Lux Truck
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Stuart Bourdon
Trailer Boats
August 31, 2005
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Remember the Blackwood? We do. Trailer Boats tested the Lincoln Blackwood pickup (“Lap of Luxury”) in our December 2001 issue, and we liked it. However, there were some characteristics that limited its appeal to a broad consumer base. It was geared toward the country-club set, and although it performed well as a tow vehicle, the bed was best used for golf clubs or equestrian-related tack. It was just too luxurious for most trailer boaters — or most pickup buyers in general — with its stainless steel inner bedsides, LED-lighted accent strips, and plush bed carpeting. Throwing a wet boat bag, an extra anchor or lumber for a home-improvement project into the Blackwood’s bed would have seemed like a sin. Due to lackluster sales, it was pulled from production.
So how does the new Lincoln pickup measure up? Let’s see.
REFINED RIDE
The 2006 Lincoln Mark LT’s running gear is based on the Ford F-150 SuperCrew chassis. The hydroformed, closed-box rail system is integrated into a full-length, ladder-style frame for increased stiffness and stronger attachment points for the body and suspension components. As you have undoubtedly read in this publication many times, a full, ladder-style frame is the basis for a solid-performing tow vehicle.
The suspension is composed of an independent system up front and a standard live axle rear setup. Coil-over shocks and long-spindle double wishbones make up the front end, while a Hotchkiss-design rear suspension (solid axle and longitudinal leaf-spring packs) is found in back. Shocks mounted outboard of the leaf springs aid in body-roll management because of the increased leverage due to their positioning. This also allows the shocks to be tuned for a smoother ride.
We experienced a comfortable and pleasant ride quality during most of our test drive. The Mark LT truly has a luxury-truck feel. It felt like riding in a large car, not a full-size pickup. The only time the suspension transferred a bit too much vibration into the passenger compartment was when the road surface was regularly punctuated with sharp, abrupt ridges, creating a bucking sensation in the rear end.
WELL HANDLED
We pulled a 5440-pound Sea Ray 220 Sundeck for this test, and the Lincoln’s body roll during quick lane changes was well controlled — although we detected more fishtailing from the trailer during these maneuvers than we would have liked. In our opinion, this was more likely due to the light tongue weight (which we measured at 280 pounds) in comparison to the gross weight of the towed load, than to any ill characteristics of the tow vehicle.
The Lincoln reacted quickly to steering input, with almost no dead spot in the steering wheel. Progression in response to increased wheel input was not exaggerated, making the truck’s handling predictable and reassuring. And with a turning circle of just 45 feet, its slow-speed maneuvering was exceptional for a vehicle of this wheelbase.
A state-of-the-art brake system is featured on the Mark LT. The four-wheel-disc, ABS system incorporates electronic brake-force distribution as standard, actively managing braking effort between front and rear wheels, maximizing rear wheel braking, especially during towing.
Braking performance was exceptional. Even during panic-stop brake tests, the vehicle didn’t nosedive uncomfortably. Our nontowing 55-to-0 mph distances averaged 106 feet, and towing distances (with a 5440-pound trailer) averaged 156 feet. We experienced no unnerving or unnatural movements from the trailer during these pedal-to-the-floor braking exercises.
INSIDE STORY
Some manufacturers assume that luxury means a touch of leather here and there. The interior of the 2006 Lincoln Mark LT goes beyond this simple device.
Our hallmark of luxury includes cabin noise levels, seating comfort, sound systems, leather treatments, and, most of all, the little things that you may not notice unless pointed out.
The Mark LT offers a quiet driving environment created from the ground up. Its liquid-filled engine hydromounts, thick window side glass, double-layer seals and other sound-abating materials are just some of the contributions that eliminate road and wind noise from the cabin.
Aside from these engineering advances that knock down noise, the new Lincoln offers real ebony wood accents (not faux burl, as is the case in so many other “luxury” trucks), and contrasting piping on soft leather seating that’s firm and supportive, yet comfortable during long hauls. The lavish leather also covers the steering wheel and console. Plush carpeting runs throughout the cabin. Rear-seat passengers enjoy an overhead DVD entertainment system with a drop-down screen.
Dials and switches for major operating systems are all easy to reach and use, providing the driver with complete control. We were disappointed in the instrument-cluster visibility, however. The numerals on the dial faces are too small and are difficult to read at a glance.
POWER PROGRAM
Motivated by the 5.4L, three-valve Triton V-8 engine, the Mark LT has plenty of get-up-and-go. Off-the-line and midrange acceleration are strong — whether towing a load or cruising the boulevard. This engine ranks as one of our favorite gasoline powerplants for towing duty.
The 5.4L Triton features a cast-iron block, and an aluminum cylinder head with two intake valves and one exhaust valve per cylinder. Its sophisticated variable camshaft timing opens the valves at the most appropriate time to provide optimum power at any throttle setting. An advanced electronic-throttle-control system helps improve acceleration response. And a tuned intake resonator and low-restriction exhaust work in concert to reduce engine noise and vibration — perfect for a luxury pickup.
Producing 300 hp at 5000 rpm and a peak of 365 lb.-ft. of torque at 3750 rpm, the three-valve, 5.4L V-8 delivers more than 300 lb.-ft. of that available torque at a low and usable 2000 rpm. And it really doesn’t begin to fall off until nearly 4000 rpm. The engine is matched to the four-speed automatic overdrive transmission with a smooth-shifting character, but that easy action doesn’t mean it’s sloppy. Gear engagement is quick and sure.
We found the vehicle capable of towing the 22-foot deck boat on flat highways with ease. At 55 mph in fourth gear, the engine spun lazily at 1400 rpm, and at 65 mph in fourth gear, engine speed was just 1700 rpm. While this is good for fuel economy and will keep the torque converter locked under these conditions, we found better performance and ease of acceleration under load with the vehicle kept in third gear (overdrive or fourth gear locked out). In third gear, the vehicle pulled the load with more vigor at 55 mph, the engine running at 2100 rpm. This became even more evident at 65 mph in third gear, with an engine speed of 2500 rpm.
Climbing grades was accomplished without difficulty or the need for a substantial change in driving behavior — at least until we reached the steepest section of our test route. On the mild grades, we could maintain 55 mph in third gear with the engine running at 2100 rpm, but the truck would not maintain 65 mph in third gear without the torque converter unlocking. On the most precipitous section of the incline, the Mark LT struggled with the 5440-pound load. We had to keep the transmission in second gear and the engine at 3000 rpm to keep road speed at 50 mph.
EXTERIOR ELEMENT
Large sections of glass and small pillars, as well as sizable side mirrors, added to excellent overall visibility.
Continued... http://www.trailerboats.com/output.cfm?id=1004149
Trailer Boats
August 31, 2005
Remember the Blackwood? We do. Trailer Boats tested the Lincoln Blackwood pickup (“Lap of Luxury”) in our December 2001 issue, and we liked it. However, there were some characteristics that limited its appeal to a broad consumer base. It was geared toward the country-club set, and although it performed well as a tow vehicle, the bed was best used for golf clubs or equestrian-related tack. It was just too luxurious for most trailer boaters — or most pickup buyers in general — with its stainless steel inner bedsides, LED-lighted accent strips, and plush bed carpeting. Throwing a wet boat bag, an extra anchor or lumber for a home-improvement project into the Blackwood’s bed would have seemed like a sin. Due to lackluster sales, it was pulled from production.
So how does the new Lincoln pickup measure up? Let’s see.
REFINED RIDE
The 2006 Lincoln Mark LT’s running gear is based on the Ford F-150 SuperCrew chassis. The hydroformed, closed-box rail system is integrated into a full-length, ladder-style frame for increased stiffness and stronger attachment points for the body and suspension components. As you have undoubtedly read in this publication many times, a full, ladder-style frame is the basis for a solid-performing tow vehicle.
The suspension is composed of an independent system up front and a standard live axle rear setup. Coil-over shocks and long-spindle double wishbones make up the front end, while a Hotchkiss-design rear suspension (solid axle and longitudinal leaf-spring packs) is found in back. Shocks mounted outboard of the leaf springs aid in body-roll management because of the increased leverage due to their positioning. This also allows the shocks to be tuned for a smoother ride.
We experienced a comfortable and pleasant ride quality during most of our test drive. The Mark LT truly has a luxury-truck feel. It felt like riding in a large car, not a full-size pickup. The only time the suspension transferred a bit too much vibration into the passenger compartment was when the road surface was regularly punctuated with sharp, abrupt ridges, creating a bucking sensation in the rear end.
WELL HANDLED
We pulled a 5440-pound Sea Ray 220 Sundeck for this test, and the Lincoln’s body roll during quick lane changes was well controlled — although we detected more fishtailing from the trailer during these maneuvers than we would have liked. In our opinion, this was more likely due to the light tongue weight (which we measured at 280 pounds) in comparison to the gross weight of the towed load, than to any ill characteristics of the tow vehicle.
The Lincoln reacted quickly to steering input, with almost no dead spot in the steering wheel. Progression in response to increased wheel input was not exaggerated, making the truck’s handling predictable and reassuring. And with a turning circle of just 45 feet, its slow-speed maneuvering was exceptional for a vehicle of this wheelbase.
A state-of-the-art brake system is featured on the Mark LT. The four-wheel-disc, ABS system incorporates electronic brake-force distribution as standard, actively managing braking effort between front and rear wheels, maximizing rear wheel braking, especially during towing.
Braking performance was exceptional. Even during panic-stop brake tests, the vehicle didn’t nosedive uncomfortably. Our nontowing 55-to-0 mph distances averaged 106 feet, and towing distances (with a 5440-pound trailer) averaged 156 feet. We experienced no unnerving or unnatural movements from the trailer during these pedal-to-the-floor braking exercises.
INSIDE STORY
Some manufacturers assume that luxury means a touch of leather here and there. The interior of the 2006 Lincoln Mark LT goes beyond this simple device.
Our hallmark of luxury includes cabin noise levels, seating comfort, sound systems, leather treatments, and, most of all, the little things that you may not notice unless pointed out.
The Mark LT offers a quiet driving environment created from the ground up. Its liquid-filled engine hydromounts, thick window side glass, double-layer seals and other sound-abating materials are just some of the contributions that eliminate road and wind noise from the cabin.
Aside from these engineering advances that knock down noise, the new Lincoln offers real ebony wood accents (not faux burl, as is the case in so many other “luxury” trucks), and contrasting piping on soft leather seating that’s firm and supportive, yet comfortable during long hauls. The lavish leather also covers the steering wheel and console. Plush carpeting runs throughout the cabin. Rear-seat passengers enjoy an overhead DVD entertainment system with a drop-down screen.
Dials and switches for major operating systems are all easy to reach and use, providing the driver with complete control. We were disappointed in the instrument-cluster visibility, however. The numerals on the dial faces are too small and are difficult to read at a glance.
POWER PROGRAM
Motivated by the 5.4L, three-valve Triton V-8 engine, the Mark LT has plenty of get-up-and-go. Off-the-line and midrange acceleration are strong — whether towing a load or cruising the boulevard. This engine ranks as one of our favorite gasoline powerplants for towing duty.
The 5.4L Triton features a cast-iron block, and an aluminum cylinder head with two intake valves and one exhaust valve per cylinder. Its sophisticated variable camshaft timing opens the valves at the most appropriate time to provide optimum power at any throttle setting. An advanced electronic-throttle-control system helps improve acceleration response. And a tuned intake resonator and low-restriction exhaust work in concert to reduce engine noise and vibration — perfect for a luxury pickup.
Producing 300 hp at 5000 rpm and a peak of 365 lb.-ft. of torque at 3750 rpm, the three-valve, 5.4L V-8 delivers more than 300 lb.-ft. of that available torque at a low and usable 2000 rpm. And it really doesn’t begin to fall off until nearly 4000 rpm. The engine is matched to the four-speed automatic overdrive transmission with a smooth-shifting character, but that easy action doesn’t mean it’s sloppy. Gear engagement is quick and sure.
We found the vehicle capable of towing the 22-foot deck boat on flat highways with ease. At 55 mph in fourth gear, the engine spun lazily at 1400 rpm, and at 65 mph in fourth gear, engine speed was just 1700 rpm. While this is good for fuel economy and will keep the torque converter locked under these conditions, we found better performance and ease of acceleration under load with the vehicle kept in third gear (overdrive or fourth gear locked out). In third gear, the vehicle pulled the load with more vigor at 55 mph, the engine running at 2100 rpm. This became even more evident at 65 mph in third gear, with an engine speed of 2500 rpm.
Climbing grades was accomplished without difficulty or the need for a substantial change in driving behavior — at least until we reached the steepest section of our test route. On the mild grades, we could maintain 55 mph in third gear with the engine running at 2100 rpm, but the truck would not maintain 65 mph in third gear without the torque converter unlocking. On the most precipitous section of the incline, the Mark LT struggled with the 5440-pound load. We had to keep the transmission in second gear and the engine at 3000 rpm to keep road speed at 50 mph.
EXTERIOR ELEMENT
Large sections of glass and small pillars, as well as sizable side mirrors, added to excellent overall visibility.
Continued... http://www.trailerboats.com/output.cfm?id=1004149
