Finally! Yes, Lincoln has finally shown up with a compact CUV. They’re not alone, as Lexus was equally slow to enter North America’s
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| Photo: Karen Tuggay, Canadian Auto Press |
fastest growing automotive segment. It’s taken these two so long to join the party there’s already a burgeoning subcompact premium crossover segment planting roots further down the food chain, but so as not to remind them about how much money and market share they’ve lost over the last decade or so we’ll focus on the segment at hand for the moment.
Last year the new MKC arrived a full 17 years after the category initiator came on the scene, Land Rover’s 1998 Freelander having first shown up in 1997, a model that eventually became the LR2 in North America. More of a bit player in what eventually became a hit series, BMW’s X3 might be the more appropriate model to look to as a segment forerunner. It went into full production in 2003, and that year
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| Photo: Karen Tuggay, Canadian Auto Press |
I was in Spain on the model’s launch program with no idea how important this new segment was to become. Three years later in 2006 Acura’s RDX made sure Land Rover and BMW didn’t have the category all to themselves, while Infiniti showed up with its EX (now QX50) in 2007 and the Audi Q5, Mercedes-Benz GLK and Volvo XC60 arrived the following year. Land Rover doubled up its compact efforts with the Range Rover Evoque in 2011 and just last year Porsche made things a lot sportier with its new Macan. Now, with the Lexus NX and this new Lincoln MKC in play, plus Land Rover’s upcoming Defender soon to replace the aging LR2, and who knows what else coming down the pike, it’s anything but easy for an all-new model to attract buyers.
Altogether
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| Photo: Karen Tuggay, Canadian Auto Press |
there are 11 compact premium crossover competitors, so it’s fair to say that Lincoln will have to work hard just to get noticed. As you may have already seen on TV or the net, they hired Matthew McConaughey to cruise the lost highway mumbling armchair philosophy, and it certainly got the interweb talking, but Lincoln isn’t exactly the first automotive brand that comes to mind when the words “premium” or “luxury” get uttered. On that note Cadillac hasn’t even dipped its toes into the compact CUV game. Touché old foe!
Fortunately for the MKC, Lincoln’s parent company Ford has been doing such a superb job producing near-luxury Titanium trims of its latest models, such as the Escape Titanium that underpins our subject SUV, that plenty of buyers who might have otherwise moved up into another luxury brand’s compact crossover have contently
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| Photo: Karen Tuggay, Canadian Auto Press |
remained in their fully-featured blue oval rides. Now when these owners are back in their local Ford showroom getting service or trading up, the little Lincoln should benefit from some “What’s that over there?” sales.
So who’s winning on the sales charts? Obviously not the newcomers, so we won’t even try to compare the MKC’s numbers to longtime players. So far Lexus has the lead between the two, but the only reliable numbers are for the first quarter of 2015 in which the Japanese brand almost doubled its domestic rival with 1,079 NX sales compared to 545 MKC deliveries. Let’s give it time before we declare a winner, as some models take longer to warm up their markets. To put these numbers into perspective, so far this year the Audi Q5 is number one with 1,370 unit
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| Photo: Karen Tuggay, Canadian Auto Press |
sales, Acura RDX number two with 1,261, and shocker among shockers Lexus is third with its new NX, surpassing the Mercedes-Benz GLK’s 1,065 sales and the BMW X3’s 951 deliveries, the Bimmer a completely updated model to boot. So much for newcomers not having a chance against longtime players. How about the rest? Land Rover is next with its Range Rover Evoque’s 693 sales, while Lincoln’s 545 sales makes it seventh, followed by Infiniti’s ultimately stale-dated QX50 at 473 units, Volvo’s XC60 with 343 sales, Porsche’s excellent but comparatively pricey Macan at 251, and Land Rover’s almost dead and buried LR2 at 42 deliveries. Lincoln might be wishing it was Lexus right now, or at least that its MKC’s sales numbers were as strong, but on the positive they certainly wouldn’t want to be Cadillac that has zero sales in the segment. In this case, the glass is certainly half full.
Now
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| Photo: Karen Tuggay, Canadian Auto Press |
that we know where Lincoln’s compact SUV stands in the competitive pecking order and are fully aware of the daunting task its marketers and sales team find themselves embroiled within (respect to you all), just why did 545 Canadian buyers opt for the MKC over its long list of rivals, not to mention the 1,849 who purchased it during its partial availability last year, or for that matter the 5,230 U.S. consumers who bought one during Q1 of 2015 and 13,077 in 2014? Let me tell you.
The 2015 Lincoln MKC is a really impressive little luxury utility. Its styling is distinctive, especially the unique winged grille treatment that’s now showing up across the luxury brand’s entire range, while that corporate look ties in nicely with the headlight clusters and chrome infused LED fog lamps just below. Then again, the MKC’s LED-infused light bar taillights stand out even more in this crowded class.
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| Photo: Karen Tuggay, Canadian Auto Press |
A sporty rear diffuser done out in a brushed aluminum-like finish complements the same treatment on the front apron, although it incorporates twin chromed tailpipes for a look that depicts performance. Rear fogs surrounded by reflectors curve around the SUV’s lower edges, the entire bottom of the MKC clad in grey plastic to shield its body from potential flying debris, not that anyone is going to take this soft-roader very far off pavement. A set of gorgeous 19-inch twin five-spoke painted silver alloys on 245/45R19s make certain my top-line 2.3L Ecoboost AWD Reserve tester will never hit the trail.
Most would never know the MKC is based on Ford’s popular Escape SUV by looking at its exterior, but climb inside and its similarities are more obvious. This is where the Lexus NX and MKC differ, as there’s no way to tell the NX has anything to do with Toyota’s RAV4 inside or out. Call Lincoln more honest or less creative
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| Photo: Karen Tuggay, Canadian Auto Press |
if you want, but what is, is, and some of the MKC’s blue oval branded donor SUV escapes through (sorry, couldn’t help that one). Rather than focus in on the most blatant similarities, the steering column stalks and power window switches being direct carryover components, and general layout that won’t leave anyone who is graduating up from a top-tier Escape into this MKC ergonomically confused, I’d rather concentrate on the differentiators. Lincoln has actually gone to great lengths to separate these two, with the primary gauges and the shroud that covers them, as well as the dash panels, centre stack shape, surfaces and switchgear, lower console design, door panel styling, and more importantly the quality of materials that everything is made of, unique, new and improved.
Push
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| Photo: Karen Tuggay, Canadian Auto Press |
the start button and the brilliant graphics immediately remind of the blue oval brand, but more so because Ford does such a great job of integrating full-colour high-resolution multi-information displays and infotainment touchscreens that it’s difficult for Lincoln to one-up its parent namesake brand no matter how hard it tries. The button used to ignite the engine is unique, however, as is the row of gear selector buttons just above, although they’re not only unique to Ford, they’re standout features unlike any others in the industry (other Lincoln products aside). On that note I’m not a big fan. Don’t get me wrong, as I like how they open up the centre console for storage bins and cupholders, but as long as we’re rewriting gear selector rules I find the rotating dials Jaguar and Land Rover use a much more efficient use of space, albeit up on the dash like the Ram 1500. Lincoln’s
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| Photo: Karen Tuggay, Canadian Auto Press |
unique design harks back its pushbutton past, however, so we’ll let them enjoy this throwback Thursday feature and say no more.
The rest of the centre stack is clean and minimalist, just the way I like it. Lincoln forgoes its touch-sensitive audio volume and HVAC fan speed controllers in this model, no bad thing as these rarely work as advertised, instead giving the MKC large rotating knobs for the former and simple pushbuttons for the latter. Three-way heated and ventilated front seats give my top-line Reserve (102A) model as much cooling summer contentment as warming winter pleasure, while this trim, well priced at only $46,700 plus $1,800 for freight and pre-delivery prep, also provides a powered tilt and telescopic heated steering wheel with memory, auto high-beams, rain-sensing wipers, navigation with voice recognition, an
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| Photo: Karen Tuggay, Canadian Auto Press |
embedded modem for internet access, heated rear outboard seats, a panoramic Vista Roof with powered sunshade, a hands-free liftgate that only needs you to swipe your foot below the rear bumper to open, blind-spot information with rear cross-traffic alert, and 18-inch polished alloy rims with dark stainless painted pockets.
As mentioned my tester also featured the 2.3-litre Ecoboost engine, which adds those 19-inch five-spoke alloys I mentioned earlier, while the as-tested Technology package includes adaptive cruise control and collision warning with brake
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| Photo: Karen Tuggay, Canadian Auto Press |
support, active park assist, forward sensors and the lane-keeping system. A THX II branded audio upgrade was included and sounded fabulous, while a reversible cargo mat kept the luggage area clean. Lastly, my tester’s genuine wood trim was swapped out for the base model’s Sonata Spin (nothing to do with unintentionally drifting Hyundai’s mid-size sedan) aluminum accents on the instrument panel and doors, but Lincoln didn’t go so far as to include the optional 20-inch polished alloys with dark stainless painted pockets.
All of this gear is complemented by most items from the $38,940 base Premiere (100A) packaged MKC, such as automatic HID headlamps with LED signature lamps, daytime running lamps, LED taillights, bright beltline mouldings, bright roof rack side rails, laminated acoustic windshield glass, solar tinted front glass, rear privacy glass, active grille shutters, and the Easy Fuel capless fuel filler on the
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| Photo: Karen Tuggay, Canadian Auto Press |
outside, plus the aforementioned Approach Detection system with illuminated entry, proximity-sensing keyless access with pushbutton ignition, the brand’s class-exclusive SecuriCode keyless entry keypad, MyKey, remote start, an electronic parking brake, a leather-wrapped multifunction steering wheel, cruise control, powered and heatable side mirrors with memory, leather upholstery, a 10-way heatable powered driver’s seat with two-way powered lumbar support and memory, a four-way heatable powered front passenger’s seat with powered recline, four-way manual adjustable front headrests, the same Sonata Spin aluminum trim on doors and instrument panel, an eight-inch LCD touchscreen infotainment system with the MyLincoln Touch user system accessible via five-way steering wheel controls, as is Sync phone connectivity, a nine-speaker audio system with a subwoofer, auxiliary input jack, single-disc CD and satellite radio, media hub with two USB ports, SD card reader and RCA input jacks, and a rearview
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| Photo: Karen Tuggay, Canadian Auto Press |
camera. A reverse sensing system is also standard, as is a message centre with compass, dual-zone automatic climate control with particulate air filtration, one-touch auto up/down powered windows all-round, intermittent speed-sensitive windshield wipers, an overhead console with a sunglasses holder, active noise control, and a 60/40-split rear bench seat opening up the cargo compartment to a maximum of 1,505 litres (53.1 cubic feet) from the 712 litres (25.2 cubic feet) available behind the rear seatbacks.
Standard safety kit includes four-wheel discs with ABS and electronic brake-force distribution, AdvanceTrac with Roll Stability Control (RSC), traction control, hill start assist, Lincoln’s SecuriLock passive anti-theft system, a perimeter alarm, tire pressure monitoring,
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| Photo: Karen Tuggay, Canadian Auto Press |
the SOS post-crash alert system, and all the usual airbags plus a blocker for the driver’s knees.
Along with the base MKC’s features my top-tier tester also came with most of what’s offered in the $41,200 second-rung Select (101A) model, such as auto-folding side mirrors with integrated LED turn signals, an auto-dimming rearview mirror, a 10-way powered and heatable front passenger seat with lumbar support, ambient lighting, touch LED map lights, a universal garage door opener, four 12-volt power points, and a retractable cargo cover, my tester forgoing the genuine wood trim on the doors and instrument panel in favour of the base aluminum package, while the 18-inch nickel painted alloys were replaced with 19s.
It’s
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| Photo: Karen Tuggay, Canadian Auto Press |
always difficult to know how much a larger set of rims helps in handling or detracts from ride quality, unless you’re given opportunity to drive them both back to back over the same road surface. No such occasion was granted during my weeklong test, but I certainly never experienced any harshness from the MKC’s fully independent suspension. On the contrary it felt a bit softer sprung than its European rivals. This didn’t seem to hamper it through corners, possibly due to its standard Lincoln Drive Control with continuously controlled damping, an active suspension setup that worked well at ironing out bumpy patches while still maintaining high-speed grip, something I learned firsthand while running up a local mountain road filled with numerous hairpin turns and fast, long sweepers. The MKC uses electric power assisted steering to reduce drag on the engine and therefore ease fuel consumption, and while EPS has an annoying habit of robbing steering feel from the process this setup wasn’t completely devoid of pavement communication. Just the same, a granular connection to the road and mechanicals isn’t
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| Photo: Karen Tuggay, Canadian Auto Press |
something anyone expects from a Lincoln, isolation from the outside world being the brand’s longstanding forte. The MKC setup finds a good balance between the two, making it extremely nice to live with day to day as well as plenty of fun to throw through the curves when favourable circumstances arise.
The optional 2.3-litre Ecoboost powerplant certainly increases the MKC’s fun factor, its 300 cubic centimeters of added displacement resulting in 285 horsepower and 305 lb-ft of torque, which is more output than some rival brands’ V6-powered offerings. The base 2.0-litre four is no slouch either, making an energetic 240 horsepower and 270 lb-ft of torque, both engines enjoying the benefit of direct-injection and turbocharging, while the smooth and quick-shifting standard six-speed automatic transmission with SelectShift manual-mode also boasts paddle shifters for even more driver engagement.
All-wheel
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| Photo: Karen Tuggay, Canadian Auto Press |
drive is standard here in Canada, which means our base MKC’s fuel economy isn’t quite as thrifty as the base model sold south of the 49th. Still, both engines are good on fuel if you avoid temptation and stay off the throttle, while the penalty for moving up to the larger mill isn’t too dramatic. The entry-level 2.0-litre Ecoboost is five-cycle rated at 12.4 L/100km in the city and 9.0 on the highway, pretty good as far as luxury SUVs go, even in the compact category, while the 2.3-litre Ecoboost’s rating of 12.9 city and 9.2 highway is downright stingy considering its performance.
Both engines allow a 1,361-kilo (3,000-lb) tow rating if outfitted with the optional Class II trailering package that includes trailer sway control to keep the SUV and load safely within the chosen lane, unless you’re buying base trim in which case it’s not available.
There
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| Photo: Karen Tuggay, Canadian Auto Press |
wasn’t much left off the menu with my MKC Reserve. Even though it’s a base feature I liked the way the welcome lighting system came on when approaching the SUV, and how it opened all the locks without the redundancy of pressing a button. It can be reprogrammed to just open the driver’s door for safety reasons, but for my requirements it was ideally set up and ultimately convenient. Likewise for the hands-free liftgate, a feature that most in the class don’t offer. I should also mention that the quality of interior finishings was especially good for the category. The dash top is almost completely covered in a padded leather-like synthetic material bound together with elegant French stitching, whereas the high-grade harder plastics found on the lower portion of the dash come close to matching the look of the more pliable surfacing. The soft stuff also
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| Photo: Karen Tuggay, Canadian Auto Press |
flows right down the sides of the centre stack and is nicely padded all the way down to the lower console, including the latter item’s sides and top edges, while the door grips are soft to the touch and padded on top in similar fashion to the leather-like inserts just above, plus the padded and stitched armrests. The rear doors get the same treatment, while each roof pillar is wrapped in a similar although more finely woven material to the roofliner. The leather-wrapped steering wheel was high in quality, nicely stitched and formed well to my hands, while the MKC’s various storage bins featured velvet-like liners.
So, there should be no questions as to why 545 people purchased the MKC during Q1 of this year. The only question should be why more people didn’t. This will be Lincoln’s biggest hurdle, but if its marketing and sales teams manage to get the word out to more potential buyers and news of the MKC’s goodness spreads it could have a hit on its hands. Late to the party for sure, but it’s making up for lost time.
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