…oh, sorry, got caught up in Auto Show mode there.  I’m just glad we don’t have to deal with teaser images of a small SUV any more.  Look, I love auto show season.  Even after years of this, it still gets my blood going – who doesn’t like seeing new stuff for the first time?  But not everything that comes out at the auto shows are worth an entire article.  Thus, Car Throttle News Bites: Detroit Auto Show Edition.  If you missed the earlier coverage, you can find it under the Detroit 2012 Category.

Speaking of that Buick Encore, did you hear?  The Buick Encore is here!  Let’s get an Encore!  Buick’s small crossover debuted yesterday to the thunderous applause of… Alright, I’m stretching this.  The Encore is a tiny SUV, riding atop a stretched version of GM’s Gamma II architecture, so think Chevy Sonic or Opel Corsa.  Tiny?  Quite tiny.  A Sonic has a 99.4″ wheelbase and a 159″ overall length – the Encore is 100.6″ and 168.5.”  It’s pitched against other small luxury SUV’s like the BMW X1 and Audi Q3.  Thanks to the transverse front-drive layout, it’s got more interior space than both.  Power comes from the same 1.4L Turbo EcoTec four-cylinder that powers the Cruze and Sonic, with 140 horsepower and 148lb-ft, hitched to a 6-speed auto.  It will come standard with front-drive, but AWD will be an option.  That’s great, but can we have an Insignia VXR shipped over here as a Grand National for Buick’s real “product renaissance” please?

Acura is another brand that’s trying to desperately re-invent themselves.  I’d say the sexy, high-tech NSX Concept is a great start, but they brought two other new products with them.  The new RDX (pictured above) is the second generation of the CR-V based luxury ute, and while the styling is familiar, under the hood is new.  Two things that have never really mixed: Hondas and turbos.  The old RDX was the only factory-turbo Honda in production, and despite decent power density (240bhp and 260lb-ft from 2.3L) it was a reliability concern – and a gas hog, at 19/24 for EPA numbers.  The turbo K-series is dropped in favor of a more conventional 3.5L J-series SOHC V6, which pulls off a triple crown of more power (273bhp), more cylinders (6), and better fuel economy (20/28).  It also gets a sixth gear in the box.  Although the looks are familiar, the new RDX is based on the fourth-generation CR-V now.  I guess my dream of a 2.3 Turbo Acura TSX isn’t going to happen.

Speaking of the TSX, this is it’s likely replacement.  It’s the ILX concept (can Acura go back to actual names now?  I know Integra is taken, but damn!), and it’s a preview of a new entry-level Acura.  Based on the current-generation Civic, this will leave a wider gap between the bottom Acura (TSX) and middle (TL) than before, when there was some overlap.  The ILX thankfully doesn’t look much like either the current Civic or the overstyled Acura TL; it’s actually an attractive design.  Word is the ILX will come with 3 powertrains.  First is a direct-injection 2.0L I4 with an automatic for base models.  The performance model (probably Type-S) will get the 2.4L VTEC 4-cylinder from the Civic Si/TSX, with a 6-speed manual.  And the ILX will be Acura’s first hybrid offering – with the 1.5L/IMA/CVT combo from the Civic Hybrid.  Can you believe Honda – the pioneer of Hybrid tech – has never made a hybrid Acura?

Honda presented the 2013 Accord Coupe Concept, which is an accurate preview of what the all-new 2013 Accord will look like.  Answer: somewhat disappointing, especially next to the new Fusion.  Still, crazy styling has never been the Accord’s forte, and that won’t change.  Like the current Civic, it looks more like an evolution of the outgoing model than something entirely new.  No weird rocket turbines under the hood either.  The base engine is a revised version of the 2.4L K-series, now with direct injection and a CVT (sigh), rated at 181bhp and 177lb-ft.  The 3.5L V6 remains, with 6 speed manual or autos.  Honda says the V6 makes more power (not how much), the auto gearbox gets another ratio, and V6/Autos will get cylinder shutdown.  At least you can still get a torque-steering V6/6spd coupe.  Bigger news is the Accord Plug-In Hybrid.  It uses a 2.0L Atkinson I4 combined with a 6 KwH lithium ion battery and a 120 Kw electric motor, putting power through a CVT.  This is Honda’s first parallel hybrid: that is, it can move on electric, gas, or combined power.  (Previous Honda hybrids just had the electric motor assisting the gas, basically).  They claim 10-15 miles on all electric power up to 62mph, and some quick recharge times: 4 hours on 120 volts, or 1.5 hours on 240 volts.  It’s no new S2000, but Honda’s gotta keep up with the Joneses.

With the new Fusion comes a new Lincoln version, called the MKZ.  Lincoln showed the next-generation MKZ concept today at Detroit, as an attempt to revive any kind of interest in the moribund Lincoln brand.  Compared to the Cadillac ATS (the MKZ’s likely competitor), it’s a bit of a weak showing – but at least the styling is noticeable now.  As to whether it’s in a good way, I’ll leave that up to you – but I think they should be doing something besides “make the baleen grille bigger” if they want to attract buyers.  Good stuff?  the Genesis-esque swell of the front end, stretched green house (terminating nearly at the end of the decklid), the panoramic glass roof, those pronounced “shoulders”, and the clean rear end.  The MKZ concept is an inch wider and 5″ shorter in wheelbase than the current version – giving it a squat stance that would look really nice without all that chrome.  The interior has the latest high-tech Ford stuff: a 10.1″ TFT display in the cluster, an 8″ touch screen in the dash, a push-button transmission(!), and poplar wood and satin metal trim with two-tone leather.  No word on powertrain – it’s “based on a new midsized sedan platform,” so it’s a Fusion, and FWD or AWD will be available.

In their continued attempts to scare off the enthusiasts that continually shout the brand’s merits to anyone who will (or won’t) listen, Volkswagen is introducing a Jetta Hybrid.  If you’re wondering “Why would they do that, they have a Jetta diesel?” then you’re not alone.  The gas-electric version of the milquetoast new Jetta is powered by a 150bhp 1.4 TSI engine, combined with a 20 Kw electric motor fed by a 1.1 KwH battery.  It uses a 7-speed twin clutch ‘box with decoupling, which allows the Hybrid to run on gas, electric, or both.  By the numbers: 170 combined horsepower, 1.3 miles on pure electric power up to 44mph, 220lbs heavier than a normal Jetta, 0-60 in around 9 seconds, and 45mpg (US) average fuel economy.  Sounds like a more complicated Prius; I’ll pass.  Why wouldn’t you just get the diesel?

Slightly goofier (and a lot cuter) is the E-Bugster concept.  Just the name is adorable.  The E-Bugster is a new Beetle with a chopped roof, A-pillars, blanked out rear windows, and an electric drivetrain.  Called E-Blue Motion, it’s a 114bhp (85kW) electric motor up front, and a lithium-ion battery in the back.  It’ll take 120 or 240v charges, can do 100 miles on a full charge, and if they make it, will be filling up parking lots at a Whole Foods near you soon.

Audi brought a concept and some news to Detroit. The concept is called the Q3 Vail.  The Vail is named after the ski resort by the same name in Colorado – so this Q3 is a winter-sports themed concept version of the production Q3 compact SUV.  The biggest difference between it and the normal Q3 is under the hood:  the 2.5L turbo I5 from the RS3 takes the place of the normal 4 cylinders, putting out 314bhp and 295lb-ft through a 7-speed twin clutch and AWD.  There are some other neat add-ons: what looks like an Audi-designed coffee mug in the cupholder, some flashlights mounted in a charging station in the back, and roof racks with wide-angle lighting up top.  I could dig an RS3-powered SUV; it would be pretty great for bombing around a ski town!

News?  Well, Audi will be bringing the A4 Allroad (pictured) to America next year.  The Allroad is an off-roady version of Audi’s regular wagons; the last one they sold here was the A6 Allroad in 2005.  The Allroad will be replacing the Avant in the US lineup, which brings light to an alarming trend:  manufacturers are slowly replacing their wagons with pseudo-off-roaders, even wagon stalwarts.  Audi won’t sell the Avant here, Subaru replaced the Legacy Wagon with the Outback, and we aren’t getting Volvo wagons much longer- the V60 doesn’t come here (though the dealer would be happy to sell you an XC60) and the regular V70 and V50 won’t be around soon.  Still, the Allroad is a pretty cool wagon – it will come standard with Quattro, a 2.0T, and an 8-speed automatic.

The other Audi news?  The brand will sell a version of the A8 large sedan in the US next year with the oddly-named 3.0T V6, which is most definitely supercharged.  This same engine is already under the hood of other cars in the US (S4, A6, Porsche Cayenne/Panamera Hybrid), and it will be sold in high-output form in the A8: 333bhp and 325lb-ft.  The A8 3.0T is the first six-cylinder A8 Audi will sell in the US, but with Mercedes and BMW both selling six cylinder versions of their largest sedans again (740i, S400) it makes some sense.

Hyundai’s stand featured two performance cars: the new turbo version of the Veloster (above) and the updated Genesis Coupe.  The nifty Veloster hatchback/coupe/thing has been met with a pretty resounding “meh” by the press, mainly for being about 25% as fun to drive as it is to look at.  Hyundai is looking to rectify that with the Veloster Turbo, aiming directly at fun-to-drive stuff like the Golf GTI and Mini Cooper S.  On paper, there’s a lot of promise – but the same was said about the regular Veloster.  Hardware?  The Turbo retains a 1.6L engine, which is boosted to high hell.  Direct injection, twin-scroll turbocharging, and a free flowing exhaust add up to 201bhp@6,000rpm, and 195lb-ft from 1,750-4,500rpm.  The Turbo will be available with a 6-speed manual or automatic, and Hyundai says the 3-pedal will do 27/38 for fuel economy numbers – handily beating the Si, GTI, and Cooper S.  There’s a more aggressive front bumper and foglights, turn signals in the mirror, and special wheels to differentiate it from the normal Veloster.

We’ve talked about the updated Genesis Coupe before, but Detroit saw the official debut of the facelifted, more powerful 2013 model.  The biggest outside change is the new front clip, bringing it more in line with the styling of the rest of Hyundai’s current range.  There are also LED taillights.  The bigger changes are under the hood: the 2.0L Turbo base model jumps from 210 to 275 horsepower, and 223 to 275lb-ft torque.  The 3.8L V6 now has direct injection, and is rated at 348 horsepower and 295 lb-ft torque now.  Both models have standard 6-speed manual transmissions, with a new 8-speed automatic optional.  Hyundai says the new 3.8L Genesis Coupe will hit 60 in the low 5′s – right quick.  Other changes include interior refinements, recalibrated suspension, and a shorter steering rack ratio.

Photo via carscoop.blogspot.com

Chrysler brought a few other things to Detroit in addition to the new Dodge Dart.  That bizarre looking thing above is the Chrysler 700C concept, based on the underpinnings of the current Town & Country minivan.  It’s supposed to show the future of the minivan – assuming that the minivan actually has a future seems pretty bold, but it’s a pretty well-styled concept.

The Chrysler 200 might just be a rehashed Sebring with a nose job and new interior, but at least Chrysler’s trying to drum up some interest.  This is the Chrysler 200 Super S by Mopar, a concept showing off some of the factory accessories for the 300′s little brother.  It’s basically a body kit with some black satin trim, coilover suspension (on a 200?), and intake and exhaust mods.  If it’s got some Dre Beats speakers, Eminem would probably approve.

They also brought two concept Chargers to Detroit.  Pictured right is the Redline, which will be a three-stage upgrade package for the large sedan from Mopar.  (I guess since Saturn’s dead they don’t mind the stolen name?)  Stage 1 is cosmetic stuff and wheels, Stage 2 includes a strut tie bar, cat-back exhaust, and brake upgrades.  Stage 3 sounds like the most fun, with a non-street-legal Mopar 426(ci) Hemi crate motor.  This 7.0L V8 is a punched out version of the 6.4L SRT V8, with a hot cam and trick cylinder heads good for 590 horsepower.  Om nom nom.  The other is the Charger Beats, with – you guessed it – a “Beats by Dr. Dre” Stereo.  Fabulous.

And finally, by far the most exciting debut at Detroit – or at least, moreso than the Buick Encore – is this sick lawn tractor.  Called the Craftsman CTX, it’s the Sears brand “luxury” tractor, with amenities like cupholders, power steering, a push-button deck adjustment, and a blistering top speed of 8mph.  It’s appearance at NAIAS is just a publicity stunt by Craftsman, but an amusing one.  That is, except to GM bigwig Bob Lutz, who was not amused – he said “It’s an automobile show, stupid, not motorcycles or garden implements.  What’s next? Plumbing and bathroom fixtures? A Toto-toilet stand? An Art Van furniture stand?”  (Reuters).  Geez Bob, chill out.  Rumors that the CTX would have an optional LS9 V8 from the ZR-1 Corvette were apparently unfounded.  Hopefully Craftsman will realize soon the ultimate tractor luxury is burnouts.

5) Lincoln Blackwood

Luxury Pickup Truck.  That should be a contradictory term.  Pickup trucks are made to haul things, do work, go off-road: these are not luxurious attributes.  A Luxury Pickup Truck is a fairly stupid idea.  Yet, ask Cadillac: people buy stupid.  In their case, Escalade EXT’s: an Escalade with a pickup bed.  Considering this is just a Chevrolet Avalanche (admittedly a pretty clever, if ugly, pickup truck) with some Cadillac trim glued on and a larger price tag, they sell quite a lot of them.  Sales were their highest in it’s first year of production (2002), selling more than 13,000 units.  Although sales have dropped since then (11.2k in ’03, 7k in ’06, 4.7k in ’08, 2k last year), that’s still a lot considering the development budget was about nil, and the profit margins are huge.  I mean, the base MSRP on a new Escalade EXT is more than $63,000, and it’s just a GMT900 pickup, they have to be making money hand over fist on every one they sell.

What’s funny was that the Escalade EXT was a knee-jerk response from Cadillac to a product almost no one remembers: the Lincoln Blackwood.  The Blackwood was the pickup truck version of the original Navigator, the car that kick-started the whole “gangster full-size SUV” thing here in the US.  Lincoln reasoned that Town Car buyers could really go for something with a bigger trunk.  Remember, this was before the days when people didn’t bat an eye at the announcement of a Maserati SUV; a luxury pickup truck was a fresh, new idea.

Unfortunately, they missed the mark.  Quite a bit.  The Blackwood was a combination of truck and SUV, and somehow managed to be less useful than either.  The Navigator donated it’s front end and 32v 5.4L 300bhp engine (while F-150′s and Expeditions got by with a 5.4L 16v 260bhp engine), while the bed was composite – with a simulated burled black wood surface (get it?) with aluminum pinstripes.  Oh, and the bed was carpeted.  And covered with a powered hard tonneau that opened at a 45° angle.  So, not exactly useful for carrying a load of mulch (who would put mulch in a carpeted bed?  And how would you get it in there?)  or motorcycles (how would you get them in there?)  or really anything.  While a hard cover and carpet is certainly classier than a big open metal square, the whole point of having a pickup bed is – the big open metal square that you carry things in!

That is not a good place to put a navigation screen.  Just saying.

Making matters worse, the Blackwood was only offered in 2WD form, with 19″ alloy wheels and low profile tires.  Great for impressing the neighbor’s 12 year old kids who watch too many rap videos, not great for pulling a boat out of a greasy boat dock, or travelling in the snow, or any of those other things that pickup trucks are useful for.

As a luxury vehicle, not so great either.  Sure, the Blackwood had Connolly leather seats and all of the circa-2001-era Ford “luxury” goodies (such as a hilariously placed 5″ color navigation screen where you had to look directly down to see it), but it’s sort of hard to reach into the front of a 4’8″ carpeted bed to grab your groceries.  And the lack of rear seat legroom and the upright seating position forced by the pickup bed meant it wasn’t as great for schlepping around the family as, say, a Town Car.  Swing and a miss.

A miss, indeed.  With a retail price of more than $52,000 (in 2002!), Lincoln didn’t find many takers: a total of 3,356 over 15 months, to be exact.  How bad is that?  In the same year, Ford sold 813,701 F-150 pickups.  So while I’m happy to ridicule the Escalade EXT as being contradictory, at least it was useful as a pickup truck.  Lincoln tried again with the Mark LT in 2006, based on the new F-150.  They sold it for two years to much greater success: 10,000+ in 2006, before discontinuing it after 2008.  It might have had something to do with the all wheel drive, non-carpeted tonneau covered bed, or the $10,000+ in rebated dealers were putting on the hood.  It’s still for sale in Mexico, where it’s Lincoln’s biggest seller.  Go figure.

4) Australian Pontiacs (G8/GTO)

This makes me sad.  Genuinely, truly sad because the GTO and the G8 were actually good cars.  Good in my terms, anyway.  They were handsome (moreso in the G8′s case), they had a metric shitload of pushrod horsepower, they went around corners well, and they had nice interiors before GM started making nice interiors.  They were as American as apple pie and cage fights, so of course they came from Australia – where the American ideal of car building never took a not-brief-enough stupid pause for front-wheel-drive, packaging and fuel efficiency in the 80′s.

The GTO existed basically because of  Bob Lutz.  The story goes that he took a trip to Australia, home of the almost totally independent Holden division of the General, and drove a V8 Commodore in the early 2000′s.  The Commodore was a development of the Opel/Vauxhall Omega B, which was marketed (poorly) in the US as the Cadillac Catera.  Lutz was set on importing one of Australia’s RWD models as a performance car for the US, and the Commodore-based Monaro coupe ended up being the choice.  A few changes were made to the Monaro for the US; additional chassis bracing, a repositioned gas tank, the Pontiac front end, etc.

The GTO was a performance car first and a “retro suave” marketing deal second.  It had a 350bhp 5.7L LS1 under the hood in 2004, updated to a 400bhp 6.0L LS2 for ’05 and ’06, all years available with either a 6-speed manual or a 4-speed automatic.  Unlike the previous Camaro (which stopped production in 2002) and the Mustang, it had a 4-link independent rear end, actually useful rear seats, and a good stereo.  It was quick, too:  LS1 GTO’s could do 0-60 in the low 5′s with a mid 13 second quarter mile, and 6.0L GTO’s were quoted from the factory as doing the same metrics in 4.7 seconds and 13.0 seconds flat, respectively.

The only reason the tires aren’t smoking is because it’s turned off.

Sales projections were modest:  18,000 units annually.  Still, multiple factors conspired against the GTO.  It was originally intended to be sold in the early 2000′s, but by the time all the red tape was cut through, the exchange rate had moved such that the original $25,000 price point had moved up to above $30k, making it notably more expensive than the Mustang.  People weren’t in love with the styling, either:  while the new Mustang, Chrysler 300C and Dodge Charger reeked of the muscle car era, the GTO looked a bit like a Grand Am that had been overinflated.  Sure, it was comfortable, fast, and fun – but it was boring looking and overpriced, in addition to having a gas-guzzler tax tacked on.  Sales reflected this:  13.5K units in ’04, 11k units in ’05, and 13k units in 06.  That’s the age old problem with captive imports: they make business sense when they’re proposed, but variations in currency can kill them dead in the water.

The G8 is an even sadder story, because it didn’t have the boring looks issue that the GTO did.  The G8 was a VE-platform Holden Commodore, which shared underpinnings with the Cadillac CTS and new Camaro.  The VE had a long (7 year) gestation period, with a goal of more efficient globalization in mind – so retooling costs for LHD were minimal.  The G8 got a Pontiac front clip, but is otherwise hard to tell apart from the Commodore, which was a huge seller in Australia.  Engine choices were a 3.6L 24v V6 (256bhp, 5-speed auto) in the base model or a 6.0L V8 (361bhp, 6-speed auto) in the GT at launch.  The GT was a quick car, doing the 60mph run in the low 5′s, and in most comparison tests it rated favorably against competitors like the 300C and Charger R/T.

I tried to come up with a snarky caption, but come on: this thing is epic.

The rarest and most desirable of G8′s was the limited-production GXP – 1,829 units in total were made in the beginning of 2009.  It featured the 6.2L LS3 V8 from the C6 Corvette with 415bhp, and had an optional Tremec 6-speed manual.  A 4.5 second 0-60 time and Nurburgring-developed suspension tuning made the GXP a very capable performance car, not just in the American standard of going fast in a straight line – here was a car with M5 performance at half the price.  The press absolutely gushed over it.  Motor Trend said “The G8 GXP is a terrific, all-around sport sedan that runs with high-priced Germans. Its strong value message isn’t a qualifier either, just a bonus.” 

Car & Driver’s Eddie Alterman fell in love with the GXP a few months too late (we’ll get to that), and I’ll excerpt part of his article here.  ” If the GXP was great on the highway—controlled ride, excellent ergonomics, and boatloads of power from a 415-hp LS3 V-8—it was nothing short of a revelation at GingerMan (raceway.) It’s a big car that manages its weight beautifully, with all sorts of lucid feedback from the steering, suspension, and body. Its long wheelbase means you feel oversteer coming a mile away, and you can easily change the car’s cornering attitude with its throttle pedal. It felt like a cruder, more flatulent version of another car I love—the E39 BMW M5 of 1999–2003.”  Comparisons to what is arguably the most-loved big BMW of all time coming from BMW’s loudest supporter – well, that’s a ringing endorsement.

At least we can still buy a CTS-V, even if it’s 20k more.

Like anything so awesome from GM, it was destined for drastic failure and cancellation.  There isn’t a nice way to say how badly the G8 flopped in the US.  Projected sales were again pretty conservative – 30k a year – but the G8 did about half that.  Although the G8′s sales year started in March, the fact that they imported 24k and sold 13k by the end of December ’08 was not a great sign.  Sales actually picked up a bit in 2009, at one point nearing 3,000 units a month, but by then GM was bankrupt, the federal government stepped in, and Pontiac disappeared along with Saturn, Hummer, and Saab.  Typical GM: get it just right, then throw it in the trash.  Good news for G8 fans who are also police officers: the new Chevrolet Caprice is essentially the same thing.  Bad news if you’re not a cop: you can’t have one.  Thanks GM!

3) Suzuki X-90

Does your mother know what you do for a living?

An almost legendary failure on the market, it’s hard to tell what exactly in the hell Suzuki was thinking with the X-90.  It was supposed to replace the Samurai, slotting below the more spacious Vitara/Tracker mini-utes in Suzuki’s 4×4 lineup.  While the Samurai traded on it’s rough-and-tumble off-road appearance (as well as appealing to those intrigued by living on the edge, what with Consumer Reports telling everyone it was a rollover-prone death trap), the X-90 was designed to appeal to… umm… hmm.

Not sure.  Sorority girls?  No, it wasn’t a car.  Off-roaders?  – can you imagine them getting behind the wheel of a car that is doing it’s best impression of Kirby?

In additional to the painfully embarrassing looks, the X-90 was not exactly useful.  It had only two seats (although there was space behind them for cargo), and glass T-tops – which if you stored in the trunk along with the spare tire, left you no room for anything else.  The 1.6L OHC I4 made 95 horsepower, which equated to around a 15 second 0-60mph time, somewhat in contrast with the “off-road sports car” theme Suzuki was going for.  4WD was an option, as was a 4-speed automatic transmission.  Apparently some people do offroad the X-90, and it manages to look even more ridiculous with a lift and huge tires.  I honestly giggled when I saw this picture.

Why do I have my T-tops off in the snow?  Because ladies love it.

Sales failure?  Oh yes.  Suzuki sold the X-90 in the states between 1996-1998, with a total of 7,205 suckers purchasing them.  More than half were sold in ’96, then the novelty (if any) wore off – slightly over 2k in 1997, and less than 500 in 1998 before Suzuki pulled the plug.  Hey, at least they’re making good stuff today – the Kizashi is pretty awesome.

2) Ford Thunderbird

Pictured: the rare Neiman Marcus Edition Thunderbird.  Because that’s way better.

Ford’s retro Thunderbird (the 2002-2005 model) was at the forefront of the retro revival wave that swept the early 2000′s.  It’s a strong example of a warm press reception not necessarily being an indicator of sales success.  The 2002 car revived the line that should’ve rightfully died the first time in 1997- Ford thinking logically at the time that two entirely different swoopy rear-wheel-drive sports coupes (Mustang and Thunderbird) was about one too many.  But retro mania was sweeping the industry, and the original (1955) Thunderbird was a car people seemed to love again, so the blue oval figured they’d give it a shot.

The new-old Thunderbird was a pretty car, I’ll give it that.  It mixed obvious styling elements of the old (that gently dropping fender line, simple round headlights, long hood and trunk with a small cabin) with modern surface detailing.  It even had retro touches like an available hard-top with Opera windows, turquoise trim, etc.  The idea was that the Mustang could take care of the retro-performance-coupe-and-convertible market, and the Thunderbird could take care of the retro-cruiser-convertible-and-coupe market.  They forgot it didn’t really work last time.

Hrrm, this looks like a Lincoln.

Not helping a whole lot were the underpinnings.  The Thunderbird used the then-fresh DEW 98 platform, which was the basis of both the Lincoln LS and the Jaguar S-Type.  The Thunderbird shared nearly everything with the Lincoln LS V8 – while the wheelbase was shortened about 7.5″ over it’s 4 seat counterparts, overall length was down about 5″, and it was actually marginally wider than the LS.  It used the same Jaguar-derived 3.9L 32v V8 mated to a long-geared 5-speed automatic, originally with 252bhp (later 280 with the addition of variable valve timing.)  Since it wasn’t much smaller, it wasn’t much lighter – at 3,772lbs, the LS V8 was somewhat on the heavy side for it’s class.  At 3,745lbs, the Thunderbird was a huge, fat pig for it’s class.

However, the Lincoln made up for this by having plenty of space for passengers and their things.  The Thunderbird did not.  It was a remarkable ratio of space and weight to usefulness.  This didn’t help performance, either: a 7.2 second 0-60 time was not impressive when V6 Accords were ripping off times in the 6′s.  The Thunderbird also used the same dashboard as the LS – in the Lincoln, it was conservative and handsome, in the Thunderbird it was more than a bit boring.  Sure, it was a comfortable cruising car for the fashion conscious.  But they were already buying other things.

37mph, about to start understeering into the guardrail

Then there was the price. At nearly $40,000 in 2002, it was a no-go.  Although it was a lot more sophisticated underneath than the Mustang GT Convertible, it still must’ve been a hard sell.  The Mustang had four usable seats, it’s 4.6L 16v V8 made slightly more power and enabled it to actually beat Accords off stop lights, and even the loaded one retailed for $28k – before the inevitable cash-on-the-hood deals, as compared to the “Market Value Adjustments” greedy dealers were trying to stick onto T-Birds when they came out.  The Mustang had quasi-retro looks, and something the Thunderbird didn’t: it was actually fun to drive.  It sounded great, it would do a burnout on command, and it put a smile on your face.  The squishy, long-geared and torque-light Thunderbird didn’t, really.

All this amounted to pretty disappointing sales figures.  Ford forecast 30,000 units annually for the retrobird, and it hit that target once: in it’s first year, 2002.  Like many novelty items, sales nosedived shortly thereafter:  14.5K sales in ’03, 12.6K in ’04, and 9.2K in it’s last year, 2005.  They made some minor changes to the T-Bird over it’s lifespan (the aforementioned upgraded motor in ’03, new colors, etc.) but nothing ever picked up sales.  There was a supercharged concept Thunderbird that would’ve fixed the lack of performance, but it never went into production either.  With the massive success of the 2005 redesign of the Mustang, Ford got the retro formula right – and it’s still working today.

1) BMW 5-series GT, X6 ActiveHybrid

Is it bad if there are more press photos of your car than actual examples of it in the world?

Model diversification is a good thing.  The more options you offer, the more likely a consumer is to say “gee, that’s exactly what I want.”  However, like everything in life, too much of anything is too much.  In addition to the quite obvious horsepower wars of the last 15 years among German brands, there’s been a head-scratching niche-filling war going on between BMW, Audi and Mercedes-Benz.  Sometimes these unique niche offerings work – see the Mercedes-Benz CLS Coupe-sedan, which is now in a very successful second generation.  Sometimes it fails miserably.  I’ll talk about two here.

They parked it by the sea for this photo because it looks like a whale carcass.

First up, the BMW 5 GT.  Oh my.  The GT is a 5-series built on the 7-series’ longer wheelbase, with all sorts of tricks up it’s sleeves: more rear leg room.  A hatchback and a trunk.  A choice of two engines, either great or better (300bhp turbo I6, 400bhp twin-turbo V8.)  What’s not so great:  it looks like a picture of a 5-series captured with a fisheye lens, all bulged out in the middle and stubby and oddly proportioned.  In theory, it’s a pretty appealing vehicle: the size of a 5-series, the interior room of a 7-series, the usefulness of an X3, but BMW hasn’t found a whole lot of buyers for their odd concoction.  They didn’t have big goals in mind – 6-8k units when it came out in 2010, but it failed pretty miserably: a total of 2,848 people bought a 5 GT in 2010.  Maybe it’s because they had to pick between that, the 3-series wagon, the X3, the X5, the X6, the 5-series sedan, and a million other competitors from other brands.  Maybe it’s because it’s ugly.  They sold less than a thousand in the first third of 2011.  To put it into perspective, BMW sold just over 100,000 3-series models in the US in 2010.  Ouch, dang.

“For this photo, we want to show much body roll it has.  Haha.”

Moving on to the X6 ActiveHybrid, and… urgh.  I’m not a fan of the X6 itself, but I suppose some people will pay a premium to stand out, even if that means paying significantly more than the X5 on which it’s based for a vehicle which does significantly less.  But the X6 ActiveHybrid is a real head scratcher.  Based on the twin-turbo V8 X6 xDrive50i, the ActiveHybrid adds a set of electric motors, for a combined output of 485bhp and 575lb-ft of torque.  Which is a lot – actually, it’s the most powerful Hybrid in the world, a pretty pointless distinction.  The downside is that no matter how many electric motors are in it, a 5,765lb vehicle with all-wheel-drive, a 7-speed gearbox, and twin turbos is not going to get good gas mileage.  Ask Bentley.  The ActiveHybrid proudly returns 19mpg on the highway, which also makes it the least efficient Hybrid out there.  Seriously, an Escalade Hybrid gets better mileage.  The other issue is the price: starting at $89,000 ($95,425 with all the options), the ActiveHybrid is exactly $1,000 less expensive than the “oh my lord, it’s so fast I’m going to vomit” X6M, which is also a good 400lbs lighter, and packs 555bhp under the hood.  Sure, it only delivers 17mpg on the highway, but which do you think people who buy $90,000 twin-turbo BMW suv’s care more about – 2mpg, or going really fast and having an M badge?

So how many X6 ActiveHybrids did BMW sell in all of 2010?  248.  As a technological halo car, it’s a failure.  It proves to the world that BMW doesn’t get Hybrids.  As a performance car, it’s a failure.  It’s just as expensive, but heavier and slower than the X6M.  As anything that makes sense, it’s… oh, you get the point.

Of course, the more time I spent researching and compiling this list, I realized there were way more than 10 good examples.  I didn’t have room for the Land Rover Freeland, Subaru Baja, Acura ZDX, Mercury Marauder, Hummer H3T, Audi A6 allroad Quattro…  So many things.  Did I leave out your favorite modern sales failure?  Think I’m an idiot?  Leave a comment in the box below!

We are a big fan of Ford’s EcoBoost 3.5-liter V-6 engine here at CarThrottle. It does duty in a variety of cars, and ones that we’ve tested like the Ford Flex EcoBoost, Taurus SHO and Lincoln MKT.

We thought the MKT was an impressive and appealing entry into the luxury crossover segment for Lincoln. For the 2012 model year, the MKT is about to get even more appealing, thanks to a reduction in price.

For 2012, the all-wheel drive EcoBoost MKT starts at just $46,295. That is the same price as last year’s all-wheel drive 3.7-liter V-6 model. Apparently, the take rate on the 3.7-liter with AWD was quite low. For 2012, that model has been discontinued in favor of the EcoBoost-powered car, which makes 335 horsepower.

With last year’s 3.7-liter V-6 making 270 horsepower, we can see why buyers were skipping over the less-powerful option for the EcoBoost. To us, AWD and EcoBoost is a key part of the MKT’s value proposition – we wouldn’t have ordered it any other way.

Other buyers seem to agree large percentages spring for loaded MKTs with EcoBoost, giving it a high average selling price. This indicates the MKT has a foothold in the upper end of the crossover market.

Maybe this move will help attract more buyers to the MKT, thanks to a lower price. The 3.7-liter front-wheel drive model is still available, and it checks in at $44,300. For just $2,000 more though the EcoBoost MKT looks like a much better deal.

There never seemed to be a concerted effort by Ford to give the brand the resources it needed to truly compete. In recent times, the lack of resources behind Lincoln has had less to do with will and more to do with ability – the cash crunch caused Ford Motor Company to focus resources on the Ford brand.

For Lincoln, the lineup recently moved to a different naming scheme and vehicles based off of Ford models. The refashioned Lincoln competes against Acura, Lexus and the revitalized Buick.

Last year, Car Throttle reviewed one model in that lineup, the MKT, based on the Ford Flex. Now we review the MKZ, Lincoln’s mid-size luxury sedan.

The MKZ started life as the Zephyr, part of a trio that included the Ford Fusion and the Mercury Milan. It debuted wearing the retro theme that Lincoln was going with then, sporting a waterfall grille and upright Art-Deco style interior.

It was then rechristened MKZ in 2007, with the design freshened a bit, the engine updated and the added availability of all-wheel drive rounding off the package.

For the 2010, the MKZ received its mid-cycle enhancement. This time, it was a far more significant update. The car was redesigned with the brand’s signature new design element, the large “split wing” grille, along with horizontal LED tail lamps.

Our particular model was equipped with the available Sport Package, which darkens the grille and headlight surrounds, along with adding 18-inch polished aluminum wheels. The wheels in particular help to dress up the MKZ’s look. We really loved the car’s Tuxedo Black paint – it uses real glass dust to make the paint glisten, providing an added dimension. Black is a complimentary color for the MKZ.

The MKZ is good-looking, but a bit too similar to the Fusion. Overall, there isn’t the same level of change moving to the MKZ from the Fusion as there is from the MKT to the Flex, MKS to the Taurus or the 2011 MKX to the Edge. For $42,000, we want our car to look it.

Inside, the Fusion and the MKZ don’t share much, if anything, in terms of design. For 2010 the MKZ gets a new horizontal look that ditches the vertical theme of the previous MKZ.

Design in this interior, for the most part, isn’t the problem. We like the dash design – if this interior was flawlessly executed it would be well positioned versus the competition. But it isn’t flawlessly executed. Material quality in our particular tester was unimpressive, with cheap feeling plastic in the center stack and door panels. There were trim pieces that didn’t align and perhaps most egregious of all, when closed there was a large gap between the doors and B-pillar.

It was large enough to stick a finger in, and the car’s black paint could be seen through it. This doesn’t help to create an ambiance of a $42,000 luxury car interior – this could be the Fusion’s interior.

We imagine the $500 Executive Package for the MKZ, which, among other things, adds real wood to replace the cheap plastic on the center stack, would make a significant difference to the interior’s luxury feel.

There are bright points in the interior though. The MKZ is loaded with technological goodies like the excellent cross-traffic warning system and Ford’s easy to use navigation system setup, which enables control of the climate, audio and other car systems.

SYNC, Ford’s phone link system developed with Microsoft, also works flawlessly, enabling audio streaming over Bluetooth and hands free calling. Ambiance lighting also plays well at night, with many places lit up around the interior. It is a nice effect. The car’s electroluminescent gauges are stunning and flawlessly executed.

We also loved the light up Lincoln sill plates – a very nice detail. A particular thing that sets the MKZ apart from other cars is the THX sound system – it is amazing and truly immersive. Sound systems in other vehicles pale in comparison.

The MKZ fared better with regards to the driving experience. The car handled well with the optional sports-tuned suspension. Everything felt tight and the ride had a good balance between comfort and sport, with no float or lack of control to be found.

The 263-horsepower 3.5L V-6 moved the car well, and provided a nice exhaust note. The MKZ, as equipped with the sport package, rates well in the driving experience department.

Our particular model was equipped with all-wheel drive, and you can feel it. There were times in acceleration that the rear tires chirped.

There is no denying Ford has been on a roll as of late. The thing is though, this transformation has mostly been about mainstream vehicles, not touching luxury in the same way. In fact, with Ford shedding Aston Martin, Jaguar and Volvo, it seemed as if they were abandoning luxury altogether – but they aren’t.

Ford’s recent announcement that it was cutting Mercury can only be interpreted as good news. There will be only one other platform mate, freeing up more to spend on Lincoln models. In addition, with Ford’s improved cash situation, Lincoln vehicles will be getting a lot more differentiation – proper investment, finally. Ford has announced features for Lincoln like exclusive engines and push button transmission selectors – things are about to get very interesting.

With impressive product and vehicles like the MKT from Lincoln already in the stable, we look forward to seeing the new generation of Lincolns. If every one of the new Lincolns is executed as flawlessly as the MKT, there will be no worries about the future of the brand.

In short, we liked the MKZ. It’s not a bad car, and we wanted to like it – but we have to more than just like it to spend $42,000, especially with so many competitive entries in the segment.

With what we know about Ford products lately though, something tells us we’ll be singing a different tune regarding the car’s next-generation model. Time will tell.

Disclaimer: This test vehicle was provided to CarThrottle by the manufacturer for purposes of evaluation

2010 Lincoln MKZ Gallery

2010 Lincoln MKZ Specifications

Base Price: $34,965

Body: 4 door Sedan
Mechanical Orientation: All Wheel Drive

Engine: 3.5L V6
Power: 263 hp at 6250 rpm
Torque: 249 lb-ft at 4500 rpm
Transmission: 6 speed Automatic

Weight: 3796 lbs
Wheelbase: 107.4 in
Length: 189.8 in
Width: 72.2 in

0-62 mph: 7.1 seconds
Top Speed: Limited

Now at the North American International Auto Show, fresh of Car and Truck of the Year wins with the Fusion and Transit Connect, Ford turns its attention to the Lincoln brand with the new 2011 Lincoln MKX.

This is update is what is known as a Mid-Cycle Refresh (MCE). The MKX is getting updated significantly, with a new look to match the brand’s recent direction. The MKS, MKT and MKZ show this new design philosophy from Lincoln.

The look is characterized by the large front grille and return of the horizontal rear taillight design theme. Oddly, with the MKX they actually took out the horizontal light unit. Something about the taillights looks a little odd now with the extra piece on the liftgate flanking the main unit. Must have been just a change for the sake of it.

Overall though, it is a look that works really well, helping to separate Lincoln visually on the road. CarThrottle liked the theme in person during our test of the MKT Crossover last year.

Inside, the MKX gets with the program as well. The interior pictures came out last week when Ford released information about the MyTouch system. The leather dashboard, metallic center stack with wood accents and Ford’s excellent infotainment system feature, this time revamped under MyLincoln. The MKX will be the first Lincoln car to debut the system.

These new updates result in a completely refreshed, competitive Lincoln lineup. It should help the MKX gain further traction in the market. In addition, it has a new trump card – MyLincoln. We can’t wait to give it a go for ourselves.

The Lincoln MKT Panache concept has been created by Rick Bottom, owner of Rick Bottom Designs. He fell in love with the stunning MKT Concept and decided to customize the production version after seeing it at the Chicago International Auto Show.

Unlike some SEMA concepts, the modifications really work on the MKT. The rear bumper was redesigned and a chrome beltline molding was added to accent the body line, along with removal of the car’s doorhandles.

Along with a lowered ride height of two inches, it helps make the MKT sleeker and more dynamic. How about that striking “Turnin’ Orange” paint that looks orange in the sun and red in the shade?

No pictures are available yet, but inside the changes include two-toned leather, floating armrests and added Xtant speakers and amplifiers to the (amazing, by the way) THX sound system. I like this concept a lot! I’m not sure about picking that “Turnin’ Orange” paint for a production vehicle, but it makes for a great concept.

This is just a concept, but it would be nice to see some of the modifications offered in the production MKT. The MKT has a lot of opportunity for customization – Lincoln should capitalize on that.

Live Image Credit : Leftlanenews

And, the recent news has been bad news. Fiat CEO Sergio Marchionne said he was “surprised” at Chrysler’s condition and about “how little had been done in the past 24 months.” Well, no surprise – Chrysler’s operations were basically shut down due to lack of cash. That puts Chrysler in a bad position while competitors Ford and General Motors release a slew of new product.

As such, Marchionne is working on a new business plan for the company that will be released in November. Part of that includes far reaching changes to each. Chrysler CEO Peter Fong made the surprising comment that he sees the Chrysler brand as  “a notch above Lincoln, a notch above Cadillac.”

Above Lincoln, above Cadillac - Sebring, anyone? With the recent product that has come out of the brand, that seems laughable. Of course that can change quickly, but Cadillac has spent the decade trying to catch up with the competition (and still has work to do). Lincoln has just recently introduced truly competitive products like the MKZ, MKS, MKX and MKT. Before the recent product from Lincoln, the brand was pegged lower, competing more with Acura and Buick.

In the heyday of the Big Three, this might have been more plausible. It doesn’t appear like there is anything in the Chrysler brand pipeline that will deliver on this though. Could we see a future battle royale among a resurgent Lincoln, Cadillac and repositioned Chrysler? Unlikely, but we’ll see – stranger things have happened.

To get a “Top Safety Pick” rating from the IIHS, a vehicle must receive a rating of “good” in offset frontal-, side- and rear-impact evaluations as well as offering offer electronic stability control.

The MKT has received the rating even after the IIHS’s more stringent crash testing standards were implemented, which are supposed to better reflect real-world crash situations. An area the MKT was particularly praised in was it’s side air bags that are designed to deploy up to 30% earlier than traditional air bag systems.

Safety is definitely an important consideration in a new vehicle purchase – I would imagine a lot of these improvements at Ford have to do with Volvo’s expertise at the company. Last year Ford had the highest number of Top Safety Pick awards, with 16 cars receiving the designation. No small feat! Other vehicles that got Top Safety Pick in the recent round of testing include the Mazda 3 and Dodge Journey.

Now comes a new period for Lincoln as it refocuses its direction. The MKT is an example of that new era for Lincoln, but is it everything a Lincoln should be? Let’s find out!

As Executive Design Director for Ford’s American brands, Peter Horbury created Lincoln’s new design language and was responsible for the original MKS, MKR and MKT concepts. He also oversaw the adaptation of it to production vehicles like the MKS, updated MKZ and the MKT. He has now returned to Volvo as Vice President of Design.

Whilst some judgements can certainly be made by viewing pictures, many times the case has proven to be different when viewed in real life. This design has proved to generate a wide range of reactions in the automotive world and blogosphere.

Successful designs in the past have often caused that sort of a reaction. Take for instance, the BMW styling theme introduced by Chris Bangle. While I have never been a fan of that theme, BMW has gone on to become more successful than ever with the vehicles resulting from it.

Classic American chrome accents play a big part on the exterior and interior alike on the 2010 Lincoln MKT. The huge waterfall grille dominates the front end, with a chrome border line that extends from underneath the base of the grille to beneath the front headlights. Luxury is about detail, and here the MKT excels.

Other than the vertical grille, horizontal lines dominate – small chrome strips on the door handles, above the rocker panels, and engrained into the LED rear taillight (a horizontal piece itself).

Horizontal taillights are making a comeback at Lincoln, featuring prominently on the MKX, MKT and updated MKZ. It makes for a distinctive light graphic, especially at night. As a design cue, no-one can mistake that.

Something particularly striking about the MKT is the use of classic Lincoln cues in the crossover’s styling. The 1940 Lincoln Zephyr serves as inspiration for the winged Lincoln grille, and “birds beak” crease on the hood. The overall look is bold, exuding luxury and class. The MKT is a Lincoln and proud of it!

In person (and I stress, in the right color) the car takes on a different, far more dynamic personality than in press photography. It retains much of the look that the MKT Concept displayed. For instance, from the side you can see the chrome-bordered expanse of glass that appears uninterrupted. On the inside however, the third row has a separate window. The C-pillar has been blacked out and a black cover put into place to create an uninterrupted flow. It’s a nice design touch.

There are other things that aren’t immediately apparent from images – for instance the extension of the door rocker panels to the bottom of the vehicle, keeping the insides of the door clean.

In the beginning, I could be counted among those who felt the production MKT didn’t live up the the promise of the concept. After spending time with it and seeing it in person, that impression changed. I look forward to checking out the MKT in a variety of colors once it hits dealerships over the next few months.

No-one is denying the MKT is a polarizing design though – Lincoln intended the crossover to make a bold statement about the brand, which it has done. That said, nearly all feedback I have received has been good – particularly that from discerning crowds. I was consistently stopped by people asking when the Lincoln MKT would be on sale. Driving through the streets of downtown San Francisco resulted in head turns, both from passersby and drivers of would-be rivals Audi, Mercedes, Acura and the like.

Spaceships don’t have keys. Cue the Shiny Toy Guns rendition of the classic David Bowie track Major Tom. Stepping into the MKT reveals an entirely new interior approach for Lincoln, one that started with the MKS sedan. Back in 2006 the Fusion-based Zephyr debuted. Since then, a lot has changed for Lincoln. The brand introduced a new MK-(T,X,S,Z) naming convention as well as a dramatic change in design direction never more evident than in the MKT’s interior.

The Zephyr’s interior was in the style of Art Deco with rigid, rectangular shapes and an upright center stack. Vestiges of this design period for Lincoln can be seen currently on the Lincoln Navigator SUV. On the MKZ I quite liked the theme, but the MKT’s has broader appeal.

The overall design of the interior design is flowing, with the upper dash curving into the center stack that gets smaller heading into the cup holder area.

Whilst this was a preproduction tester, quality and attention to detail were top notch. The dash and door panels are covered with high-quality leather and panel gaps are tight. As I said before, luxury is in the details and small touches can be found everywhere; chrome-ringed speaker surrounds, control knobs and seat belt loops along with dual center console latches for driver and passenger.

The aluminum trim perhaps best illustrates the difference, lending the interior a techy, sports-oriented feel that serves as an exclamation point to the change in direction for Lincoln. The aluminum trim piece appears to continue uninterrupted under the center stack, coming out on the other side near the steering wheel.

Not surprisingly, Lincoln lists the Acura MDX, another technologically-laden crossover, as one of the MKT’s chief competitors. While I prefer the wood trim option that would make the interior have a jet-like ambiance, the aluminum fits well with Lincoln’s advertising campaign.

In fact, of all the new Lincolns, the MKT is perhaps best positioned for capitalizing on those advertisements. With a push button starter, 7-inch high resolution touchscreen, and second-row bucket seats, “spaceship” was a common refrain. Jet-like, spaceship-like…either one works.

Quality of leather in the Lincoln was superb – the MKT uses leather from Bridge of Weir, a Scottish company that was the original supplier of leather for the Model T and the 1951 Lincoln Continental. Only 20 production cars today use Bridge of Weir leather, including the Lincoln MKS sedan.

The second row is dominated by the flow-through center console, a piece that extends from the center stack of the vehicle to a bit behind the bucket seats. From above, the view is particularly striking. The rear is as sumptuous a place as the front, with the seats heated or cooled to your liking. Simply put. the experience is as luxurious as they come.

If there is a complaint back here, it would have to be space. Unfortunately the dramatic rear roofline renders the third row seating pretty much a kid-only zone. However, the same can be said for most similar vehicles on the market, albeit for different reasons (like legroom). At first the second row appears small due to the unique design and black color. That is not the case though, as space in all directions is generous.

At night the interior comes alive, with ambient lighting illuminating the front cup holders, footwells and the front and rear door panels. A button on the dash can cycle through the various colors or turn off the ambient lighting entirely if you so desire. Pictures of the night lighting can be found in our CarThrottle gallery of the MKT photo shoot.

OK so we’ve covered the exterior and the interior, but what about the driving experience? The MKT doesn’t drive like the huge crossover it is. As can be expected, the EcoBoost engine dominates the experience. This is a gem of an engine – quiet, refined and powerful.

355hp of direct-injected, twin-turbocharged V-6 power that moves the near 5000lb MKT to the 60 mph mark in a scant 6.1 seconds (as quoted by Car & Driver). That is incredible! Perhaps best of all, power delivery is instantaneous. It has truly lived up to the hype surrounding the motor, which is difficult to do.

There is more to a driving experience than just the engine though. Here as well, the MKT excels at offering more than just straight-line power. No one is expecting this to be a sportscar, but past Lincolns have had the tendency to wallow.

At nearly all speeds the MKT feels composed and confident, with a taut (but never punishing) ride quality. With handling tested at speed, there was a minimal amount of body roll. This was quite a surprise! For a three-row luxury crossover, it’s hard to expect any more.

Technologically, the MKT is at the cutting edge. This is another area where Lincoln and other American manufacturers have been lagging. That gap has been erased, as the MKT (and MKS and MKZ as well) illustrates. The 8-inch touchscreen is the centerpiece of the Lincoln’s interior, housing controls for the radio, climate system, Sirius Travel Link and if so equipped, the Navigation system.

The user interface is top notch and very easy to use. The MKT also offers a lot of the functions on the screen to be accessed by buttons on the dash for quick access. Ford’s collaboration with Microsoft, SYNC, works great with my iPhone, enabling handsfree calling and music playback through the speakers via Bluetooth.

Some of the standard or available features on the MKT include Active Parking Assist, laser-guided cruise control with collision warning and brake support, Blind Spot Information Mirror (BLIS®) with cross traffic alert, optional THX II® Certified 5.1 Surround Sound System and a rear view camera system.

The MKT was a definite surprise in its four day stay with CarThrottle. While space in the third row and behind it wasn’t cavernous, the same can be said for nearly every vehicle in this segment. At around $58k as equipped the MKT isn’t cheap either, but it isn’t intended to be. The MKT offers features that the competition doesn’t, like cooled seats in the second row and a refrigerator, as well as V8-like power with V6-like fuel economy from EcoBoost.

I haven’t had a chance to evaluate it for comparison purposes, but a similarly equipped Audi Q7 will run you closer to $70K. The Q7′s fuel economy is also much worse; on the MKT I averaged around 18.8 mpg (and that’s while testing) in a mix of city and highway driving.

For many, a crossover makes sense – a similarly equipped luxury sedan (like the MKS, for instance) will be priced similar to the 2010 Lincoln MKT. With the MKT you get added utility and the ability to carry more people.

As such, the MKT proved itself to be a capable, luxurious vehicle that just so happens to offer more utility than a sedan. For anyone looking for a luxury crossover, putting the MKT on your list is a must. I highly recommend it! Oh and by the way, did I mention EcoBoost?

2010 Lincoln MKT Image Gallery

For an automotive journalist, nothing quite compares to the experience of stepping into a vehicle, turning the key (or in this case, pressing a button!) and experiencing it for yourself. There is a particular excitement in testing a new model. As such, taking delivery of the Steel Blue Lincoln MKT tester is a unique experience.

Most of the vehicle tests I have conducted have been on a new entrant into the marketplace, but with the chance to see in person first. The Lincoln MKT is not yet in dealerships, so this is the first opportunity to see it in the metal. And at first glance, the Lincoln MKT doesn’t disappoint.

The MKT Concept was no doubt a high benchmark to live up to in a production vehicle. On the exterior, while the production vehicle loses some of the concept’s simplicity, it hews close to it and retains much of its character. Originally I was disappointed when I first saw the production version. It’s clear though that pictures (particularly the press photography) do not do the car justice. The MKT Concept remains my favorite, but the production MKT made the transition well.

Performance wise, the MKT is a shocker. EcoBoost, EcoBoost, EcoBoost! It really is as good as people have been saying. The EcoBoost technology is being applied across the Ford lineup, after it first saw duty in the Lincoln MKS. The EcoBoost engine in the MKS is the first direct injected twin-turbocharged engine to be produced in North America.

Throttle response is excellent, with no turbocharger whine whatsoever. Current average mileage reading is coming in at about 19.1 miles per gallon, a no doubt impressive figure. Lincoln quotes mileage of 16 city/22 hwy, and the 19.1 figure includes a mix of both city and highway driving.

The interior gives off a jet-like impression – this isn’t standard Lincoln fare. Sporty and well designed, it is a technological tour de force. Given the fact that American luxury interiors have been lagging, this is a welcome change.

My loaded Lincoln MKT tester was outfitted with the aluminum trim option. While certainly fitting with the overall sports aura of the MKT, my personal preference would be for the walnut wood trim. With that trim, I think it would take the interior up a further level in upscale ambiance. Spaceships might not have wood, but luxury jets do.

My initial impressions after spending a little over 24 hours with the MKT are very good. More thoughts and comprehensive information are on the way in the official road test/review – stay tuned for more!