The larger engine, working with the efficiency of a six-speed automatic transmission, means great acceleration in the instances most drivers need it. It doesn't turn the 3,540-pound, all-wheel-drive MKZ (about 130 pounds more than the front-wheel-drive model) into a rocket, but acceleration is more than acceptable for any reasonable task, including a quick merge onto a busy interstate, and it's satisfying just to feel the rush of power. The Duratec 35 is also fairly quiet and smooth.

The disappointment is that the six-speed automatic cannot be shifted manually, a fun and helpful feature driving on a twisty road or in the mountains. Moreover, Lincoln could improve the control program to improve response at lower speeds. From a dead stop, or traveling at 50 mph, the transmission works great. Slam the accelerator as you pull out to pass and the transmission will kick down nicely, one or two gears, to put the engine in the high-torque part of its power band.

At 10 mph, it's a different story. Creeping out of a parking lot, for example, the transmission will shift up a gear or two, apparently to save fuel. But when the driver approaches the street and hits the gas for a hole in traffic, the transmission doesn't want to kick back down to first gear. The MKZ bogs a bit, and the anticipated acceleration isn't there, which is annoying.

When Lincoln turned its 2006 Zephyr into the 2007 MKZ, one key objective was tightening up the suspension to make the car feel less floaty. We like the results.

On a rough surface the MKZ does a reasonably good job of shielding its occupants from broken pavement and poorly repaired potholes. But the engineers were clever enough to combine that ride with handling that is both reassuring and satisfying. Despite having much of its weight up front, the all-wheel-drive model we tested was reasonably quick to change direction and head into a turn, lacking the stubborn, nose-heavy feeling of some all-wheel-drive vehicles.

The MKZ's steering has a bit more weight than the Zephyr's did, creating a more positive, satisfying response. Yet it doesn't feel heavy when either pulling into a parking spot or cruising at 65 mph. And there's no loose, sloppy feeling when the MKZ is pointed straight ahead. Turn the wheel just a little bit and it begins to respond immediately, with no dead spot. The steering will please 95 percent of all drivers, in our estimation. The others are serious driving enthusiasts who are likely to want a little more weight and a slightly better sense of the car connecting with the driver.

The brake pedal has a nice, progressive feel, and the brakes deliver more stopping power than the typical driver will ever use short of an emergency situation.

Those in snowy climates will appreciate the fact that MKZ is available with all-wheel drive, a feature that's hard to come by in this price range. Some consider AWD a safety feature; at the very least, it can be a huge help in getting up a slick hill.

Like many all-wheel-drive systems, the MKZ's normally operates as front-wheel drive, and sends power to the rear wheels if the front tires begin to lose grip. We didn't have the chance to try it on snow, but on loose gravel it worked as advertised when accelerating hard from a stop.