02/05/2007
By Mike Blake
Carlisle Events
The first Lincolns were built by automotive legend Henry Leland in 1917, and in 1922 he sold the company to Ford for $8 million. From the very beginning, Lincolns were well-made luxury cars with a single purpose … to be driven in lavish style.
In the first decade of the 21st century, single-purpose cars are passe, and Lincoln-Mercury addresses multi-tasking by creating its first crossover to compete in fast-growing luxury CUV segment, the Lincoln MKX.
Leland, who could have named his car after himself, chose to name it after his hero, Abraham Lincoln; otherwise, we might be talking about the Leland MKX. And even the current name is not without confusion. Ford’s official stance is that the car is named the MKX (all initials, as in Em-Kay-Ex), and not the Mark 10 or Mark X, as some suggest.
Built on the same platform used as a base for the Mazda 6, Ford Fusion, Ford Edge and Mercury Milan, the Lincoln MKZ replaces the ill-fated and larger Aviator in the line-up. The MKX succeeds as it is built on a car-like unibody frame that is a smooth drive on pavement, where the truck-based Aviator was more of an off-road beast.
On highway surfaces, the 2007 MKX accelerates well, as its 4420-lb. body and frame are powered by an efficient and strong 3.5-liter engine V-6 mated to a smooth-shifting 6-speed transmission. The system thunders out 265 horses and 250 lbs.-ft. of torque in a broad-flat torque curve. This gives you smooth and solid movement in all ranges at all speeds.
The powerplant is EPA rated at 17mpg in city driving and 24mpg on the highway, and my weeklong tests in Cumberland Valley, Pennsylvania, boroughs and townships, across Central Pennsylvania highways and on autocross tracks, got me an average of 20.5mpg on 87-octane, unleaded fuel.
Those long treks and short hops showed that the MKX has a lower-than-expected center of gravity that is made even more stable when the five-passenger CUV is filled with riders. Carlike in its feel, the MKX is Lincoln smooth on the road, with surprisingly little yaw for a vehicle in the genre. It’s braking is quick and sound and the entire driving experience is confident and lavish.
Tuned for luxury, rather than for sport, the forgiving four-wheel independent suspension and the vehicle’s wide stance provide a soft, comfortable ride. MacPherson-strut front suspension is mounted to an isolated subframe that uses hydro-bushings to reduce unwanted steering wheel vibration. The rear shocks are mounted outboard and behind the wheel center to enhance ride and handling.
Outside, the vehicle has sweet lines and some exciting nuances, such as an athletic posture, distinctive chrome grille, dual chrome exhaust tips, rear spoiler, 18-inch Euroflange wheels and wraparound tail lamps.
That bold, yet refined stature comes on a wheelbase of 111.2 inches, an overall length of 186.5 inches, width of 75.8 and height of 67.2 inches.
Inside, the look and feel of Lincoln is apparent. There’s wonderful roominess within. The five-passenger set-up provides 40 inches of headroom in front, 39.3 behind and 40.7 inches of legroom in the first row with 39.3 inches in row two. And even with the cabin packed full, you get 58.9 inches of shoulder room in front and 58.8 in the rear.
Lincoln luxury was standard in the cabin. My test vehicle boasted such amenities as wood accents on the steering wheel and door panels, perforated leather inserts, leather-wrapped steering wheel, 8-way power driver/passenger seats, power driver and passenger lumbar, heated and cooled front seats, memory front seats, heated rear seats, Easy Fold™ remote fold-flat release (2nd row), cargo management system, DVD-based navigation system, THX II certified premium audio with 14 speakers, universal audio input jack, rear seat DVD entertainment system, SIRIUS Satellite Radio and universal garage door opener.
Also included were an all-glass panoramic Vista Roof™, cool white lighting on switches and controls, air conditioning with a particulate air filter, message center with compass, floor console, overhead console and illuminated visors.
And thanks to advanced engineering and noise, vibration and harshness absorbers behind most trim panels, Ford bills the MKX as the quietest Lincoln ever. I don’t know about that, but it DOES deliver a quiet ride.
From a safety perspective, Lincoln doesn’t hold back. The CUV comes standard with four-wheel disc brakes and an anti-lock braking system, traction assist, stability control, tire pressure monitoring system, dual-stage airbags, side airbags, Safety Canopy™ air curtain system and Ford’s Personal Safety System, 3-point safety belts, front row height adjustable D-rings, reverse sensing system and a perimeter theft alarm. The CUV also includes a Lincoln first -- adaptive headlamps that swivel around curves, pivoting as the driver steers and lighting up to 36 more feet of roadway around a corner. In addition, an LED liftgate panel provides edge-to-edge illumination.
All of this quiet, safe, crossover luxury goes for a very aggressive, non-luxury price of $36,445. That includes a $675 destination and delivery charge.
Henry Leland never envisioned this CUV, but 90 years after his first Lincoln, I would believe he’d be proud of this variation on his theme.
Visit www.carlisleevents.com for more on the automotive hobby.
MIKE BLAKE, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years.
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