If you can get along with 6-way power front seats rather than 10-way ones, and a manual liftgate as opposed to a power one, you might just want to consider choosing the Edge while pocketing the several thousand bucks exercising such restraint will save you. If the Lincoln luxury cachet, however, is a must have for you, the MKX is the way to go.
The MKX does look a tad more luxurious than the Edge, inside and out. Although much of the sheetmetal is the same, the snouts and tails represent some real differences. This is particularly true of the rear-end treatments. Here MKX with its taillight strip crossing the entire width of the tailgate certainly looks more upscale than Edge. Likewise a dollop of extra brightwork and some wood trim gives the MKX cabin a richer look than the interior of the Edge.
However the result of this bit of badge engineering razzle dazzle is sister crossovers where similarities far outweigh differences. Under the hood of each, for example, labors a 265-horsepower 3.5-liter V6. The same six-speed automatic transmission hustles engine production to either the front or all four wheels in both vehicles. OK in the Edge, but a notable omission in the up-market MKX is the lack of a manual-shift mode offering the driver the choice of picking shift points himself. Opting for all-wheel drive in either the Edge or MKX will set you back an additional $1,850.
Not surprising, using the same V6 and automatic tranny produces identical EPA-estimated fuel economy. For FWD versions the EPA numbers are 18 mpg in the city and 25 mpg on the highway. The the Cadillac SRX and Lexus RX 350 post similar EPA mileage stats. Scrubbing off some the efficiency of an MKX so equipped, the added pounds of AWD reduce the EPA estimates to 17 mpg in the city and 23 mpg on the highway. All of these numbers are at least 1 mpg better than in 2009.
Going about its work quietly, the V6 will probably leave performance-oriented drivers wishing for more. It's not that it is sluggish when the red light goes green; it manages to keep up with traffic just fine. However it is more of a cruiser than a sprinter. This is particularly apparent when attempting to pass another vehicle while at speed.
In tuning the four-wheel independent suspension, Lincoln has given the nod to comfort. Ride quality trumps acute handling. The MKX feels very much like a big sedan with a suspension that soaks up most surface imperfections. MacPherson struts in front and a multilink setup in the rear are the main components. Stabilizer bars on both ends tie together each side of the suspension and help minimize body roll. There is still some sway when speeding around corners, but it's not excessive. MKX rides on 18-inch alloy wheels and rubber.
Offering the full battery of related safety features, the antilock system overseeing the four-wheel ventilated disk brakes includes traction control, stability control, electronic brakeforce distribution and emergency braking assist.
In a contest of the tape, only the half inch of extra front-seat legroom in the SRX is an advantage for the Cadillac over MKX. In nearly every other interior measurement the MKX exceeds its domestic rival. Rear-seat legroom is a generous 39.6 inches and only NBA players will need to remove their hats in a front seat with 40 inches of headroom. Pushing a button raises the power rear liftgate revealing 31.8 cubic inches of luggage space behind the 60/40 split, fold-down, reclining second-row seat. Folding that seat flat boosts cargo-carrying capacity to 69 cubic feet.
Up to five people can enjoy the amenity-packed cabin. Beyond the roomy accommodations, is a grocery list of standard content. There is only one well-equipped trim level. Included in the base price are a trip computer, eight-way heated power front seats with two-drivers memory, leather seating, full power accessories, six airbags, heated outboard mirrors, tilt-telescoping leather/wood steering wheel with redundant audio controls, dual-zone automatic climate control, and a six-speaker audio system with in-dash six-CD changer, satellite radio, auxiliary input jack, USB, and iPod integration. It also features the Ford Sync hands-free Bluetooth system.
A $995 THX II premium 5.1 surround-sound system adds seven speakers and a subwoofer to the audio set up. For $2,990 you can add the upgraded audio system and a hard drive-based navigation system with a 6.5-inch display, 10 GB hard drive for music and data storage, and a DVD player.
More polished than the interior in Ford's version, the MKX cabin is a pleasant mixture of leather, chrome accents and faux wood trim. Inviting and surprisingly supportive, the front seats offer better-than-average side bolsters and generous bottom cushions. Cascading down, the center stack contains controls for the audio, climate control and optional navigation systems before winding up at a spacious center-console storage bin with a padded armrest. Like the Edge, MKX uses a four-gauge -- two large and two small -- cluster to keep the driver informed; however, where the gauges are round in the Edge, they are square in the MKX.
Tasteful, competent and up-level, the MKX is enjoyable to drive. It may be a gussied up Edge, but if you prefer your transportation in a tuxedo rather than Dockers, MKX is your kind of ride.
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