Lincoln Navigator

This is the Navigator’s standout element. The twin-turbocharged 3.5-liter V6 engine delivers abundant power whenever it is summoned, with a satisfying but tastefully muted sound. (Lower the windows, and you’re rewarded with a muscular rumble, even at idle.) The 10-speed automatic transmission, however, received mixed feedback from our testers: It is generally smooth, although sometimes reluctant to downshift, and some shifts lack the silky refinement we expect for this class of SUV. The extra 40 hp over the base Expedition is not needed, and the engine’s 510 lb.-ft. of torque (30 more than the Ford’s base engine) may only be appreciated when towing a heavy trailer. Instead, we expect most owners would rather use regular fuel (like in the Expedition) than have to shell out for premium, especially given the low fuel economy. (Our window sticker indicates an EPA-estimated 17 mpg combined, which translates to slurping 5.9 gallons per 100 miles.)

The dashboard has a 48-inch panoramic display recessed to the base of the windshield, wrapping the front row in graphics. Being set back creates a large shelf and conveys a sense of space. This means the driver’s eyes have a short distance to travel from looking at the road to checking the speed or other instruments. It also allows for, arguably, the best implementation of side-view video displays, when the turn signals are activated. Like some Kia and Hyundai vehicles, the Navigator uses a video feed to show an inset display in the instrument panel, exposing a potential blind spot. The concept is compromised with those other brands, as the display position requires the driver to truly take their eyes off the road. In the Navigator, it is an easy glance. While the large vehicle size and potential trailer-towing duty would be natural reasons to welcome this feature, it also adds confidence when using the BlueCruise hands-free active driving assistance system to make automated lane changes.

The hands-free active driving assistance system works very well, and can perform its magic on about 130,000 miles of divided highways in North America. Activating it is as simple as turning on cruise control. BlueCruise essentially combines adaptive cruise control (ACC) capabilities with lane centering assistance (LCA) to take over driving on highways. The SUV will even change lanes on its own or, if the turn signal is activated, when safe. The driver is required to stay engaged in case of a complex situation, and the driver monitoring system ensures they are looking at the road. As long as roads are fairly straight, the system operates smoothly. However, even on gentle turns, you can feel the steering making many micro-adjustments to the travel line, whereas a human driver tends to turn in a smooth, consistent arc. Plus, BlueCruise sometimes allows the SUV to wander slightly within its lane, rather than remain truly centered. This can be unnerving in a 7-foot-wide vehicle.

We found the periodic messages announcing that BlueCruise is available to be distracting. A simple, consistent light would work better. This is particularly annoying if, on a given trip, you have no intention of using the system, but it keeps flashing at you like an online pop-up ad. Fortunately, this feature can be deactivated.

Given its supersized dimensions, the Navigator is relatively easy to enter, aided by smartly timed, automatic running boards that motor out just when needed. The large doors and beefy grab handles make entry easy, assuming there’s enough space to open the wide doors. That can be tough in a crowded parking lot, but that’s an inherent issue for anything in this class of SUV.

The second-row entry is more difficult due to the narrower foot path and high seat base: The space you need to enter is simply tighter. But the step and handle still work well.

To get into the third row, the second-row captain’s chairs power forward and tilt, but the path behind the seat is quite narrow. The seat tilt button is on the outside shoulder of the seats, right where—because there is no grab handle—you would likely place your hand as you crawl in. This leads to unintentional seat movement. Consequently, the third row is not easy to access. If you intend to use the back row regularly, definitely try before you buy.

The engine rumbles when appropriate, such as with a hasty highway merge, but it is otherwise subdued. As speeds increase, there is a bit of wind noise on the highway, and our testers could hear some road surfaces in the cabin. We were generally impressed with noise suppression and found it to be slightly quieter than the Expedition.

It is rare that we comment on how an audio system sounds, but the 28-speaker Revel Ultimate 3D stereo impressed and entertained our drivers with its powerful, crisp sound, even when using lower-fidelity streaming media.

Rather than a giant, barn-door-sized liftgate, the Navigator uses a split gate. The top ¾-hatch hinges up, while the remaining lower quarter drops to form a tailgate. This little tailgate is easy to lift most things over when it’s raised, and it prevents contents from spilling out when parked on an incline. You can sit on the tailgate, but it is so high that it is a hop to get on it. There is charging at the rear via USB-C, a 120-volt outlet, and a 12-volt power point. When you’re done loading, you can command both the liftgate and tailgate to motor closed with a single button press.

We like the angled phone bin with a charge mat, and the two cup holders and deep center console armrest are handy. However, our testers wished for more interior storage, noting that there is less front storage than in the Expedition. There is good space behind the third row with the seat upright, even in the standard wheelbase version, for stowing luggage, sports gear, or groceries. Rear-cargo-area buttons can be used to tip each seat forward, aiding loading from the rear. Should you need even more space, there is always the extended-length L version, which is about a foot longer.

Most passengers appreciated the front and second-row massaging seats, though some found the massage to be more aggressive than their preference, despite having several settings to select from. Turning it on and off or adjusting it requires using the lower screen, which our testers routinely noted was awkward to operate while driving.

The powered second-row seats are every bit as good as the front row, with passengers having their own controls for climate settings, massaging functions, and screens for mirroring devices. Given the premium features, the Navigator feels configured more for adults who would appreciate the indulgences, rather than a traveling family, especially if car seats were installed.

The Navigator has one of the roomiest third rows in the business, even with the standard wheelbase. Similar to the Ford Expedition and Jeep Wagoneer, the rear frame rails have been modified significantly compared with the pickup truck on which it’s based, to allow for a much lower floor. Where most third rows are penalty boxes that are best for children old enough to buckle themselves in, the Navigator has true adult-scale space. In fact, some passengers found that their hips and knees were better positioned than in the second row, and there was adequate knee space even with those captain’s chairs pushed back. Rear riders have cup holders, air vents, USB ports, and storage nooks. All-in-all, it is a very usable, hospitable space.

The Navigator’s ride is not as refined or as cushy as we expect from this luxury class. Our drivers found that the body motions lacked control, with pronounced side-to-side motions that made the ride feel wallowy. The adaptive suspension did blunt harsh impacts, although reverberations shudder through into the cabin. Ultimately, the ride is not appreciably better than the Expedition.

The Navigator is a highway cruiser, not a canyon carver. The steering response is slow and numb, lacking confidence-inspiring driver feedback. The weight of resistance ranges from too light to too heavy, and seldom just right. Body roll sets in with even modest turning, lightening the rear end and discouraging the driver from pushing the massive machine through turns. Routine handling proved secure, just not rewarding. As one tester wrote in the logbook, “What is the point of a lot of power without agility?”

The Navigator’s squared-circle steering wheel was, by far, our testers’ most common point of frustration. We asked Lincoln about the decision to use this shape. Lincoln said it squared off on the top to make it easier to see the instrument screen, and squared off the bottom to create pass-through room for the driver’s thighs when entering or exiting the vehicle. However, the high-mounted screen negates any concerns for the steering wheel blocking the view. And, more generally, this giant vehicle has space to spare. The driver is left with a unique steering wheel design that feels utterly unnatural to use. Parking maneuvers feel like rotating a book: horizontal, vertical, horizontal. Driving straight, with hands in the 9 and 3 o’clock positions, is fine, but turning is a problem.

Yes, we have another gripe with the steering wheel—the unlabeled touchpads. Using them requires a couple of delicate manipulations to select the desired function on a separate screen. In other vehicles, there are dedicated physical buttons with icons for functions like volume and setting cruise control following-gap distances. It is odd to adjust the side mirrors using those touchpads, as well. All told, it feels like much of the flashy tech in the Navigator is meant to dazzle buyers in the dealership showroom, rather than make driving easier. One tester wrote in the logbook, “I bet people who buy these will never use 90 percent of the features it has, because they don’t want to risk the driver distraction required to access and adjust them.”

The wide display makes an impression, but its functional benefits are questionable, mirroring our experiences with a similar setup in the Lincoln Nautilus. While it gives the interior a high-tech look, its bright colors and animations make it more distracting than useful. There are just a few choices of content that can be displayed on the screen, such as weather, audio, navigation, and speed. It is fairly easy to reorganize the widgets that are shown—say, to move the clock closer to or farther away from the driver, much like a phone or tablet. Ultimately, it feels like a solution for drivers who wish their data were 3 feet and 60 degrees away. We prefer the info to be kept on the driver’s side of the vehicle, or at least start all the way on the left. With the screen centered to make room for the dash speakers, it feels a little off-kilter to the driver. A screen half the size would suffice, were it not for Lincoln’s drive to compete with the Cadillac Escalade’s similar setup.

For all of the so-called benefits of the high-mounted main screen, the climate control screen perched just below the center of the dashboard is too low. The driver has to look far down to see it, and with the vehicle being so wide, having the screen flat (rather than angled toward the driver) adds to the challenge of using it. And some common functions require a screen touch, such as adjusting the direction of the air vents, which can be challenging while driving. The menu is mostly logically organized with large text and buttons, but some settings require moving through multiple menus that take more than two steps to access.

The cabin’s design and materials make an overall good impression. There are some nice touches, like the wood-and-metal trim by the climate screen and the perforated, digital-patterned upholstery. But at this heady price, our expectations are high. There are soft materials throughout, but in key places, like where the driver’s knee rubs, we wish there were more. Some of those surfaces also feel like those found in a mainstream model, rather than the finest six-figure vehicles. There are also too many hard surfaces, including piano black plastic used for the push-button gear selector and nearby controls. It not only looks cheap but also is highly reflective, making the small, tightly spaced buttons, such as the auto stop/start and hazard lights, hard to see and select. Collectively, our drivers felt the Navigator—in Black Label trim—comes across as a well-dressed Expedition, rather than an elite machine.

The seats look fancy with many padded sections for thigh and torso support. The leather upholstery is buttery soft, and the cushions are well padded. But several drivers commented that even with 36-way adjustments, they couldn’t dial in the comfort they wanted. Common criticisms centered around how the lower back section didn’t provide the desired lumbar support, and the space between torso bolsters was narrow. One tester wrote in the logbook, “How could 36-way adjustable seats not be amazing?” Overall, the team consensus is that the front seats are not an improvement over those in the Expedition Platinum. The key with any seats: The experience is a very personal one. The lesson here is that shoppers should take their time to evaluate their fit.

The Navigator comes standard with Lincoln’s Co-Pilot360 Assist 2.0, which incorporates several active safety and driver assistance features, including automatic emergency braking, adaptive cruise control, hands-on lane centering assistance, a blind spot warning system that can incorporate a trailer into its geometry, lane keeping assistance, intersection assistance, and a parking assist system with trailer assistance, which helps hook up a trailer. A surround view camera system is also standard.

Upgrading to Lincoln Co-Pilot360 Active 2.0 adds BlueCruise hands-free lane centering assistance with adaptive cruise control. However, Ford says the hardware for it will be installed on all new Expeditions, and buyers who don’t spring for the optional suite will get a free 90-day trial included in their purchase. Ford says the Active features can be continued after the trial by paying short-term subscription fees, or by paying one lump sum to keep them in perpetuity.