In 1998, Lincoln's overall sales made it the number one luxury brand in America. The Navigator, Continental and Town Car weren't exactly world beaters – let alone an enthusiast's cup of Darjeeling, but the typical Lincoln buyer was getting precisely what he or she expected: soft, cozy, squishy cruisers for soft, squishy old people. In the decade that followed, Ford's U.S. luxury arm has seen about as much success as a modern day typewriter salesman. Mistakes have been made. The Blackwood. The Aviator. The LS. All big-time blunders – tragically so with the Romulan cloak-inspired design of the LS, as it was a pretty good car under that anonymous sheetmetal – and all consigned to history.

It's easier than ever to tell a Lincoln from 100 yards out.
Fast forward to 2009, and yesterday's gaffes have been replaced with a group of indecipherably-named vehicles that don't seem to be catching the eye of the car-buying public. The MKS, MKZ and MKX are nice enough, with tons of tech and luxury amenities, but America's buying public doesn't seem impressed.

Admittedly, the biggest reason Lincoln was kicking ass on the luxury sales charts last decade was the Navigator. It was big, it could haul heavy loads and it had an over-the-top style that affluent Americans were looking for at the time. Today's Lincoln lineup continues to feature the Navi, but the hefty SUV is no long the toast of the town and its massive girth and lousy fuel economy are borderline synonymous with PR losers like global warming and dependence on foreign oil. The 2010 Lincoln MKT is sized to replace the Navigator, but with the improved packaging, comfort and efficiency of a car-based crossover. We exercised a pair of EcoBoost-powered luxury barges through the twists and turns of Ann Arbor, Michigan to answer one simple question: does the 2010 Lincoln MKT have what it takes to become the spiritual successor to the Navigator and help shake the Lincoln brand of its decade-long sales slump?

For every vehicle that Lincoln has in its lineup, there is a mechanically identical Ford on the more pedestrian side of the gene pool. The MKT is no different, sharing its platform and powertrains with the boxier Ford Flex. To distinguish the two CUVs, Ford is employing a "differentiated top-hat strategy." That means precisely zero sheet metal and fewer interior parts are shared between the two models. That's a terrific change of pace for Dearborn's luxury stepchild, as the days of Lincolns that looked way too much like their Ford siblings are still fresh in our minds. Heck, the "in showrooms now" MKX is still a dead ringer for the Ford Edge, so thorny reminders of its blue collar heritage are still alive and well within Lincoln's current lineup.



When we first laid eyes on the concept version of the MKT at the 2008 Detroit Auto Show, we were surprised by its odd-looking aesthetics. The tintless glass roof made the massive crossover concept appear to suffer from male pattern baldness, while the exaggerated D-pillar was overshadowed by a bulging hindquarters that made J-Lo's booty look benign. Fortunately the production MKT manages to be better looking than the concept, but we wouldn't exactly say Lincoln's new Freightliner is a looker, either.

Up front, Lincoln turned up the design DNA with its new corporate mug. The split waterfall grille is divided by the four pointed star, and whether you love or loathe Lincoln's new face, it's hard to argue that it's now easier than ever to tell a Lincoln from 100 yards out. The front end rounds nicely into the MKT's overtly chiseled belt line, which moves across the profile undisturbed until it ramps up at the rear wheel.



When viewed from behind, the story gets better, as the smooth transition from the roof to the minimalist bumper and interesting, if over-the-top, tail lamps shows that this Lincoln looks best when it's ahead of you. That rump, by the way, was forged with magnesium and aluminum, shaving 22 pounds from the MKT's 5,000-pound curb weight. Sure, Lincoln's newest crossover is a bit homely, but there isn't exactly a plethora of visually stunning luxury family haulers on the market, either.

The MKT felt more powerful than the 400 pound-heavier Audi Q7.

While we were less than thrilled with the MKT's polarizing exterior, the story improves once you step inside the CUV's commodious interior. High quality leather and soft touch materials abound, with truly impressive blond wood accents that add plenty of visual pop. Ford has faithfully provided very comfortable seating surfaces for some time, and the MKT continues that tradition, but with an added dose of leather-clad luxury.

The MKT can be had in several interior combinations, all of which include a third-row seat. Our Ecoboost-powered test vehicle came equipped with the $4,000 Spec 201A package, which includes Ford's excellent Travel Link navigation package, chrome 20-inch alloys, a panoramic moonroof and second row captain's chairs that mirror the excellent seats in the front row. The third row looks to be about the same size as its Flex sibling; just big enough for a couple of amiable teenagers.



With all rows upright, there is 17.9 cubic feet of space aft of the third row, but available cubes jumps all the way up to 75.9 when the second and third row seats are stowed. Spec 201A also includes a compressor-powered mini-fridge between the second row seats; a feature that MSRPs for $895 as a stand-alone option. The fridge can hold all of seven cans (or about three water bottles) of cooled refreshment, and it can freeze ice in half the time of your Maytag – a good thing considering it costs as much as the appliance in your kitchen.

Behind the wheel, we were immediately presented with the thick, leather-wrapped steering wheel with a real "hold me" feel. Beyond the tiller are Lincoln's corporate white-on-black gauges, which are simultaneously stylish and easy to read. The supple seating surfaces are matched with equally impressive armrests at the door and the center console. The general largesse of the MKT is also evident in the cockpit, as both leg room and hip clearance is plentiful, even for the widest of Autobloggers.



When it's time to take off, the MKT starts with a touch of a button (doesn't everything), bringing Ford's newest powertrain to life. The twin turbocharged 3.5-liter EcoBoost V6 boasts 355 horsepower and 350 pound-feet of torque from 1,500 RPM all the way to 5,250 RPM, resulting in healthy, lag-free acceleration in almost any situation. Ford's claim of the EcoBoost V6 delivering the power of a V8 with the fuel economy of a six-pot are born out through the numbers, returning an EPA-tested 16 MPG in the city and 22 MPG on the highway.

To properly show off the capabilities of the MKT's twin-boosted powerplant, Lincoln provided a V8-powered Audi Q7 to compare and contrast. The Q7's 4.2-liter powerplant flexes its muscles to the tune of 350 hp and 325 lb-ft of twist, similar numbers to the MKT, yet the four-ringed crossover manages only 13/18 EPA numbers, or four fewer highway mpg than the Lincoln. The MKT is also a bit friendlier to the environment than the Q7, as Lincoln claims 19 percent fewer CO2 emissions. When driving the vehicles back to back, the MKT felt significantly more powerful than the 400 pound-heavier Audi, as the Super CUV went from zero to cruising speed with more authority, while providing more punch when accelerating from steady speeds.



The EcoBoost V6 sounds good, too, with a quiet roar on heavy acceleration, and the MKT doesn't just win in terms of power, either, as the large crossover proved to be more agile in the curves while sporting a more impressive, quieter cabin. The Q7 felt tank-like in comparison to the longer, lighter MKT, though the Audi did supply more steering feedback and confidence-inspiring braking compared to the MKT's somewhat numb wheel and spongy stoppers.

The MKT is a fine entry in the large luxury crossover market.

The Lincoln engineering team tells us that special attention was paid to the MKT's road handling prowess, and the Ecoboost-equipped variant received a stiffer suspension both front and rear. The Ford stat machine says that the MKT registers a roll gradient score of 3.8 and a roll dampening tally of 23.6, better than the Q7 or the Acura MDX. Our experience with the MKT showed that the big crossover did remain flat and composed at speed on twisty roads, and we feel that the MKT's lower, wagonesque stance helped keep its 255/45/R20 Goodyear radials firmly planted to the road.

Despite the MKT's fairly impressive performance chops, this three-row crossover is still at its best when cruising, proving flat out comfy in every environment, with a plush, bump-soaking ride, a pristine THX sound system and terrific ride height and visibility. During our road trip we were able to hold conversations in muted tones thanks to laminated glass and sound deadening insulation. We did detect some minor road noise emanating from the spanking new Goodyear radials, but the back roads we traversed could be at least partly to blame for the intermittent issue.



With the 2010 Lincoln MKT, the Blue Oval appears to have a very competent luxury cruiser that can stand up to the competition in terms of performance, efficiency, technology and luxury amenities. But while we enjoyed our time behind the wheel, we still don't see Lincoln's new crossover as being the answer to Ford's prayers. The MKT may have the size and luxury to replace the Navigator, but despite its assertive love-it-or-hate-it design, it just doesn't have that "King of the Road" swagger that made Lincoln's first SUV a smash hit in the urban jungle. The MKT is most certainly a fine entry in the large luxury crossover market, though, and that might be all that's needed to keep Lincoln buyers in the family when the time comes to trade in their aging Navis.

[Source: Autoblog]

Review

Lincoln's foray into the entry level luxury sedan market has gone through several changes over the past few years, starting with the introduction of the Zephyr in 2006 and evolving into the MKZ in 2007. In addition to the name change, Lincoln replaced the 3.0L V6 with a 3.5L unit, added a 6-speed automatic and provided the option of AWD. Now for 2010, Lincoln has given the MKZ a substantial refresh to keep pace in one of the most competitive segments.

The most notable changes are to the exterior design, which now carries over styling elements from the MKS. The entire front end has been altered and features Lincoln's split-wing grille that flows into thinner headlights, giving the MKZ a more aggressive and modern appearance. The rear end has also been given a makeover, featuring a new decklid and wider, thinner LED taillights. Standard are 17-inch aluminum wheels, with chrome coming as an option as well as 18-inch polished wheels that come as part of the Sport Appearance Package.

The MKZ's interior also gets a refresh with a focus on high quality materials that's highlighted by new genuine aluminum and wood trim and an all-new instrument panel with a next generation voice-activated navigation system. The seats are now wrapped in high quality Bridge of Weir leather and are available in perforated suede. Other interior changes include new door trim, and a leather-wrapped steering wheel with wood inserts.

In an effort to separate itself from the competition, Lincoln also focused on providing a high level of standard technology features. The Blind Spot Information System, Cross Traffic Alert, SYNC, and adaptive HID headlights are all exclusive to the entry level luxury sedan segment. The MKZ also features real-time traffic and weather data via SIRUIS Travel Link, a reverse camera system, and a premium THX II sound system with 14 speakers and a 10BG hard drive.

The 3.5L Duratec V6 carries over unchanged from the previous model. We found it to be efficient and capable in our test of the 2007 MKZ, although not a class-leader by any means. Part of our lack of satisfaction with the powertrain was due to the 6-speed automatic transmission that lacked any manual control. Fortunately, this option has been added for 2010 with the new SelectShift transmission. The powertrain is also now more efficient, dropping the 0-60 mph time from 7.7 to 7.1 seconds. All-wheel-drive remains an option, although it has been retuned for better traction and less noise.

The MKZ suspension received a few minor changes, as well. The position of the rear lower control arms have been changed for improved handling characteristics, and the steering pump has been altered to provide better response and less effort at low speeds. For the AWD system, the suspension has been tuned for more neutral handling in corners.

news

If you have many leather-bound books and your apartment smells of rich mahogany, then you might be interested in the new Executive Appearance Package option for the 2010 Lincoln MKZ. Available in late summer, the new trim package offers "more traditional luxury appointments" for Lincoln's base sedan, a result of early sales showing buyers preferring well-equipped models. The package comes in Dark Charcoal or Cashmere colors and includes unique stitching on the door trim, an insert on the console armrest, a genuine Swirl Walnut wood console and instrument panel accents, along with premium floor mats with the Lincoln star.

PRESS RELEASE:

A new trim level featuring additional wood appointments and unique trim has been added to the 2010 Lincoln MKZ, providing customers the opportunity to choose an even more luxurious model. Available in late summer, the new Executive Appearance Package offers more traditional luxury appointments and expands the range of Lincoln MKZ option packages.

Early sales of the 2010 Lincoln MKZ indicate there is indeed consumer appetite for well-equipped versions of the newest sedan from Lincoln.

"We are encouraged by the number of customers who are purchasing our luxury packages. The Executive Appearance Package gives customers yet another terrific option when considering the new Lincoln MKZ," said Greg Scott, Lincoln MKZ marketing manager. "With more wood finish and upgraded trim on the interior and five color choices on the exterior, this new package nicely complements the popular Sport Appearance Package."

Interior highlights of the Executive Appearance Package include:

Available in Dark Charcoal or Cashmere color
Luxury leather-trimmed seats
Unique door trim with stitching
Unique console armrest insert
Genuine Swirl Walnut wood instrument panel accents
Genuine Swirl Walnut wood console
Premium front and rear floor mats with the Lincoln star

Exterior color choices with the Executive Appearance Package include:

Tuxedo Black
White Platinum
Brilliant Silver
Sterling Gray
Sangria Red

news

The Lincoln MKZ began life as the Zephyr. It was bland-looking and far too underpowered to compete in the increasingly competitive entry-level luxury class. Ford updated the mid-size sedan back in 2007 with a more powerful engine, some cosmetic updates, and a new alphanumeric moniker. Despite the alterations, the least expensive Lincoln still didn't stack up with the competition in many areas, let alone in terms of image or "wow" factor.

Understandably, Lincoln is looking to reverse the fortunes of its MKZ for the 2010 model year, with a thorough makeover on the inside and some major cosmetic tweaks on the outside. Has Lincoln improved its volume sedan entry enough to make the MKZ a consideration for car shoppers?

To understand exactly where the MKZ fits in the hierarchy of midsize entry-level luxury vehicles, we should first determine what the competition really is. Is it the Cadillac CTS? On price and size, the two vehicles are close, but the CTS is rear-wheel-drive, far sportier and has a much higher top-end price. While the Audi A4 is a front- or all-wheel drive proposition like the MKZ, it has a far greater price range and sportier demeanor. For our money, the MKZ's main competitors are the Lexus ES350 and the Acura TL. This group of vehicles has similar pricing and options, and all three are based off of non-luxury sedans sold under their parent company's less-exclusive nameplates. Admittedly, in this regard, the Lincoln is more of a gussied-up rebadge job of the capable Fusion/Mercury Milan and the Lex is a slicked-up Camry. By comparison, the TL would hardly recognize the Honda Accord as kin.



Our Tuxedo Black Clear Coat MKZ arrived equipped with the Technology Package and Sport Package options, and wore a MSRP of $37,255. The Technology Package includes adaptive HID headlamps, rain sensing windshield wipers and ambient lighting. With the Sport Package, you get an upgraded suspension, 18-inch alloy wheels and tires, and high contrast stitching with eye-catching white piping. All-wheel drive can be checked off as an option, but our tester was motivated only by its front wheels.

While the 2010 is only a mid-cycle refresh of the 2007 model, there are enough changes inside and out to fool the untrained eye into thinking that this Lincoln is all-new. The front end gains the new corporate split grille that debuted with the Lincoln MKR concept in 2007 and was first brought to production on the 2009 Lincoln MKS.



The new Lincoln front end is more polarizing than the stylistically invisible grille of the Gen 1 MKZ, and that's a good thing. In our books, "Love it or hate it" beats "not even knowing it exists" design any day of the week. Some Autobloggers like the look of the MKZ up front, though others on the team have been far less complimentary in their assessment of the new look. Another surprise and delight comes at the expense of Lincoln's Tuxedo Black paint job. Little flecks of glass embedded in the paint look like stars in the galaxy when viewed in sunlight, just like former Ford design chief Peter Horbury told us it would.



On the inside, the MKZ has been stripped of its award-winning dash design that was arguably its biggest selling point before. In its place is a more modern interior with an MKS-like look. Our model was outfitted with the optional Sport Package, which added contrasting colored seats front and back. The white piping outlining the comfortable, well-bolstered Bridge of Weir leather seating was consistently a real attention grabber, and it really brightened up an otherwise dark cabin. Another favorite of ours was our tester's classy use of chrome shapes and materials on the door inlet, which usefully differentiated the MKZ's interior from that of the Milan and Fusion.



Interior materials were nice throughout, though we were a bit disappointed that the dash materials were the same kind that can be found in the Ford Fusion. The softer, more elegant stock of the costlier MKS would have been been preferred. We also didn't like the fact that the plain-Jane, hard plastic glove box didn't quite match the look of the surrounding materials.

For more than 10 years, Ford has had the same five button keypad to get owners into their cars without keys. After a decade, the look of the keys became less than modern, so Ford gave the fixture a thorough makeover for the 2009 MKS. Not so for the MKZ, though. It still has the same old buttons as a 1999 Taurus. The standard Ford-issue key fob doesn't lend much to the luxury experience, either. In our estimation, a valet shouldn't get the keys to your $37,000 Lincoln confused with the keys from the 2008 Focus next to it.



We were also a bit puzzled by the memory seats. Every time we started the car, the side mirrors adjusted themselves down towards the cement. So we set the mirrors and our seating position to our preference (or so we thought we did), and when we got back in the car the mirrors were down again. As it turns out, you need to have the car in Park to set save your settings. This would have been fine if the MKZ defaulted to the seat being all the way back for easy ingress/egress, but that wasn't the case. Why not just leave the seat in the last position? After all, how often does someone else drive your car?

One knock against the original Zephyr was that it was flat-out underpowered when compared to the competition. At the time, most run-of-the-mill midsize sedans got more juice from their V6 engines than did the Zephyr. The 2007 model MKZ, however, was upgraded with Ford's new-at-the-time 3.5-liter V6, which was rated at 263 horsepower. Ford has kept the same engine for 2010, though 263 hp is once again on the low end of the power spectrum. The Lexus ES350 and Acura TL both eek a bit more motivation out of their powertrains, though to its credit, the MKZ gets by without the need for premium fuel.



The tried-and-true 3.5-liter performs adequately in the MKZ, with enough punch for most drivers. When combined with its silky six-speed automatic transmission, the MKZ is a very smooth operator while cruising the boulevard. Gearing has been tweaked to improve off-the-line acceleration, and the new SelectShift manual shifting option is actually reasonably quick and almost fun to use. We were able to achieve around 23.5 mpg in mixed driving, which is about where you'd be with most V6-powered vehicles in the entry-level luxury segment.

Out on the road, the MKZ is neither as athletic as the Acura TL or as cushy the Lexus ES350. Lincoln engineers settled somewhere in the middle, with a tight chassis that soaks up road imperfections while providing enough athleticism to qualify as fun to drive. The MKZ doesn't feels as edgy as the Fusion Sport we tested earlier in the year, yet it does give you the ride and handling prowess to attack curves instead of easing into them. The suspension tuning may not have been track-ready, but that makes it a more comfortable cruiser out on the highway. Ford also took pains to keep the MKZ cabin luxury car quiet, and its efforts have paid off. We were able to hold conversations freely and easily, and we didn't have to raise our voices above 80 mph, either.



Push the little Lincoln around, though, and it's less than impressive. Its steering is a little over-boosted and feedback is minimal. The optional Sport Package on our tester did provide stiffer springs with larger sway bars for increased stability. It is far more competent in corners than Lincolns of yore, and a bit more spirited than the competition from Lexus, but it isn't as composed as the Acura (let alone anything coming out of Europe).

Lincoln has definitely freshened the look of the MKZ both inside and out, and it's a markedly more attractive package than the first generation model. We're not sure if Ford's luxury brand was aiming for the middle, but after a week with the freshly updated MKZ, that's exactly where it finds itself. In terms of styling and performance, the MKZ ends up being a nice alternative for those among us who want something more spirited than a Lexus ES350 and more subdued than a Acura TL. Whether those attributes will help Lincoln steal sales from the competition is another matter. With stellar reliability ratings, solid performance and the most standard features in its class, it should.

[Source: Autoblog]

Review

For the last year and a half, Ford has repeatedly discussed EcoBoost as its high volume, mainstream technology for reducing fuel consumption and CO2 emissions. While Ford is putting a lot of effort into developing hybrids, plug-in hybrids and battery electric vehicles, the high cost of those technologies will keep volumes low for the near term. Meanwhile, engine downsizing combined with turbocharging and direct fuel injection (GTDI) can cut consumption for a much lower cost. The technology arrives this summer, and while it has a green sheen to it, there's plenty of excitement for gearheads, as we've just learned.

Ford's first GTDI engine is the 3.5-liter twin-turbo V6 that is set to debut in the Lincoln MKS, MKT, Ford Flex and Taurus SHO. Over the last eight months, Ford has conducted a number of background preview drives with EcoBoost equipped vehicles that we haven't been allowed to discuss. With production starting in the next few weeks, however, Ford allowed us to drive some pilot production examples of the two Lincolns powered by EcoBoost engines at its Romeo Proving Ground in Michigan. This time, we can finally tell you about it and give you a preview of the new MKT.


With sales of the big Navigator sinking into oblivion along with just about every other full size SUV, Lincoln is introducing the MKT as a three-row, seven-passenger alternative for those who need something a bit bigger than the MKX. The MKT shares its Volvo-derived architecture with the Ford Flex. The rectilinear super-sized Mini styling of the Flex has been replaced with a look more in keeping with the current Lincoln design language that debuted on the MKR concept before being adapted to the production MKS. It is a look that's at once distinctive and controversial – not everyone will like it, but the MKT certainly stands apart from the crowd.



For our preview drive, we had the chance to compare the EcoBoost-equipped MKT against a more SUV-minded crossover, the 4.2-liter V8-powered Audi Q7. The Audi was chosen because, like the Lincoln, it can accommodate seven occupants (five in actual comfort) with a similar footprint. When developing the MKT and MKS, Lincoln considered whether to offer a V8 engine to compete with premium competitors. However, given the expectation that fuel economy and emissions standards would get tougher, the choice was made to follow a different path.

Thus, the Blue Oval has wrought an EcoBoost V6 that produce power levels equal to or better than competing 4.2- to 4.6-liter V8 engines, but with substantially better torque. We've already described the EcoBoost technology at length so we'll just briefly recap here. Turbocharging is nothing new to Ford or other automakers. Ford first started playing with downsized turbocharged engines in the early '80s. At that time, carburetors and and later port fuel injection meant that compression ratios had to be cut in order to prevent knocking and detonation. The result was weak low end torque, followed by a sudden rush of power. These engines had reliability issues and generally weren't that pleasant to drive.



The key to these new engines is direct fuel injection. With the turbochargers now pushing nothing but compressed air into the combustion chamber, there is no longer an opportunity for pre-ignition. Directly injecting fuel into the combustion chamber actually cools the compressed intake charge allowing the compression ratio of the EcoBoost engines to be kept much higher than in the past. The result: the 3.5-liter EcoBoost hits its torque peak of 350 lb-ft at just 1,500 rpm and stays there all the way to 5,250 rpm. The power peaks at 355 hp at 5,700 rpm. By comparison, the Q7 V8 generates only 325 lb-ft and peaks at 3,500 rpm.



For our preview drive of the EcoBoost MKT, we started off with three laps of the Romeo Proving Ground's five-mile high speed oval in both vehicles. For the first lap, we ran at speeds of up to 100 mph to evaluate the power and smoothness of the engines at sustained high speeds. For the second lap, we dropped speeds down to about 40 mph and tried out light to medium throttle tip-ins to simulate what a driver might need to make a pass on a two-lane road. For the third and final lap, we set the cruise control to 70 mph and reset the mileage readout to record highway mileage at constant speed.



Anyone who's driven any of the bigger Fords and Lincolns of the past couple of years will be familiar with Ford's 6F50 six-speed automatic transaxle. This unit was co-developed with General Motors, but each company does their own control software. In Blue Oval guise, this transmission is one of the smoothest shifting units on the market. For EcoBoost applications, the gearbox has been upgraded with beefed-up gears and clutches and an optimized torque converter. The EcoBoost versions also get steering wheel-mounted paddle shifters and standard all-wheel drive.

As we soon discovered, the engine and transmission combination seems particularly well matched in these vehicles. In fact, anyone who was to climb in and drive off in a MKT without knowing what was under the hood would be hard pressed to guess that only six cylinders are doing the heavy lifting. In spite of the immense torque, the MKT just pulls away from the line smoothly and quietly. In fact, quiet is the major element of the MKT driving experience. Ford's aerodynamicists have put a lot of effort into subduing wind noise, which, combined with thicker acoustic side glass and an upgraded structure, allow the MKT to cruise in comfort at speeds well beyond 100 mph. When cruising at more modest velocities, the EcoBoost V6 is nearly silent and vibration free, only making its presence felt audibly when you stand on it. Even then, it produces a quality mechanical sound that's a satisfying addition to the driving experience.



Where the EcoBoost engine really showed its performance advantage over the Audi was when it came to throttle tip-in. The EcoBoost's fat and flat torque curve gives the Lincoln a response that is almost diesel-like, albeit without the attendant soundtrack. A light squeeze on the go pedal results in a seamless sweep of the speedometer needle clockwise around the dial, even without a kick-down of the transmission. Simply put, it's just a rush of acceleration. Regardless of whether you're going from 40 to 60 mph, from 50 to 70 mph, or 70 to 100 mph, the result is the same. Attempting the same feat in the Q7 results in a response far less impressive in its forcefulness. As good an engine as the Audi V8 is, it simply doesn't have anywhere near the low-end torque of the EcoBoost V6.

Of course, the biggest reason for going with a boosted V6 rather than a V8 is better fuel consumption. We ran a five-mile lap in each vehicle with the cruise control set at 70 mph. This is obviously far too short a test to be considered definitive, but it gives a reasonable indication of the results we can expect. Winds were blowing at speeds up to 40 mph on the day of our drive, but since we ran in both directions on the oval, its impact was minimized. The final EPA numbers for the MKT aren't ready yet, but Ford is expecting them to be at least 16 mpg city and 22 mpg on the highway. For comparison's sake, the Audi Q7 is rated by the EPA at 13/18 mpg and it registered 18.8 mpg on our short test. The same resulted in an average of 22 mpg for MKT, with a peak of 23.8 mpg on the tailwind side of the oval. That's a healthy 17% better than the V8-powered Audi, although other factors like weight, aerodynamics, mechanical drag, etc. need to be considered in this comparison.



Following our oval laps, we headed over to the hill route and durability loops for some ride and handling evaluations of the MKT and Q7. When we drove the Flex last summer, we were particularly impressed with the dynamic behavior of the big wagon. For such a large vehicle, it felt remarkably well-balanced with a great combination of spring and damping rates that kept body roll and understeer in check while still delivering a comfortable ride. For the EcoBoost MKT, the engineers have continued tweaking the formula, and when run back to back against the Q7, the difference was immediately apparent. In short, the Flex drives like a vehicle much smaller than it is, and the same is true of the MKT in spite of its luxury ambitions. You can manhandle the MKT hard into a corner, and the combination of well-tuned mechanical bits and seamless stability control intervention allow it to just track through at speeds that are surprisingly high for a CUV.

Unlike many of the other premium vehicles on the road with automatic transmissions, the MKT doesn't offer an explicit sport mode for the transmission. Sport modes typically move the shift points higher and enable downshifts under braking. Normally, moving the shifter to the manual mode enables the steering wheel paddles. However, moving the gearshift to manual (but not touching the paddles) enables a hill mode that behaves in much the same way. While the EcoBoost doesn't really need the higher revs to optimize performance thanks to its ample torque, the automatic downshifts can be handy and entertaining during more aggressive driving.



Aside from changes to the springs and dampers, the only real mechanical change to the suspension of the EcoBoost vehicles is the debut of electric power steering assist. The EPAS system will eventually be rolled out to non-EcoBoost models, as well. EPAS is notoriously hard to calibrate for good feedback, with only a few vehicles doing an excellent job, other systems border on terrible. The MKT falls somewhere in the middle. There are no on-center dead zones like we've experienced in the Acura TL and TSX, but the effort is a bit on the light side under some conditions. Overall, it is a good effort and the steering engineers will no doubt continue to tweak the calibrations.

Around the facility's durability route, there were a variety of different surfaces, many of them uneven, replicating roads that can be found out in the real world. It was here that the MKT really outshone the Q7. The big German bobbed nervously up-and-down and side-to-side over uneven pavement in a manner that would prompt most drivers to slow down significantly. The MKT, on the other hand, exhibited far superior control over both its vertical and lateral body motions. At the same time, the bumps and valleys were simply gobbled up by the suspension, keeping things serene inside the cabin.



Speaking of the cabin, we found the inside of the MKT a wonderful place to be. The dashboard and door panels are trimmed in cut-and-sew leather, and all models get the same eight-inch LCD touchscreen in the center stack – regardless of whether they are equipped with a nav system. Even without nav, you get the same basic graphical interface that we've found to be among the easiest to use of any on the market, regardless of price. The MKT seats are also outstanding, with nice, long lower cushions that provide excellent thigh support. All MKTs get a massive glass roof as standard, with a retracting panel over the front row as an option. The one place where the Lincoln loses out to its Ford-badged sibling, however, is the third row. The forward sloping rear glass and downward trending roof means the back row is a bit tighter in terms of headroom than the cubist Ford.

Once we finished with the MKT, we ran the same evaluations with the MKS four-door and found much the same results. For the sedan, Ford offered up competition in the form of the Infiniti M45X and Cadillac STS. Both of the competitors are at the end of their lifecycles, but remain competent vehicles, particularly the former. Perhaps when Lincoln gets around to longer drives of the EcoBoost MKS, they will bring out the new Mercedes E-Class instead. Regardless of the competition, the MKS revealed itself to be a surprisingly good car. That's significant, because as recently as a decade ago, the thought of a big Lincoln sedan that could run like the MKS was all but unthinkable.



Over the same hill route as the MKT, the MKS more than held its own and felt surprisingly tossable. The EcoBoost V6 proved to have plenty of grunt for pulling out of corners, and the suspension kept the car remarkably composed. Just as in the crossover, there is no adaptive damping on the Lincoln, but the system kept body motions well under control at all times. When we hit the oval with the sedans, the results also corresponded to what we experienced with the MKT.

In spite of the ten-inch longer Lincoln weighing some 300 pounds more, it felt significantly more responsive both at full and part throttle compared to the Infiniti, whose 4.5-liter V8 is rated at 325 hp and 336 lb-ft of torque at 4,000 rpm. The MKS' mileage results were also similar to its more family-minded sibling. We averaged 25.1 mpg around the loop in the Lincoln, while the M45x only achieved 21 mpg, a disadvantage of 16.4%. Again, the results of our too-brief test should be taken with several grains of salt, but they should also provide a reasonably accurate forecast at what to expect in real-world driving.

All four EcoBoost models go on sale later this summer, and we'll have more in-depth reviews when they are available. Come 2010, Ford promises that a longitudinal version of the EcoBoost V6 will find a home in the F-150 pickup (and most likely in the Mustang eventually, as well). We've already driven an early prototype F-150 with EcoBoost, and while it was far from finished, our initial impressions were positive. In fact, it bordered on "Who needs a V8?" Sometime later next year, we also expect to also see the first four-cylinder EcoBoost engines in the bay of the next-generation Focus. Although the latter application will probably be more fuel-economy minded than performance oriented, but we can hardly wait.

[Source: Autoblog]

Review

Beijing-based First Auto Works has long been the provider of the official transportation for the hierarchy of the People's Republic of China. Back in the 1950s, FAW started off building a localized version of the standard Soviet parade car, and over the past half century, they have evolved. FAW has also built licensed stretched sedans based on Audi and Lincoln vehicles.

Here at the Beijing Motor Show, FAW is showing off a new limo that is a modern interpretation those original models from the 1950s, but with a greenhouse and door array that looks more like a contemporary Rolls-Royce Phantom. We couldn't find any press materials written in English, but we have reason to believe that this machine is powered by a V12 engine that looks suspiciously like the one from the BMW 7 Series V12 of the late-1980s.

news