2013 Lincoln MKZ review

Exterior styling was a bit polarizing, but it grew on us over time

I generally liked this 2013 Lincoln MKZ. I get the launch was a disaster, with the models coming out of Mexico not up to snuff in terms of quality. I also get the sense that Ford has completely lost its way with Lincoln and marketing luxury cars for the most part.

But this one particular car wasn't bad. Compared to other Lincolns the car at least has some style to it. The MKZ and Ford Fusion are basically the same car underneath, and I do like the Fusion's look better, but overall the Lincoln looks good. The EcoBoost four-cylinder provided enough oomph and the all-wheel drive plenty of grip. I bet this would be a tough SOB in the winter. 

The body motions are well controlled for the most part, but the ride can get somewhat choppy.

The interior is mostly good, though I'd like to see more robustness to some of the switchgear. The steering column stalks feel particularly flimsy.

The interior was roomy, comfy and quiet despite some minor flaws involving switchgear

The price was lower than I thought. I've seen plenty of these that get up in the $50k range. Those cars have V6s. I'd get the turbo four. Actually, I'd get a Cadillac ATS.

ASSOCIATE EDITOR GRAHAM KOZAK: This is going to sound weird, but other than the Subaru BRZ I can't think of a new car I've anticipated driving more than the 2013 Lincoln MKZ. It's not necessarily because I expected to have fun behind the wheel. Rather, the sense that this car was such a do-or-die proposition for the would-be luxury brand made me want to see what Lincoln had actually come up with.

Despite packing only 240 hp, the MKZ never seemed quite starved for power. Yet there were moments -- always when the car was in regular drive mode as opposed to the “s” mode (which I assume stands for sport) -- that I felt a bit of hesitation, as if I caught the EcoBoost motor off guard. This can be part of the forced-induction experience, I realize, but it's a slightly jarring experience that undercuts the luxury feel. Part of luxury means never having to worry about having enough power on tap, after all. 

Styling actually grew on me over the weekend I had the car. I'm still not a fan of the front-end treatment and the rear looks a bit busy, but I like these cars on the road more every time I see them. There are some elements, like the stainless-steel (I think) trim that really impressed me -- seemed like nice attention to detail without straying too far into Hyundai bling territory. 

I was a bit surprised to find that this car wasn't equipped with the panoramic glass roof. Shown so frequently and mentioned so often in association with the MKZ, I kind of sort of thought it was standard in the back of my mind. Even without that vast expanse of glass, however, the interior didn't feel cramped -- at least from up front. Not that the Fusion is uncomfortably small or anything, but Lincoln has done a good job instilling the MKZ with a dose of that cushy, larger-car feel. Never mind that the numbers don't back it up (front row legroom is identical at 44.3 inches and at 38.3 inches, the Fusion actually has a bit more space than the MKZ at 37 inches). 

Lincoln has made a big deal about interior noise, or the lack thereof, in the MKZ. I did find it to be a quiet car even at expressway speeds. There was an unsettling high-pitched whine, audible with the sound system off or low, which I suspect had something to do with the noise cancellation system. Like a squealing television capacitor or those magical jingling bells from “The Polar Express,” I think this is a sound that only younger people can hear. So, you know, probably not a problem for actual Lincoln buyers. 

The sound system was good enough to make some of my pirated music sound like crap. 

Our MKZ came at an as-tested price of $45,550

All in all, the MKZ is a car sure to impress current Lincoln customers (if only there were current Lincoln customers) and, for $45,550, should be priced right to encourage others to take a look. 

Oh and one more thing I'm just remembering -- the doors closed effortlessly and solidly with a very light touch. It's a small thing, but it's hard not to notice once you realize it, and it is one clue that Lincoln is starting to get the “luxury” thing.

DIGITAL EDITOR ANDREW STOY: Like Graham, I was looking forward to finally experiencing the new face of American luxury, or whatever the tagline is today. Quite frankly, I was more impressed than I expected to be. The MKZ is a comfortable, quick compact luxury car with most of the ingredients needed to make a run of it in this market.

While I never got past the perception that the Lincoln MKZ is simply a fancy Fusion, engineers did an extraordinary job with sound deadening, soft-touch materials and decent quality switchgear. The car's biggest problem is that Ford engineers also did an extraordinary job on those traits with the much less expensive Fusion. Ironically, the car's biggest competitor is itself.

Lincoln marketers will tell you the car's competition is BMW, Audi, Lexus, Cadillac and Mercedes-Benz. Of those, Audi and Lexus have front-drive models (and FWD bias in their AWD models) like the Lincoln, making them perhaps the most logical cross-shopping competitors. Unfortunately, the ES creates a better luxury atmosphere and has more rear seat room, while the Audi is a lot more entertaining to drive. What about Cadillac, then, Lincoln's traditional cross-town rival? The MKZ isn't even in the same league as the fantastic ATS 2.0T.

I mentioned the MKZ had most of the ingredients needed to make a go of it in the luxury market. What it's missing is unfortunately also the hardest thing to get: cachet. Lincoln is invisible to most folks under 50, and as good an effort as the MKZ is it's not the kind of car that makes folks take notice and say “where the hell did that come from?” The CTS was that kind of car. The Chrysler 300 was that kind of car.

What Lincoln needs is a rebirth. What they have is a stay of execution.

2013 Lincoln MKZ

Base Price: $38,710

As-Tested Price: $45,550

Drivetrain: 2.0-liter turbocharged I4; AWD, six-speed automatic

Output: 240 hp @ 5,500 rpm, 270 lb-ft @ 3,000 rpm

Curb Weight: 3,874 lb

Fuel Economy (EPA City/Highway/Combined): 22/31/25 mpg

AW Observed Fuel Economy: 23.3 mpg

Options: Equipment group 102A including rearview camera, reverse sensing system, single CD radio, navigation system, cross traffic alert ($3,150); technology package including active park assist, adaptive cruise control, lane keeping system ($2,250); 19-inch polished alloy wheels ($750); smoke quartz tri-coat paint ($495); rear inflatable seatbelts ($195)