2007 Lincoln MKX

The only time most all-wheel-drive vehicles ever venture off-road is when their drivers misjudge a u-turn and plow through the neighbor's petunia patch. For most buyers, lousy driving conditions, not rock hopping, is why they opt for four driven wheels. Which brings us to today. Here in the northeast, it's windy, snowing and 18 degrees. Not ideal for much of anything, except, of course, test-driving. For an all-wheel-drive hybrid like the Lincoln MKX, this is where the rubber hits the road—the slushy, snow clogged road.

Styling

Lincoln's first crossover, MKX, is cousin to the Ford Edge. Like Edge, MKX is available in front- or all-wheel-drive models. Our test driver was an AWD-equipped MKX with the Luxury trim level. Coupled to the standard AdvanceTrac system with roll stability control and the (surprisingly optional) traction control, the AWD system requires no input from the driver. Power is seamlessly shifted front to back or side to side as needed to maximize grip and minimize slip. In many countries, drivers see the logical link between beefier tread and better traction. In America, however, snow tires are generally considered about as fashion forward as Zoot Suits, and so are surprisingly scarce. It is therefore fitting (if not rational) that our MKX AWD tester rolled into our 20-inch snowfall on a set of standard, all season radials.


So shod, the Lincoln CUV dutifully churned through the snowy mix that was dealt to it. Traction was generally very good; and, if you live in an area where this weather scenario repeats itself regularly, a set of four snow tires would elevate the Lincoln's grip to excellent. When drier roads eventually appeared, the MKX acquitted itself well once again. Too big to be nimble, the crossover nonetheless has a stable and confident handling feel. Ride quality is supple and car-like and worthy of the longest of road trips. Standard four-wheel-disc brakes with ABS haul the 4,400 lb. Lincoln down to a stop efficiently. Power is supplied by Ford's new 3.5-liter V-6, making 265 hp and 240 lb. ft. of torque. It's linked to an also-new six-speed automatic transmission. The combination works well together, though the six is a little noisy at full throttle. There's ample power for passing and ramp merges. The MKX is quick off the line and cruises easily at highway speeds. Fuel economy during my test run was disappointing. Against an EPA estimate of 18 mpg city/26 highway for an MKX with AWD, we averaged 15 mpg.

Interior

As the CUV segment swells in size, the newcomers come in all shapes and sizes. The MKX lands on the larger side of that ledger. Not block-out-the-sun big, but practically-sized, as in room for five and their gear. Those taller than six feet might find themselves wishing for a skosh more travel for the front seats. That aside, the front cabin is comfortable and well appointed. Eight-way power seats with power lumbar are standard for both driver and front passenger. Controls and switchgear are laid out in a straightforward array. Soft and hard plastics are mingled with wood and satin nickel trim to good effect. The covered center console storage bin is large and fitted with removable partitions and (optionally) a jack for your MP3 player and a power outlet. Back seats are suitable for 2-3 people. There's six footer-sized legroom, and the seatbacks recline 15 degrees. Cargo capacity checks in at a generous, 32 cubic feet, expandable to 68.7 cu. ft., if you fold the rear seats forward. Liftover height in back is low, and the opening is wide.


Among the notables on the option sheet are a DVD based navigation system up front and a DVD entertainment system for the back; adaptive headlights, heated and cooled front seats, a 14-speaker, 600-watt sound system and a super large sunroof. The Vista Roof is a two-part affair, with a wide, front moon roof up front that slides and tilts. In back, there's an also-wide, fixed, glass panel. The glass is tinted, and a retractable cloth shade can be called on to block glare.