hankjost

Charles, do you know what the engine and EV RPM's would be for driving at around 70-73 mph? Do you think that speed would stress the engine and EV motors?

This will be done on 2013 MKZ's by the dealer and will be standard on 2014 MKZ's. Includes increasing electric only speed from 62 mph to 85 mph. See article for more details. http://autonews.gasgoo.com/global-news/ford-plans-to-improve-hybrids-mpg-with-software-c-130717.shtml

Your cell phone may be interfering with the FOB if they are in the same pocket. I have this problem with my 2007 corvette, and it is a known issue.

Here are more details on the Consumer Reports Scoring. Upscale sedans: Hyundai Genesis (V6) 92 Toyota Avalon Hybrid Limited 86 Toyota Avalon Limited (V6) 85 Chrysler 300 Limited (V6) 83 Nissan Maxima 83 Lexus HS Hybrid 83 Acura TL 82 Lexus ES 300h 82 Chrysler 300 C 82 Lincoln MKZ Hybrid 82 Hyundai Azera 81 Lincoln MKZ 2.0 EcoBoost 81 Lexus ES 350 80 Buick LaCrosse (4-cyl., eAssist) 78 Dodge Charger (V6) 75 Buick LaCrosse (V6) 74 Ford Taurus Limited (V6) 64

Overall, I think it is a very positive review.

Here is a link and some text info. You may need to subscribe for the link to work. http://www.consumerreports.org/cro/lincoln/mkz/hybrid-4-cyl-cvt/road-test.htm Road Test Hybrid 4-cyl CVT The MKZ is the most appealing and well-executed Lincoln in memory. Its ride and handling rival that of a high-end European sports sedans, and it feels substantial. If you took a ride and were blind to identifying cues, you might mistake this car for an Audi. If it weren't for the frustrating MyLincoln Touch controls and some practical shortfalls, including compromised visibility, the MKZ might have been one of our highest scoring midsized luxury sedans. Nicely finished and quiet inside, the MKZ has comfortable seats, but rear-seat room and access are limited. Controls include a push button shifter, an unusual feature tried and abandoned by various carmakers over the years and that drew some complaints from our staff. Buyers can choose from four- and six-cylinder engines and front- or all-wheel drive, or a hybrid powertrain that's priced the same as the base four-cylinder and is available only with front-wheel drive. The turbocharged four-cylinder gasoline engine performs well, but fails to deliver the promised fuel economy benefits Lincoln claims compared to most competitors' V6 engines. An optional six-cylinder adds smoothness, along with $1200 to the bottom line. Fuel economy is an impressive 34 mpg overall with the Hybrid, but short of manufacturer claims. Why buy one: It's thoroughly enjoyable to drive, with agile handling, a supple ride, and a hushed cabin The Hybrid delivers impressive fuel economy for a plush luxury sedan, and costs no more than the base gas engine Sleek contemporary styling is a marked departure for Lincoln Why not buy one:The MyLincoln Touch control interface is frustrating, annoying, and distracting The sleek styling impairs visibility, room, and access Interior room isn't as generous as most competing luxury sedans Viable alternatives:Lexus ES is roomier and also offers a super-efficient hybrid, but it doesn't drive or ride as well Chrysler 300 has more space, simpler controls, and rides well, but is less agile Buick LaCrosse is roomier and has an excellent ride, but is less sporty to drive than the Lincoln. Its hybrid version is no match for the MKZ Hybrid's efficiency Ford Fusion Titanium rides on the same platform and equals the Lincoln's ride and handling, in a package that isn't as posh, but costs $5000 less Best version/options to get: We'd opt for the fuel-sipping hybrid, which, unlike many other hybrids, does not carry a price premium over the conventional gasoline powertrain. In terms of options, some of the most desirable features are only available as part of expensive packages, as is often the case. Go for the Reserve Equipment Group, which includes the rear camera and blind-spot monitoring to help with visibility. The massive $2995 retractable panoramic roof is nice, but pricey. It makes the more modest$1200 moonroof look like a bargain. The Driving ExperienceHandling: Surefooted and precise in corners, and with decent steering feedback, the MKZ has impressive handling and the agile feel of a sports sedan. The body stays on an even keel, and turn-in response is very prompt. No matter which powertrain you choose and with either front- or all-wheel drive, the MKZ is a treat in ordinary driving. At the track, the MKZ carved through corners with strong tire grip and predictable and secure behavior at its limits. Easy to correct and keep on course in spite of some eventual understeer, the MKZ performed well and posted a good speed through our avoidance maneuver. Ride comfort: The MKZ's ride is taut, supple and composed. Road imperfections are muted, and body motions are well controlled even when upping the pace. The highway ride is steady and serene, and ride quality is virtually the same overall with both Hybrid and conventional models. Drivers can choose Normal, Sport or Comfort settings for the suspension, although we found only slight differences between them. Noise: Electronic noise cancellation and good suspension isolation help make both Hybrid and conventional models among the quietest vehicles in their class. Slight wind noise stays well in the background. Our gasoline and Hybrid models both had quiet powertrains overall, with a faint hum from the EcoBoost turbo and some engine revving caused by the Hybrid's CVT under acceleration. Powertrain: Three engine choices are available. Most MKZs will have a 231-hp, 2.0-liter turbocharged four-cylinder engine, badged EcoBoost. That engine -- and the 188-hp, 2.0-liter hybrid powertrain -- are shared with the similar Ford Fusion. A 300-hp, 3.7-liter V6 is optional and exclusive to the MKZ. Front-wheel drive is standard; all-wheel drive is available, but only with gasoline powertrains. The EcoBoost engine provides decent response and good performance, with a 0-60 mph time of 7.4 seconds. Lincoln claims its turbocharged four-cylinder delivers better fuel economy and performance than the smoother standard six-cylinder engines offered by rivals in this class, but we found that isn't the case. We measured 23 mpg overall on regular fuel, which barely edges out the class-average 22 mpg achieved by most V6 competitors. And some, like the Lexus ES and Toyota Avalon, are more efficient, smoother, and quicker. If you want the performance and added smoothness of a six-cylinder in the MKZ, you'll have to pay an extra $1200 for the 3.7-liter V6. Four- and six-cylinder engines come with a six-speed automatic transmission. While it was mostly smooth in our 2.0-liter turbo test car, response was sometimes delayed or jerky, particularly going from first to second gear. Overall, it's not as smooth or responsive as some competing transmissions, particularly those with eight-speeds. Drivers can use steering wheel mounted paddles to select ratios manually; a Sport mode holds lower gears longer for better acceleration at a cost in fuel economy. The 188-horsepower, 2.0-liter four-cylinder hybrid would be our powertrain of choice, especially since it's priced the same as the base four-cylinder. This is a well-executed system, with very smooth transitions between electric-only and engine power. You can drive on battery power alone up to about 40 mph, as long as you use a light touch on the accelerator. The engine shuts off and automatically restarts seamlessly, both when stopped and when coasting at speeds up to about 60 mph. While the hybrid is slower from 0-60 mph than the 2.0-liter four-cylinder, its 9.2-second 0-to-60 time is still adequate, and it doesn't feel slow or underpowered when passing or merging. Hybrid fuel economy was an impressive 34 mpg overall in our tests. While that is 11 mpg short of the 45 mpg EPA number advertised, it is still excellent. It's also not as good as the 39 mpg we measured from the Fusion Hybrid (which has the same drivetrain), partly due to tire rolling resistance differences. As good as the MKZ hybrid is, the Toyota Avalon Hybrid is roomier, quicker, and gets an even better 37 mpg overall. The Hybrid uses a CVT instead of a conventional automatic transmission. Ratio changes are smooth and effortless. The hybrid system's ready supply of torque helps minimize the loud engine revving under acceleration, but the engine revs loudly when the pedal is pushed to the floor. In something of a modern take on an idea from the 1950s, both the six-speed automatic and the CVT are controlled by a push-button shifter. Mounted on the dashboard, the buttons aren't necessarily a deal-breaker but we still prefer a lever. They prohibit shifting by feel like you can with a conventional lever. This can be especially annoying when shifting between Drive and Reverse while parking. Some drivers also found the buttons a reach, but overall they are easier and more intuitive than some electronic shifters from BMW or Mercedes-Benz. Braking: We recorded some of the shortest stopping distances we've measured in the segment with the 2.0-liter EcoBoost MKZ. The stops were smooth and easy to modulate. The Hybrid version stopped only slightly longer on both wet and dry surfaces. The pedal felt somewhat touchy in the Hybrid, a side effect of the regenerative system used to help charge the hybrid battery. Hybrid models get a "Brake Coach" display that encourages smoother stops to reclaim more energy. Headlights: The MKZ is one of a handful of new cars with standard LED headlamps. Low beams are very bright, but provide only fair forward distance. High beams maintain the brightness and reach a very good distance. Inside The CabinInterior fit and finish: The center point of the plush interior is a sweeping dual-level console. Devoid of conventional buttons and knobs, its surface is glossy and smooth, with all controls operated either through the center screen, sliding touch controls, or by voice. The look is sleek and sophisticated, but functionality takes a backseat. Interior materials are luxurious and fitting for a car in this price range, but fall short of the best in the class. Some pieces and materials, like the metallic-look trim on the center console and the vinyl-wrapped door armrests, don't measure up. The console trim on one of our test cars was scratched and worn looking after only a few thousand miles. Our test cars also had some rattles, wide and uneven gaps between console pieces, and one was delivered with a broken glove box door damping mechanism. On the plus side, the dashboard and door panels are fully padded, the carpet is quality stuff, and the perforated leather seats are well-finished with lots of decorative stitching. A neat clamshell door covers the cup holders. Overall, the cabin is not up to the level of Cadillac or most German competitors, but it's still pretty good. Driving position: In spite of generous telescope-steering wheel and fore-aft seat adjustment, the MKZ's driving position feels more confining than you'd expect from an upscale sedan. There's plenty of head, leg, and shoulder room, but the tall center console wraps around and strongly defines the driver and passenger's individual spaces. Foot room is narrow, and the sweeping roofline and close windshield pillar add to the enclosed feel. Some drivers might not be able to raise the seat as high as desired before running out of head room, and we heard complaints that the safety belt positioning and limited adjustment made for uncomfortable rubbing. Visibility: Sleek styling makes the MKZ look great, but seeing out of it can be a challenge. Small side and rear windows, a left windshield pillar that seems to always be right in the driver's line of vision, and a center roof pillar that blocks the view to the left when changing lanes compromise visibility. The high rear package shelf and trunk lid limit the view to the rear. You'd expect a standard backup camera at this price, but one is only available as part of various option packages. We found it worked well. Blind-spot monitoring is also optional, and included with two higher-level equipment packages. It includes rear cross-traffic alert, which sounds an audible warning if a car is about to cross the path of your car while you're backing up. Seat comfort: Well padded and shaped, the MKZ front seats provide firm support even over long trips, but taller drivers may find them a bit narrow. Power adjustments, including a lower-back support, are standard. However, the lumbar adjustment does not adjust for height, something we've come to expect for this price. And it's a bit tricky to dial in the bottom cushion's height and tilt. Two adults can fit with reasonable comfort in the MKZ's backseat. But leg room is relatively skimpy. Three adults can fit in a pinch, but their shoulders will overlap and the center passenger will have to put up with limited knee room and a hard cushion. Access: The MKZ's low-slung stance means that getting in to the driver's seat requires stooping under the intruding raked front windshield and roof pillar. The stylish roofline means you'll need to duck your head getting in back, too. Gauges: Gasoline models have less complex gauges than Hybrids, but instruments are somewhat complicated either way. The panel has two configurable screens, allowing you to choose which gauges and systems are displayed. The flexibility is nice, but scrolling through menus can be complicated. Going green with the Hybrid adds overly complicated readouts for fuel economy, driving efficiency, and hybrid system status. Either way, many readouts use small fonts that are hard to read. Controls: The MKZ uses the high-tech MyLincoln Touch dashboard control interface, which replaces conventional buttons and knobs with a center touch screen, flush capacitive buttons, and voice controls. The system is highly frustrating and more than a little distracting. The look is sleek, but comes at a price. The capacitive buttons are meant to work with a tap of a finger, and beep in response to adjustments. But their minimal feedback and lack of a knob to grip means you can't use them by feel alone, and need to take your eyes off the road to make simple and frequently used adjustments like radio volume and tuning or cabin temperature. Adjusting volume and fan speed is especially infuriating, thanks to a fussy slider-bar-like touchpad substituting for good old knobs. Sometimes the capacitive buttons give you what you want, but often you wind up overshooting. Voice commands can be used for adjusting climate, but you shouldn't need to bother. The center touch screen gives you more options for climate, entertainment, navigation, and phone functions, but it's no prize either. The display is bright and crisp, but virtual buttons are small, close together, and easy to miss. The system can be slow to start up or change after inputs. For instance, you might wind up tapping the audio power button several times before you can sort out what the system is doing. While this updated iteration was free of the major resets and crashes of earlier versions we've tried, MyLincoln Touch is still not ready for prime time. Other controls include many steering wheel controls, all tightly clustered together. Unfortunately, often used buttons for Bluetooth phone connectivity and the SYNC voice-command system aren't prominent and are hard to pick out by feel. Ironically, you need to take your eyes off the road more than you should to use these distraction-reducing features. Even some basic controls could be improved. It's a very long reach to the window and mirror controls on the driver's door armrest, the push button starter is hard to spot above the shift buttons until you get used to it, and the electronic parking brake switch is low and hidden in the footwell. Electronic connectivity: Phone pairing was quick and easy; all you need to do is confirm that a code matches on both the device and the car. Bluetooth audio streaming worked well enough, but you can't browse play lists, artists etc. through the car's controls. SYNC voice commands control phone, audio, navigation and climate functions. This is particularly useful for highly distracting functions like selecting music by play list, song, or artist from a music player that's plugged into the USB port. Other handy options are telling SYNC what temperature you would like, or who you want to call. Using voice control for navigation is quick and easy, and the system allows you to speak the address naturally rather than the method used by older systems requiring city, street and other address information to be entered individually. Inside the console storage bin are two USB ports, an SD card slot, and a set of composite red-white-yellow RCA plugs for video inputs. Climate features: The dual-zone automatic climate control works well, but some complained that the "auto" setting kept the blower going full tilt even when the cabin was heated up. Heated front seats are standard, but controlling them requires wading through pages on the touch screen. Ventilated seats are included with the Reserve and Preferred Equipment Groups. If you want a heated steering wheel, it requires opting for the $5000 Preferred Equipment Group. Cabin storage: There is no convenient place to store a smartphone other than the front cup holders. The two-level console has a large open storage area below the cup holders that's not particularly easy to reach. The covered bin between the front seats is not as large as it looks. There are two cup holders between the front seats, and two more in the rear-seat folding armrest. Electronic amenities: The MKZ has a number of 12-volt power outlets, including one beneath the radio, one in the center storage bin, and another for rear-seat passengers. Hybrid models get an additional 110V/150W outlet in back. Cargo space: Non-hybrid models get a spacious trunk, with room for three large upright suitcases and two duffels. Rear seatbacks fold 60/40 to accommodate larger objects, and there is a small pass-through for skis and other long objects behind the rear armrest. Payload capacity is 875 pounds. Hybrid models lose some cargo room to the system battery, but there is still room for two large upright suitcases and two duffel bags. The hybrid also retains the folding rear seatbacks and pass-through of gasoline models. All MKZ models get a power trunk release that can be opened and closed using the key fob or a release on the dash. An exterior trunk release is tucked down low in the license plate surround, which makes it awkward to locate and prone to collecting dirt. Spare tire: A temporary spare tire stores under the trunk floor. Safety NotesSafety belts: Front safety belts are equipped with pretensioners. Inflatable safety belts for outboard rear passengers are optional, and intended to spread impact forces in a crash. Air bags: Front seat occupants are protected by front air bags, side air bags, knee air bags, and side air curtains that extend to protect outboard occupants in rear seats. The front passenger's frontal air bag won't deploy if sensors detect a child restraint, or if the seat is unoccupied. Head restraints: Restraints in the four outboard positions are tall enough to provide protection in their lowest position, but the center rear restraint must be raised to protect an adult. Crash-avoidance systems: Electronic stability control, traction control, and antilock brakes, are standard on the MKZ. Available active safety features include adaptive cruise control; blind-spot detection; rear cross traffic alert; driver alert and a forward collision warning system. Blind-spot warning systems have proven popular among our testers, and have helped more than one of us avoid making a potentially unsafe merge. With the vehicle in reverse, the rear cross-traffic alert system detects a vehicle that is approaching from the left or right rear. The system beeps to warn the driver of danger, and a message flashes in the informational display area. We like this feature, which can be a big help in a busy shopping center parking lot. Driving with kids: Forward- and rear-facing child seats can be installed securely in the backseats with the safety belts. The outboard inflatable safety belts are equipped with automatic locking retractors on the lap portion of the belt, which works well for securing child seats, though the shoulder belt can be awkward to route due to its added thickness. It's important to check your child seat owner's manual to make sure the child seat you are using is compatible with inflatable safety belts. Left and right rear seats have LATCH anchors but they're hard to access. The MKZ does allow the inboard anchors to be used to install a child seat with LATCH in the rear center position as long as the child restraint manufacturer also allows it. The parcel shelf has three top-tether anchors. ReliabilityWe do not have data to predict reliability, this model is new. Tested model: 2013 Hybrid sedan, 2.0-liter 4-cyl. hybrid, CVT Major options: Reserve Equipment Group (rear camera, navigation, blind spot monitor, ventilated seats), moonroof, rear inflatable seatbelts. This road test applies to the current model year of this vehicle.

Consumer Reports full review is out.

I see, great, thanks for clearing that up.

I have seen some pictures of the transmission shift buttons where the bottom button is an "S" and some where the bottom button is an "L". Reason I am interested is because it would be handy to be able to switch from comfort or normal drive mode directly into sport mode. Is this possible if the bottom button is an "S"? Has anyone else noticed this? https://encrypted-tbn2.gstatic.com/images?q=tbn:ANd9GcSgN7ESTh8kC6NsB22zNgut8WVM6GpNxF1e7XAFWiOwiT6vuxcR http://i757.photobucket.com/albums/xx214/BlancaBusa/A8155A5D-DA3B-4E65-815F-DC470EBFF18F-1743-000001FA384F98FE.jpg

Excellent comments. These were my thoughts exactly when I read the review. I have noticed in the past, on issues that I have some expertise in, that the media often is just plain wrong.

Sorry the chart did not post as expected. Go instead to the link below. Click Detailed Comparison tab. http://www.fueleconomy.gov/feg/fe_test_schedules.shtml

The EPA testing information below from fueleconomy.gov is interesting. I assumed the highway test portion would be travelling at 60-65 mph for 10-15 minutes straight. In reality the test averages 48 mph with a high speed of 60 mph. I hardly consider that "highway" driving. This explains why the highway rating is high for the MKZ. In my more realistic highway driving at about 72 mph (65 speed limit), with only slight speed changes due to traffic, I averaged about 36 mpg over a 10 minute span. I reset the mileage just prior to starting my test. When I slowed down to 64 mph or so, my fuel economy went up to about 42 mpg. Detailed Test Information EPA tests vehicles by running them through a series of driving routines, also called cycles or schedules, that specify vehicle speed for each point in time during the laboratory tests. For 2007 and earlier model year vehicles, only the city and highway schedules were used. Beginning with 2008 models, three additional tests will be used to adjust the city and highway estimates to account for higher speeds, air conditioning use, and colder temperatures. Note: EPA has established testing criteria for electric vehicles and plug-in hybrids that are slightly different than those for conventional vehicles. Sorry the chart did not post as expected. Go instead to the link in my next post.

Does anyone know how sport mode affects fuel consumption versus normal or comfort modes?

Is anyone getting the 18" 245/40R 98Y Summer Tire option at a cost of $195? Do you know if these tires are the Michelin Super Sports? I assume handling would be better with the summer tires, but at a cost of fuel efficiency and tread life. Does anyone have a sense of what the cost to fuel efficiency might be? I live in South Florida, so this could be a good option for me.

Serraph, was your Costco price on a hybrid?