Ecoboost Archives - CarCostCanada®

2019 Ford Flex Limited EcoBoost V6 Road Test

If you’ve been reading my latest reviews here, you’ll know that I scour Canada’s retail auto network before putting fingers to the keyboard, as it wouldn’t make much sense to write about a new vehicle that’s no longer available. As it is, plenty of 2019 Ford Flex examples are still very much available despite being a discontinued model, so for those enamoured with its unusual good looks I recommend paying attention.

I’m guessing your local Ford dealer will be happy to give you a great deal on a Flex if he happens to have one still available, while CarCostCanada is claiming up to $5,500 in additional incentives for this final 2019 model.

The Flex has been in production for more than 10 years, and while it initially got off to a pretty good start in Canada with 6,047 units sold in calendar year 2009, 2010 quickly saw annual deliveries slide to 4,803 examples, followed by a plunge to 2,862 units in 2011, a climb up to 3,268 in 2012, and then another drop to 2,302 in 2013, 2,365 in 2014, a low of 1,789 in 2015, a boost to 2,587 in 2016, and 2,005 in 2017. Oddly, year-over-year sales grew by 13.4 percent to 2,273 units in 2018 to and by 9.6 percent to 2,492 deliveries in 2019, which means three-row crossover SUV buyers are still interested in this brilliantly unorthodox family mover, but it obviously wasn’t enough to make Dearborn commit to a redesign, and in hindsight this makes perfect sense because three-row blue-oval buyers have made their choice clear by gobbling up the big Explorer in to the point that it’s one of the best selling SUVs in its class.

The Flex and the outgoing 2011–2019 Explorer share a unibody structure that’s based on Ford’s D4 platform, and that architecture is a modified version of the original Volvo S80/XC90-sourced D3 platform. Going back further, the first D3 to wear a blue oval badge was Ford’s rather nondescript Five Hundred sedan, which was quickly redesigned into the sixth-generation 2010–2019 Taurus and only cancelled recently, thus you can save you up to $5,500 in additional incentives on a Taurus as well (see our 2019 Ford Taurus Canada Prices page to find out more). If you want to trace the Flex back to its roots, check out the 2005–2007 Freestyle that was renamed Taurus X for 2008–2009.

Those older Ford crossovers never got the respect they deserved, because they were comfortable, well proportioned, good performers for their time, and impressively innovative during that era too. The Freestyle was the first domestic SUV to use a continuously variable transmission (CVT), at least as far as I can remember, and it was one of the biggest vehicles to do so up that point (Nissan edged Ford out with its Murano by a couple of years). Interestingly, Ford soon stopped using CVTs in its large vehicles, instead choosing a six-speed automatic for the Flex and the fifth-generation Explorer, which is a good thing as it has been a very dependable gearbox.

Mechanicals in mind, the Flex continues to use the same two versions of Ford’s popular 3.5-litre V6 that were offered in the original model. To be clear, the base Duratec engine, which produced 262 horsepower and 248 lb-ft of torque before 2013, after which output increased to 287 horsepower and 254 lb-ft of torque. The base engine pushes the three-row seven-passenger crossover along at a reasonably good pace, but the turbocharged 3.5-litre Ecoboost V6 that became optional in 2010 turned it into a veritable flyer thanks to 355 horsepower and 350 lb-ft of torque, while an additional 10 horsepower to 365 has kept it far ahead of the mainstream volume branded pack right up to this day.

That’s the version to acquire and once again the configuration I recently spent a week with, and it performed as brilliantly as it did when I first tested a similarly equipped Flex in 2016. I noticed a bit of front wheel twist when pushed hard off the line at full throttle, otherwise called torque steer, particularly when taking off from a corner, which is strange for an all-wheel drive vehicle, but it moved along quickly and was wonderfully stable on the highway, not to mention long sweeping corners and even when flung through sharp fast-paced curves thanks to its fully independent suspension setup and big, meaty 255/45R20 all-season rubber. I wouldn’t say it’s as tight as a premium SUV like Acura’s MDX, Audi’s Q7 or BMW’s X7, but we really can’t compare those three from a price perspective. Such was the original goal of the now defunct Lincoln MKT, but its styling never took off and therefore it was really only used for airport shuttle and limousine liveries.

Like the MKT and the many three-row Japanese and European crossover utilities available, the Flex is a very large vehicle, so no one should be expecting sports car-like performance. Combined with its turbo-six powerplant is the dependable SelectShift six-speed automatic mentioned earlier, and while not as advanced as the 7-, 8-, 9- and now even 10-speed automatics coming from the latest blue-oval, Lincoln and competitive products, it shifts quickly enough and is certainly smooth, plus it doesn’t hamper fuel economy as terribly as various brands’ marketing departments would have you believe. I love that Ford included paddle shifters with this big ute, something even some premium-branded three-row crossovers are devoid of yet standard with the more powerful engine (they replace the lesser engine’s “Shifter Button Activation” on the gear knob), yet the Flex is hardly short on features, especially in its top-tier Limited model.

The transmission is probably best left to its own devices if you want to get the most out of a tank of fuel no matter which engine you choose, and to that end the Ecoboost V6 is the least efficient at 15.7 L/100km in the city, 11.2 on the highway and 13.7 combined, but this said it’s not that much thirstier than the base engine and its all-wheel drivetrain that uses a claimed 14.7 city, 10.7 highway or 12.9 combined, which itself is only slightly less efficient than the base FWD model that gets a rating of 14.7, 10.2 and 12.7 respectively.

The 2019 Flex comes in base SE, mid-range SEL and top-tier Limited trims, according to the 2019 Ford Flex Canada Prices page found right here on CarCostCanada. This is where you can see all the pricing and feature information available for the Flex and most other vehicles sold in Canada. The 2019 Flex is available from $32,649 plus freight and fees for the SE with FWD, $39,649 for the SEL with FWD, $41,649 for the SEL with AWD, and $46,449 for the Limited that comes standard with AWD. All trims come standard with the base engine, but the Limited can be upgraded with the more powerful turbocharged V6 for an extra $6,800 (it includes other upgrades too).

Before adding additional options the retail price of a 2019 Flex Limited Ecoboost AWD is $53,249, and along with its aforementioned performance enhancements it gets everything standard with the regular Limited model, such as 19-inch silver-painted alloy wheels wrapped with 235/55 all-season tires, HID headlamps, fog lights, LED tail lamps, a satin-aluminum grille, chrome door handles, bright stainless steel beltline mouldings, a satin aluminum liftgate appliqué, a powered liftgate, bright dual exhaust tips, power-folding heated side mirrors with memory and security approach lights, rain-sensing wipers, reverse parking sonar, and I’ve only talked about the exterior.

Ford provides remote start to warm it up in winter or cool it down in summer, all ahead of even getting inside, while access comes via a keyless proximity system or the automaker’s exclusive SecuriCode keypad. Likewise, pushbutton start/stop keeps the engine purring, Ford MyKey maintains a level of security when a valet or one of your children is behind the wheel, while additional interior features include illuminated entry with theatre dimming lighting, a perforated leather-clad steering wheel rim with real hardwood inlays, Yoho maple wood grain inlays, power-adjustable pedals with memory, perforated leather upholstery for the first- and second-row seat upholstery, a 10-way power driver’s seat with memory, a six-way power front passenger’s seat, heated front seats, an auto-dimming centre mirror, an overhead sunglasses holder, ambient interior lighting with seven colours that include (default) Ice Blue, as well as soft blue, blue, green, purple, orange and red, plus Ford’s Sync 3 infotainment system, excellent sounding 12-speaker Sony audio, satellite radio, two USB charging ports in the front console bin, two-zone auto climate control, rear manual HVAC controls, four 12-volt power points, a 110-volt household-style three-prong power outlet, blind spot information with cross-traffic alert, and more.

For a ten year old design, the Flex looks fairly up to date as far as electronics go, thanks to its Cockpit Integrated Display that incorporates two high-resolution displays within the primary instrument cluster (it was far ahead of its time back in 2009), while the just-mentioned Sync 3 infotainment touchscreen is still impressive too, due to updates through the years. It incorporates a big, graphically attractive and well-equipped display with quick-reacting functionality plus good overall usability, its features including accurate available navigation as well as a very good standard backup camera with active guidelines, albeit no overhead camera even in its topmost trim. Apple CarPlay and Android Auto smartphone connectivity is standard, however, plus the ability to download more apps, etcetera.

On top of the Limited trim’s standard features a $3,200 301A package can be added with features such as a heated steering wheel, truly comfortable 10-way power-adjustable front seats with three-way cooling, dynamic cruise control, Collision Warning with autonomous emergency braking, and Active Park Assist semi-autonomous parking capability, but note that all of the 301A features come standard already when choosing the more powerful engine, as does a special set of 20-inch polished alloy wheels, a powered steering column, a one-touch 50/50-split power-folding third row with tailgate seating, and an engine block heater.

As you may already noticed, my tester’s wheels are gloss-black 20-inch alloys that come as part of a $900 Appearance package which also includes additional inky exterior treatments to the centre grille bar, side mirror housings, and rear liftgate appliqué, plus it adds Agate Black paint to the roof and pillars, while the cabin receives a special leather-clad steering wheel featuring Meteorite Black bezels, plus an unique graphic design on the instrument panel and door-trim appliqués, special leather seat upholstery with Light Earth Gray inserts and Dark Earth Gray bolsters, as well as floor mats with a unique logo.

My test model’s Vista panoramic multi-panel glass roof has always been an individual option, adding $1,750 to this 2019 model, but I found it a bit odd that voice-activated navigation (with SiriusXM Traffic and Travel Link) as a standalone add-on (navigation systems usually bundled as part of a high-level trim line), while the gloss-black roof rails can also be individually added for just $130, but the roof rails, which are also available in silver, come as part of a $600 Cargo Versatility package too, which combines the otherwise $500 Class III Trailer Tow package (capable of up to 4,500 lbs or 2,041 kg of trailer weight) with first- and second-row all-weather floor mats (otherwise a $150 option), resulting in more four-season practicality.

Over and above items included in my test model, it’s also possible to add a refrigerated centre console for $650, second-row captain’s chairs with a centre console for just $150 (but I prefer the regular bench seat as the smaller portion of its 60/40-split configuration can be auto-folded from the rear), inflatable second-row seatbelts for $250 (which enhance rear passenger safety), and two-screen (on the backs of the front headrests) rear entertainment for $2,100.

Of course, many of the Limited trim’s features get pulled up from base SE and mid-range SEL trims, both being well equipped for their price ranges too, I should also mention that the Flex’s interior isn’t quite as refined as what you’d find in a new 2020 Explorer with the same options, per say. Then again I remember how impressed I was with the Flex’s refinement when it arrived 10 or so year ago, which really goes to show how far Ford has come in a decade, not to mention all of the other mainstream brands. The latest Edge, for example, which I tested in its top-tier trim recently, is likely better than the old Lincoln MKX, now replaced by the much-improved Nautilus, whereas the Flex’s cabin is more like the old Edge inside.

Therefore you’ll have to be ok with good quality albeit somewhat dated details, such as its large, clunky, hollow plastic power lock switches instead of Ford’s newer models’ more upscale electronic buttons, while there’s a lower grade of hard plastic surfaces throughout the interior too. This said its dash-top receives a fairly plush composite covering, as does each door upper from front to back, whereas the door inserts have always been given a nifty graphic appliqué, just above big padded armrests.

As you might imagine, the Flex is roomy inside. In fact, its predecessor was designed to replace the Freestar minivan back in 2007, so it had to have minivan-like seating and cargo functionality. This said the Flex’s maximum cargo volume of 2,355 litres (83.1 cubic feet) when both all rear seats are tumbled down doesn’t come close to the brand’s once-popular minivan that managed a total of 3,885 litres (137.2 cu ft) of luggage volume in its day, but it’s generously proportioned for a mid-size crossover. In fact, the Flex can manage 42 additional litres (1.5 cu ft) of total storage space than the outgoing 2019 Explorer, which was one of the biggest SUVs in its three-row segment. That said the new 2020 Explorer offers up to 2,486 litres (87.8 cu ft) of maximum cargo capacity, which improves on both of Ford’s past SUVs (Flex included).

The rear liftgate powers upward to reveal 426 litres (15.0 cu ft) of dedicated luggage space aft of the rearmost seats, which is in fact 169 litres (6.0 cu ft) less than in the old Explorer, but if you lower the second row the Flex nearly matches the past Explorer’s cargo capacity with 1,224 litres (43.2 cu ft) compared to 1,240 litres (43.8 cu ft). A nifty feature noted before allows the final row to be powered in the opposite direction for tailgate parties, incidentally, but make sure to extend the headrests for optimal comfort.

Total Flex passenger volume is 4,412 litres (155.8 cu ft), which results in a lot of room in all seating positions, plus plenty of comfort. Truly, even third row legroom is pretty decent, while headroom is lofty everywhere inside thanks to a high roofline. Ford made sure there was enough space from side-to-side too, this due to a vehicle that’ quite wide. The aforementioned panoramic sunroof adds to the feeling of openness as well, and its three-pane construction is pretty intelligent as it allows for better structural rigidity than one large opening, which is particularly important for a vehicle with such a large, flat roof. Additional thoughtful features include large bottle holders within the rear door panels, these wholly helpful at drive-thrus.

I’m guessing you can tell I like this unusual box on wheels, and must admit to appreciating Ford for its initial courage when bringing the Flex to market and its willingness to keep it around so long. I know it’s outdated, particularly inside, plus it’s missing a few features that I’d like to see, such as outboard rear seat warmers and USB charging ports in the second row, but it’s difficult to criticize its value proposition after factoring in the potential savings Ford has on the table. I’m sure that opting for this somewhat antiquated crossover might be questionable after seeing it parked beside Ford’s latest 2020 Explorer, but keep in mind that a similarly equipped version of the latter utility will cost you another $10,000 or so before any discounts, while the domestic manufacturer is only providing up to $2,000 in additional incentives for this newer SUV. That’s a price difference of more than $13,000, so therefore a fully loaded Flex might make a lot of sense for someone looking for a budget-minded luxury utility.

A month or so ago, before we all became aware of the COVID-19 outbreak, I would’ve probably recommended for those interested in buying a new Flex to rush over to their local dealer and scoop one up before they all disappeared forever, and while they certainly will be gone at some point this year I recommend you find one online like I did, and contact the respective dealership directly via phone or email. Still, doing your homework before making the call or sending the message is a good idea, so make sure to visit our 2019 Ford Flex Canada Prices page first, where you can learn about every trim and price, plus find out if any new manufacturer discounts, rebates and/or financing/leasing packages have been created, while don’t forget that a membership to CarCostCanada provides otherwise difficult to access dealer invoice pricing (which is the price the retailer actually pays the manufacturer for the vehicle). This will provide you the opportunity to score the best-possible deal during negotiation. After that, your Ford dealer will ready your new Flex for delivery.

So therefore if this unorthodox crossover utility is as appealing to you as to me, I recommend you take advantage of the tempting model-ending deal mentioned earlier. The Flex might be an aging SUV amongst the plethora of more advanced offerings, but don’t forget that this aging crossover still comes across as fresh thanks to its moderate popularity (you won’t see a lot of them driving around your city), while its long well-proven tenure means that it should be more dependable than some of its newer competitors.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

CarCostCanada

2019 Lincoln MKC 2.3L EcoBoost AWD Reserve Road Test

This may be the first time you’ve seen the refreshed 2019 Lincoln MKC, a luxury version of the much better known Ford Escape that’s worn a totally different split-wing grille design up until this year’s mid-cycle upgrade. Normally an update like this has at least two years of life before it gets renewed, but we can soon say goodbye to the MKC now that the entirely new 2020 Corsair has been introduced.

Whether the short-lived 2019 MKC becomes collectable is anyone’s guess (I doubt it), but it’s nevertheless a rarity. The pre-refresh MKC lasted from 2015 through 2018, with this 2019 model getting a totally reworked frontal design, including its grille, headlights, and lower fascia, while Lincoln splashed a little chrome onto its rear hatch as well, but other than that it’s unchanged. Another oddity sees this grille transported over to the 2020 Corsair, virtually unchanged.

While I’m tempted to delve into all the differences between this 2019 MKC and the new 2020 Corsair, I won’t. Suffice to say this outgoing mode is based on the old 2019 Ford Escape and the Corsair rolls on the new 2020 Escape. The updated model features a renewed duo of turbocharged four-cylinder engines, once again displacing 2.0 and 2.3 litres apiece, the entry-level mill making 250 horsepower and the top-line version producing 280 horsepower, which is a respective five horsepower more and five less than this year’s MKC, with torque measuring exactly the same 275 lb-ft with the former engine and five lb-ft more at 310 lb-ft for the latter.

We should expect better fuel economy thanks to a new eight-speed automatic transmission that’s operated via new horizontally mounted “piano key” shift toggles that replace this MKC’s row of buttons on the centre stack. LEDs for the signature-enhanced headlights, turn signals and tail lamps remain standard, but the interior is now completely updated with a digital instrument cluster and new tablet-style centre touchscreen.

The new Corsair’s $44,700 base price is just $550 more than the 2019 MKC’s $44,150 entry price, while a 2018 MKC was available for only $43,950 when new. Interestingly, the MKC cost just $39,940 when it launched in 2015, which probably has just as much to do with the Canadian dollar’s steadily eroding purchasing value over the past four years as it does with Lincoln’s streamlined trim offerings, this done by dropping its former base Premier trim in 2017, which of course added more standard equipment.

Today’s MKC can be had in two trim levels including Select and Reserve, the top-line model starting at $48,800 (for detailed pricing on trims, packages and options, plus manufacturer rebate info and dealer invoice pricing that can save you up to $5,000 in additional incentives at the time of publishing, make sure to check the 2019 Lincoln MKC Canada Prices page right here on CarCostCanada). Choosing Reserve trim is the only way to get the just-mentioned 2.3-litre engine, which puts out a grand total of 285 horsepower and 305 lb-ft of torque, while adding $2,150 to the MKC’s price tag. Both MKC models are two forward speeds short of the new 2020 Corsair’s eight-speed autobox, leaving this 2019 SUV with Ford/Lincoln’s well-proven six-speed SelectShift automatic featuring manual mode and paddle shifters.

The upgraded engine also comes standard with idle start-stop that automatically turns off the engine when it would otherwise be idling, and then immediately turns it on when removing foot from the brake pedal, whereas this eco feature is an option with the 2.0-litre engine. The result at the refuelling station is hardly noticeable, however, the non-idle start/stop base engine claiming an estimated fuel economy rating of 12.3 L/100km city, 9.3 highway and 11.0 combined, with idle start-stop merely decreasing combined average fuel economy by 0.1 L/100km to 10.9.

My tester’s 2.3-litre engine gets a claimed 13.1 L/100km in the city, 9.5 on the highway and 11.5 combined, which isn’t superb for a compact luxury SUV, being that BMW’s X3 xDrive30i achieves an estimated 9.6 L/100km combined, Audi’s Q5 gets a claimed 9.9, and Mercedes’ GLC 300 4Matic is good to go at about 10.0 L/100km combined. The 2020 Corsair should improve overall fuel economy, but I can’t imagine it gets dramatically better results.

This said I don’t imagine many Canadians thinking about buying a compact luxury SUV consider the level of focus Lincoln puts on performance, but the MKC has always been a serious competitor in a straight line and fully capable through fast-paced corners, or for that matter on long stretches of open highway. The little Lincoln even boasts a standard adaptive suspension system controlled by Lincoln Drive Control with Normal, Sport and Comfort modes, while its electric power-assist steering is relatively precise and standard all-wheel drive good for all weather conditions.

Still, it’s best respected for its smooth ride and quiet cabin, luxury being highest on Lincoln’s hierarchy of importance. Therefore, laminated acoustic front door glass and active noise control are standard, and that adaptive suspension system mentioned a moment ago also improves comfort.

My tester’s ride was compliant even with its ultra-sporty 20-inch alloy rims, its luxurious nature a good fit with its elegant interior. It went from stylish White Platinum on the outside (a $700 upgrade) to Espresso brown on the inside (dark grey Ebony, creamy Cappuccino, and dark Rialto Green are available colourways as well), at least above the waist and for the perforated Bridge of Weir Deepsoft leather-upholstered seats. Contrasting light beige was used for the lower dash, centre console, and lower door panels, as well as the roofliner, pillars and carpets, making for a ritzy looking cabin. Even better, real hardwood inlays on the instrument panel and doors come standard, while just the right amounts of satin-finish aluminum trim are placed in key locations around the interior, plus some attractive aluminized and/or chrome adorned buttons, knobs and toggles, and the list goes on.

Lincoln did a good job of finishing off the dash and door uppers too, with soft padded leather-like surfaces that felt more genuine than mere leatherette. These weren’t the only surfaces trimmed out with pliable composites, mind you, but the others were more obviously synthetic, while those used for covering the lower dash had more of a rubberized feel. No doubt Lincoln chose the rubbery surface treatment for protecting it from footwear. Either way it’s a positive to find soft touch panels on a compact luxury SUV’s lower extremities at all. The padded composites edge each side of the centre console, protecting the inside knees of both driver and front passenger, plus it extends ahead of the front passenger including the glove box lid. Panels above the driver’s knees and on the lower door panels are made from soft-painted plastic, which is similar to most others in the compact luxury segment.

The lower console’s top section is ultra-simple due to the centre stack-mounted gear selector noted earlier, merely including dual cupholders and a lidded smartphone storage area featuring a rubberized pad as well as a 12-volt charging port and two USB-A chargers. Lincoln finished its insides with a soft felt-like treatment, but the cheaply made lid isn’t up to the luxury levels of quality. It opens and closes softly, which is nice, but that’s all I’ve got to say positively about it. Lincoln finishes the glove box and centre console bin with the same velvety lining, the latter including a removable tray plus an additional 12-volt charging port, but oddly there’s a hole at the very bottom of the bin that could easily swallow up small valuable forever, so my guess is that something is missing in this particular vehicle.

On the positive, Lincoln chose to trim out both front and midship roof pillars in cloth, this normally only done on the A-pillars in this class. I recently made special not of this shortcoming in a 2019 Acura RDX A-Spec review, which is an impressive compact luxury SUV in most respects, except its unusual gear selector, a weakness it shares with this MKC.

The Japanese and domestic luxury SUVs are hardly the same when it comes to swapping cogs, with Acura providing a complex combination of buttons and pull-tabs on the RDX’ lower console that took me plenty of test weeks to acclimatize myself to, and Lincoln incorporating its lineup of cars and SUVs with a similar thin strip of switches, albeit more straightforward and on the left side of the centre stack. Their placement forced me to lean forward more than I wanted in order to engage, however, and therefore wasn’t the MKC’s best ergonomic attribute. Obviously Lincoln heard complaints from customers as well as auto pundits, so I look forward to find out if their placement in the new Corsair is close enough for comfort.

Just the same, I appreciate how Lincoln chose to vertically bookend the MKC’s start/stop and sport mode buttons with its PRND selections, but I’d prefer staying firmly within the little Lincoln’s superb driver’s seat in order to actuate buttons within closer reach. Along with their inherently good design, and all the expected adjustments like powered fore/aft, up/down and recline, both driver and front passenger also receive four-way powered lumbar support as well as four-way manual head restraint adjustment, resulting in 12-way adjustability up front. They are three-way heatable in base trim too, and three-way ventilated when opting for this Reserve model, while all trims include driver-side seat memory.

Comfort in mind, the standard multifunctional steering wheel is ideally shaped for optimal easy of use and control, while its rim gets wrapped in soft Wollsdorf leather for a truly rich feel. I should mention the previously-noted Bridge of Weir Deepsoft leather upholstery comes standard in both MKC trims, which means there’s no cheesy corrected-grain, split-skin, synthetic polymer paint-coated hides when you choose a Lincoln (you’d best opt for the pricier BMW for that level of “luxury”). Like its high-grade leather, the MKC doesn’t skimp on other standard features either, with additional no-cost content that would normally be extra from rivals including a power tilt and telescoping steering column with memory, reverse parking sensors, an auto-dimming rearview mirror, and even an auto-dimming driver’s side mirror, while both exterior mirrors power-fold and include memory.

Now that I’ve started listing standard features I might as well continue, with the base Select model featuring 18-inch alloys and roof rails, plus the Lincoln Embrace system that lights up the headlamps, door handles, interior lights and more when approaching in the dark. Base trim also includes remote start, a SecuriCode keyless access keypad, proximity-sensing keyless entry, pushbutton start/stop, an electronic parking brake, illuminated entry, ambient lighting, LED map lights, a particulate-filtered dual-zone automatic climate control system, an overhead console with a convenient sunglasses holder, and a garage door opener.

A big, user-friendly 8.0-inch touchscreen tops off the centre stack (identically sized to the new Corsair’s 8.0-inch centre display, incidentally), featuring Lincoln’s well thought out SYNC 3 infotainment interface boasting Android Auto and Apple CarPlay smartphone integration, a backup camera with dynamic guidelines, separate digital panels for climate control, the audio system incorporating 10 speakers, a subwoofer, satellite radio, and Bluetooth streaming audio, plus phone functions and more. The touchscreen’s smaller and not as high in definition as some rivals’ widescreen, high-def infotainment systems, but it responds to inputs quickly, is really easy to figure out, and is graphically attractive.

Lincoln also includes standard Lincoln Connect featuring a 4G LTE modem, plus the Lincoln Way App that allows unlocking, locking, starting and finding your modem-equipped MKC via your smartphone. Also standard are dual USB charge ports, a quad of 12-volt chargers, a powered tailgate, a retractable cargo cover, an Easy Fuel capless fuel filler, all the usual active and passive safety features as well as a driver’s knee airbag, plus SOS post crash alert, the SecuriLock passive anti-theft system, a perimeter alarm, etcetera.

Those who choose the base Select model can upgrade it further with blindspot warning and cross-traffic alert, that being part of the $1,250 Select Plus package that also features voice-activated navigation, and as long as you’re going to go this far to upgrade your Lincoln you might as well add the $675 Climate package, being that it includes auto high beams, a heated steering wheel, rain-sensing wipers, a windshield wiper de-icer, and heatable rear seats. You can upgrade the base model further with a $2,200 panoramic Vista Roof, complete with a powered sunshade.

Everything mentioned so far came standard with my Reserve test model, although the 18-inch alloys normally found in its wheel cutouts get updated from painted silver to machine finishing with painted pockets. The Reserve also includes forced ventilation from its front seats, while its normally body-coloured door handles get chrome highlights, and the power tailgate incorporates hands-free capability that only requires someone carrying the key fob to wave their foot below the bumper.

Opting for the upper-crust Reserve also means additional features become available, such as a different $500 set of 19-inch painted five-spoke alloys or the $750 top-line 20-inch rims found on my tester, while it’s also important to note that only MKC’s with the more powerful 2.3-litre twin-scroll turbo engine can qualify for the biggest rims. Reserve buyers can also choose a $2,420 Technology Package adding forward parking sensors, dynamic cruise control, pre-collision warning with pedestrian detection, auto emergency braking, lane keeping assist, and semi-autonomous active parking assist.

Finally, Select and Reserve trims can both be upgraded with unique Sonata Spin aluminum trim on the doors and instrument panel, plus upgraded yet further with an excellent $1,100 THX II audio system that was added to my test model, while a $500 Class II towing package can haul up to 1,360 kg (3,000 lbs) of trailer via the 2.3-litre engine. With all noted items tallied up, which was very close to fully loaded, my tester reached beyond $55k, and yes this sounds like a big sum of money for a compact SUV until comparing it with a similarly equipped Audi Q5, BMW X3 or Mercedes-Benz GLC, all of which would add about $10k to the price of entry without including all of the features offered by Lincoln.

So how does the MKC measure up from a practical perspective? I believe it will be amply roomy for most Canadian families as long as their teens aren’t too tall, and likely spacious enough for the majority of empty nesters if their grandkids are likewise on the smaller side. The aforementioned powered tilt and telescopic steering column allowed for plenty of reach, so I was able to push the seat squab far enough toward the back in order to make room for my longish legs so my shorter than average torso didn’t make it difficult to stretch to the steering wheel. We’re not all created equal when it comes to height, of course, but this is true for personal proportions too, and this has caused me problems when trying to fit into some other cars and SUVs. Fortunately Lincoln has provided the necessary adjustability to take care of all types of bodies, which is a big positive for the MKC.

And now to follow up on that teens and grandkids comment I made a moment ago, the MKC’s rear passenger compartment is not the roomiest in the compact class. After positioning the driver’s seat for the long-legged, shorter torso frame just mentioned, which incidentally measures just five-foot-eight from head to heals, I sat directly behind to learn that only three and half to four inches of space could be found between my knees and the backside of the driver’s seat, plus I wasn’t able to stretch my legs out much either. I had the luxury of comparing my MKC tester to a Volvo XC40 during the same week, and found the Lincoln had less knee, foot and headroom, although about the same width from side to side. Volvo also offered a wider centre armrest, while the MKC’s wasn’t large enough to rest an elbow on comfortably because of dual cupholders down its middle.

At least the MKC’s rear doors were detailed out just as ideally as those in front, plus the backside of its front centre console housed buttons for two-way rear outboard seats, a three-prong household-style plug, and a duo of USB-A device chargers.

Also good, the MKC’s dedicated cargo area is large at 712 litres (25.2 cubic feet), plus when its 60/40 split-folding seatbacks are lowered there’s a sizeable 1,505-litre (53.1 cubic-foot) area to stow gear. It’s nicely finished too, with luxurious yet durable looking carpets on the removable floor, the seatbacks, and each sidewall, but there aren’t any levers for automatically dropping those seats down. Living with a bit more manual labour is no real problem, but life without a centre pass-through, or an even better 40/20/40-split rear bench could put would-be buyers off, particularly those that load longer cargo in regularly, such as skis. If you have two kids or plan on bringing friends to the ski hill, just remember that only one will enjoy the more comfortable rear window seat, which incidentally includes the bun warmer. I’m sure you can easily imagine the whining complaints right about now.

Yes, this 2019 Lincoln MKC doesn’t hit the bull’s-eye with every shot, but it delivers will in most respects. Its front styling is arguably improved, its cabin is finished impressively, it has no shortage of premium features, it provides plenty of options, and delivers strong overall value. If you can live with its thirstier than average fuel economy, rear legroom shortcoming, and cargo inflexibility, I can soundly recommend it.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Ford Escape Titanium 2.0L Ecoboost Road Test

Now that the entirely redesigned 2020 Escape is arriving at Ford’s Canadian retailers, we’d better say a final goodbye to the third-generation Escape that’s done a very good job of serving the automaker as well as many of its loyal fans for the past six or so years. This outgoing version underwent a dramatic mid-cycle upgrade for the 2017 model year, and now the blue-oval brand has brought something new to contemplate in the compact crossover class.

For some, the best reason to get excited about a redesigned model is the opportunity to save money on the old one, and being that this 2019 Escape is still an excellent SUV, and that Ford retailers continue to have some in stock, such options should be considered. During my research for this review, which included pricing and features info found right here at CarCostCanada, I learned that $1,200 in additional incentives was available at the time of writing, and that’s over and above any personal discount you might be able to negotiate with your local retailer, and while this knowledge will certainly help when you begin to talk business, CarCostCanada also provides dealer invoice pricing that could save you even more.

A quick glance at CarCostCanada’s 2019 Escape page will show that it’s unchanged from the 2018 model. The 2018 is identical to the 2017 model as well, with respect to all trims but the SEL that arrived last year. If you want more clarity, take a look at my 2017 Ford Escape Titanium AWD Road Test that shows an identical SUV to my 2019 tester, even down to their Ingot Silver colour. Of course, Ford provides the choice of seven additional colours for 2019 buyers, with no-cost options including vibrant alternatives like Sedona Orange and Lightning Blue, while $450 Ruby Red and $550 White Platinum give the Escape a premium-like upscale demeanour.

This 2017-2019 Escape’s grille design didn’t work for me as much as its 2013-2016 forebear did, the latter a completely original and even futuristic look when introduced. I remember how it initially turned my head, not really certain what to think at first, yet warming up to its unusual design quickly. It made sense that Ford needed to change the design, both because of a need for something new and the automaker’s requirement to visually align its crossover SUV lineup (the Escape took design elements from the Edge of the era), but nevertheless Escape sales have slowed somewhat in recent years, with the Toyota RAV4 and Honda CR-V now owning first and second respectively, not necessarily due to styling mind you.

2019 Ford Escape Titanium 2.0L Ecoboost2019 Ford Escape Titanium 2.0L Ecoboost — Titanium trim adds HID headlamps with LED signatures, plus unique 18-inch alloys. (Photo: Karen Tuggay)

Just four years ago the Escape was the compact SUV segment’s bestseller, a spot it had been holding for years. In fact, looking a couple of years further back shows the Escape nearly doubling the RAV4 and CR-V’s yearly sales, but it’s been on a downward trajectory ever since its mid-cycle refresh, from a high of 52,198 sales in 2014 to 47,726 in 2015, which incidentally was the last time it topped the category. It fell further to 46,661 units in 2016, when the RAV4 jumped up to first place, and then in 2017 it managed a bit more to 47,880 examples, but the RAV4 and CR-V grew their sales even more, both passing 50,000 units. The two Japanese SUVs kept pulling in more and more new buyers through 2018 too, when each models’ deliveries neared 55,000 units, yet the Escape could only muster 43,587 sales that year, while at the close of Q3 2019 Ford’s little SUV that could managed just 30,817 new customers to the CR-V’s 43,464 and RAV4’s 49,473, the completely redesigned Toyota targeting yet another banner year.

Truly, the Escape is beginning to show its age, particularly when sidled up next to the new RAV4, not to mention when placed beside the totally redesigned 2020 Escape that Ford hopes will cause its once much stronger customer base to return, but the outgoing model is nevertheless a very competent compact SUV that should be available for big time savings. Of course, you may not have many options when it comes to exterior paint, while a choice of trims will be decided by remaining stock, which means you should probably get a move on if you want something specific.

When model year 2019 began, the Escape was available in base $26,399 S trim, as $29,349 SE and $30,849 SEL models (the latter designation added this year as noted earlier), and finally in top-line $37,699 Titanium trim. The Titanium gets all-wheel drive standard, whereas AWD is available with the SE and SEL for an additional $1,500, and the S only comes with front-wheel drive.

If your not confused yet, just wait as the 2019 Escape provides the choice of three gasoline-fed four-cylinder engines, and oddly not a one is electrified despite this model being first to market with a hybrid. Base S trim still uses Ford’s 12-year-old 2.5-litre four that’s good for 168 horsepower and 170 lb-ft of torque, although despite these being respectable output numbers most Escape buyers will ante up for one of the automaker’s turbocharged Ecoboost engines, which include a 1.5-litre mill capable of 179 horsepower and 177 lb-ft of torque, standard in SE and SEL trims, and a 2.0-litre version making a very energetic 245 horsepower and 275 lb-ft of torque, this one standard with my Titanium tester and available with mid-range SE and SEL models. Therefore, as you can probably imagine, your local Ford dealer won’t have all combinations available in the exact colour you want, but hopefully you’ll be able to find something that mixes and matches enough of the features you’re looking for to make you happy, even if that retailer needs to call around to get something from another dealer.

As if trying to make a complicated problem easier, the Escape won’t force you to choose between alternative transmissions, as its six-speed SelectShift automatic is the only way it comes. The new 2020 model’s automatic ups the gear count to eight, but the 2019 Escape’s gearbox has proven to be dependable and is very capable when mated up to either Ecoboost engine. That 2020 model receives the 1.5-litre turbocharged four standard, by the way, with auto start-stop that turns the engine off when it would otherwise be idling, while the 2.0-litre turbo-four in my 2019 tester remains the go-to performance option.

Drivetrain alternatives in mind, remember when I questioned why Ford no longer offered an Escape Hybrid? It seems others within the company have asked the same (and no doubt customers too), which resulted in a 2020 Escape Hybrid. Ford isn’t offering fuel economy figures for the new hybrid or any 2020 Escapes just yet, but the 2019 model being reviewed here does fairly well no matter the trim. The tiny 1.5-litre is your best choice from a budgeting perspective, with the FWD version rated at an estimated 10.2 L/100km city, 7.8 highway and 9.1 combined, while that engine with AWD gets a claimed 11.2, 8.4 and 9.9 respectively. As for the FWD-only base S, I think it’s pretty thrifty considering its age, its estimated rating at 11.0 city, 8.0 highway and 9.6 combined, while the top-line AWD-only Titanium does very well despite its zippy acceleration with a rating of 11.5 city, 8.7 highway and 10.2 combined.

Seeing past this 2019 model’s aging body and equally classic cabin design, the fit, finish, quality of materials and general goodness of its interior is more than decent. Even Ford’s electronic interfaces overshadow some of its more recently redesigned rivals, particularly the bright, colourful, well-defined high-resolution multi-information display at the centre of its primary gauge cluster, the outer dials mostly analogue, while the brand’s much respected Sync 3 infotainment system fills the Escape Titanium’s centre touchscreen. It’s particularly good looking thanks to modern sky blue, white and grey graphics, plus its ultra-user-friendly and wonderfully functional. Ford was one of the first manufacturers to adopt Apple CarPlay and Android Auto smartphone integration, while the system’s route guidance is accurate and navigation mapping excellent, the screens tablet-style tap, pinch, and swipe gesture controls perfectly suited for adjusting the map. Safety is improved via its standard dynamic guideline-enhanced rearview camera, while extra tech includes Bluetooth audio streaming, mobile apps, voice control, a WiFi hotspot, 911 assist, and more.

You can adjust the audio system from the centre display as well, plus it comes packed with AM/FM/satellite radio, plus MP3 and WMA compatibility, although no HD radio, but Titanium trim’s 10-speaker Sony audio system is excellent for this compact segment. A number of quick-access buttons and knobs are angled into a panel just under the centre touchscreen, which also sits above a big, easy-to-use two-zone automatic HVAC interface, all being the types of premium features expected in a luxury brand, as well as the Escape’s top-level Titanium trim line. Nevertheless, compared to some rivals that have digitized these controls under touch-sensitive black glass-like panels, the Escape’s HVAC setup looks outdated, although the little pull tab for engaging the electric parking brake makes everyone clear that Ford did all it could to keep this SUV up-to-date.

Speaking of advanced features, my test model boasted a $2,500 available Safe and Smart + Roof Package with features such as a panoramic glass sunroof, rain-sensing windshield wipers, auto high beams, adaptive cruise control, forward collision warning with automatic braking, blindspot monitoring with rear cross-traffic alert, as well as lane departure warning with lane keeping assist. Some of these items are also made available in a separate package when choosing one of the two mid-range models, so therefore you don’t have to go all the way up to top-line Titanium in order to experience high-level safety and convenience.

All of this detail in mind, I’m not about to delve into all standard and optional features with this outgoing SUV, because you’re not going to be able to order one this late in the game anyway. Still, other than the features already noted, Titanium trim adds 18-inch alloys, bi-Xenon HID headlamps with LED signatures, a heated steering wheel rim, an auto-dimming rearview mirror, front parking sonar, leather upholstery, a 110-volt power outlet, a foot-operated hands-free tailgate, plus more, while highlight items pulled from lower trims include additional chrome accents outside, a leather-clad steering wheel inside, a powered liftgate, rear parking sonar and more from SEL trim; fog lights, body-coloured exterior trim, proximity keyless entry with pushbutton start/stop, a combination lock entry keypad, one-touch up/down powered windows all-round, a 10-way powered driver’s seat, two-zone auto HVAC, heatable front seats and more from the SE; plus finally auto on/off headlights, a windshield wiper de-icer, remote start, keyless entry, MyKey, variable intermittent windshield wipers, power windows, air conditioning, an overhead console with a sunglasses holder, SOS Post-Crash Alert, all the expected airbags including one for the driver’s knees, and plenty more from the base S model.

A few highlights regarding Escape Titanium materials quality include an almost completely soft synthetic dash top that wraps all the way around the infotainment system’s control. This premium treatment softens the front door uppers too, while front and rear door inserts and armrests are finished even more comfortably, as is the centre armrest.

Ford beautifies the instrument panel with black lacquered surfacing that stretches to the right and left of the centre stack before reaching downward to each side, while this model also gets tasteful application of aluminum-look detailing, all of which added some glitz to my tester’s otherwise black interior. Certainly colour is included, but the two digital displays aside its small dashes of blue and red are relegated to the temperature knobs and the stylish baby blue instrument needles in the gauge package.

The seats look good, highlighted by what appears to be cream or light grey thread for a sporty contrast against black leather. I really appreciated the driver seat’s comfort level, particularly because of its adjustments, and the long reach and rake from the Escape’s manual tilt and telescopic steering column. As many who read my reviews know, my long-legged and short-torso body type doesn’t fit ideally into some manufacturer’s products, but such is not the case with the Escape. In fact, I think you’ll find it difficult to round up a challenger that provides more driver adjustment, while visibility is very good in all directions as well.

As usual I took the time to sit in back, where I found sizeable, comfortable accommodations. This said one doesn’t exactly sit within each outboard seat, but instead on top of them, so there’s not a lot of lateral support. Fortunately, relatively tall folk won’t have a problem with legroom or headroom as both are in large supply, while reclining the rear seatbacks can provide more of the latter. A folding centre armrest improves comfort further, while providing two cupholders for drinks. Also good, Ford makes sure passengers in back get ample ventilation via vents on the front console’s rear panel, this also housing the previously noted 110-volt power outlet, which incidentally comes with a third grounding socket for three-pronged plugs (not always the case). I was disappointed that Ford didn’t offer heated rear seats, particularly in this top-tier trim, but anyone wanting these types of premium accoutrements can opt for the Lincoln MKC (renamed Corsair for 2020), which is a 2019 Escape Titanium under all the luxury trappings.

The tailgate powers up by waving your foot under the back bumper, and once opened reveals a large 964-litre (34.0 cubic-foot) cargo hold aft of the 60/40 split-folding rear seats. Dropping these down provides up to 1,925 litres (68.0 cu ft) of gear-toting space, but on this note I’d much rather have more convenient 40/20/40 split-folding rear seats, or even a pass-through down the middle, because I like to ski and don’t want to leave my boards locked up in a less secure rooftop-mounted carrier. With a pass-through, both kids can enjoy the more comfortable and scenic outboard rear seats, while I get peace of mind when chowing down in the cafeteria or restaurant later. Still, this feature is ultra-rare in the mainstream volume-branded SUV sector, so while I complain (regularly), it probably wouldn’t be a dealmaker unless I liked the rest of the SUV as much as something else on the market that offered it. Absent features in mind, there are no levers on the cargo walls for automatically folding down the rear seatbacks, unlike a few competitors, but in order to be positive I’ll mention a handy flap the falls down over the gap between the seats and cargo floor in order to stop small items from slipping between the cracks, so to speak, and also good, the lengthened cargo floor is quite flat compared to most others.

Just in case you’re beginning to think I’m getting too harsh with the old Escape, rest assured that it remains a very impressive compact SUV in most respects, and best in class when talking performance. Its transmission can be criticized for falling short of two or even three gears now that others in the class offer eight- and nine-speed automatics (including the 2020 Escape with the former, as noted), but the 2019 Escape’s six-speed autobox is amply smooth, refined and well-proven, plus my tester’s steering paddles provided a lot more engagement than most CVT-infused challengers do. Yes, all of SUVs mentioned so far use continuously variable transmissions, as do a number of others in the segment, and while highly efficient these also deliver continuous noise at high revs, as well as continual boredom when pushed hard. Instead, the Escape’s manual mode shifts genuine gears in comparatively quick and precise fashion, making Ford’s compact SUV a great deal more fun to drive fast.

Speaking of going fast, all Escape trims include torque-vectoring control as well as Curve Control, the latter capable of sensing if you’re driving to fast while entering a corner, and if so, automatically slowing you down via throttle reduction and the anti-lock brakes. I certainly didn’t notice anything going on in the background, and I pushed it very hard for testing purposes, so this electronic safety net is only intrusive when it needs to be.

Then again, my Escape Titanium’s slightly firmer suspension and larger tires meant it wasn’t the smoothest riding SUV in its category. I wouldn’t call it harsh in the slightest, however, or uncomfortable at all, but I noticed more bumps and road imperfections than in the RAV4 or CR-V, which isolate occupants from pavement irregularities better. Still, this Escape Titanium will leave you smiling when pushed hard on a circuitous mountainside or riverside road, which is one of those difficult to quantify benefits that I happen to find priceless.

So there you have it, the outgoing 2019 Escape is well worth your attention. It continues to be a strong challenger despite its age, because it was so well engineered way back when. I think it’s still a smart choice for those wanting to keep their monthly budget in check, but can appreciate why someone might want to step up to the more advanced 2020 Escape or something else entirely. This said I can’t say for sure if its replacement will be worthy of more coin, as I haven’t even sat behind the wheel, but its mechanical improvements, including the new hybrid option, as well as its infotainment gains, appear well worth the upgrade. It’ll come down to personal priorities, like everything in life, so take some confidence in knowing you’ll be well taken care of with either new or old Escape.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay