2010 Lincoln MKZ First Drive

Just as the Lexus ES 350 is an appreciably enhanced Toyota Camry, the Lincoln MKZ is an ultra-refined Ford Fusion. Unfortunately for Ford, this tried-and-true formula of utilizing a modestly priced high-volume midsize sedan as the basis for a considerably costlier entry-luxury car hasn't quite worked as well as it has for Toyota. Not only did Toyota sell nearly 440,000 Camrys in 2008, but it also moved 64,000 ES 350s. Ford? A not-too-shabby 148,000 Fusions but a rather paltry 30,000 MKZs. For 2010 the Fusion underwent a major freshening to combat Camry. Naturally, the MKZ receives similar treatment to battle ES.

Much of Lexus ES's sales success can be attributed to its especially tranquil driving experience-the smooth ride, the coddling accoutrements, and the pin-drop-quiet cabin. The 2010 MKZ, according to Lincoln, betters the ES in those respects and, at $34,965 to start, does so for $180 less.

To improve the MKZ's ride and handling, Lincoln retuned the springs and dampers, tweaked the rear suspension geometry, and, for enthusiasts, added an available sport package that includes firmer springs, larger anti-roll bars, and 18-in. alloys with 225/45 Goodyears (versus 225/50R17 Michelins). A new variable-assist power steering system and larger brakes round out the chassis upgrades, while a revised all-wheel-drive system remains an option ($1890).

Lincoln's now-signature split-wing grille highlights the list of subtle exterior modifications, which include new sheet metal from the A-pillar forward, a redesigned decklid, and larger LED taillamps. Inside, however, the changes are anything but subtle. Gone are the square, retro gauges, passable leather, plastic trim, and tall, boxy dash; in their place are modern, round dials, an 8.0-in.-high-res nav screen, supple Bridge of Weir hides from Scotland, real aluminum or wood trim, and an elegant, flowing dash reminiscent of that in the top-tier MKS. The ambiance is warmer, richer, and quieter than before.

Speaking of quietness, the MKZ received myriad noise mufflers, notably an acoustic laminated windshield, a thicker back window, expandable "stuffers" in the fenders and pillars, and an acoustic headliner, all of which, per Lincoln, make it a more serene transporter compared with the ES, whether lollygagging at 30 mph or cruising at 80. On the safety side, the MKZ now boasts an available Blind Spot Information System with Cross Traffic Alert, which alerts the driver when another vehicle resides in a blind spot or when there is laterally approaching traffic while reversing out of a parking spot.

To address the complaint from 2009 MKZ owners that acceleration was lacking, Lincoln massaged the '10's 3.5L, 263-hp V-6, recalibrating the ECU, incorporating a new induction system, and changing the shift points, resulting in a more euphonious engine note as well as a quicker 0-to-60 time, which drops from 7.7 sec to 7.1, according to Lincoln. The last MKZ we tested, a 2007 AWD, recorded 0-60 in 6.8, so expect the '10 to accomplish the feat in around 6.2 to 6.4, depending on whether it's front- or all-wheel drive. Further, the MKZ gets a SelectShift Aisin six-speed auto, which not only offers a manual mode (a first for the MKZ) but also lays it out correctly-forward for downshifts, backward for upshifts.

So how do all of these upgrades coalesce? Very well. Compared with the '09 car, the '10 MKZ strikes a handsomer pose, outside and certainly in. It rides smoother and quieter, seemingly on par with the benchmark ES. When the speed rises and the road squiggles, the MKZ sounds sweeter, responds quicker, and glides more gracefully. Not since the departed LS has there been a Lincoln this fun to drive. And, save for the MKS, there isn't a more lavish and sophisticated ride in the Lincoln lineup. Watch out, Lexus, Lincoln's making a charge.