The Lincoln MKS for 2010 bristles with technology. Car wrap Melbourne To us at least, the (really) big news is the optional EcoBoost engine package. This is a strong arm Lincoln that has few peers when it comes to prodigious thrust. Therein lies the charm of Lincoln’s twin turbo package. It provides the performance of a much larger displacement engine, but when you keep your foot out of the go-pedal, the fuel-efficiency of a smaller V-6. Advantage: Torque. And in this situation, Lincoln could have the best game in town.
The big news brings us to the big debate: horesepower versus torque. Torque is what you feel when you kick down an automatic transmission and it pins you to the seatback. Torque is what allows an engine to run relatively low RPMs down the road, but still prove to be totally useful when you need to effortlessly pull out and pass someone or something. The truth is, horsepower is the result of mathematics and engine speed. Torque is what gets the job done. But there’s more: If you have an engine that produces copious quantities of torque in a low RPM range, that same engine can be tuned to be very efficient. Now, it’s no secret you can build torque in a large number of ways. The old way was to build big displacement, long stroke engines. North American luxury cars relied upon that game plan for decades. But big capacity isn’t always the most energy efficient and, generally speaking, they tend to be more difficult to harness from an ecological perspective. Another way to achieve the same torque results, but simultaneously improving the fuel economy is by way of turbocharging.
And that’s exactly the path Lincoln chose for their new optional 3.5-liter EcoBoost V6 for their 2010 Lincoln MKS flagship. As Lincoln points out, “With the fuel economy of a V-6, the 3.5-liter EcoBoost engine delivers an impressive 355 horsepower and a responsive 350 lb.-ft. of torque across a broad rpm range. That gives the Lincoln MKS the power of a normally aspirated 4.6-liter V-8. It also means a Lincoln MKS can deliver more performance and provide better fuel economy than many of its Asian or European competitors, even some competitors’ V-8s. In order to arrive at this performance level, Lincoln engineers chose to incorporate water cooled, twin parallel turbochargers. They operate simultaneously and work in tandem with a gasoline direct-injection fuel delivery system to produce power instantly when you mash the gas pedal. The result is lag-less performance from the twin-turbo’d engine. Another big benefit is the gasoline direct fuel injection system where fuel is injected directly into the combustion chamber by way of high pressure (2,175 PSI, according to Lincoln engineers). Effectively, six individual jets spray fuel directly into the chamber. There is no delay from the time the fuel is injected to the time when it is used by the engine.
Equally important is the fact that the incoming air charge (compressed by the twin turbos) is effectively cooled by the directly injected fuel. Two important side benefits include improved fuel burn and lower emissions. In terms of measurable numbers, the MKS with EcoBoost produces its peak power (355 hp) at a comparatively low 5700 rpm but, most important, the little V-6 produces maximum torque (350 foot-pounds) at a very low 3500 rpm. Equally significant, the torque curve is flat. That means useful power is obtainable (in a big way) almost anywhere you need it. Environmental Protection Agency (EPA) mileage numbers for the 2010 Lincoln MKS are: 17/24 city/highway for MKS FWD; 16/23 for MKS AWD, and 17/25 city/highway miles per gallon for the 2010 MKS AWD with Ecoboost. As you might have guessed, the prodigious performance provided by the EcoBoost engine grabbed most of our attention (it’s that good). Yet truth be known, the rest of the top-line Lincoln is no slouch either. In order to get the big torque to the ground, the Lincoln incorporates a six-speed SelectShift automatic transmission with paddle shift activation backed by an all-wheel-drive system. Lincoln engineers went through the automatic so that it was up to the task of backing the stout twin turbo’d V-6.