Used Lincoln MKZ 2nd Gen (2013-2020): Buyer's Guide

The 2017 Lincoln MKZ refresh fixed the most-hated feature in the car. It also produced the worst reliability year in the generation.

The MyLincoln Touch capacitive controls were notorious: phantom climate adjustments, a radio that turned itself on and off, temperature changes nobody initiated. Ford replaced the entire system with physical buttons and SYNC 3 in 2017. Owners who had suffered through three years of that panel were relieved. But 2017 also arrived with 44 engine complaints in NHTSA data, more than any other year in the generation's eight-year run. A coolant intrusion defect could destroy the 2.0L engine. A torque converter weld defect could crack the engine block. Two separate recalls. The refresh solved one problem and introduced two others.

Buy a 2013-2016 and you manage the touch controls and early-year transmission issues. Buy a 2017 and you manage serious engine risk. Buy a 2018-2020 and most of those problems are behind you. This guide tells you exactly where each year lands and what to check before you hand over money.

This Generation at a Glance

The 2nd-gen MKZ (2013-2020) rides on the CD4 platform, shared with the Ford Fusion. Lincoln launched it as a complete redesign over the 2006-2012 first generation, with a fastback roofline, available retractable panoramic glass roof, and an infotainment system that became the generation's defining flaw in early years.

The 2017 mid-cycle refresh was more substantive than a facelift. Lincoln replaced MyLincoln Touch's capacitive panel with physical controls, swapped in SYNC 3, restyled the front end, and retired the 3.7L naturally aspirated V6 in favor of a 3.0L twin-turbo unit making up to 400 hp in AWD trim. The Black Label premium package launched in 2017 and was discontinued after 2018. Lincoln discontinued the MKZ entirely after 2020, so the used market is your only path.

See all MKZ listings by year at /market/lincoln/mkz.

Powertrain and Trim Breakdown

2.0L EcoBoost Four-Cylinder (2013-2020)

The base engine across all eight years. 240 hp initially, 245 hp from 2017. Available in FWD or AWD. The overwhelming majority of used MKZs you'll find carry this engine.

The 2013-2014 EcoBoost had a documented transmission issue. The 6F35 six-speed automatic's forward clutch piston seal could fail, causing harsh engagement when selecting Drive or Reverse, particularly during cold starts. Ford issued TSB SSM 44760. Left unresolved, the fix is a full transmission rebuild at $2,000-$4,000. Test any 2013-2014 EcoBoost cold, not after it's been running. A double-jerk or clunking shift on a cold start is the failure pattern. Ask for documentation of any prior transmission work.

Carbon buildup affects all 2.0L EcoBoost MKZs through the 2018 model year. Direct injection fuel bypasses intake valves entirely, so combustion deposits accumulate on the valves over time. Throttle hesitation and rough idle at 60,000-80,000 miles are the symptoms. Cleaning requires walnut shell blasting, costs $300-$800, and is not covered under any warranty. Budget for it on any pre-2019 EcoBoost purchase. The 2019-2020 models added port injection alongside the direct system, which keeps intake valves wet and dramatically reduces deposit rate. If fuel economy and reliability are your priority, the 2019 or 2020 EcoBoost is the version to target.

The 2017 2.0L EcoBoost requires specific attention before purchase. NHTSA data shows 125 total complaints for the 2017 MKZ, with 44 on the engine. Multiple owners reported coolant intrusion into cylinders, confirmed by TSB 22-2229. The failure sequence: coolant migrates into the combustion chamber, the engine misfires on affected cylinders, and the eventual repair is a complete engine replacement at $12,000-$15,000. Ford also issued two separate torque converter weld recalls for 2017 (17V-427 and 18V-390). Inadequately welded studs can separate under load and damage the engine block. The 2017 2.0L EcoBoost is not a car to buy without a compression test and a coolant system pressure test from an independent mechanic.

The 2018-2020 EcoBoost is substantially cleaner. Recalls dropped to two by 2018, zero by 2019. The engine itself did not change, but production quality issues from the 2017 launch year were resolved. The 2019 also brought dual injection. If you're buying the EcoBoost, 2019 and 2020 are where you want to land.

3.7L V6 Naturally Aspirated (2013-2016)

Available 2013-2016 in FWD or AWD. 300 hp. No forced induction. This is a Ford/Duratec-derived unit with a long production history outside the MKZ as well, and forum consensus on it is largely quiet. Quiet is what you want.

The 3.7L has no documented catastrophic failure modes. No carbon buildup concern from GDI-only operation. No turbos to maintain or fail. Standard service intervals: spark plugs at 60,000 miles, coil-on-plug ignition system, timing chain (not a belt). Repair costs tend to land on ignition coils and fuel injectors rather than engine architecture.

The tradeoff is fuel economy. The 3.7L V6 returns 22 combined MPG in FWD, versus 26 for the EcoBoost FWD. Premium fuel is required. You're spending more to operate an engine that isn't meaningfully faster in normal driving. The naturally aspirated V6 appeals to buyers who want low maintenance complexity and no turbo concerns, and for that purpose it delivers. It's the lowest-risk powertrain in the 2013-2016 group.

3.0L Twin-Turbo V6 (2017-2020)

This engine replaced the 3.7L for 2017 and remained through the end of production. Two configurations: FWD at 350 hp, AWD at 400 hp. Both numbers are unusual for a midsize luxury sedan in any era.

The AWD 3.0TT is the one to get. 400 hp through all four wheels pulls cleanly without drama. Forum communities have largely positive things to say about the AWD twin-turbo's real-world behavior. It is the performance standout in this generation and holds up well in 2018-2020 NHTSA complaint data.

The FWD 3.0TT is a different experience. 350 hp through the front wheels produces significant torque steer under hard acceleration. Owner discussions consistently describe the wheel pulling sharply during spirited driving. This is not a mechanical failure. It is a consequence of routing that much power through the steering axle, and it does not improve with miles. Automotive writers who tested the FWD 3.0TT noted the same behavior on launch. If you want the twin-turbo V6, get AWD. There is no fix for FWD torque steer on a 350-hp front-drive car.

Mechanically, the 3.0TT does not share the coolant intrusion and torque converter weld issues documented on the 2017 2.0L EcoBoost. NHTSA complaint data for 2018-2020 3.0TT models is low-volume. The engine was also used in the Lincoln Continental, which broadens parts and service experience.

Two turbos mean oil quality matters more than it does on a naturally aspirated engine. Use the factory-recommended oil weight and don't stretch intervals. Turbo bearing failures from degraded oil are preventable with basic maintenance discipline.

2.0L Hybrid (2013-2020)

FWD only. 40-41 combined MPG depending on model year. The Atkinson-cycle 2.0L pairs with an electric motor and a lithium-ion battery pack. No plug-in option. This is a full hybrid that charges from regenerative braking and cannot be plugged in.

The 2013-2014 Hybrid had a transaxle bearing issue. The failure announces itself as a sustained high-pitched whine that increases with vehicle speed. Full transaxle replacement costs $5,000-$7,000. Ford issued a recall to address affected vehicles. Confirm recall completion on any 2013-2014 Hybrid before purchase. Do not skip this check. Confirming it takes 30 seconds via VIN lookup.

Battery degradation is the predictable long-term cost on any Hybrid. Capacity drops gradually from around 70,000-80,000 miles. The practical effects are reduced electric-only assist and lower real-world fuel economy compared to what the sticker says. High-voltage battery replacement costs $3,400-$6,000 depending on whether you use a dealer or an aftermarket refurbished pack. A used Hybrid with 85,000 miles is approaching that threshold. Price offers accordingly on high-mileage Hybrid examples.

The 12V auxiliary battery drains faster than typical on Hybrid models, particularly on short-trip cycles where the hybrid system draws high current. Budget for replacement every 3-4 years rather than the typical 5-7. It is a $150-$250 part.

The 2018-2020 Hybrid has no significant documented failure modes beyond expected battery degradation. The fuel economy at 41 combined MPG holds up in real-world ownership. Among used luxury sedans in its price range, the MKZ Hybrid's efficiency is genuinely hard to match.

Trim-Specific Notes

Four trims defined the 2nd gen MKZ: Premiere, Select, Reserve, and Black Label (2017-2018 only).

Every MKZ came with adaptive suspension and adaptive xenon headlights standard across all trims. You don't lose ride quality on the base trim. This is worth noting because most luxury sedans in this price range reserve adaptive suspension for upper trims.

Premiere covers the basics. Good ride. No leather, no navigation, no blind spot monitoring.

Select adds leather, wood trim, and power lumbar support. Small premium over Premiere that most buyers find worthwhile.

Reserve is the target trim. Navigation, blind spot monitoring, rear cross-traffic alert, the 14-speaker Revel Ultima audio system, and a power trunk are all Reserve-exclusive. The Revel system is noticeably better than the base audio and is one of the legitimate highlights of ownership. If you're buying a used MKZ, find a Reserve.

Black Label (2017-2018 only) adds Alcantara surfaces, embossed logos, and a Lincoln-provided maintenance program. That maintenance program expired with the original owner. Do not pay a meaningful premium for Black Label on the used market expecting the maintenance benefit. The car itself is not mechanically different from Reserve.

The panoramic glass roof is an option available across trim levels, not standard on any. Two documented failure modes: clogged drain channels that allow water into the headliner ($150-$300 to clean and seal), and the power sunshade motor going off-track ($500-$800 to repair). Neither is a dealbreaker, but both are common enough that panoramic roof-equipped MKZs require a specific inspection step before purchase.

Which Model Years to Target Within This Generation

The 2017 paradox deserves direct acknowledgment. It has the fewest recalls of any pre-2019 year, but 125 total complaints, the highest in the generation. Recalls measure what Ford acknowledged proactively. Complaints measure what owners reported after experiencing the failure. Both tell part of the story. A 2017 with documented recall completion (17V-427 and 18V-390) and a clean mechanic inspection is not automatically disqualified. A 2017 without that documentation should be treated as high risk.

The 2019 is the sweet spot for budget-conscious buyers: zero recalls, the dual-injection 2.0L improvement, and pricing below the 2020. For Hybrid buyers, the 2019-2020 offers the most remaining battery life before the likely replacement window.

Pre-Purchase Inspection Checklist

All Model Years

• EPAS check: Turn the wheel lock-to-lock with engine running and car stationary. Uneven resistance or a "Power Steering Assist Fault" warning means the electric rack needs diagnosis. Replacement cost: $1,500-$2,500. Also verify steering wheel detachment recall (18V167000) is completed via VIN.
• Door latch check: Open and firmly close all four doors. A loose, ratchety feel or a door that requires multiple slams is the pawl spring failure. Verify recalls 15S16, 20S15, and 20S30 are completed at /tools/recall-lookup. Doors on this generation can open while driving if latches fail.
• Panoramic roof (if equipped): Operate the sunshade fully open and closed. Any binding or partial travel is the motor going off-track. Pour a small amount of water on the glass near the front corners and watch that it drains within 30 seconds. Standing water means clogged drains and eventual headliner damage.

2013-2016 Only

• Touch climate controls (FCIM): Start the car and sit without touching anything for 60 seconds. Any spontaneous fan speed changes, temperature adjustments, or radio activation indicate a failing FCIM module. Then touch each control once. Check that the control you touched responds, not an adjacent one. Repair cost: $800-$1,800. This is a common failure on all 2013-2016 MKZs.
• Cold start transmission (2013-2014 EcoBoost): Start the engine cold and shift to Drive immediately. A hard clunk or double-engagement is the 6F35 clutch piston seal issue. Ask for any documented transmission service.
• Hybrid transaxle (2013-2014 Hybrid only): Drive slowly in electric mode with engine off and windows down. A sustained whine that increases with speed is bearing wear. Confirm the hybrid transaxle recall was completed before purchase.

2017 Only

• Coolant level at cold start: Before starting the engine, check the reservoir. Any level below minimum without explanation is a red flag. After a 15-minute test drive, check again. A compression test by an independent mechanic is non-negotiable on any 2017 MKZ. This is a $100-$150 inspection that can save you from a $15,000 engine replacement.
• Torque converter recall confirmation: Confirm recalls 17V-427 and 18V-390 are both closed on the VIN at /tools/recall-lookup before purchase.

3.0TT AWD Only

• Full-throttle highway pull: Find a safe on-ramp and apply full throttle from 30 to 60 mph. The car should pull cleanly and progressively. Any flat spot or sudden power reduction is a boost control or fuel delivery issue requiring diagnosis before purchase.

Running Costs

Source: EPA fuel economy data; repair cost estimates from RepairPal and owner reports across LincolnForums.com and MKZForum.com.

Frequently Asked Questions

Is the 2nd gen Lincoln MKZ reliable? It depends on the year. The 2019-2020 models have zero recalls, low complaint counts, and an improved 2.0L engine with dual injection. Those are solid cars. The 2013-2014 and 2017 model years have documented issues that require pre-purchase verification. Choose the right year and maintain it, and the MKZ is a competent luxury sedan that holds up past 150,000 miles.

What year Lincoln MKZ should I avoid? Approach the 2017 with caution above all others. NHTSA data shows 125 complaints for the 2017, the highest in the generation, with 44 on the engine. Coolant intrusion into the 2.0L cylinders can cause complete engine failure costing $12,000-$15,000. Two separate torque converter weld recalls (17V-427 and 18V-390) also affect 2017. Any 2017 purchase requires documented recall completion and an independent compression test before signing anything.

Is the Lincoln MKZ Hybrid worth buying used? Yes, if you buy the right year. Avoid 2013-2014 Hybrids unless you can confirm the transaxle recall was completed. On any Hybrid with over 70,000 miles, have the high-voltage battery pack's state of health scanned before purchase. Budget $3,400-$6,000 for eventual HV battery replacement. The 2018-2020 Hybrid at 40-41 combined MPG remains one of the most fuel-efficient used luxury sedans you can buy at this price point.

What changed in the 2017 Lincoln MKZ refresh? Three things matter to a used buyer. First, the capacitive touch climate panel was replaced with physical buttons and SYNC 3, resolving the most-complained-about feature in the generation. Second, the 3.7L V6 was replaced by the 3.0TT twin-turbo V6. Third, the Black Label trim appeared. What also happened in 2017 is that first-year production quality issues on the new engine created the worst complaint year in the generation. The refresh improved the car; the 2017 launch year had execution problems. The 2018+ is where the refreshed version hits its stride.

How many miles will a Lincoln MKZ last? Well-maintained examples regularly pass 150,000-200,000 miles. The 2.0T EcoBoost and 3.0TT are durable when oil change intervals are respected. The 3.7L V6 is arguably the most mechanically straightforward of the three. The worst failures in this generation, coolant intrusion and torque converter weld, are year-specific manufacturing issues, not high-mileage failure patterns. They happen regardless of odometer reading.

Bottom Line

Target the 2019 or 2020 with the 2.0T or 3.0TT in AWD for the best combination of reliability, features, and long-term cost. The Reserve trim gets you everything this car was designed to offer. Avoid the 2017 unless you have documented recall completion on both torque converter campaigns and a clean compression test. Run every VIN through a recall check before purchase. The early cars can carry up to 15 open recall campaigns.

CarScout members can set price alerts on specific MKZ years and trims at usecarscout.com.

Data sourced from NHTSA recalls database, EPA fuel economy data, and real owner experiences from LincolnForums.com, MKZForum.com, r/Lincoln, and CarComplaints.com. See the full Lincoln MKZ market data for current pricing and inventory.