As with virtually all mid-cycle updates, some exterior styling elements were updated or removed. The grille is taller (and consequently larger) and is framed at the bottom by a new horizontal overhang. PHEV models get a sheet metal effect on the grille mesh. At the back everything remains the same.
Inside, the dashboard is redesigned around a new 13.2-inch touchscreen with Sync 4.0. In addition to an updated user interface (more on this later), the screen now houses virtually all of the multimedia and climate controls that were previously located as buttons and knobs on the Lincoln’s center console. All that’s left in the consequently reduced stack is a single volume knob and various vehicle controls such as maximum defrost, auto stop/start and the hazard lights. The start/stop button has also been relocated next to the piano key transmission controls. Through all of that, Lincoln managed to make the expanded media storage container easier to access. Hurrah?
Perhaps the most significant change for the 2023 Corsair is the addition of Lincoln’s Hands-Free Highway Driving package. Originally launched on the Navigator and called “ActiveGlide,” the system was renamed Lincoln BlueCruise for 2023 to align with Ford nomenclature (and perhaps because “ActiveGlide” was a silly name). Specifically, it’s BlueCruise 1.2, the same latest version that rolls out across the Ford lineup. I didn’t have a chance to test this thoroughly on the Corsair, but I recently tested the latest updates on a Ford Mustang Mach-E running the same software and I’m happy to report that it works as advertised; Look for an upcoming review to learn more about that.
Corsair occupies a space in the US market where PHEV options remain the exception rather than the norm. It’s underpowered compared to other slightly larger competitors, such as the 304-hp Lexus NX 450+ and the 362-hp Audi Q5 PHEV. It also lacks the electric range of the NX, offering just 28 miles on a charge versus 37. On paper, the upcoming Alfa Romeo Tonale PHEV will be up to par: it offers a similar EV range (probably around 30 miles) but aims to a more enthusiastic journey. oriented package.
While we have yet to drive the Alfa plug-in, your author has driven the mechanically similar 2024 Dodge Hornet R/T plug-in hybrid. Based on that, it seems likely that the Alfa will have a dynamic advantage over the cushy Corsair, whether in turbo or hybrid form. That’s not so much an insult as an acknowledgment of their divergent approaches to luxury.
The Corsair’s powertrain is very responsive around town, but its chassis leans more toward comfortable commuting than back roads. When driving the 2021 Corsair, news editor Joel Stocksdale referred to its two suspension modes as “particularly soft and somewhat firmer”; nothing has changed. It’s also surprisingly quiet inside for a hybrid; and, frankly, quiet for something based on Escape, which isn’t so isolated from the outside world. That said, the 2.5-liter gasoline engine doesn’t make a particularly pleasant sound; The Hornet (and by extension, the Tonale) has the advantage of a turbocharger that dampens the incoherent whine of its tiny four-piston engine. The most obvious nod to the Corsair’s humble underpinnings is the seating position.
With nothing more than the usual from the chassis, that leaves us to focus on the 2023 Corsair’s most important interior update: the new Sync 4 infotainment system. Among its advantages are its responsiveness and its attractive and versatile screen design. It makes good use of its widescreen format and individual screens can be resized to allow simultaneous use of multiple functions. Climate controls that once resided below the screen now live within it, taking up about the bottom inch and a half for easy access at all times.
Take the radio tuning interface, shown above, as an example. When you tap to manually scroll through stations, the UI refocuses the interface on the station selection. That’s fine on its own, but when you change focus, the station icons and tuning controls move . So, if you’re trying to change stations while driving, you’ll need to look at the screen a second time to locate the tuning button again. So not only is there nothing to physically feel, but now you have to search for UI elements on the screen like it’s a ridiculous game of whack-a-mole. Who thought it was a good idea?
There’s one more update to cover for 2023: pricing. With MSRPs skyrocketing across the industry, it’s no surprise that the Corsair’s redesign coincides with a higher cost. Each version has increased almost exactly $2,000, including the base price which rose to $40,085. Hey, at least we have a redesign. In total, our loaded Grand Touring test vehicle hit the till for nearly $65,000. Like the Escape on which it’s based, the Corsair gets pricey in terms of options. Even at its base price of $55,280, the Grand Touring (which is PHEV-only) isn’t cheap. That’s $10k more expensive than the Tonale. But unlike the Italian-made Alfa Romeo, the Corsair PHEV is eligible for tax credits.
But for all the comparisons to Alfa, Lincoln’s singular focus on comfort-oriented luxury makes them a poor match for each other. However, up against the Lexus NX, I’d have to give the nod to the Corsair. Its refined powertrain, smooth ride, easier-to-use technology and lack of sporty pretensions create a more cohesive and attractive package. But for the love of all things holy, stop taking off all our buttons!
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