It’s not every day that a really great car gets discontinued, but Lincoln is eliminating its entire lineup of cars (two in total), just like its parent company Ford is doing (Mustang aside), which means the impressive MKZ mid-size luxury sedan will soon be merely a memory, and the automotive world will have lost a car well worth owning.
Lincoln updated the MKZ with its latest design language for 2017, including its ritzier more premium chrome grille up front, which was mixed in with rear styling that was already very unique and expressive for a very handsome mid-size luxury sedan. My tester’s optional dark grey matte-metallic 19-inch alloys encircled by 245/40 Michelin all-seasons give it a more aggressive appearance than it would otherwise have, the rest of the car more artfully elegant than many rivals.
Although luxury cars are temporarily loosing their savour in today’s SUV-enamoured auto market, Lincoln makes a pretty good argument for sticking with the time-tested body style in its MKZ. Ford’s luxury brand has actually done reasonably well with this model over the years, achieving a sales high of 1,732 deliveries in calendar year 2006, but after a slowdown to accommodate the 2007/2008 financial crisis and additional stagnation in 2012, it’s been a slippery albeit steady slope downhill from 1,625 units in 2013 to 1,445 in 2014, 1,130 in 2015, 1,120 in 2016, 994 in 2017, 833 in 2018, and lastly 367 examples delivered last year, the latter sum representing a 55.9-percent year-over-year nosedive. Of course other factors played into the MKZ’s most recent downturn, with parent company Ford’s announcement of the car’s cancellation last year probably most destructive, but none of this takes away from the model’s overall goodness.
The very same 3.0-litre turbo-V6 that impressed me in the larger, heavier Continental was new for 2018 in the MKZ Reserve, which means the velvety smooth 400-horsepower beast of an engine, pushing out an equally robust 400 lb-ft of torque, scoots down the highway even faster. With so much thrust and twist available, an eight-, nine- or 10-speed automatic isn’t necessary, so Lincoln left its smooth and dependable six-speed autobox in place, together with a set of paddle-shifters on the steering wheel to make the most of the available power.
Getting things started is an ignition button atop the otherwise unique pushbutton gear selector, which lines up to the left of the centre touchscreen on the main stack of controls. This vertical row of switches integrates the usual PRND buttons within the start/stop button just noted and an “S” or sport mode button at the bottom. Once accustomed to the setup it’s as easy as any other gear selector to use.
The smooth transmission is certainly more engaging in its sport mode, especially when those steering wheel-mounted paddles just mentioned are put into use, but just the same I found upshifts took at least two seconds to complete, with downshifts occurring about a half-second quicker, which is hardly fast enough to be deemed a sport sedan. Still, this well-proven gearbox provided reliable, refined service. This in mind, the MKZ was never designed to be a sports sedan. It’s capable of moving down the road quickly when coaxed, with tons of get-up-and-go off the line, plus a true automatic feel when pulling on its paddles, and stable control around fast-paced curves, but let’s be clear, the MKZ was designed for comfort first and foremost.
This means that it’s a wholly quiet and impressively smooth riding car. Nevertheless, when I was pushing some serious speed down a winding rural road near my home, the mid-size four-door clung to pavement well. Granted, I didn’t temporarily lose my sense of reality by forgetting it wasn’t a Mercedes-AMG, BMW M or Audi RS. The MKZ’s advanced electronics and as-tested torque-vectoring AWD make it rock steady on slippery surfaces just the same, while it comes well stocked with yet more safety items.
As good as it handles, and as stylish as its exterior design is, the MKZ’s best asset is its cabin. Yes, the MKZ interior can hardly be faulted, other than sharing a few design elements, some of its switchgear, and a number of underlying components with the Ford Fusion that rides on the same underpinnings. This is most obvious with the steering wheel, IP/dash and centre stack designs plus overall layout, not to mention the door panels regarding their handles and switches. Then again Lincoln takes the MKZ’s finishings up a major notch when compared to the blue-oval car, with a totally pliable composite instrument hood and dash-top, which even extends down to the lower knee area, plus soft-touch surfaces on each side of the centre stack and the lower console, even including the side portions of the floating bottom section.
I’m hardly finished praising this interior, but this is where I should probably interject that storage space is another MKZ strong point. The floating centre console just mentioned provides a large area for stowing smartphones, tablets, etcetera, while Lincoln also includes a big glove box, a sizeable storage compartment below the centre armrest, another smaller one within the folding rear armrest, most of which are lined with a plush velvety fabric, plus bottle holders in each lower door panel, and finally an amply sized 436-litre trunk that expands via 60/40-split rear seatbacks, or a helpful centre pass-through.
Incidentally, the MKZ Hybrid’s trunk only measures 314 litres, and this electrified car is all that’s available for the 2020 model year. Sad, but the brilliantly quick V6 is now history, or at least you can’t get a 2020 MKZ with this ultra-strong powerplant, yet you should have no problem locating a 2019, albeit don’t hesitate to contact your local Lincoln dealer if you want bonafide performance along with your mid-size Lincoln luxury sedan experience.
Also on the positive, you can save up to $7,500 in additional incentives with the 2019 MKZ, as per our 2019 Lincoln MKZ Canada Prices page. Lincoln provides up to $1,500 in additional incentives for the 2020 MKZ, by the way, plus you can theoretically save up to $13,000 in additional incentives if you can find a new 2018 model (there’s likely some still available).
Now that we’re talking model year changes, the transition from 2018 to 2019 left mid-range Select trim off the menu in the conventionally powered car, leaving only Reserve trim with the entry-level 2.0-litre turbocharged four-cylinder engine, this mill capable of a motivating 245 horsepower and 270 lb-ft of torque, while the as-tested Reserve 3.0-litre V6 was (is) also available. The hybrid’s combustion engine produces 141 horsepower and 129 lb-ft of torque, by the way, although its net output is stronger at 188 horsepower, whereas the electric motor makes 118 horsepower (88 kW) and 177 lb-ft of torque (I wouldn’t both trying to add them up, as quantifying hybrid output numbers is far from simple math).
Fuel economy is easier to calibrate, and considering the regularly fluctuating Canadian pump prices, which may very well get impacted by our national government’s lack of will to enforce the rule of law against a much more radical set of blockading protestors, the price of a litre of fuel could increase dramatically anytime, thus choosing a fuel-efficient car is probably smart. As it is, the MKZ Hybrid’s 5.7 L/100km city, 6.2 highway and 5.9 combined results are twice as efficient as the 3.0 V6 version I’m reviewing now, the hybrid model’s continuously variable transmission (CVT) no doubt helping out, but nowhere near as much as the electrified portion of its drivetrain. By comparison the MKZ’s V6 AWD setup is rated at 14.0 L/100km in the city, 9.2 on the highway and 11.8 combined, while the same car powered by the non-hybrid 2.0-litre four-cylinder does reasonably well with a 12.1 city, 8.4 highway and 10.4 combined rating.
Earlier I claimed to not being finished praising the MKZ’s interior, and it truly is impressive for a modest entry price of $47,000 to $53,150 for the Hybrid. A Reserve AWD can be had for $52,500, incidentally, while my 3.0-litre V6 tester caused the price of the latter model to jump by $6,500. Just like the dash-top and instrument panel, the MKZ Reserve’s inside door panels feature nicely stitched composite door uppers, inserts and armrests, plus the doors’ lower panels are also made from a pliable composite. While most wouldn’t do so, it’s reasonable to compare the MKZ Reserve to the much pricier compact-to-midsize German luxury cars rivals, as they won’t wholly improve on the domestic luxury model’s fine detailing and refinement. This Lincoln includes genuine hardwood inlays as well, plus exquisite drilled aluminum speaker grilles featuring a elegant spiralling pattern, while the quality of the MKZ’s various buttons, knobs and switches can match many in the premium sector.
The same holds true for its electronic interfaces, particularly the stunning new mostly-digital instrument cluster. At first glance it seems conventional, with a duo of circular primary dials with a large colour multi-information display in the middle, but instead all of the gauges are digital graphics, with Lincoln housing the TFT screens within round dial-like frames, the left one featuring an analogue-like tachometer around the outer edge and a multi-info display within, or alternatively a much bigger MID. The speedometer on the right boasts a digital needle and dial markers, plus other gauges within. It all gives the MKZ a fully up-to-date look, which is complemented by an infotainment touchscreen on the centre stack that was already impressive.
Lincoln’s infotainment system builds on Ford’s Sync 3 system, albeit with earthy brown and gold tones on black instead of the mainstream namesake brand’s various shades of light blues on white. No matter the overlying design, it’s a very good interface that needs no updating in this MKZ. Features include complete audio controls, two-zone front auto HVAC functions with three-way heatable/coolable front seats, Bluetooth phone and audio streaming connectivity, plus Apple CarPlay and Android Auto smartphone integration, an easy-to-use navigation system with good accuracy, an app menu that comes stock with Sirius Travel Link and lets you download additional mobile apps too, plus a car settings menu with two full panels of features as well as a third panel offering ambient lighting colour choices and multi-contour seat controls.
The MKZ Reserve’s seats in mind, those up front are extremely comfortable thanks to good support all over. Yes, even their side bolstering is good, helping this luxury car live up to its high-horsepower performance. They include four-way lumbar support, this being a very good reason to choose this Lincoln over the directly competitive Lexus ES that only offered two-way powered lumbar in the 2019 model I tested recently. A button in the middle of the lumbar controller immediately triggers a panel within the centre display to customize the multi-contour seat controls, including a massage function that does a great job of relaxing sore muscles.
As good as the front seats are, your passengers should be comfortable in the back too. The second row is detailed out just as nicely as the front seating area, with the same high quality, pliable composite and leather door panels, including the gorgeous aluminum speaker grilles. The folding centre armrest is infused with the usual twin cupholders, of course, while Lincoln provides rear vents on the backside of the front centre console too, as well as buttons for a set of two-way seat warmers in the outboard positions, plus two USB-A charging points and a three-prong 110-volt household-style socket for plugging in laptops.
A powered trunk lid provides access the previously noted cargo area, and it’s a nicely finished compartment too, with high-quality carpeting on the floor, the sidewalls, and under the bulkhead, plus the backsides of the rear folding seatbacks of course. It’s too back Lincoln only split them with a less convenient 60/40-split, the Euro-style 40/20/40 configuration much better for slotting longer items like skis down the middle, but at least Lincoln included a small centre pass-through that’s good for a single pair of downhill boards or two narrower sets for cross-county skiing.
As for features, the multi-contour front seats noted earlier were made standard in the MKZ Reserve for 2019, as were a set of rear window sunshades, plus active motion and adaptive cruise with stop-and-go, and 19-inch satin-finish alloys. Additionally, Lincoln included a windshield wiper de-icer on all trims, plus rain-sensing wipers, blindspot monitoring and lane keeping assist, while the options menu included a new package with premium LED headlights, a panoramic sunroof and 20-speaker audio.
After everything is said and done, the only issue reason a person might choose to purchase a Lexus ES, or another big family sedan from a non-premium maker like the Toyota Avalon, Nissan Maxima, or Chrysler 300 instead of the Lincoln MKZ comes down to its imminent discontinuation. This said the MKZ’s scenario is not an anomaly thanks to plenty of large sedans getting the axe, including Lincoln’s own Continental (I’m saddened a lot more by that news as it’s a superb car for excellent value) and Ford’s Taurus, plus some Buicks and Chevy sedans, so therefore it’s quite possible any new four-door model you happen to choose might get killed off if Canadian consumers don’t step up and start buying them in volume, so it’s probably best to take one home while you can.
Story and photo credits: Trevor Hofmann
