2015 Lincoln MKC
The newest target for the crossover craze is small luxury utilities. Auto makers can’t seem to bring them to the market fast enough to satisfy a public hungry for luxury in a small yet versatile package. The most recent brand to plunge into the mix is Lincoln, with the compact MKC. Let’s see if this latest Lincoln can help the brand “escape” their current also-ran status and head back to prominence.
With their last few all-new vehicle launches, Lincoln has made a big deal about that particular model being the one to reverse a decline in sales and image. Well indeed, things are finally starting to look up this year on both counts and their latest, this 2015 MKC will certainly help further the cause.
This compact, premium utility is without a doubt the right vehicle at the right time; as small luxury utes are springing up everywhere, and people are just as eagerly snatching them up. And it doesn’t take much time behind the wheel to discover that being incredibly quiet and ultra-comfortable were clear priorities in this design. Long distance cruising is where the MKC’s ride really shines.
Lincoln Drive Control includes Continuously Controlled Damping and the usual Comfort, Normal, and Sport modes to tailor your driving experience. Perhaps surprisingly, handling is on par with its primary European rivals, yet the ride remains smooth and controlled no matter the drive mode setting.
It’s all turbo-4, all the time, under the hood of the MKC. You choose whether you want the boost coming from the Escape’s 240-horsepower 2.0-liter EcoBoost or a new 2.3-liter EcoBoost that outputs 285-horsepower and 305 lb-ft. of torque.
We spent all of our early drive time around Santa Barbara, California in a 2.3 and found it to be super torque-y feeling and spirited around town. But once the roads got more interesting, it and the 6-speed automatic transmission didn’t always seem to be on the same page, as there was occasional hunting for gears and power. All-wheel-drive is standard with the 2.3 and available on the 2.0. Torque Vectoring Control is standard on all.
Lincoln didn’t release a 0-60 time, but the 2.3 should just best the Escape 2.0s 7.0-seconds. Towing capacity is actually greater with the 2.0-liter, but at 3,000-pounds it’s still rated 500-pounds less than in the Escape.
Like the MKZ sedan, the trans is controlled by push buttons on the dash. It works fine, unless you’re in a hurry doing 3-point turns, as there is some lag time between Drive and Reverse.
It’s lux to the max inside, as most materials are both good to look at and touch. With the possible exception of the center stack, where function appears to overcome form. But kudos to Lincoln for actually adding buttons and knobs to the Sync with MyLincoln Touch interface.
Front seats are large and comfortable and just about every current tech feature you can think of is available. Rear seats are equally comfortable and the space is pretty roomy for a compact. As for storage, cargo volume is also less than the Escape at 25.2 cubic-ft. behind the 2nd row, expanding to 53.1 cubic-ft with the standard 60/40 split-folding seat backs lowered.
Wow factor features include an epic panorama Vista Roof, and approach detection with cool but gimmicky welcome mat lighting.
The same can be said about the highly sculpted exterior. It looks cool and very athletic, yet also a little attention-seeking.
The MKC obviously shares the Ford Escape’s chassis, but body panels are more smooth and classy than edgy. Upper bodylines are reminiscent of the Hyundai Santa Fe. Out back, the full width tail lights and unique wraparound lift gate give the appearance of a road-going, art deco toaster.
The retro split winged grille is back, and here less objectionable, though none of our crew appreciated the tired 90’s gray cladding that encircles the MKC.
Taking self-parking to the next level is Park Out Assist which helps guide the driver out of tight parallel parking situations.
Government Fuel Economy Ratings for the 2.3 are 18-City, 26-Highway, and 21-Combined with Regular gas. Making the Energy Impact Score very much average for all vehicles at 15.7-barrels of annual oil consumption with CO2 emissions of 7.0-tons.
Base pricing of $33,995 is probably the best news yet, as that is significantly less than most rivals. But stepping up to the 2.3-liter requires a more considerable investment. Technically, it’s only about 11-hundred dollars more, but as for now, Lincoln requires you to also step up to Select trim, which brings your total to $40,860.
And that’s where things get muddled for the entire small luxury crossover segment. When you hit that 40K mark, there are quite a few larger options out there. Still, among its smallish peers, the 2015 Lincoln MKC stacks up well as it is a very nimble, well-crafted piece. And, it will certainly do its part on putting the Lincoln brand back on track.
Specifications
- Horsepower: 285
- Engine: 2.3-liter
- Torque: 305 lb-ft.
- 0-60 mph: 6.8 seconds est.
- EPA: 18 mpg city/ 26 mpg highway
- Energy Impact: 15.7 barrels of oil/yr
- CO2 Emissions: 7.0 tons/yr
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.