2007 Lincoln MKZ AWD
The new Face of Lincoln?
By Chuck Arehart
Not that long ago, Lincoln was known for large
luxurious cars. When the SUV craze hit and gas was
cheap, Lincoln got on board and created the
Navigator. Luxury SUV wars accelerated and Lincoln’s
luxury car business dwindled. With the exception of
the Town Car that cornered the market on limo fleets
and the aging upper crust of retirement communities,
Lincoln’s large cars are gone. The Continental
drifted away and the Mark series stopped count at
VIII. We’ll forget about the LS like most of its
intended audience did. This leaves us with the MKZ,
currently the only other sedan in the Lincoln
lineup.
Originally named Zephyr for its 2006 debut, the MKZ
is the top rung of mid-sized sedans based on the
Ford Fusion, with the Mercury Milan being the middle
child.
While the sheet metal is nearly identical to its
siblings, the MKZ differentiates itself with a
grille of vertical bars book-ended by slim,
projector beam headlamps that create an elegant
presence. At the opposite end, large rectangular
taillamps mimic those of the Navigator with the
Lincoln emblem dead center. Seventeen-inch,
eight-spoke aluminum wheels finish off a handsome
look with overall proportions and a stance similar
to the Acura TL.
Opening the hood -- once you get over the economy
class prop-rod hood support – (Mr. Mulally, your
Lincolns deserve better) reveals a 3.5L, 24-valve
Duratec V6 that is not shared with either the Milan
or Fusion. Mated to a standard six-speed automatic
transmission, the engine pumps out 263 horsepower
and 249 lb.-ft. of torque, as close to a hot-rod
Lincoln as you’ll get. Even when equipped with the
available all-wheel drive system that adds 200 lbs,
the MKZ accelerated quickly from a dead stop.
Rolling accelerations from low speeds were another
story and required a second or two for the
transmission to figure out what to do before
appropriate orders were sent to the engine. Unlike
other powertrains of luxury marques that require
premium fuel, the MKZ runs on regular and does so
economically. The trip computer tracked 27 mpg for a
round trip Detroit to Chicago dash while averaging
66 mph, and netted 20 mpg during city cruising.
 Though the AWD system adds mass, it’s put to good
use sending power to all four wheels and helps
balance the car in aggressive handling maneuvers on
dry pavement. The limits of grip are high and the MKZ makes no complaints about being pushed. A
well-tuned suspension shares the credit by keeping
body motions and weight transfer to a minimum while
delivering better than expected ride qualities.
Kudos to the chassis engineering group.
The MKZ accommodates five adults and the rear seats
fold down when cargo outnumbers passengers. While
our 2007 model required $495 for heated and gcooled
front seats, that option is standard for ’08. The
cooled seats alone add enough of an extra touch of
comfort they should be signed into law. MKZ’s can be
equipped with wood or satin metal interior trim
pieces but the latter looks less luxurious and
causes distracting reflections. While the instrument
panel is somewhat plain, all of the features and
controls are well marked and placed. Fully
adjustable seating makes quick work of finding a
comfortable driving position but taller drivers
might be placed slightly behind the B-pillar
restricting peripheral vision. The test MKZ also
included a navigation system but some directions
caused suspicions that one of the programmers is
knick-named Wrong Way.
 The
MKZ is a nicely done package with few faults that
can be easily corrected. Side-mounted front
turn signals could add a dose of safety and the fuel
filler door on the test car wasn’t flush with the
body panel. While most cars in this class have
variable assist power-steering, the MKZ makes due
with an old-style constant rate system. Releasing
the trunklid pops it barely high enough to get a
finger underneath to lift and there is no convenient
pull-down, usually requiring two hands to close.
True, the MKZ is a badge-engineered Ford Fusion but
is at least differentiated enough in the powertrain
and equipment departments to be wear the Lincoln
label. The final sticker price of $35,640 on the
test car reflects a relative bargain and
demonstrates what Lincoln can do to make a
competitive luxury sedan with performance
attributes. But faults must be eliminated if Lincoln
is to be considered among Lexus, BMW and Cadillac to
regain the status it once had.
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Chuck Arehart