Lincoln MKZ Hybrid sales exceeding Ford’s expectations

Given that the 2011 Lincoln MKZ Hybrid is little more than a gussied-up Ford Fusion Hybrid, it’s not surprising that the gas-electric MKZ achieves the same 41 miles per gallon city and 36 mpg highway rating. Admittedly, we were a bit shocked when Lincoln announced that the MKZ Hybrid starts at $35,180 (including destination and delivery) – the same price as a gas-only front-wheel-drive 3.5-liter V6 model. Perhaps that’s why buyers are snatching up the MKZ Hybrid at a rate that even Ford didn’t expect.

Initially, Ford targeted the hybrid version to account for approximately 15 percent of total MKZ sales. However, the numbers show that the MKZ Hybrid’s take rate has averaged between 22 and 23 percent since January of 2011. Ford says that March’s numbers look similar. Through the end of February, Lincoln sold a total of 3,343 MKZ sedans, 762 of which were hybrids. With no premium price tag and gas prices soaring, perhaps nobody should be surprised by the MKZ Hybrid’s take rate. Perhaps the better question would be, is the hybrid model profitable?

[Source: Ford]

PRESS RELEASE:

Consumer Demand for the Lincoln MKZ Hybrid Continues to Outstrip Expectations; MKZ range excels for choice and dependability

2011 Lincoln MKZ Hybrid

* Percentage of hybrid models sold within the MKZ range is higher than expected
* Lincoln MKZ Hybrid is the most fuel-efficient luxury sedan in America and is the first model to offer a no-charge hybrid powertrain option
* Lincoln received highest score for durability in the latest J.D. Power and Associates Vehicle Dependability Study of three-year-old vehicles

DEARBORN, Mich., March 28, 2011 – Sales of the Lincoln MKZ Hybrid luxury sedan continue to exceed expectations. Having launched with a sales mix of approximately 15 percent within the MKZ model range, sales have continued to track at more than 20 percent since January 2011.

In addition to sales momentum, the MKZ Hybrid is proving popular for its other strengths, including fuel economy and top-rated dependability. No other four-door luxury sedan – gasoline, diesel or hybrid powertrain – can top the MKZ’s certified 41 mpg city and 36 mpg highway EPA rating.

Lincoln Dependability
Recently, Lincoln received the highest score for long-term durability among all vehicle brands in the annual J.D. Power and Associates 2011 Vehicle Dependability Study, the second-highest performing model for long-term durability in the entire study.

The study asked owners about their experience in the past 12 months with their three-year-old vehicles (for the 2011 study, 2008 model-year cars and trucks were surveyed). Survey respondents were asked to indicate any problems they experienced with their vehicle in the previous 12 months, choosing from a list of more than 200 issues in eight diverse categories.

The study also shows a strong link between reliability and purchase. Nearly two-thirds (63 percent) of new-vehicle buyers say reliability/durability is one of the most important factors in choosing a new vehicle. Additionally, the study found that fuel economy is among the top 10 purchase considerations.

Lincoln MKZ Choice
Lincoln was the first luxury automaker to offer a hybrid vehicle with the same base price as its gasoline counterpart. Both gasoline and hybrid versions of the MKZ have the same suggested retail price of $34,605.

That’s a value equation for the consumer that San Diego Lincoln dealer Ed Witt calls “huge.” He has delivered Lincoln MKZ Hybrids to customers who traded in other luxury brand vehicles as well as other hybrids. Witt’s store has delivered MKZ Hybrids to drivers of Toyota’s Prius and Lexus luxury vehicles, and has even taken BMWs in on trade for the car. One family, he said, traded in three cars and bought two Lincoln MKZ Hybrids.

To date, Witt has sold the most MKZ Hybrids out of any other Lincoln dealer in the United States since the vehicle’s launch in October. “Potential customers are surprised by the Lincoln MKZ Hybrid’s quietness, comfort and power. They just love the performance,” says Witt.

Outfitted with Ford’s award-winning 2.5-liter Atkinson-cycle four-cylinder engine, permanent magnet electric motor and eCVT transmission, Lincoln MKZ Hybrid delivers seamless performance. The gas-electric powertrain is rated at 191 horsepower.

MKZ’s interior has been laid out with an array of standard features, including real wood trim taken from sustainable forests, supple leather upholstery, heated and cooled front seats, and the award-winning SYNC voice-activated in-vehicle communications and entertainment system.

Lincoln is also the only luxury car brand to offer a THX® II Certified Audio System, bringing home theater sound quality to the MKX through 14 speakers strategically spread around the acoustically engineered cabin.

“Lincoln’s latest models continue to be well received by luxury car customers” said C.J. O’Donnell, Lincoln group marketing manager. “The MKZ Hybrid is just the start of the journey we are taking in redefining the Lincoln brand and its new model range for the future. Lincoln uniquely blends the style today’s luxury vehicle customers demand with impressive, clean, economical performance as well as a wide range of intuitive technologies and features.”

###

About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 164,000 employees and about 70 plants worldwide, the company’s automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products, please visit www.ford.com.

Beijing 2010: First Auto Works Red Flag limo is fit for government work

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.

New York 2010: 2011 Lincoln MKZ Hybrid

Ford has reminded us over and over again about its plans to offer a full line of electified vehicles in the United States. The Escape and Mariner hybrids started this trend, the Fusion and Milan hybrids are garnering lots of praise, and with new products like the Transit Connect Electric and Focus Electric hitting the streets in the not-too-distant future, the automaker appears to be fulfilling its goals. The newest addition to the electrified lineup is this 2011 Lincoln MKZ Hybrid, which builds upon the success of its Fusion and Milan sister hybrids.

With fuel economy ratings of 41 miles per gallon in the city and 36 on the highway, the MKZ Hybrid will lay claim to the most fuel-efficient luxury sedan in America, besting its nearest competitor,the Lexus HS250h,by six MPGs. Ford has also assured us that the MKZ will be priced below the Lexus, making it a more affordable alternative for shoppers. Aside from the addition of the four-cylinder hybrid powertrain, not much changes from the standard MKZ and Ford is hoping that this vehicle will bring more buyers into Lincoln showrooms when the car hits dealerships this fall.

Review: 2010 Lincoln MKT EcoBoost AWD

Approaching the 2010 Lincoln MKT for the first time is like meeting a blind date. You've been told by friends she has a good personality, which immediately has you wondering what she looks like. From a distance you see your fears confirmed: She's a big girl with a toothy grin and a weird hump. If super models are your thing, you'll be disappointed by this three-row crossover sitting alone in the corner with a red carnation in her hair. But if you meet her with an open mind, you'll find that a good personality goes a long way.

It's our job to go on blind dates with vehicles before you do, and despite the MKT's controversial design, we're glad we sat down and got to know her. Now, if you can't get over seeing a beached whale in your driveway every morning, stop reading; no twin-turbo direct-inject V6 engine, advanced infotainment features or luxurious appointments will change your mind. We'll agree to disagree and you'll probably pass judgment on the MKT from afar, not even giving it the courtesy of a test drive before shacking up with that German model. Will you regret not getting to know the MKT like we did? Read on to find out.

The Lincoln MKT has a sister – the Ford Flex. Both models are based on Ford's D4 full-size CUV platform and built in Oakville, Ontario. In past years, that would mean the Flex and MKT were near identical twins, the Lincoln version merely a rebadged interpretation of the Ford, with a new grille and more upscale materials. The MKT, however, is more like a big sister to the Flex – still related but not its twin.

Ford calls it a "differentiated top-hat strategy." The two vehicles share the same platform, suspension, engines and other mechanicals, but everything you can see and touch without the use of a wrench is unique to both. Lincoln designers, perhaps restless after being tethered to Ford designs for so long, went a little nuts.




We count three design elements that make the MKT controversial, and we'll start with that grille. It's called a "dual wing" in Lincoln parlance and can also be seen on the MKZ, MKS and newly redesigned 2011 MKX. We're all for establishing a consistent brand identity, but someone should've had the foresight to consider what enlarging Lincoln's new corporate face by 125 percent would look like. Now we know: Not so good. It's a shame too, as the rest of the front fascia is clean – elegant even – with interesting details like the centered crease that runs forward from the base of the windshield, splits the Lincoln logo and terminates in the undercarriage. But who notices stuff like that when faced with the grille's mighty wingspan?

The other two off-putting design elements are an upward kink in the rear fender and that forward-leaning rear hatch. Whether or not you like the kink is up to you. We don't really understand its purpose, but it doesn't ruin the design. The canted hatch, however, steals valuable cargo space and headroom from third-row passengers. There's only 17.9 cubic feet of cargo space with the third row upright, though that jumps to 75.9 when it's stowed. The Flex, however, with its right angles and slab sides, is easily a more practical crossover because the MKT makes sacrifices at the altar of the aesthetic gods.



Aside from those three distracting elements, Lincoln designers did well making the MKT's outward appearance live up to its more-expensive-than-Flex price tag. Our tester's White Platinum Metallic Tri-Coat paint was as flawless as a pearl, while the lack of cladding, sparing use of chrome and simple surfaces reminded us of contemporary furniture design. The MKT would be right at home in a SoHo loft parked next to a $5,000 Italian sofa.

Once you get past the exterior (if you can), an interior awaits that's above reproach. The materials are first rate, featuring stitched leather on the padded dash, center console and doors. Real Olive Ash wood trim cuts across the middle and also tops the big multifunction steering wheel, and those Canyon-colored leather seats are supremely comfortable and supportive with 12-way adjustability for both the driver and front seat passenger, as well as being heated and cooled.




While two second-row captain's chairs are an option, we prefer the 60/40 split bench our tester was equipped with. The third row can fit two people in a pinch, but we'd rather stuff a third in the middle before banishing anyone to the back. Regardless of which seat you're assigned, Lincoln's optional Panoramic Vista Roof bathes the whole interior in soft light, which helps neutralize claustrophobia for passengers who might feel closed in by the vehicle's high beltline.

Functionally, the MKT carries forward the segment-leading infotainment systems that are now a huge selling point for Ford. This current-generation system features SYNC, SIRIUS Satellite Radio with Travel Link, a 10 GB HDD, USB and auxiliary inputs, along with Bluetooth connectivity. We're particularly impressed that most Ford and Lincoln vehicles equipped with SYNC now also handle Bluetooth audio. That means in addition to routing calls through the vehicle, a Bluetooth-compatible music player can also play tunes through the THX-certified stereo without plugging in. All is controlled using a big touchscreen with sharp graphics and an easy-to-understand interface that also doubles as a monitor for the rear view camera, which you're gonna need when backing this big girl up.



On the topic of not hitting things, the MKT can be had with two technologies that help you avoid rearranging its sheetmetal. The first is the Blind Spot Monitoring System, an admittedly ubiquitous piece of tech in large vehicles these days, but a helpful one in the MKT with its rather large blind spots. The second is Active Park Assist, another technology you can find in other high-end automobiles, but the Lincoln's system is by far the best we've used. Simply pull the MKT alongside an open parking spot on the street, hit the APA button and inch forward. When the system senses there's enough room to parallel park, put the vehicle in Reverse and let go of the steering wheel. You're on braking duty, but the system will steer and park this barge perfectly every time.

Low-speed maneuvers are one thing, but how does the MKT perform above parking lot speeds? In a word, remarkably. For one, our tester's push button starter fires up Ford's 3.5-liter EcoBoost V6 producing 355 horsepower at 5,700 rpm and 350 pound-feet of torque at just 3,500 rpm. We've sampled this engine in the Ford Taurus SHO and Flex, as well as the Lincoln MKS sedan. It's a superlative mill using twin turbos and direct injection to create a power band as deep as Warren Buffet's pockets. With the EcoBoost V6, you wouldn't know the MKT with all-wheel drive weighs a smidge over 5,000 pounds because effortless power is its calling card, just like a larger V8. The upside is better fuel mileage: We experienced a range of between 19–22 mpg, which is at the hind of the EPA's 16 city/22 highway mpg estimate. The downside: no V8 vibrations or acoustics.



The MKT uses a six-speed transmission with paddle shifters to carve the EcoBoost's output into maximum thrust chunks. Shifts are smooth and transparent while dropping kids off at soccer practice and making back-and-forth trips to Home Depot, but those oddly shaped paddle are there in case manual control is required. Rare among flappy paddles, up and down shifts are activated on the same paddle, not split on either side. Pull back on either paddle for upshifts and push forward with either thumb for downshifts. It takes some getting used to, but manually controlling shifts means the engine will be at your beck and call rather than preoccupied with maximizing fuel economy.

We were all set to comment on the MKT's handling, steering and breaking in the context of a long road trip we had planned that would rack up over 800 miles, mostly on the highway. It would've been what you expect with remarks about how the MKT goes great in a straight line and soaks up expansion joints like a Tempur-Pedic mattress. All that's true, but a navigation glitch by yours truly meant the nav system plotted our route without the benefit of high- and byways. A blessing in disguise, we road tripped from Cleveland to D.C. on back roads only and had a rare chance to flog the MKT on some of Pennsylvania's windiest roads.



While using the MKT more like a Mustang than the three-row crossover it is, we isolated the one difference that makes it a better driving vehicle than competitors like the Audi Q7 above or Buick Enclave beneath: it's low. Other large CUVs have enough token ground clearance to pretend that "off road" is some place they're actually going to explore, but the MKT drops that pretense and hunkers down over its 20-inch wheels wearing P255/45VR20 all-season rubber. That lower center of gravity combined with all-wheel drive, big contact patches and enough ribbon-smooth pavement to wrap the Keystone state in a bow turned out to be a delicious recipe for surprisingly fun driving.

Fortunately, the MKT's power-assisted rack-and-pinion steering didn't spoil our fun in Pennsylvania back country. Heavy assist is present at low speeds to help turn the tiller of this 5,000+ pound CUV, but as speed climbs that buffer begins to fade and you can feel the friction between the road and tires. This feedback helps your fingers know which direction the wheels are pointed instead of just using your eyes. The four-wheel disc brakes kept up as well, though their mushy feel didn't always inspire confidence even if they did arrest motion well enough when asked.



Are we saying that the MKT is the best handling big CUV out there? No, we're saying that if you require three rows of seating and like the finer things in life, there aren't many better handling large luxury crossovers available, short of a much more expensive and narrowly focused BMW X5 M. In other words, if you want a luxury CUV that feels more like a wagon than a wannabe 'ute, get the MKT.

There's also the issue of price, and the MKT scores well here with a $49,200 base MSRP for the EcoBoost model. When equipped with comparatively powerful V8 engines, the German competition (Audi Q7, BMW X5 and Mercedes-Benz GL) all start above $55,000 with less standard equipment. Our MKT EcoBoost tester came with a $4,000 Elite Package that adds navigation, a THX-certified stereo, the Panoramic Vista Roof and Blind Spot Monitoring System. The only other option we had was Active Park Assist for $595, though Adaptive Cruise Control is also available for $1,295. Even still, the MKT EcoBoost tops out fully loaded where its Germanic competition is just starting.

So our blind date with the 2010 Lincoln MKT turned into a week-long getaway where the journey was more enjoyable than the destination. It does everything well that you'd except, and proved to be extremely comfortable, luxurious and technologically advanced enough to impress the editors of Engadget. But we were most surprised with how well this lady dances, something we would never have known if we saw her sitting alone in the corner and made a B-line for the door.

Detroit 2010: Lincoln MKX

The first major unveiling on day two of the 2010 Detroit Auto Show has come and gone, and we managed to sneak out of the room with a slew of live photos of the newly refreshed 2011 MKX. We already got the details that make the 2011 model a considerable improvement over its previous incarnation, and you can refresh your memory by clicking here or reading the press release after the break. Of special note is the new 3.7-liter V6 engine with 305 horsepower and 280 pound-feet of torque.

After touching, feeling and prodding the reborn MKX ourselves, we can confidently say that the quality of its materials and craftsmanship are top notch. We're also pretty intrigued by the new MyLincoln Touch – nee MyFord Touch – system, which combines an eight-inch touchscreen display in the center stack, two 4.2-inch LCD screens to the right and left of an analog speedometer (the exact same screens you'll find in the Fusion Hybrid) and two steering wheel-mounted five-way button controllers.

Detroit 2010: 2011 Lincoln MKX

The final piece of the Lincoln puzzle is here. Meet the new 2011 MKX. And yes, it does look quite a bit like the MKT. Depending on where you stand vis-a-vis the current MKX, the visual difference is either just a change, or a much needed improvement. Most of us are siding with the latter, though we fully realize that many folks simply don't like the MKT. Bottom line, it is what is.

The really story is not the exterior - it's the interior. Specifically, the MKX is the first vehicle getting Ford's all new Minority Report-inspired (no, really) MyFord Touch system. Although in this application the futuristic navigation, entertainment, climate and phone system is called MyLincoln Touch. Hey, what's in a name.

There's more inside to greet you than just MyLincoln Touch, as the MKX features vastly improved materials than not only the previous car, but all other Lincolns. We touched, we felt and please trust us - the MKX is an nice, upscale place to be. Also, they've banished buttons. Literally, there aren't any on the center stack. Instead you're treated to a series of touch sensitive sliders. George Takei would be stoked. The best part: all this inner goodness will soon be making its way across the Lincoln lineup.

First Drive: 2010 Lincoln MKT

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]

Lincoln MKZ gets Executive Package

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

Review: 2010 Lincoln MKZ

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]

First Drive: 2010 Lincoln MKT EcoBoost and MKS EcoBoost

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]