Gallery: 2018 Lincoln Navigator
Lincoln faces an uphill battle against the luxury car competition. Mercedes-Benz, BMW, Audi and Lexus have set the benchmarks, and they’ve earned a reputation for performance and prestige that Lincoln hasn’t matched quite yet.
But the luxury vehicle playing field is leveled flat or even tilted to Lincoln’s advantage when it comes to body-on-frame SUVs like the new Navigator. That’s because Lincoln had Ford’s vast truck expertise and potent parts bin to draw from when developing the Navigator. And one look at the specs proves they handpicked the best stuff.
The Navigator may not have deep-lug off-road tires, hugely blistered fenders or a long-travel off-road suspension, but behind the Lincoln’s elegant (and giant) grille beats the heart of the Ford Raptor. Yes, Lincoln’s 3.5-liter twin-turbocharged V6 makes the very same 450 hp and 510 lb-ft of torque here as it does in the Raptor. That’s a 70 hp and 50 lb-ft of torque bump over the last Navigator, and it trumps the big (and thirsty) V8 in the Cadillac Escalade by 30 hp and 50 lb-ft. Lincoln's powerplant is hooked to a 10-speed automatic (just like the Raptor) packing four more gears than the previous Navigator. Those mechanicals earn our respect before we even push the start button.
As you might imagine, the Navigator’s smooth and handsomely sculpted aluminum sheetmetal saves weight over the last model. Lincoln says the move cuts about 200 pounds. However, some of that has been “reinvested” to make the Lincoln quieter. The team installed laminated windows, loads of sound deadening, mass-damper countermeasures and an active noise-canceling system with three mics inside to keep the big truck silent. The Navigator’s chief engineer, Andrew Kernahan, says this rig is not only the quietest in the class but the best in terms of Lincoln’s internal articulation index -- a measure of how clearly occupants can hear one another.
Beneath the metal is a revised and updated version of the F-150’s chassis. There are two lengths of Navigator to choose from: a standard model’s 122.5-inch wheelbase and the Navigator L which comes in at 131.6 inches. Dimensionally, this new one is slightly longer in both wheelbase and overall length than the outgoing model. And like before, Lincoln ditches the F-150’s solid rear axle for a more responsive independent setup. Every trim level Navigator except the base Premiere model receives selectable adaptive dampers. And those shock settings are tied into a new drive mode system that alters numerous vehicle performance parameters to suit the terrain. Twist the knob on the center console clockwise to access modes labeled normal, “excite” (sport), “conserve” (efficient), 4x4 automatic, “slippery” (mud and snow) and “deep” (deep mud or snow).
The Navigator’s breadth of capability has clearly improved with this generation. And the heavy-duty trailer tow package adds serious equipment including the F-150’s clever Pro Trailer Backup Assist System, an electronic limited-slip rear differential, a heavy-duty radiator, a transmission oil cooler and a two-speed, low range-equipped 4WD system that allows for a seventh drive mode called “Slow Climb”. The 2WD models have a class-leading 8,700-pound tow capacity while 4X4s can handle a few hundred pounds less. And since the Navigator has now moved to the most modern Ford truck architecture, Lincoln can offer a suite of safety technology that includes forward collision warning, adaptive cruise control with stop-and-go capability, a 360-degree camera system, a head-up display and more.
The Execution
Lay into the throttle and the Navigator is a beast. That 450 hp and 510 lb-ft of torque moves this nearly three-ton truck like a muscle car. The Navigator is legitimately and quite surprisingly a very quick machine with torque that pins your body deep into the seat. Of course, the Ecoboost V6 soundtrack isn’t as pleasing to the ears as a throaty V8, but the sheer potency of this machine helps you forget about that. The transmission, when the dial is turned to excite mode, is tuned so it can drop multiple gears effortlessly as you enter a downhill sweeper and provide just the right amount of engine braking.
And on the winding mountain roads of Southern California where I tested the Navigator Black Label, it’s best to have the dial in excite mode. The dampers stiffen up and do a good job of reining in the chassis. Still, this is certainly no sporting machine. In normal mode on roads like this, there’s quite a bit of body roll. However, that soft calibration is perfect for cruising through rough potholed pavement, which we mimicked when we stumbled upon a perfectly rough dirt road. Even with the Black Label’s 22-inch wheels the ride was comfy. One very welcome attribute of the new Navigator is that it not only looks trimmer and more tapered on the outside compared to the last one but it also feels smaller while you’re driving. That’s good news when you’re driving a nearly 18-foot long SUV.
The chassis and drivetrain are impressive but what will separate this Lincoln from other fullsize SUVs is the interior. There’s a reconfigurable 12-inch LCD instrument cluster and a large 10-inch touchscreen infotainment screen. On the top models, the Navigator can save personal preferences that will automatically adjust the audio, climate, LCD display, seats, mirrors and pedals. The Navigator’s expressive and detailed interior and exterior welcome lighting sequentially illuminates the headlamp LEDs as well as all three rows of seating.
The quality of the furnishings would not be out of place on a vehicle costing much more than the Navigator’s sticker price. In fact, the experience inside is easily a two-model generation advance over the last Navigator. The opulent Black Label trim lets you choose interior themes called “Yacht Club”, “Destination” or “Chalet”. The names might border on pretentious but each one is beautifully done and has surfaces with unique color and texture configurations. The leather on Black Label models is of a softer grade and covers practically every surface (including the door handles), the headliner and door pillars are wrapped in a suede-like material, the carpets are deeper and softer to the touch and the wood on the center console is cut from one piece and has graining that can be felt.
The focus on comfort is clear. Ten-way power heated seats are standard. But you’ll want to spend the $1500 on Lincoln’s 30-way, massaging, heating and cooling seats. They are some of the best thrones on any SUV we’ve encountered. Room in the rear seats is an equally decadent experience with soft lounges of leather and optional dual 10-inch monitors that can stream content from just about anything, including your home TV if you happen to own a Slingbox. Speaking of the second row, just about anyone will find comfort in those seats because Lincoln has raised the seat cushion (hip point). My legs had a nearly 90-degree bend when sitting. And those seats can recline and easily flip and fold forward to access the third row without having to remove a child’s seat. For parents, that’s a huge advantage.
Once in those wayback third row seats, just about any size adult will fit. Lincoln raised the hip point here too without compromising headroom (thanks to the use of thinner high strength steel roof beams) so my legs were at a comfy position and I had a few inches of headroom to spare. Plus, those seats recline or can be powered up or down from the cargo hold. Behind that last seat, Lincoln has developed a smart-tiered cargo management system too with a partition that can be installed as a parcel shelf or a tailgate.
The Takeaway
The Navigator is a wonderfully powerful, comfortable and beautifully furnished full-size luxury SUV. Yes, the price has jumped. And yes, to have all the goodies found on our Black Label you’ll need to withdraw nearly six figures from the bank account. But this is easily the very best vehicle Lincoln makes. And more importantly, after spending some time behind the wheel, all the Navigator’s competitors now seem a bit dated.
Vehicle Model Information
ON SALE: Winter 2017
BASE PRICE: $73,250
POWERTRAIN: 3.5-liter twin-turbocharged V6, 4WD, ten-speed automatic transmission
OUTPUT: 450 hp @ 5,000 rpm, 510 lb-ft of torque @ 3,500 rpm
CURB WEIGHT: 5,855 lb
FUEL ECONOMY: 16/23 (2WD) 16/21 (4WD)
PROS: Locomotive thrust, supple ride, plush Interior
CONS: Heavy and expensive
Ben is a lifelong enthusiast of anything with wheels. He has been contributing to Popular Mechanics for nearly 20 years and lives in Venice with an eclectic collection of vintage pickup trucks, muscle cars, and motorcycles scattered in various garages around SoCal.
