The number of all-wheel drive sedans available in the near-luxury sector is burgeoning, driven by a desire for the all-season security of an SUV without the concomitant social stigma and thirst. Though these two new rides differ in demeanor by a fair margin, their basic mission statement is the same: give premium buyers a valid alternative the increasingly ubiquitous German and Asian offerings.

Lincoln describes the MKS as an all-new, modern flagship for the brand, which has been on a bit of a roll of late. Overall, it is very well wrought. The exterior introduces the company’s new design language (courtesy of Brit Peter Horbury, who successfully transformed Volvo’s stodgy image before being given control of all of Ford North America’s styling), and successfully updates classic brand signatures, such as the split grill of the ’41 Continental. The brightwork brings subtle class, and the large footwear (17, 18, and 19-inch rims are all available) add a contemporary air, while helping it get noticed. About the only discordant note is in proportion; based as it is on the D-class front-drive architecture, the snout looks a bit long and the sides a bit short and stout.

The MKS’ interior is appealing in style, and offers a quantum leap in material quality for the brand. Though there very few lapses, and the overall attention to detail is on par with anything from Lexus or Mercedes. It is also noticeably commodious—front and rear—and, like the Turbo X, has a huge trunk. All the requisite gadgets are there too, such as ventilated seats, a panoramic roof, Microsoft’s Sync system, and a beautifully rendered navigation. The Saab is well equipped, but being based on an aging platform, misses out on such niceties as a smart key or the cooled chairs.

The MKS is very refreshing insofar as it doesn’t try to be a BMW. It is hushed and refined, pliant and plush, in the best American tradition instead. There is just enough starch in its trousers to make it handy on a back road, but this is no sports sedan. Its ride is wonderfully cosseting, and almost no road or wind noise makes it inside; all the better to enjoy the spectacular THX-certified audio system.

The Saab Turbo X takes a somewhat different tack, though it too doesn’t try too hard to beat the Bavarians at their own game either. It feels like what the Scandinavians should have been building for the past ten years (but weren’t): a swift, all-weather businessman’s express, that was just offbeat enough to stand out. Despite being the most powerful Saab production car ever built, the steering no longer writhes in your hands thanks to the ingenious XWD system, which not only sends power to the front or back of the car on demand, but between the rear wheels as well. This just about eliminates understeer, and endows the Turbo X with an ‘on the rails’ feeling in the twisties that’s quite heartening to the pilot. Likewise, the brakes have excellent bite and offer powerful retardation. All these traits endow the Saab with the feel of a car designed to cover large chunks of challenging terrain in the most effortless manner possible.

And while it is neither as quiet as the Lincoln—some surfaces inspire a fair amount of tire roar—nor as smooth riding, it still does a very credible job of smoothing over the scars of urban decay. The Turbo X proves very comfortable, what with those terrific Scandinavian seats, an upright driving position, and excellent control relationships. It also still offers a manual transmission (the MKS doesn’t), but though precise enough, its six ratios are so long-legged the engine can easily be caught languishing off-boost. Thankfully, for those not so iconoclastically inclined, there’s an automatic available, which might be a better method to deploy the Saab’s 280hp and 295lbs-ft of torque. The obvious benefit to the manual is in economy, with 20’s around town and 30-plus mpg on the highway.

The Lincoln isn’t even close, slurping like a sport utility in the city; at least it uses regular unleaded. Indeed, the Swede’s relative frugality bodes well for Lincoln’s own upcoming turbocharged ‘EcoBoost’ V6, available in about a year. Meanwhile we’ll make due with the refined and free-spinning 3.7-liter’s 273hp and 270lbs-ft of torque.

If the limited-run Saab can be seen as a bit pricey, it is exclusive, as only some hundreds will be built. And its most essential hardware—the brilliant all-wheel drive system—can now be had on lesser models.

The Lincoln is harder to justify, monetarily. While it looks, feels, and drives the equal—or better—of Lexus’ huge-selling (but front drive-only) ES350, it almost certainly won’t have the resale value. While Lincoln is to be afforded substantial kudos for finally building a completely competitive premium car, that doesn’t necessarily justify pricing it on par with the class leaders. Yet if the lease numbers make sense, it is a wonderfully refreshing take on American luxury.

Price as tested: Lincoln $47,065; Saab $43,955

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