2007 Lincoln MKX Review

Specifications

I can’t imagine how challenging it would be to bring a new model to market in such a chaotic industry. After the product planners test all competitors’ vehicles and sit down with their own RandD people to make sure the future model features all of the right components, and during this process all agree on a level of quality so that the new car, truck or SUV doesn’t get left behind the pack, but also that it doesn’t go over budget and price itself out of contention, there are umpteen other critical decisions to make. And just when each exec signs off on the final design, thinking that the vehicle is original enough to stand out in the ever thickening crowd, but then again not too original so that it’s not acceptable to the masses, a competitor hits the stage with the identical taillight design or the exact same “breakthrough” feature. The auto industry might not be the most competitive of all, but it’s certainly somewhere near the top.

Such is the atmosphere of the automotive world in 2007, and within that sphere, the hotly contested luxury crossover segment. Lincoln, desperately needing new models to spruce up its waning image and lure new buyers into its all-too quiet showrooms, and now also feeling the added weight of potentially becoming Ford’s only premium brand if Dearborn succeeds in ridding itself of its remaining PAG nameplates, Jaguar, Land Rover and Volvo, is taking on all comers with a new crossover of its own, the MKX.

Yes I know that it’s only seven letters away from Acura’s flagship CUV, the MDX, but there shouldn’t be many mixing up the two from a visual standpoint; although if you’re feeling anywhere near as tongue tied in acronyms as I’ve been getting lately I’d understand if you mistakenly walked into the wrong dealership. Both crossovers are bold and distinctive, although they go about things in entirely different ways. At first seeing this new Lincoln I had mixed emotions, much like I felt and still feel about the Acura. While I liked the retro-styled chrome grille that spans the entire width of the MKX’s face, plus its vertical headlamp clusters and short, stubby, truck-like nose, I wasn’t quite sure of its rear end design, not being a big fan of horizontal light bars, which remind me too much of mid-’80s Chryslers. Heck, I’m not even a fan of the Porsche 911’s body-width light bar from this same period, so I’m not going to be easily swayed by a midsize crossover. Still, after more than a year since I first caught a glimpse of it on a stormy day in a makeshift tent with a soggy “floor” across the bridge from Manhattan during the Zephyr (now MKZ) launch, and now having seen a number on the road and then living with the example Lincoln supplied me with for a week’s test, I’m starting to warm up to the overall design, just like I have begrudgingly accepted BMW’s 7 and other vehicles that didn’t initially thrill me … not unlike that odd-looking MDX.

In its classic pearl white paint scheme, or in Lincoln-speak, White Chocolate Tri-Coat, it looks rich, at least, and I had more than one comment from friends saying that it looked as if it had spent time on “Pimp my Ride”. It seems that Lincoln is trying to reach this younger buyer who likes shiny metal almost as much as those in the chopper crowd, its new Navigator sporting more chrome than anything I’ve seen come out of a manufacturer’s factory in my 44 years. The MKX is slightly less glittery, if only for its smaller size, but for this reason, and its stocky yet athletic shape, it’s easier on my eyes.

Inside, it’s unique from the Ford Edge that it shares underpinnings with, although not so much that it makes the blue oval version look bad. Where the lesser variant offers hard plastics and cloth seats, the Lincoln boasts materials of a higher grade, expected in this class. Still, I can’t say that I was overwhelmed by its interior craftsmanship, at least not compared to the equivalent European or Japanese rival … or even a certain Korean upstart that launched a luxury crossover recently, upending the entire segment. Below the beltline the plastics become as hard as those in the Edge, and the switchgear on the center stack also felt and appeared slightly less than premium, leaving me feeling as if Lincoln created the MKX from a template that was first designed to appeal to entry-level buyers’ wallets, and not the fatter money clips of the well to do.

Its drivetrain, however, is quite impressive. Some might balk at a transmission that doesn’t include a manual mode, but really, does anyone ever shift an automatic manually after the first week’s novelty has worn off? Lincoln’s study groups said no, and therefore it’s not part of the package. It’s amply smooth, however, and confidently boasts of six forward gears, which make the most of the all-new 3.5-liter V6 stuffed under the stubby hood. Yes, this is the same engine pound for pound as in the MKX’s poorer cousin, and at 265-horsepower and 250 lb-ft of torque it’s strong enough for moving this SUV up to highway speeds and beyond with reasonable pace, but hot rod Lincolns need not fear. It’s smooth and relatively quiet unless pushed to its red line, where it seems to be a bit noisier than an equivalent 3.5-liter Honda mill, or more directly the 3.8-liter V6 in Acura’s MDX, but most should find it more than adequate for both needs and desires. One thing going for it is fuel economy, rated at 18 mpg in the city and 25 on the highway in front-wheel drive trim and 17 and 24 for the all-wheel drive model.

Getting around in snowy conditions shouldn’t be too troublesome if you choose the optional Intelligent AWD system, which constantly monitors driver input and vehicle reaction to predict overall traction, and then apportions the torque needed to each wheel. Lincoln states it reacts before wheel slippage even occurs, which would be a comforting thought when a full load of kids is on board on a blustery winter’s day. The SUV’s electronic driving aids only add confidence, allowing owners without much cold weather training to take to the road without concern.

Practicalities in mind, I also liked its automated drop-down 60/40 split rear seatbacks that open up to a large, accommodating cargo area, all accessible via one of the quickest lifting power tailgates in the business. Its standard auto-dimming rearview mirror is helpful, plus genuine wood interior trim adds a touch of class to a cabin that glows in comfortable, cool white overhead lamps and switchgear lighting. You can also get heated and cooled, eight-way powered front seats, covered in standard leather, which are fairly comfortable and reasonably supportive, plus heated rear seats for $295, an easy to use DVD navigation system for $1,995, adaptive headlamps that turn into the curve as you steer the wheel and light up what would otherwise be darkness as part of the Ultimate Package for $1,995, black roof rails for $95, and a DVD entertainment center for $1,295. If you order my favorite option, the Panoramic Vista Roof at $1,895, you’ll have to delete the DVD player and black roof rails, leaving the kids bird watching instead. Overall the interior design is attractive and reasonably well put together, highlighted by a high-quality roofliner made of that nice woven material normally found in premium German vehicles, which wraps down each pillar and, up above, around the opening of the sunroof, finishing everything off with an air of refinement.

And as far as audio equipment goes, the base truck gets a six-speaker, AM/FM/MP3 stereo with an in-dash, six-CD changer, SIRIUS satellite radio and an auxiliary plug-in for your iPod or the like, a pretty decent sound system overall, that is until you turn up the volume on the awesome optional THX Audio II system that gets all of the above plus a 650-watt amp and deep, rich subwoofer for outrageously fat sound that’ll shake body and soul to the core. Between 22 “First Wave” 80s and 24 “Lithium” alternative 90s rock, I was fully satisfied.

On the negative, there’s no electronic parking brake, a feature showing up more often than not in the MKX’s premium segment (and the old Lincoln LS, no less), and no proximity sensing “smart” key system, although the regular old key and ignition setup is better than the fancy electronic key that needs to be slotted into the dash with the additional step of pressing a start button (BMW and Land Rover, etc). Also, buttons on the center stack and switchgear around the hard plastic steering wheel column didn’t feel as premium as others in the class, or some even below.

Critical in SUV circles are safety issues, and Lincoln hasn’t forgotten to include Ford’s latest hardware on this newcomer. As expected, the four-wheel discs get standard ABS and all of the other acronyms, such as EBD (Electronic Brake force Distribution) and BA (Brake Assist), while Ford’s truly advanced Advance Trac traction control and Roll Stability Control are also part of the base package. Occupants are further protected via dual stage front airbags, side thorax airbags for front passengers and side curtain bags for those sitting in window seats.

I, for one, never felt that such passive safety features would ever be needed unless broadsided or hit from front or back, as the ultra-quiet MKX felt stable and controlled in every condition I tested it in. Mind you, it isn’t a particularly sporty ride despite its 18-inch rims and performance-oriented P245/60R18 AS BSW H-Rated rubber. Just the same, when pushed it behaves well, sticking to the tarmac despite noticeable body lean and some tire squeal. During slower maneuvers around town, through narrower alleys and tight parking garages it performed flawlessly, with a reasonably sharp turning radius and nice light steering that most will appreciate.

And with customer appreciation in mind, how has it been received? This is interesting, because I haven’t seen a great number of MKX’s on the road, although enough so that it’s evident people are warming up to its design and strong value proposition. Yes, at $34,120 for a base, albeit well-endowed front-wheel drive version and $35,770 for the same SUV in all-wheel drive, there will be few rivals that can match it pound for pound, and none with a premium badge, so I expect it to do better once it’s been on the market for longer and gets a little critical mass behind it. A note to potential buyers, its new owners absolutely love it and were quite willing to share their adoration with AutoPacific for its Vehicle Satisfaction Award, giving the Lincoln MKX the honor of highest rated truck.

I certainly wouldn’t go so far to give the MKX my highest rating, as it’s not the best luxury crossover I’ve driven this year or last, but it is very good and does deliver solid value for the money asked. Even when I went onto www.lincoln.com and built one in their configuration tool, loading it up with every option possible and then adding on every dealer installed accessory that I felt the average person would want, it only came to $43,710, or about the same as a fully optioned Toyota Highlander. Yes, I know that the Lincoln should be compared with the Highlander-based Lexus RX 350 instead, but it’s only fair to compare on pricing, and in this respect the American luxury nameplate competes directly with Toyota, Honda and Hyundai, undercutting its premium competitors by a pretty wide swath. Adding on the destination charge of $675, it topped out at $44,385. Still, not bad. And then the icing on the cake was squeezed on in the form of Lincoln’s Red Carpet Lease discount of $1,250 and, if this applies to you, a $1,000 Military Appreciation discount, bringing the total down to a much more manageable $42,135 … a pretty good price for not even having to negotiate with the salesperson. Yes, I think with most folks it’ll come down this common denominator … price. That’ll be after they’ve come to the more obvious decision about how it looks, and for those who like it there’s really nothing on the road that compares.

In the end, Lincoln’s new MKX is a prime example of the resurgence of domestic vehicle respect. It’s good enough to compete head to head with top-tier Japanese and even some German crossovers, yet is priced like a well-featured entry-level-brand SUV. Hmmm … that rear light bar is starting to look kind of cool after all.

Specifications (MKX):