Lincoln has been working to get their luxury mojo back for a while, but up to this point it has tried to sell models a half-step larger to luxury shoppers. That meant a major value proposition, but engineers often skimped on luxury to keep prices low. The MKC is an entirely different animal however. This Lincoln is essentially the same size as the Lexus NX and Mercedes GLK. Although the MKC is finally the same size as its competition, it marches to a different drummer, and after a week I finally realized something. It’s refreshing to have something different.
Lately, BMW has been accused of answering questions nobody was asking. Looking at things a different way, however, BMW has taken personalization of your daily driver to a level we haven’t seen before by making an incredible number of variations based on the same basic vehicle. Once upon a time, BMW made one roadster and three sedans. If you asked nicely, they would cut the top off the 3-Series, add a hatchback, or stretch it into a wagon. If you look at the family tree today you’d see that the 2-series coupé and convertible, X1, X3, X4, 3-Series sedan, long wheelbase sedan, and wagon, 3-Series GT and 4-Series coupé, convertible and gran coupé are all cousins. (Note: I didn’t say sisters, but they are all ultimately related.) That’s a product explosion of 400 percent since 1993 and we’re talking solely about the compact end of their lineup. You could look at this two ways. This is insanity, or this is some diabolical plan. Since sales have increased more than 300% since 1993, I’m going with diabolical plan.
We’re all familiar with the Mercedes-Benz GLK, from its new-for-2010-looks-like-2002 exterior to its “they want how much for this?” interior. But the fourth model year is MCE time. Mid-cycle, has Stuttgart enhanced its compact crossover enough that previous rejecters should reconsider it?
Despite what Frank Greve might tell you, some automotive journalists (well, automotive writers anyway. Car writers. Hacks.) don’t have gleaming new cars dropped off curbside, with caviar and champagne in the cupholders and an eight-ball of coke in the glovebox. Instead, a jobbing freelancer such as myself usually has to hoof it on the ol’ public transit network to wherever the fleet cars are kept, staring out the window at people picking their noses in Toyota Corollas and pretending not to notice the pressure on my thigh as the portly, odiferous gentleman on my left overflows his seat.
This time though, BMW being so far out of the way, I grabbed a lift from a friend in a track-prepped, bright orange Lotus Elise. I have never indulged in methamphetamines, but now I no longer need to: never mind road feel, that car was effectively fifteen miles of licking the tarmacadam.
After such a Habanero sorbet, the drive back in the BMW was fairly muted. Ho-hum, another big heavy heffalump with a fancy badge on the nose and an options pricing list that reads like the GDP of Belgium. Right? Next morning at the on-ramp: um, actually no. This thing’s a rocket.
With the 2004 X3, BMW offered a compact SUV a half-decade ahead of other German car manufacturers. So not long after Audi and Mercedes have introduced their first such vehicle BMW has an all-new second-generation X3. The first-generation X3 had its strengths, but its weaknesses tended to outweigh them, especially in the U.S. market. The larger X5 has outsold it on this side of the Atlantic many times over despite a higher price. Has BMW learned enough in the past seven years to address these weaknesses and keep ahead of the new competition?