.  Try to imagine the safety implications and increased wear and tear your vehicle's tires, wheels, brakes and suspension would face if it were built without regard to GVWR.

Although safety is surely the most significant issue in the limousine conversion process, operators purchasing vehicles that exceed the GVWR should also be warned that they could face higher maintenance bills.

The specifications outlined in the build process by the CMC and QVM programs were established so that the end user would benefit from a safe and durable product.  By dismissing those specifications, non-certified coachbuilders not only ignore FMVSS, they build vehicles that suffer from accelerated wear and tear on important components--including suspension, drivetrain and braking systems.

Members of LIMO understand that federal standards were established for a reason.  Anytime you increase the weight of a vehicle, the life expectancy and performance of its components are affected--which is why the Lincoln 418 and Cadillac V4U "heavy-duty" packages feature parts with increased durability.  Lincoln and Cadillac stand behind the products built by LIMO Members because certified coachbuilders take their programs seriously.

Some non-certified coachbuilders attempt to skirt the law and not charge Gas Guzzler Tax under the pretense that they convert vehicles owned by another party.  These coachbuilders advise buyers to supply them with a sedan, which they then convert into a limousine.

While this may sound like a legal loophole, a limousine operator could face serious problems if the Internal Revenue Service (IRS) comes knocking on his/her door, asking questions and demanding answers.  The fact is, the IRS expects to receive Gas Guzzler Tax on limousine conversions.  While searching for that money, the IRS will first ask a coachbuilder to show documentation proving it has been paid.  If the coachbuilder's books show it was not paid, the IRS can subpoena they buyer's books and demand payment directly from them.  Inevitably, if you try to burn the IRS, you will lose.

For piece of mind, limousine buyers should make sure the company that converts their vehicle carries Product Liability Insurance, in case a serious accident occurs.  Every member of LIMO carries a minimum of USD$1 million in Product Liability Insurance, giving limousine owners, passengers, drivers and their families a place to turn in the event of a tragedy.

Buyers of limousines built by LIMO members have added piece of mind because Lincoln and Cadillac have agreed to stand behind limousines certified in the QVM and CMC programs on safety issues.  On the other hand, if a vehicle is not certified Lincoln and Cadillac may be considered to have zero liability in a case involving an accident, which means "no deep pockets."  The existence and importance of these programs, after all, is common knowledge in the industry--so the weight of any lawsuit could fall squarely on the shoulders of the coachbuilder, who may not even have Product Liability Insurance.

It is impossible to ascertain whether a non-certified coachbuilder is protecting you with Product Liability Insurance--which is another reason to buy your limousine from a QVM/CMC Coachbuilder.  As part of the certification process, coachbuilders must prove they maintain coverage.  Cadillac and Lincoln instruct participating insurance companies to notify them in the event one of their coachbuilder Product Liability Insurance policies is dropped.

Crash testing is an important component in determining the safety of a limousine.  However, it is not the only component.  The braking, steering and suspension systems of a sedan are all affected when it is "converted" into a limousine, which is why GVWRs were established by Lincoln, Cadillac and the Federal Government.

A limousine that exceeds the intended GVWR may be built to withstand a significant crash.  Even so, because its brakes, steering and suspension were not designed to accommodate the additional weight, accidents are far more likely to occur.  Why?  As a vehicle acquires more mass, the braking system will not be able to slow it down as quickly and safely, and steering becomes more difficult.  A vehicle that can not be safely steered or stopped is a significant hazard on the road--not only for the passengers and driver, but also for the general public.

To improve limousine performance, both Lincoln and Cadillac provide "heavy-duty" packages that Are NOT available to the retail buyers, so do not be tricked.  Coachbuilders who tell you they can stretch your own sedan at a "cut rate" will be building you a limousine suffering from durability, performance, safety and warranty problems.  The vehicles GVWR will also be lower than that of a vehicle abiding by Lincoln and Cadillac standards, due to the fact that heavy-duty components are absent.

The Lincoln Qualified Vehicle Modifier and Cadillac Master Coachbuilder programs were developed to establish a level of continuity for the build process of limousines, so that product quality, durability and safety would be enhanced.  Based on FMVSS, with critical data compiled from numerous crash tests, the programs evaluate participating coachbuilders on critical areas such as engineering, the manufacturing process and quality control.

Strict adherence to program guidelines is required, and a commitment to continuous improvement by participating coachbuilders is gauged by annual facility inspections and reviews.  Technical information is shared between Lincoln, Cadillac and participating coachbuilders, further improving the safety and fit & finish of limousine conversions.  The end result of these programs is that the end user receives a safer, higher quality, more dependable product.