Lincoln MKZ 2007

In the past, Ford carefully selected the roads on which media could test drive its new products, particularly Lincoln models that were not known for their road-handling attributes.

But the auto maker clearly has more confidence in the MKZ’s prowess, as demonstrated by this test drive on the infamous “Tail of the Dragon,” an 11-mile (18-km) stretch of road here that contains 318 challenging turns.

As sport bikes and slammed Miatas speed through the winding mountainous roads at blazing speeds, our all-wheel-drive MKZ holds its own, hugging corners and providing road feedback usually associated with German sport sedans from BMW AG and Audi AG.

The 3.5L performed well, pulling the MKZ up steep inclines with ease. Nevertheless, more low-end torque would have been appreciated, especially when accelerating hard out of curves.

Despite its few shortcomings, the 3.5L mill is a vast improvement over the 3.0L V-6 that powered the Zephyr. The new engine is so good, it recently was named one of Ward’s 10 Best Engines for 2007.
MKZ midsize sedan expected to draw new generation of customers to Lincoln.


Handling is head-and-shoulders above Lincoln sedans of the past, as engineers set out to make the MKZ a true “driver’s car.”

To improve handling over the Zephyr, while still maintaining the semi-cushy ride most Lincoln buyers expect, engineers tweaked the chassis by revising the steering-boost curve, increasing spring rates, upsizing anti-roll bars and increasing damping force. Rebound springs in the front dampers also reduce harshness.

“Defining the Lincoln brand is about getting a balance of refinement and performance at the same time,” Chief Engineer Jim Baumbick says. “A lot of cars in the segment, in terms of balance, go in one direction – aggressive, sporty and what have you.”

The MKZ is the first AWD car offered by Lincoln, which expects a 50% take rate that will be heavily skewed toward snow-belt regions. The AWD option shows Ford brass is willing to shake things up in order to spur sales.

The MKZ’s powertrain configuration provides decent fuel economy, with Environmental Protection Agency ratings of 19/27 mpg city/highway (12-9 L/100 km) for the front-wheel-drive version and 18/26 mpg city/highway (13-9 L/100 km) for AWD models. An added bonus is Lincoln’s recommendation of regular 87-octane fuel.

True to Lincoln’s stated goal to boost refinement, the MKZ is quiet. Noises from the outside world nearly are imperceptible due to extensive use of sound-dampening materials, a strategy being employed throughout the new Lincoln lineup.

Adding to the noise reduction is the steering gear, which now is mounted to the front perimeter subframe, reducing noise and vibration levels and providing greater road feedback.

Peter Horbury, Ford North American executive director-design, says the interior of the MKZ is meant to evoke the approach people take in “decorating their homes” or “designing their wardrobes.”

MKZ customers who prefer wood trim are offered a choice of a dark or light shade. Lincoln officials says they conducted a study that reveals younger buyers prefer the light hue, while older consumers gravitate to the dark shade.

Mazda CX-9

“(The CX-9) offers a colorful and dynamic character that is fitting for the North American wilderness,” Hideki Suzuki, chief designer for the CX-9 and general manager-product design studio, says at the vehicle’s press introduction here.

“It is a prestigious and emotional crossover SUV.”

Riding on an expansive 113.2-in. (287.5-cm) wheelbase, with overall length, height and width measurements of 199.8 in. (507.5 cm), 68.0 in. (172.7 cm) and 76.2 in. (193.6 cm), respectively, the CX-9 is considerably larger than any of the various Mazda and Ford Motor Co. products that have donated their underpinnings for the new CUV.

On the surface, the CX-9 shares similar structural characteristics with the CX-7 and Ford Edge and Lincoln MKX CUVs.
Mazda CX-9 embodies sleek, elegant design and backed by 263-hp Ford V-6.


However, it actually is a unique platform derived from several models, including the Mazda6 (main front structure and rear multi-link suspension), CX-7 (MacPherson strut front suspension and all-wheel-drive system), Mazda5 and MPV (rear structure) and the Edge (engine box and drivetrain tuning).

Ford’s Duratec 35 3.5L DOHC V-6, rated at 263 hp and 249 lb.-ft. (338 Nm) of torque, also is used in the CX-9. However, as in the CX-7, it is mated to an Aisin AW-supplied 6-speed automatic transmission vs. the Edge’s Ford/General Motors Corp. co-developed 6-speed gearbox.

Overall city/highway fuel economy is rated at 18/24 mpg (13.1-9.8 L/ 100 km) for front-wheel-drive models and 16/22 (14.7-10.7 L/ 100 km) with AWD, Mazda says.

Outside, the CX-9’s low-profile silhouette treads the line between traditional station wagon and CUV very well, offering just enough masculinity to assure onlookers it is no minivan. Helping to do that are the optional 20-in. 10-spoke alloy wheels, which offer a more aggressive, proportioned stance than the standard 18-in. units.

The styling represents Mazda’s corporate design language and can best be described as refined and elegant, with minimal flash complementing an earth-toned palette of darker exterior hues. Chrome trim strips grace the side windows and front and rear fascias, with dual, trapezoidal stainless-steel exhaust outlets serving as the most aggressive aspect of the design theme.

But it is inside the cabin where Mazda spent most effort and where the CX-9 excels.

Three rows of seating are a prerequisite for most new models in the growing CUV segment, and the CX-9 makes good use of its cavernous interior for just that. The generous 2-person back row offers class-leading legroom, the auto maker says, with comfort further enhanced by a 60-40 folding and reclining second row that slides 5 ins. (12.7 cm) fore and aft.

Getting in and out of the third row is surprisingly easy, thanks to the sliding middle seat and wide rear door openings. Once situated, even lanky adults should find ample room for moderate-length jaunts.

In addition, the CX-9 serves up an impressive 17.2 cu.-ft. (487 L) of rear cargo space with the third row in use, growing to 100.7 cu.-ft. (2,652 L) when all rows are folded flat into the floor – competitive, but less than most traditional minivans and other large CUVs, such as the Saturn Outlook, GMC Acadia and Buick Enclave triplets.

For a family vehicle starting under $30,000, the CX-9’s fit-and-finish and attention to detail are more than satisfactory, if not encroaching on near-luxury segment levels.

Jeep Patriot

Its pedigree is obvious at first glance. With its body-color, 7-slot grille and straight-edged side panels, Patriot’s 2-box design recalls the slabby but almost-iconic Jeep Cherokee midsize SUV that enjoyed a marketplace run spanning two decades, until it ended in 2001.
Patriot lacks crisp acceleration on-road.


Other notable cues include slightly exaggerated fender flares. They help retain Jeep’s trademark trapezoidal wheel-well shape and complement the cross/utility vehicle’s high belt line.

With an overall height of 65.7 ins. (167 cm), Patriot is slightly taller than its pudgier Jeep platform-mate, the Compass. The latter was developed to capitalize on strong focus-group response from women, while the Patriot’s straightforward design played better with men.

Of the two, Patriot clearly seems more fetching.

Though trimmer to the eye, it is marginally larger than the clumsy-looking Compass. Patriot boasts a length of 173 ins. (440 cm) and a width of 69.1 ins. (176 cm).

Both CUVs share a 104-in. (264-cm) wheelbase.

Access and egress is effortless, while the driver’s sightlines are unencumbered by Patriot’s compressed greenhouse. Both of these attributes benefit from Patriot’s command-seating position.

Legroom is more than adequate, front and rear, with dimensions of 40.6 ins. (103 cm) and 39.4 ins. (100 cm), respectively. Concave front-row seatbacks afford rear passengers a little space to stretch.
Touch points lack tactile satisfaction.


And for occupants not paper-trained, there is YES Essentials stain-resistant, odor-fighting, anti-microbial upholstery from Milliken Automotive. This $250 option goes well with the cargo compartment’s rubber mat, which features a rugged diamond-plate pattern.

With its rear seats folded down, Patriot’s cargo volume grows from 23 cu.-ft (0.65 cu.-m) to 54.2 cu.-ft. (1.54 cu.-m), more than enough to accommodate a large kennel.

The instrument panel is stylish and well organized, but the proliferation of plastic is a major bone of contention. Not the quantity of plastic, but the quality.

'07 Dodge Sprinter

For ’07, Dodge offers consumers more variations of the popular Sprinter, which saw a sales increase of 26.8% to 2,475 units in Canada last year vs. like-2005, according to Ward’s data. In the U.S., Sprinter posted an 11.7% increase of 11.7% on 21,961 units in 2006 compared to prior-year.

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The new Sprinter can be had in three lengths: 233 ins. (592 cm), 273 ins. (693 cm) and 289 ins. (734 cm). There also are two new wheelbases: 144 ins. (366 cm), 170 ins. (432 cm) or 170 ins. extended with a 15-in. (38 cm) longer overhang, which Dodge says is longest in its class.

The ’07 Sprinter is powered by a 3L V-6 turbodiesel mill that produces 154 hp and 280 lb.-ft. (380 Nm) of torque. The new engine replaces a 154-hp 2.7L I-5.

“This fuel-saving Mercedes-built diesel engine is another step in DaimlerChrysler’s diesel offensive,” says George Murphy, senior vice president - Global Brand Marketing, Chrysler Group. “It’s the first time a diesel particulate filter been fitted as standard in Sprinter’s weight class.”

A 3.5L V-6 high-performance gasoline mill that cranks out 254 hp and 250 lb.-ft. (339 Nm) of torque will be available in the U.S.

Both engines will be mated to a 5-speed automatic transmission.
'07 Dodge Sprinter van is longer, wider and taller than its predecessor.


Also for ’07, Dodge is offering three interior roof height options: standard, 65 ins. (165 cm); high, 76 ins., (193 cm); and mega, 84 ins. (213 cm).

“For these (Sprinter) customers, the ability to stand up in their vans is absolutely critical,” Murphy says of the decision to offer height variants.

New standard features include power windows and locks, integrated wide-angle mirrors, halogen headlamps, 16-inch wheels, tilt- and height-adjustable steering wheel, CD radio, one-touch triple flash function turn signals, and electronic stability control. Related Stories
New Sprinter Van Coming in March



The success of Sprinter, which bowed ’01 under DaimlerChrsyler AG’s Freightliner brand, has spurred speculation that Ford Motor Co. is readying a North American debut of its Transit work van, currently available in European and other foreign markets.

Should Ford decide to bring its Transit to North America, it wouldn’t necessarily be detrimental to Sprinter’s ongoing success, says Reid Bigland, President and CEO – DaimlerChrysler Canada.

“I’ve heard them (Ford) talk about that for the last 8 or 9 years,” Bigland tells Ward’s. “If they come with the Transit, I think you’ll see the segment size grow, which for me is good for both of us.”

The ’07 Dodge Sprinter Cargo Van bases at $31,290, while the Sprinter Passenger Van is $33,490. Both prices include $980 for destination. Both models go on sale this spring.

2007 Dodge Avenger

The car’s top-line 235-hp 3.5L V-6 offers tepid throttle response and uninspiring acceleration from a standing start. In short, it looks faster than it is.

And that is the delicious part.

The Avenger is a mainstream sedan with attitude – unabashed, confident and slightly sinister American attitude with available 18-in. chrome-clad wheels. For less than $19,000.

Ford Motor Co. gets credit for restoring Yankee pride in the excitement-starved sedan segment with last year’s launch of the Ford Fusion. And Chrysler Group took a step in this direction with the blingy ’07 Chrysler Sebring.

But Avenger goes all the way. Related Stories
Avenger to Start Below $19,000
SRT Avenger Plausible, Chrysler Says



Chrysler took heat because its redesigned Sebring is not the “baby 300” market observers expected. The auto maker blames the inherent proportions of Sebring’s front-wheel-drive architecture.

The Avenger, however, succeeds as a “baby Charger.” Its pronounced wheel arches and that captivating curve cutting into the rear doors mitigate the dowdiness that comes with the requisite overhangs of FWD architectures.

And while the powertrain’s relative shortcomings only fuel aspirations for a future SRT edition (likely with all-wheel-drive), it will not disappoint as a daily driver. According to the latest fuel economy rating system, Chrysler promises the V-6 will deliver 16 mpg (14.7L/100 km) in the city and 26 mpg (9L/100 km) on the highway.

The base 2.4L I-4 World Engine is rated at 21 mpg (11.2L/100 km) and 30 mpg (7.8L/100 km), while the mid-range E85-compatible 2.7L V-6 offers 19 mpg (12.4L/100 km) and 27 mpg (8.7L/100 km).
Avenger borrows this design cue from Dodge Charger.


For a performance-oriented feel, the 3.5L V-6 boasts Chrysler’s Auto Stick manual-mode feature that affords ready access to satisfying mid-range torque through a new 6-speed automatic transmission. Peak torque of 232 lb-ft. (315 Nm) is available at 4,000 rpm.

The only real compromises are in the vehicle’s interior. While roomy and outfitted with comfortable, supportive seating, many touch points are second-rate. Window switches are loud and directional rear-seat light-emitting diode dome lights – while an inspired feature – are wobbly and portend durability problems.

But with the swagger this car shows on the road, there is no need for an Avenger owner to look away in shame when the valet asks, “Which car is yours?” Stare ‘em straight in the eye and say, “The Avenger.”