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Driving Impressions

We had a day driving an MKZ prototype in Southern California, from Laguna Beach to Lake Elsinore on the infamous Ortega Highway. The Ortega Highway is a two-lane mountain pass, well known for falling rocks and frequent driver-error-induced accidents as it snakes along the side of a deep canyon. To get there, we traveled a section of the Pacific Coast Highway, today a busy commuter route through beach communities, with frequent traffic lights, pedestrian crosswalks and restaurant traffic. That gave us a chance to notice how the MKZ behaves in everyday driving. Just prior to that, we had the opportunity to take a half-hour drive in a 2009 MKZ, so we could see the effect of the upgrades for 2010.

Our test unit was all-wheel drive with the Ultimate Package of options, which includes everything except the handling package. That means we had a power moonroof, the premium THX II audio, the Navigation Package and more.

With the engine running, the cabin of the MKZ is conspicuously quiet, which helps create an atmosphere of sanctuary inside. There are some road surfaces that bring through a little more tire noise than others, but throughout the day it was possible to maintain conversation at normal speaking tones, and listen to the news at very low volume. Lincoln spokesmen told us that the cabin is quieter than the Lexus ES 350 at speed and on rough roads, and that they have data to prove it. We looked at their charts and while the measuring criteria are rather complex, the bottom line is very simple. The MKZ is an unusually quiet car, clearly on a par with the best when it comes to noise control.

Our all-wheel-drive test unit did not have the handling package, which adds 18-inch wheels, stiffer springs and thicker stabilizer bars. Still, the AWD system alone was a tangible handling benefit as we powered through corners, with no apparent torque steer or sense of biasing from wheel to wheel. We found ourselves casually steering through 35 mph corners at 45 and 50 mpg on the Ortega Highway, and more. It's a place where the CHP likes to use radar, so we kept further handling test to speeds within reason.

The brakes are strong and progressive, perhaps a little touchy at the top of the pedal until you get used to it, but definitely have enough stopping power to create a secure sense of control. The car stays flat and composed when pushed into a corner, tracking cleanly along any reasonable line. Simultaneous braking and steering, as if correcting to shed speed on a surprise corner, did not upset the car. It was hard to generate tire noise, even with sharp steering inputs.

The opposite side of handling is ride quality, which goes south fast when a car is fitted with bigger wheels, stiffer springs and tires designed purely for grip. Yet the MKZ, even with improved cornering and steering, retains the gracious, hospitable manners of a quality luxury car.

We were told that the suspension geometry has been revised to provide more control without affecting ride quality. New stabilizer links have been designed for better control, enabling more fluid transitions from side to side. The car now has a lower roll center, which means better control without adding harsh damping.

When we arrived at our rest stop, we slipped into a narrow space in a crowded parking lot. It looked like a back-and-fill situation, but sure enough, the turning radius of the MKZ was enough to allow a neat parking job in one swoop.

For 2010, the 3.5-liter V6 engine has been tuned for better performance, and it shows, but the improved performance is much more due to the new six-speed transmission. The transmission has lower ratios to draw on from a standing start, and taller ratios at higher speeds, so the car is quicker off the line than the 2009 model, and smoother and more efficient at speed.

Perhaps more important, there is a SelectShift feature that allows manual gear changes. Using it, we found the upshifts crisp, and the car will continue pulling well through 6000 rpm. Downshifts were another matter, as the transmission's programming protects the engine from over-revving on heavy downshifts, so we found it harder to manage the car heading into corners in manual mode with the computer second-guessing our choices. Usually, we preferred to leave it in Drive. Driven as an automatic, the transmission responds well to throttle. We don't think we could get the car to go any faster shifting manually, but it does add to the fun factor.

The V6 makes peak torque at 4500 rpm, rather high in the rev range, but again, the transmission applies the power so well it's generally possible to accelerate without effort. With gradual, progressive increase in throttle, the car builds speed without a downshift. Floor it, and you'll get a quick kick-down and, in the lower gears at least, brisk acceleration. Even though the car has well isolated acoustics, the intake song of the V6 at full throttle does come through to the cabin, and it is not entirely unpleasant to the sporting ear.

The Blind Spot Information System is based on radar sensors that sweep the roadway to the side and rear of the car. If you're moving into an object in your blind spot, a red indicator light on the outside of the side mirrors will bip on, and a warning tone sounds. It's sometimes beneficial on the highway, or during heavy commuting. It isn't much use on narrow roads we drove, and we turned ours off after it sounded a couple of times in a four-hour period, apparently responding to radar input based on objects at the side of the road. A side benefit of this new technology is that the radar can also warn against backing into cross traffic. When the car is in reverse, the radar tracks up to 65 feet on either side of the vehicle and warns the driver with audible alerts. We're not sure we're in love with either of these features, but we can see the benefit. All it would take is to save a collision one time to make us think it's the best thing in the world. The navigation system comes with a rearview camera, which is an excellent safety device.

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