2007 Lincoln MKX Review

Specifications

Instantly recognizable as related to the Ford Edge, Lincoln’s first crossover hasn’t hit the market withas much fanfare and marketing hype as the blue-oval CUV, but that doesn’t mean the Lincoln MKX is any less important to a company whose recent financial issues have been overshadowing its products. Ford is hoping this tag team can help replenish its coffers so they can move on to solving their longterm financial woes, although its most recent profitable quarter is a good sign.

In profile, anyone would be hard pressed to tell the Oakville-assembled crossover twins apart. When viewed head on, however, I do prefer the MKX’s interesting and updated take on the JFK-era Lincoln Continental over the Edge’s sharp-edged (pun intended) disposable razor look, but I suppose neither one is unattractive any way you slice it. One disappointment I had in the MKX was that HIDs are not offered as an option, and the halogen light emitting from the projector headlights was a bit dull and patchy, especially on dark country roads. This is also the first vehicle I’ve heard of to offer adaptive headlamps without xenon or other high intensity bulbs. The rear is hands down more attractive than the Edge with its full length, backlit tail light bar thatspans the rear hatch, and LED reverse lights at the corners. Details like these make the MKX more upscale than the Ford, but at a cost of several thousand dollars over and above a comparably equipped Edge.

No surprises under the hood, as the MKX is powered by the same 265 horsepower 3.5-liter DOHC V6 with 250 lb-ft of torque that is found in the Edge (and in Mazda’s CX-9, for that matter), and they also share the same smooth shifting six-speed automatic transmission. More power would have been appreciated, as the MKX weighs as much (if not more) than the classic Continental it takes its styling cues from, tipping the scales with a staggering 4,419 pounds. So while the engine feels torquey off the line, both engine and transmission have a lot of CUV to move along and therefore it just isn’t that fast. Still, taking just over 8 seconds to accelerate to 60 mph it’s one of the quickest amongst entry-level brands.

Its weight also adversely affects fuel economy, with the best I could manage being a mere 18 miles per gallon. I’m not sure if the world is ready for a diesel powered Lincoln, but the MKX would be a natural fit. If Mercedes can offer one in the ML, why can’t Lincoln. A different powertrain option could go a long way to further distinguish it from the Edge, even if the solution is not as radical as a diesel.

With a 4-wheel independent suspension consisting of MacPherson struts in the front and four links in the rear, plus disc brakes clamping down at all four corners (with ABS, EBD and Brake Assist, of course), the MKX handles and stops with surprising nimbleness. Amazingly, the big Lincoln not only kept its composure on all but the tightest on-ramps and corners, but it did so with minimal body roll, which is most impressive considering that it’s tuned for the luxurious, compliant ride thatLincoln buyers have come to expect. The MKX does indeed feel like a Lincoln, with all the associated suppleness and quietness of the cabin for which the brand is known.

The Deep Amethyst color of my tester featured a contrasting sand-colored interior with Scandinavian looking maple trim (real maple, no less) on the dash, door panels and even on the steering wheel, which felt great in my hands. The nickel satin trim was not actually metal and looked a bit off in color when paired with the sand interior. This particular MKX was also loaded with every possible option including all-wheel drive, adaptive headlamps, heated-and-cooled front seats, a DVD navigation system, 14-speaker THX sound system, sunroof, and a power-operated hatch. Of those, one of the must-haves is the Vista Roof dual sunroof system; gargantuan doesn’t even begin to describe it. It let in tonsof natural light and was decently quiet even when fully open at speed. I would probably spring for the THX audio system as well, since it sounds stunning.

The big sunroof sheds light on the full interior of the MKX, which is very roomy and comfortable for all aboard… well, almost all. The rear bench’s middle seatback is made of a seriously hard material that wasn’t comfortable for the second I sat on it, and therefore wouldn’t likely be for a long trip. It did accommodate my son’s booster seat though, so hauling 2 adults and 3 children just means putting the booster seat in the center-rear position. If you regularly haul that many, there is a lot of cargo room in the rear to load up all the stuff that goes with them.

The MKX I drove also featured Sirius Satellite radio, and I love satellite radio, although there was something that irked me about this interface.At the top of the navigation screen there is more than enough room for the artist/song information/text, but I simply couldn’t find a way to make it scroll or show anything other than the Sirius station I was listening to. This made it a pain, because if I wanted to see who the artist was or what the song title was I had to change screens. I also never got used to the wiper stalk being on the left side of the steering column, integrated in with the turn signal switch. I know this is traditional Ford fare, but some traditions are best left in the past. A more international-style switchgear setup would be appreciated, and probably help Lincoln’s potential conquest customers feel more readily at home when taking the all-important test drive.

Like most Ford products of late, there are more than a just a couple cost cutting measures evident here (thanks to those financial issues I mentioned earlier). For one, the front windows feature auto down but no auto up, and under the front seats you can see the power seat wiring and motors, since there is no cover to hide them. Although the interior quality is quite nice, there were some misaligned panels and inconsistencies in the gaps, but these are all minor issues and don’t detract from the driving experience.

While the Edge is fantastic value for the money, I’m not so sure about the MKX. Edge pricing starts at $25,320 nicely equipped, with a fully loaded SEL Plus model coming in at $36,150. The MKX and its Lincoln grille starts at $34,120, and my fully loaded example rang in at $43,215. All the evidence you have to show your neighbor who just bought an Edge SEL Plus are heated/cooled seats, adaptive headlights and the THX sound system. Are these features worth almost $7,100? Tough call. Even tougher when you consider that both Edge and MKX come with a full complement of safety features as standard equipment, including ABS brakes, AdvanceTrac traction/dynamic stability control, plus front, side, and curtain airbags.

So while I compare the MKX to the Edge rather than the Lexus RX 350 or Volvo XC90, I truly feel that the Edge is the Lincoln’s biggest competitor and there just isn’t enough to differentiate the two, or at least not enough to justify the price difference. Having said that, I do prefer the MKX’s styling details and it’s not nearly as common a sight on the road as its Ford counterpart, imparting a slight sense of exclusivity. Even though the Lincoln nameplate doesn’t mean what it used to when JFK was in power, the MKX does offer a bit more sense of occasion, and it was great hearing every “That’s a Lincoln?” it elicited from anyone I showed it to.

Specifications (Lincoln MKX AWD):