2007 Lincoln MKX Review

Specifications

Goodbye Aviator, Hello MKX

OK, Lincoln, you really threw a loop at me. Here Ive been talking up an upcoming Aviator crossover for the last year or so, and then you go and change your naming strategy to a letter system, something Ill get into in a minute, and dub it MKX.

If it wasnt for the MKS concept which debuted on the same stage in Detroit on Monday, January 9, I might have thought Lincoln was reaching back to an old naming scheme, calling the new MKX the Mark Ten, in a similar fashion to how it previously designated top-line cars such as the ill-fated Mark VIII coupe, that introduced the brands fabulous dual-overhead cam, multi-valve Romeo V8, with roman numerals.

There were many previous Marks before that, mind you, the 56 through 57 Mark II and 1970 Mark III being personal favorites, but realizing that there was no production Mark IX after the Mark VIII was cancelled, but rather an absolutely stunning concept that debuted in 2001, and that the Ford F-150-based Mark LT pickup preceded it with no Roman reference, MKX, which shouldnt be confused with the T-Bird-based Mark X Concept that definitely referred to the number ten when it debuted in 2004, is definitely an all-letter nomenclature.

Confused yet? Descriptive names are so much easier to remember and, for that reason, easier for marketing departments to sell, but once again Ill get to this point in a minute. Rather, in coming up with the production trim MKX, Lincoln pulled forward many of the Aviator Concepts styling cues, but being that it is abandoning its retro design theme spurred on by other concepts such as the previously mentioned MK IX, Continental Concept sedan and the rather odd but nevertheless attractive Navicross crossover sedan, it has dropped such details as the lovely chrome shoulder trim piece that ran the length of the car, just like it did in Lincolns classic 61 Continental sedan and four-door convertible models. This choice will no doubt reduce the cost of production, although it may make the new model slightly less distinctive than a production version of the concept would have been.

Overall, though, the new MKX is quite unique in its market segment, an ever growing category that sees longtime entries such as Lexus RX 330 and BMWs X5 lead in sales. The new Lincoln will also go up against Cadillacs SRX, Chryslers Pacifica Limited, Acuras MDX, Infinitis FX35/45, Mitsubishis Endeavor Limited, Saabs 9-7X, Volkswagens Touareg and Volvos XC90, at the lower end of the premium class, and Audis Q7, Mercedes-Benzs ML, Porsches Cayenne and the Range Rover Sport at the higher end - yes, Im sure Im missing a few.

Filling this segment is critical for Lincolns overall survival, as the CUV class is becoming so large that even average sales numbers can result in a major success, and by the looks of those present during the release of the model, an opportunity I had the pleasure of witnessing twice before the Detroit unveiling, my feeling is that Lincoln has hit the target - the first time I saw the MKX was in New York City when Lincoln gave us an overview and subsequent test drive of its new Zephyr sedan, and the second opportunity was when Ford brought me to Dearborn for a design forum, where I also saw the MKS concept revealed, the new Ford Reflex concept, and others. While you may already be aware of my thoughts on Lincolns new concept sedan, which I find appears too derivatively Japanese to wear the all-American Lincoln nameplate, the MKX, like the new Zephyr, pays a decent level of respect to the luxury brands rich history.

Most notable is its horizontal grille, featuring a set of twelve chromed squares with thirty smaller squares in between. OK, thats an odd description for sure, but what Lincoln has done by paying homage to its 1961 Continental is created something truly unique, truly American and, once again, truly Lincoln. Its adaptive headlight clusters are also stylish, not drawn as vertically as the Ford Edge, which shares the Lincolns general architecture, but rather in a more conservative fashion; simple rectangles with slight curvatures at their lower, outside edges that come to symmetrical points and follow seamlessly into both outer edges of the hood. Anything more daring would complicate the design, and draw attention away from the elegant, although rather large Lincoln badge at center. The entire front end is finished off with a graceful chrome strip dividing the grille from the hoodline, an attractive addition.

Following the MKXs form rearward, the minimalist elegance continues. The hood appears to be rather short, giving the CUV a slightly more masculine appearance than a Chrysler Pacifica, per se, and shoulder lines, as mentioned, are smooth and free of embellishment. Chrome is affectively applied to the sideview mirrors, the window surrounds, 18-inch alloy wheels, and “MKX” appliqué garnishing the front doors; its hardly overdone.

The same goes for its rear end styling, which uses chrome merely to highlight its horizontal light bar-style tail lamps, and for the Lincoln badge and designation lettering. A subtle spoiler sits atop the rear window, blacked out like the surrounding rear glass and rooftop. That Vista Roof option is made up of black-glass, appearing as one sheet when looking from above and double moonroofs when peering upwards from inside the vehicle, just like the familial Land Rover LR3. Overall, the black glass effect offers a sporty profile. And the black glass couldnt contrast the show cars pearlescent white paint scheme any more, with the overall effect sporty, yet distinctively elegant.

“Lincoln MKX appeals to new luxury buyers who express their success through understated gestures,” says Peter Horbury, executive director, North America Design. “Lincoln MKX achieves modern luxury with its confident stance, elegant shape and luxurious, comfortable interior.”

That elegance carries forward into the cabin, which, like the new Zephyr, moves Lincolns car division way upscale in terms of materials quality and build quality. The leather is soft, with perforated inserts on the seats that let out cool air in the summer, or heat in the winter, the latter feature for front and rear seats, while attractive wood trim is laid into the dash, doors and center console, the latter embellished with stylish satin nickel trim.

That tall, rectangular center stack features a 600-watt, 14-speaker (with two subs) surround-sound, THX Certified audio system with an in-dash six-CD changer, and a large 6.5-inch-wide information screen that doubles as a navigation system with text-to-speech convenience, if so equipped. Just below, under a row of six ancillary buttons, is a neatly integrated automatic climate control system, with large buttons, easily operable while wearing gloves. All controls are made visible at night via the Lincoln brands “trademark” cool-white light, which, along with rich interior colors and other embellishments, creates a truly relaxing, upscale ambience.

While Lincoln execs affirmed the MKX will be “ultra-quiet” with a “luxury-tuned four-wheel independent suspension”, the former via a thicker dash pad, laminated windshield and thicker side glass, plus a blending of unique interior and behind the scenes sound-deadening materials, some of which is “welded behind exterior trim panels”, plus a constrained-layer barrier fused to the rear wheel houses, all claims that will need confirmation during a test drive, its “spacious interior” was easy to see.

In back, Lincoln has paid close attention to the area that causes most buyers to opt for a crossover or SUV, by integrating some obvious features, such as a 60/40-split second row, and some less obvious ones such as a recline feature that allows for an angle of up to 15 degrees. What allows the seatbacks to pivot rearward also lets them fall forward in a single movement, no less, either by tugging the seat-mounted lever or by pulling Fords Easy Fold remote switch, accessible from the liftgate. Again, Fords PAG group shows leadership here, pulling an idea from Volvo. Altogether, with the rear seatbacks folded flat, the MKX delivers up 68.7 cubic feet of cargo volume, which is about the same as Lexus RX 330 and BMWs X5 when comparing space behind the driver and front passenger. Behind the second row a total of 32.0 cu-ft is available, again about the same as the Lexus CUV, but nearly twice the volume of the BMW.

Those in front will enjoy seats with eight-way power adjustment, including power lumbar for both, plus lots of room for taller, wider folk. The same can be said for rear passengers, with better than average headroom and what Ford claims will be “best-in-class legroom”.

Its center console might solve the problem of where to put your laptop, if you happen to be the type that is constantly pulling it out en route to copy down information or get your thoughts on “paper”. The cubby under the armrest features removable dividers to allow for greater space optimization, and the requisite power point for adaptors - one of a total of four placed throughout the cabin. An audio jack for an iPod or alternative mp3 player is also hidden within the storage bin.

On another subject, you may have caught my previous reference to the new Lincolns adaptive headlight clusters, and if youre up on popular new automotive technologies the fact that the MKX features “motor-driven halogen low beams that swivel around curves based on steering-wheel input”, wont come as much of a surprise. After all, some of the class-leaders have been offering similar lighting systems for years now, so the inclusion of adaptive headlights on the MKX, which not only bend towards the curve but also extend low-beam effectiveness 36 feet beyond conventional headlamps, was a necessary feature to keep Lincoln on the technology forefront.

What Lincoln is doing at the rear of its vehicle is more innovative, however. Its liftgate lighting system incorporates sixteen light-emitting diodes (LEDs), eight on the outside and eight inside, at either side of the Lincoln badge, resulting in total illumination from “edge-to-edge”, as Lincoln describes it, right across the width of the liftgate.

And that Vista Roof I mentioned earlier? It incorporates a 27.3 by 29.4 inch front sunroof that features a one-touch-open switch for vent and tilt-and-slide operations. The rear moonroof, 15.8 by 31.3 inches, is fixed, and along with the one up front can block rays via dual power sunshades. The optional DVD entertainment system most likely cant be had with the dual sunroofs, as the space in between the two openings isnt wide enough to accommodate the drop-down 8-inch monitor. Lincoln may want to reconsider its entertainment system, and incorporate dual front headrest monitors like its sibling brand Volvo.

And while all of the new features, interior finery and stylish sheetmetal will pull buyers into Lincoln showrooms, whats under the hood and beneath the floorboards will keep them smiling for years to come, when buyers remorse might otherwise set in. An all-new engine will debut in the MKX at the same time it gets fitted to the new Ford Edge. The 3.5 boasts 250-horsepower at an estimated 6,250 rpm and 240 lb-ft of torque at 4,500 rpm, and comes mated to a front- or all-wheel drive configured in-house developed six-speed automatic - not the Aisin-derived six-speed auto currently used by the Lincoln Zephyr and other Ford products - but more on that in a minute. The engine is a 60-degree V, comprised of an aluminum block and heads, 4-valves per cylinder and DOHC technology, of course, plus intake variable camshaft timing.

“Our new 3.5-liter V6 is a key component in Fords global powertrain strategy, which is to provide what customers want, when they want it,” commented Barb Samardzich, Ford vice president of Powertrain Operations, during an introduction to the new engine at Fords powertrain division, the, in Dearborn last November. “This powertrain is an innovative solution to answering the call for better fuel efficiency, more refinement, more power and clean emissions, without any sacrifices.”

The Beech Daly Technical Center is a state of the art facility, incidentally, with some of the most advanced prototype development hardware that the auto industry has to offer, some of which does not exist at any rival auto manufacturers facility. The 3.5 will be produced at the Lima Engine Plant, in Ohio. As expected, its an extremely sophisticated piece of engineering that will quickly elevate Lincolns pedigree among luxury CUV buyers.

A number of high-tech goodies make the new 3.5-liter V6 stand out in its class, such as cracked-powder metal connecting rods, a composite split plenum intake manifold, an electronic throttle body, high temperature cast aluminum pistons with low-friction coated skirts and low-tension rings, shimless bucket tappets, centrally located spark plugs, and more.

To those less technically adept, all the technical bits add up to reasonably low expected fuel consumption, plus a PZEV capable emissions rating and hybrid adaptability. Ford wouldnt make a new engine that wasnt hybrid ready, being that it is the undisputed domestic leader in HEVs, so expect more alternative powertrain vehicles featuring the automakers third generation hybrid transaxle to fill up the its three-brand lineup - 250,000 per year to be sold by 2010. One of these will undoubtedly be a hybrid MKX, to go up against Lexus RX 400h. Still, even without electrical boost, the new 3.5 is extremely efficient.

“The 3.5-liter V6 is capable of achieving PZEV certification by delivering low cold-start emissions and enabling rapid catalyst light-off, which is a significant accomplishment for a larger displacement V6 engine,” stated Tom McCarthy, engine systems manager for the 3.5-liter V6 engine program.

Ford confidently claims its high compression 3.5 is extremely smooth-running thanks to a low vibration valve-train, for one, plus reduced powertrain bending, a high-tech term for engine block stiffness, the result of a high pressure die casting method. It reportedly delivers great off-the-line acceleration and more than enough power during passing maneuvers. Fuel economy and emissions concerns have been addressed also, with special attention paid to reducing toxins during cold startup.

The six-speed automatic will do its share in improving performance and reducing fuel consumption and emissions too, and will do so, partially at least, by lowering the final drive ratio to 0.74:1. Takeoff is enhanced due to a low 4.48:1 first gear ratio, and thanks to having four cogs in between first and sixth, intervals on the way up through the gears should be smooth and quick, optimizing the engines power band at all times.

To put all this into a quantifiable perspective, the six-speed is expected to reduce fuel consumption by about seven percent, or in dollars and cents, about $3.50 for every 20-gallon fill.

Samardzich promises the new six-speed will deliver minimized shift hunting and optimized engine speed, while gear whine is said to be dramatically reduced resulting in “superior NVH characteristics”.

The electronically shift controlled transmission also features a variable displacement pump, which matches the amount of fluid that gets pushed through the transmission to driver demand, making it more efficient.

Lincoln also promises great towing characteristics, a regular request from its customer base. The transmission was designed to be capable of 300-hp and 250 lb-ft of torque in its current configuration, but Samardzich promises it can be bolstered to handle more if necessary.

Its wide front and rear track measurements, at 65.2 and 64.9 inches respectively, combine with a four-wheel independent suspension system for what should be athletic handling, at least if the Zephyr its based on is any indication of what can be expected. Of course, handling may not be as tight if only because of a taller center of gravity and greater curb weight, but among midsize luxury crossovers, the MKX should fare pretty well. And if youre still questioning its cornering ability, unwilling to believe that it can provide car-like sensations, keep in mind that the MKX is no Aviator or Navigator. While these vehicles serve those looking to tow heavy loads, their truck-sourced frames cant deliver the rigidity the new CUVs unibody construction allows.

The reworked Zephyr suspension also features MacPherson-struts mounted to an isolated subframe featuring hydro-bushings to reduce steering wheel vibration. The rear setup includes a four-link independent suspension replete with stamped steel control blades and monotube shocks, for what Lincoln describes as “precise suspension tuning”. The luxury brand has also mounted the rear shocks outboard and behind the wheel center to improve ride and handling characteristics.

Also, in case you were wondering, Lincolns new MKX comes standard with ABS-enhanced four-wheel disc brakes.

Front wheel drive comes standard, with all-wheel drive expected to be the popular choice in the Pacific Northwest, in states closer to the 49th parallel, and the Northern East Coast. And that all-wheel drive system is said to be quite effective.

“Lincoln MKX has an available intelligent all-wheel-drive (AWD) system that we tuned with an emphasis on luxury performance and confident all-weather driving,” said Marcos Oliveira, executive director, Unibody Vehicles.

According to Lincoln, the system “actively and seamlessly delivers torque to all four wheels, even before wheel slippage occurs.”

Nothing in Lincolns press release says whether its optional all-wheel drive system will be sourced from Haldex, the Swedish company that supplies Volvo, as well as the S80/XC90-based Ford Five Hundred, Freestyle and Mercury Montego. It makes sense that it is a Haldex system, being that Mazdas new Mazdaspeed6 derives its all-wheel drive from the same supplier, but being that the Zephyr wont offer all-wheel drive until model year 2007, its entirely possible that Lincoln, and therefore Ford with its Edge, will sport an in-house all-wheel drive system, or possibly something altogether different. Nevertheless, it uses an active on-demand coupler, just like the Haldex system, which delivers torque to the rear wheels, although defaults to the wheels in front when conditions arent slippery. It can also shift torque from side-to-side, making it more sophisticated than many other AWD systems.

The MKX also features Fords engine-managed AdvanceTrac traction control, as well as Roll Stability Control (RSC), working together with all-wheel drive to keep the CUV in control during slippery conditions.

“Lincoln MKXs confident handling helps drivers avoid accidents, especially when paired with our innovative active-safety technology,” said Stephen Kozak, Ford Safety chief engineer. “If an accident should occur, Lincoln MKX also has Fords comprehensive set of passive safety features.”

That list includes six standard air bags, two in front, two for side-impacts and two side-curtain airbags, while Lincoln points out the MKXs steering wheel, knee bolster and glove box are “energy-absorbing components”. Of course, the new CUV has also been designed to absorb impact, no matter from what angle, thanks to a reinforced body structure.

And the last news could be taken in variety of ways, for those who caught wind of Fords big shakedown announced Monday (see yesterdays news). The MKX, along with the new Edge, will join Fords Freestar minivan, for as long as it stays in production, at Fords Oakville, Ontario Assembly Complex. Auto workers in Canadas manufacturing sector can therefore breathe a sigh of relief that the Oakville facility will be held high as an example of plant flexibility, but that, of course, wont help those who work in the other Ford Motor Company plants, mostly in the U.S., said to be shuttered before 2012.

Oh, and Lincolns decision to move from real names to a complicated letter scheme? Not smart. Face it, while the luxury brands MK system has history on its side, theres a lot of buyers that have trouble remembering a given brand name let alone what a specific model is called. Names like Continental, Navigator and even Aviator have done well for Lincoln, and now being lumped in with all the German, Japanese, Swedish and sole British entry-level premium marques, fighting it out with the X5, ML, Q7, MDX, RX, FX, XC, and, well, Jaguar doesnt have a CUV yet, but Cadillac does in its SRX, wont make the new MKX stand out, or a new buyers job finding it any easier. If you ask me, Lincoln should have named the concept the MKX and the production vehicle Aviator.

Nevertheless, the Lincoln MKX, on sale in late 2006, looks to be an extremely competitive vehicle, and one
that could do wonders for the luxury divisions bottom line.