Lincoln crossover hits the Mark
Lincoln's first venture into the "crossover" utility market is a good one, as the MKX satisfies with a great blend of style, comfort and versatility.
Word on the street was that the new MKX was originally slated to be the replacement for the Explorer-clone Aviator sport-ute, but the company appropriately decided to give it a new identity. Comparing MKX to Aviator would have been akin to comparing a pancake to a CD – they're about the same size and ... well, that's about it.
Where Aviator was boxy and brutish, MKX is dynamic and elegant. Where Aviator was rough and rugged, MKX is silky and supple. And as a result, it probably fits into the Lincoln lineup better than Aviator did.
MKX builds on the Lincoln standards of quietness and spaciousness with impressive fuel economy and convenient flexibility.
Its ride is car-like, but not the typical Lincoln Town Car type of floaty ride. The MKX is firm over all surfaces and rarely gets harsh. Around town cruising on pockmarked streets lets the driver know that MKX isn't a luxury car, but it doesn't have the typical high-wagon jitteriness (as do most SUVs).
And although handling is not close to that of most sedans, it is considerably better than that of most SUVs. The large footprint created by mounting wheels far to the corners of the vehicle generates an inherent stability bonus, and MKX flows through corners with discernible, but not excessive, body-lean.
Conversely, owners aren't likely to take their MKXs out on the sort of off-roading excursions as might some owners of, say, the Aviator. But since most SUV owners don't venture too far off-pavement, it's likely not something that will be missed.
There is not a lot of ground clearance to MKX (8.4 inches), so even getting over the snow-plough hump at the foot of the driveway may be a challenge. A Jeep Wrangler it ain't, but then the Wrangler can't keep its occupants isolated from the outside harshness as can MKX.
Sounds like a Lincoln
Sound insulation is befitting of a Lincoln, with nary a knock, whine or roar bullying its way through the dash firewall or floorpan. That makes for a comfortable ride on the ears as well as on the back.
Seats are well padded and nicely supportive up front, though the rear could use a bigger cushion to support longer thighs. We figure this was done to create the illusion of more legroom, and we can't argue that it appears roomy enough, but the knee and foot angles are not conducive to a comfortable seating position and rear-seat riders tend to get restless after just a half-hour stay. The 60/40 split seatback is tilt-adjustable to appease tired backs.
The cabin is nice and airy, though, thanks to a nearly full glass roof that combines with the massive windshield to create unobstructed sightlines from horizon to zenith (see dad, those university astronomy courses were NOT useless!!).
Cargo room behind the rear seats is abundant and easily expands with seatbacks that go down at the push of button, from the cargo hold. The power tailgate works really well, once you get the hang of push and release (rather than push and attempt-to-lift).
The overall interior presentation is a kind of mixed bag, though. The display is mostly upscale, but some things are inapposite. For example, the overall dash presentation reminds you of a premium home audio system, but the displays look like they were lifted from a 1987 Ford Festiva.
Another example is the simulated-wood and aluminum-like plastic trim pieces that are pretty near genuine in appearance, but then are set into blatantly moulded plastic dash and door panels. It makes us wonder about the legitimacy of the genuine leather upholstery and trim.
Heated front and rear seats (the front ones are also cooled) and a 14-speaker audio system (with in-dash 6-CD changer and MP3 playback capability) provide diversion from the MKX mechanicals.
On the road
Power is supplied by a 3.5-litre V6 that makes 265 horsepower and generates 250 lbs.ft of torque at 4500 rpm. That's a tad high for a passing advantage, but is easy enough to achieve during city driving resulting in brisk but not overwhelming acceleration. It's reportedly good enough to tow 3500 lbs., with the optional towing package.
Power delivery is smooth and progressive thanks to a 6-speed automatic that almost feels like a CVT (continuously variable transmission). Sequential shifting would put more control into the driver's hands, as the kickdown is rather lazy.
Still, the combination works toward an economical final destination, with our tester accumulating roughly 700 km of mixed city and highway travel while returning 11.9 litres per 100 km. That's pretty good for a 2-tonne vehicle.
The fully independent suspension does a great job of keeping tires planted on the road and all-wheel drive keeps them turning. Traction and roll-stability control combine to ensure the MKX never finds its wheels spinning. Overall, it's a seamless motivator that conveys a sense of confidence and dependability.
The MKX is a great addition to the Lincoln line, thanks to its upscale demeanour and all-weather dependability. It looks good and acts good, so that leads us to believe it is good.
Summary:
Test vehicle: 2007 Lincoln MKX
Price range: $42,399 to $52,199
Test model price: $52,099 (before taxes)
Options: THX II Audiophile System ($1,000); Class II Trailer Towing ($500); DVD Navigation System ($2,300); Vista Roof ($2,200); Heated Rear Seats ($400); 18-inch 8-Spoke Chrome Wheel with Euroflange ($800).
Fuel economy: 11.9 litres per 100 km (combined over 701.6 km)
Freight: $1,250
Basic warranty: 4 years/80,000 km
Competition: Buick Rendezvous; Infiniti FX35; Lexus RX 350; Mazda CX-7; Mercedes ML350; Porsche Cayenne; Subaru B9 Tribeca; Toyota Highlander; Volkswagen Touareg; Volvo XC90
Strengths:
- Looks to die for
- Quiet, smooth ride
- Airy cabin
- Good fuel economy
Weaknesses:
- Unfocused interior styling
- Poor wiper performance in icy conditions
- Lazy transmission kickdown
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