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Hermann chose to have one built for himself,
and it was finally delivered late in the year. Some of the more obvious differences were a 7.3-inch body
stretch, rear-seat cushions intended to allow for armrests,
and 1971-style back-up lights per a mid-year change.
Curiously, Ford Motor Company has denied the first four-door Mark was ordered by, let alone built for, Henry Ford II.
Perhaps this was the Product Planning car. With this change came new styling,
a backward step that tended to make Lincoln look
less distinctive. Gone were the graceful rear-opening back doors,
for example, which provided the only proper way to enter and exit a limo.
Still, Peterson deftly worked out how to
lengthen body and frame on this new-style Continental.
Unfortunately, fewer than 20 Executive Limousines were made for 1970.

This was hardly the only problem that faced Lehmann-Peterson, either.
Near the end of 1969, automakers found themselves running into a barrage of new federal safety
standards, the impact of which on the way they did business was uncertain.
This factor more than any other forced Ford’s hand in deciding to deny Lehmann-Peterson any more support.
The risk of the unknown was just too great
when faced with potential liability from a car that
wasn’t even produced under its own roof. In fall 1970,
Lehmann-Peterson was forced to close its doors. The company’s taxes
hadn’t been paid for the last couple of years, so the
government foreclosed. Most employees left to work for competitors.
Lehmann tried to make a go of things on his own, but the brass ring never came around again.
In a few short months, he entered the hospital for the last time and spent a solid
year there. The lengthy hospitalization took its toll on Morella
Lehmann. During that time, she contracted a near-fatal case of hepatitis.

Robert Peterson later went on to produce Cadillac limos for Maloney Coachbuilders, also in the
Chicago area.

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