Until the 1940s Lincoln were large, expensive, custom-built cars. And even in the decades since they have generally been a distinct cut above any related Ford.

But the Ford Motor Company has fallen on hard times, and the plans of just a few years ago to take Lincoln further upmarket have been tossed.

Instead, we have new Lincolns like the MKX, which shares a powertrain, a chassis, and much of its exterior sheetmetal with a Ford, in this case the Edge.

The MKX costs a few thousand more than a similarly equipped Edge. Is there enough here to justify the extra outlay? I took one for a test drive to find out.

The Name

Normally I don't discuss cars' names. But the MKX was going to be called the Aviator until someone at Ford decided that all future Lincolns would have three-letter names, and that the first two letters would always be "MK."

This is a recipe for confusion. Alphanumerics are bad enough, but to distinguish between models with just the last letter in a name? A future sedan will even be called the MKS. And "X" and "S" sound alike. Furthermore, as Acura's lawyers have been pointing out, a major competitor is the MDX.

They ought to have stuck with Aviator.

Styling

The MKX has the same roly-poly short overhang toy SUV shape as the Edge. A bit bland compared to the Nissan Murano it otherwise emulates. But the stance is purposeful, and people seem to like the Edge/MKX much more than they have Ford's previous attempt at a crossover, the more wagonish Freestyle (soon to be Taurus X). People apparently do not want their crossovers to resemble wagons, instead preferring the more upright, stubbier proportions of an SUV.

The Lincoln is distinguished from the Ford via distinct end treatments. An eggcrate grille covers an unusually high proportion of the nose. I did not think I'd like this, and do not like the same concept applied to the Navigator, but on the MKX I find myself liking the nose more and more every time I see it.

The MKX' tail lamps are bridged by a full width LED panel. Some love it, some hate it. It works for me.

The overall exterior appearance is suitably upscale, suitable for comparison with the Acura MDX and Lexus RX.

Inside the MKX is fitted with an updated version of a Town Car's interior. There's no doubt you're sitting in a Lincoln. As in the MKZ sedan, the cream interior strikes me as both a much and a bit old, but the dark interior is still sufficiently distinctive and livable. Unlike in some competitors from higher status brands, the wood trim is the real deal.

Accommodations

The first thing I notice upon taking a seat in the Lincoln MKX is that the leather seat cushions, unlike the cloth ones in the Ford Edge, are unusually firm, even hard. This is certainly unexpected in a Lincoln. Otherwise they're passable, but nothing special.

The driving position is similar to that in the latest Acura MDX. So sit well above the ground, but low relative to a tall instrument panel (as SUVs go; you're still a bit higher above the panel than in the typical car). The instrument panel is deep, but unlike the even deeper panel in the Nissan Murano avoids minivan connotations.

There's plenty of room in both rows, with wide footwells and a relatively low center console. This is a clear difference from a similarly-sized truck-based conventional SUV. The rear seat has 40 inches of rear headroom and rear legroom, in each case about four inches greater than the minimum required by the average adult.

Second row comfort is mixed. The seat itself has some contour to it, not something you can count on in an SUV. And it can be reclined. But like the rear seat in many SUVs it's a bit closer to the floor than I'd prefer. This restricts the view forward and leaves adult thighs unsupported.

As in the Lexus RX and Nissan Murano, but unlike the Acura MDX, no third row is offered in the MKX.

At 32 cubic feet with the second row up and just under 70 cubic feet with it folded, the MKX' cargo space is close to the average for compact SUVs, about about ten cubes short of the midsize SUV average. Still plenty for most uses.

On the Road

The MKX is powered by Ford's all-new 265-horsepower 3.5-liter V6. This is about average for the class these days, and adequately powerful even considering the MKX' above-average 4,200-pound curb weight (4,400 with all-wheel-drive). The engine doesn't distinguish itself in any way, good or bad. Even with front-wheel-drive torque steer is minimal.

The new V6 is paired with a new six-speed automatic. The shifts aren't imperceptibly smooth, as they are with some automatics these days, but neither are they jarring. The abundance of ratios means that the engine's powerband is always within reach. Unlike in most competitors, this automatic has no manual shift mode. No biggee, as (except in advertisements) the MKX is not pretending to be a sports car the way many SUVs do these days.

Handling is decent at low speeds, with moderate lean and understeer in turns, but gets mushy at higher speeds. Quick lane changes at 50 miles-per-hour provoke some rear-end sway, and the MKX simply doesn't feel as "tied down" as its sportier competitors. That said, the handling is easily good enough for how the great majority of SUV buyers drive, and is easily a match for that of the Lexus RX.

As in the Fore Edge, but to an even larger extent, the suspension tuning favors ride quality. The ride is about the smoothest and quietest I've experienced in a crossover. This provides an excellent environment for one of the MKX' clear strengths, the 600-watt 14-speaker THX sound system. Normally I wonder about the value of a $995 sound system, but even my undiscriminating ear thought this one could well be worth the price, and then some.

As in a number of upscale SUVs these days, the sunroof on the MKX is unusually large. Though it retracts above the roof, even at highway speeds wind noise was well within comfortable limits. The engineers spent a lot of time refining this option.

Lincoln MKX Price Comparisons and Pricing

All in all, the Lincoln feels a bit cushier (except for the front seat cushions), is a bit quieter, and has a more upscale appearance than the related Ford Edge. Does this justify its higher price?

First off, how much higher is the price. My site, TrueDelta.com, provides thorough price comparisons. It finds that the MKX is about $4,700 more than a similarly equipped Edge at MSRP, and about $3,800 more at invoice. On the one hand, this price premium seems a bit much. On the other, Toyota charges about $10,000 more for a Lexus RX than it does for the related Toyota Highlander. Since the RX and Highlander are more fully differentiated, this suggests that the extra money for the MKX is about right.

The Lincoln MKX is priced about $1,800 below an Acura MDX when it is optioned up to the Acura's standard equipment level. The gap is only about $1,000 at invoice. Adjust for the Acura's additional standard features, including $600 for a third row seat, and the two are about even at MSRP and the Acura is actually about $600 less at invoice. Other Acura extras include Bluetooth, xenon headlamps, and a power tilt-and-telescoping steering wheel. In it's favor, the Lincoln has a larger sunroof and real wood.

In this context, the Lincoln's price is again looking a bit high.

Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the Lincoln MKX:

http://www.truedelta.com/models/MKX.php

Last Words

The MKX has a few attractive features and, despite the shared sheetmetal, a dinstinctive look. In general it provides the quiet competence many people are probably looking for in an upscale crossover. It's easier to get excited about the Acura MKX, with its more powerful engine, optional trick shocks, and performance-oriented all-wheel-drive system. But for those simply looking for a relaxing commute and for a more upscale look and interior ambiance than they'll find in the related Ford Edge, the MKX should fit the bill nicely.

Is it worth the extra $3,800 or so over an Edge? Almost, but not quite, if only because this pricing places it a bit close to Acura's MDX.

And what does this mean for the Lincoln brand? That it's essentially becoming an American Lexus, but without the leading-edge features found in the Japanese brand's cars. Which also happens to be the mission and strategy of Buick over at GM. Cadillac attempts to lead and do its own thing, while Buick emulates. It's somewhat sad to see Lincoln emulating rather than leading, but this could end up being the more profitable course for Ford to take with its premium domestic brand.

A Note on Lincoln MKX Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy an MKX rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Lincoln MKX reliability comparisons.

Before I can report results, I need reliability data on all cars--not just the MKX--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

Some of my reviews of related vehicles:
Acura MDX review
Cadillac SRX review
Lexus RX 330 review
Mazda CX-9 review
Volvo XC90 V8 review