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Lincoln Corsair 2023 First Drive Review: Return My Buttons!

While 2023 brings only a refresh for Lincoln Corsair, which is a pretty powerful one. It loses an engine, gets the BlueCruise, and gets an interior overhaul with a new infotainment screen running the latest version of Sync 4. Corsair Maybe Lincolnbest seller, but it competes with many best sellers in both size and price. Make your choice from the likes Cadillac XT4, Audi Q3Lexus NX or BMW X1, just to name a few options; and they will soon be joined by the new Alfa Romeo tonalsurprisingly fit baby Lincoln.

Like most things in its class, Lincoln Corsair 2023Its standard engine is a 2.0-liter turbocharged, four-cylinder, which in this case makes 250 horsepower and 275 pound-feet of torque. The previously available 2.3-liter upgrade that seemed unpopular is gone.

Therefore, for 2023, the only other option is to go back Dip into the mixture model, making 266 sensible (and carrying) horses. not like Exit PHEV Based on that, the Corsair plug-in comes standard with all-wheel drive. With just 16 horsepower more than the 2.0T and more than 560 pounds for propulsion, it relies on the electric motor’s instantaneous torque to get ahead with precision. Lincoln gave us the choice of sampling the standard turbo-four or the PHEV for our quick outing on the Corsair; we have selected the plug-in for symmetrical for our 2021 outing.

As with almost all mid-cycle updates, some external styling elements have been updated or removed. The grille is taller (and therefore larger) and framed at the bottom by a new horizontal overhang. PHEV models have a metallic foil effect on the grille. In the back, it’s business as usual.

Inside, the panel is redesigned around a new 13.2-inch touchscreen running Sync 4.0. Besides the updated user interface (more on that later), the display now houses virtually all the media and climate controls that were previously housed as buttons and knobs on the compartment. centered on Lincoln. All that’s left on the shrunk stack is thus a single volume knob and various media controls like maximum defrost, auto stop/start and hazard lights. The start/stop button has also been relocated next to the piano key transmission controls. Through all of that, Lincoln has managed to make accessing the extended media storage bin easier. Yes?

Perhaps the most important change for the 2023 Corsair is the addition of Lincoln’s hands-free highway driving suite. Originally launched on Navigator and dubbed “ActiveGlide”, the system was renamed Lincoln BlueCruise for 2023 to match Ford’s nomenclature (and perhaps because “ActiveGlide” is a silly name). Specifically BlueCruise 1.2 – the old, latest version rolling across the entire Ford product line. I didn’t get a chance to thoroughly test this in Corsair, but recently sampled the latest updates in a Ford Mustang Mach-E running the same software and I am happy to report that it works like advertisement; Look for an upcoming review to know more about that.

Corsair occupies a spot in the US market, where PHEV options remain the exception rather than the norm. It has low power compared to other competitors, slightly larger like Lexus NX 450+ 304 hp and 362 hp Audi Q5 PHEV. It also lacks the NX’s electric range, offering just 28 miles on a single charge compared to 37. On paper, coming soon Alfa Romeo Tonale The PHEV would fit nicely – it offers a similar EV range (probably around 30 miles) but targets a more enthusiast-oriented package.

While we have yet to drive the Alfa plug-in, your author Have 2024 . mechanical analog control dodge wasps R/T plug-in hybrid. Based on that, it seems like Alfa will have a dynamic advantage over the smooth Corsair, whether in turbocharged or hybrid form. It’s not an insult but an acknowledgment of their different approach to luxury.

The Corsair’s powertrain is responsive around town, but its chassis leans more toward comfortable commuting than tackling back roads. When driving the 2021 Corsair, News Editor Joel Stocksdale calls its two suspension modes “particularly soft and slightly stiffer”; Nothing changes. It’s also surprisingly quiet inside for a hybrid; and frankly, silence for something based Escape, which is almost not isolated from the outside world. That said, the 2.5-liter petrol engine doesn’t sound particularly pleasant; the giant hornet (and by extension the Tonale) has the benefit of a turbocharger that reduces the incoherent humming of its four tiny pots. The most obvious nod to the Corsair’s humble background is the seating position.

With nothing but business as usual to report from the chassis, which leads us to focus on the Corsair 2023’s most important interior upgrade: the new Sync 4 infotainment system. Among its advantages are responsiveness and attractive, flexible screen layouts. It makes good use of the widescreen format, and the individual screens can be resized to allow for simultaneous use of multiple features. The climate controls that used to be below the display are now in there, taking up an inch and a half of the bottom or so for easy access at all times.

Take the radio tuning interface, for example, as shown above. When you tap to manually scroll through the stations, the user interface refocuses the interface on the station selection. That’s fine by itself, but when the focus changes, the station icons and controls move. So if you’re trying to switch stations on the go, you have to look at the screen again. the second time to find the adjustment button again. So not only is it nothing to feel physically, but you now have to search for UI elements around the screen like some sort of ridiculous mole game. Who thought this was a good idea?

There is one more update that will apply for 2023: pricing. With MSRP skyrocketing across the industry, it’s no surprise that Corsair’s redesign coincides with higher costs. Each trim has increased by approximately $2,000, including the base price up to $40,085. Hey, at least we redesigned it. All told, our loaded Grand Touring tester came to close to $65,000. Like the Escape it’s based on, the Corsair gets expensive with options. Even with a base price of $55,280, Grand Touring (PHEV only) doesn’t come cheap. That’s $10 more expensive than the Tonale. But unlike the Italian-built Alfa Romeo, Corsair PHEV eligible for tax credit.

But for all the Alfa comparisons, Lincoln’s singular focus on comfort-driven luxury makes them a mismatch. However, against the Lexus NX, I have to nod to the Corsair. A refined powertrain, smooth ride, more user-friendly technology, and a lack of sportiness make for a more coherent, appealing package. But for the love of all things holy, stop undoing all our buttons!

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