Ford Motor Corp. has been touting its EcoBoost engine technology for more than two years now. The buildup began when the Lincoln MKR concept debuted at the 2007 Detroit show, hinting at the automaker’s plan to employ smaller engines equipped with turbochargers and direct fuel injection. In the same time frame, early adopters such as Audi, BMW, and Porsche have been much praised for how the technologies have improved the power delivery, fuel economy, and emissions of many of their vehicles.
Fast-forward to today, and Ford has officially—and finally—joined the party, with Lincoln taking the lead: the 2010 MKT crossover and 2010 MKS sedan are the first models to go on sale with available EcoBoost powertrains. Ford recently invited the media to its Michigan proving ground to get acquainted with the new cars—and engines. Here, we concern ourselves with the surprisingly good MKT.
We Don’t Need No Stinking V-8
Based on the Ford Flex—itself based on a stretched Taurus X platform— the MKT is a unique three-row crossover that the company expects to compete with the likes of the Audi Q7 and Acura MDX. The MKT makes the boldest statement yet about Lincoln’s styling direction, specifically in the huge split-waterfall grille. We don’t think the look quite works when the grille is this enormous, but perhaps it will grow on us in time. Ford says people who are fond of the box-tacular Flex don’t always connect with the MKT’s softer lines and boat-tail butt and that the Lincoln is meant to make a statement about the brand rather than appeal to everyone.
Instrumented testing and real-world impressions will have to wait until our next rendezvous with the big Lincoln (it’s a half-foot longer than the Flex), but on Ford’s undulating ride-and-handling course and five-mile banked oval, the MKT exhibited reassuring composure and had more than enough grunt to outrun the V-8–powered Audi Q7 on hand for comparison. Thanks to a pair of quick-spinning, grapefruit-sized turbochargers, the 3.5-liter EcoBoost V-6 pushes out a stout 355 hp and 350 lb-ft of torque on regular unleaded—all of which is available from as low as 1500 rpm. Mated to a fortified six-speed automatic transmission with paddle shifters and well-spaced ratios, the engine moves the 5200-pound MKT off the line quickly and with little effort. Upshifts—whether initiated in automatic mode or by pulling back on either paddle—barely interrupt thrust, which stops only when the electronic limiter kicks in at 120 mph to protect the 255/45-20 Goodyear Eagle RS-A tires. (Non-EcoBoost MKTs get 19-inch wheels and tires as standard.) Engine noise is more noticeable than in the MKS but is still hushed and pleasant in tone.
All the torque from the EcoBoost engine makes passing maneuvers at highway speeds a snap. The motivation also is expected to come with a very un-V-8-like thirst: the MKT's estimated ciy/highway rating of 16/22 mpg is the same as the three-row, V-6 Buick Enclave and slightly better than the MDX's 15/20. However, competitive V-8 crossovers with similar power, such as the Q7 and the BMW xDrive48i, best illustrate the relative efficiency of the advanced turbo-six. The Q7 is rated at 13/18 mpg, while the X5 manages 14/19.
The MKT is not for carving up back roads, but body motions are nevertheless well controlled and the ride is very smooth—and better than the Flex’s. Bumps, dips, and broken pavement rarely seemed to upset the chassis or necessitate excessive steering corrections as they did for the Q7, and the brakes stopped the hefty crossover well despite a soft and squishy pedal. The all-wheel-drive system, which usually routes about 70 percent of the power to the front wheels, is standard on EcoBoost models and optional on naturally aspirated versions. Ford claims to have significantly quelled the understeer we’ve experienced in the Flex’s chassis, but we’ll have to wait until we get the Lincoln on a skidpad to verify that.
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 6- or 7-passenger, 5-door wagon
PRICE AS TESTED: $51,885 (base price: $49,995)
ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement: 213 cu in, 3490cc
Power (SAE net): 355 bhp @ 5700 rpm
Torque (SAE net): 350 lb-ft @ 1500 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 117.9 in Length: 207.6 in Width: 76.0 in Height: 67.4 in Curb weight: 4957 lb
C/D TEST RESULTS:
Zero to 60 mph: 6.1 sec
Zero to 100 mph: 15.4 sec
Zero to 120 mph: 25.7 sec
Street start, 5–60 mph: 6.7 sec
Standing ¼-mile: 14.6 sec @ 97 mph
Top speed (govonerlimited): 123 mph
Braking, 70–0 mph: 196 ft
Roadholding, 300-ft-dia skidpad: 0.76 g
FUEL ECONOMY:
EPA city/highway driving: 16/22 mpg
C/D observed: 21 mpg
+ 2009 Detroit Live: 2010 Lincoln MKT Luxury
+ 2009 Lincoln MKS Showcased in 51st Grammy Awards
+ 2010 Ford Fusion and Lincoln MKS to Get EcoBoost Engine
+ 2010 Buick LaCrosse Offers Four-Cylinder
Don’t Shout, I Can Hear You Just Fine
Other than the goofy proportions and polarizing snout, perhaps the most immediately noteworthy thing about the MKT is how pleasant it is inside its cabin. The interior is serenely quiet, even at triple-digit speeds, thanks to heaps of sound deadening; laminated, thicker windows; and aerodynamic tuning that included optimizing the shape of the side mirrors. Considering the vehicles’ preproduction status, build quality seems very good, and the materials, from the Scottish leather and genuine wood trim to the soft-touch plastics, feel competitive in the segment. For added ambience, Ford’s twin-panel panoramic Vista Roof is standard on all models, although if you want it to open, you’ll have to pay more.
The MKT’s seats are cushy but not particularly supportive—it is a cruiser, after all. The driver faces a clear and attractive gauge cluster with chrome accents, and both front occupants enjoy the flowing, uncluttered center console and a sharp, eight-inch touch-screen interface. When you’ve had enough near-silence, there’s a 10-speaker stereo as standard, as well as an optional 14-speaker, THX II–certified 5.1 surround-sound system that is bundled with the power roof option and voice-activated navigation as a $4000 package. A second-row DVD entertainment system with seven-inch monitors in the backs of the front headrests costs $1995. For a full limo experience, you can opt for second-row heated and cooled bucket seats ($995) that can be accompanied by a full-length center console complete with a small refrigerator/freezer ($895).
Whether you need the standard three-across bench or spring for the twin buckets, there is tons of room in the second row. The rocker panels have been integrated into the doors, reducing the width of the door sill and greatly improving ingress and egress. The second-row seats tumble forward—by power, if you opt for the buckets—leaving a large opening and a low step-over height for rearmost occupants. Third-row riders will need to be vertically challenged, however; foot, leg, and shoulder room are plentiful back there, but the sloping rear glass greatly limits headroom. If no one you know fits, at least the seats can be easily stowed out of the way to form a flat load floor, and they’ll be available with a power-folding function ($595) later this year.
It Parks Itself and Actually Does It Well
Of the plethora of advanced technologies available on the MKT, Ford’s active park assist ($595) is by far the coolest. Similar to the technology offered on certain Volkswagens in Europe—but unlike the system offered on the Lexus LS, since this actually works—the park assist employs electric power steering and sonar sensors to find and guide the vehicle into a suitable parallel parking spot. No steering required. Simply press the console-mounted button, drive past a potential spot, and wait for the system to beep, telling you your MKT will fit. Then engage reverse and control the throttle. The car works the steering, slipping perfectly into the gap while you gauge the distance to the car behind with the backup sensors and camera. All that’s left is to put it in drive and let the system pull forward and straighten out the car.
Active park assist also will be available on the 2010 MKS (and several other Ford models), which was the model on which we evaluated the system. The technology worked flawlessly every time, and on a larger vehicle with worse visibility—the MKT, for example—this could make urban commuting much easier and save wheels and tires from curb abuse.
The list of technologies and features standard on all MKTs is impressive. It includes keyless access, push-button starting, adaptive HID headlights with auto high-beam control, rain-sensing wipers, blind-spot monitoring, a reverse camera, convex secondary lenses in the door mirrors, Sync voice communication with Bluetooth, and the MyKey configurable watchdog that can disable or limit certain vehicle functions. Electronic stability control and a full boat of front, side, and curtain airbags also are standard. Adaptive cruise control with collision warning and brake assist ($1295) is one of the few major options.
Pricey but Impressive
At $49,995, the MKT with EcoBoost is not cheap, but the price is competitive with or less than that of most V-8–powered three-row luxury crossovers. This model’s amount of standard equipment is extensive and is shared with the base MKT, which starts at $44,995 with front-wheel drive and a 268-hp, 3.7-liter V-6. (We didn’t get to sample that model.) All-wheel drive adds another $1995 to the base sticker, but at that point we’d recommend stepping up to the EcoBoost with its additional 87 hp and specific content. We’re looking forward to a more extensive test, but we don’t need track numbers and hundreds of miles to know that this is one of the most surprisingly competent Lincolns we’ve sampled in a long time.
