Smooth and quiet, the Navigator benefits from a fully independent rear suspension and technology aimed at reducing noise and vibration. However, it is essentially a truck, with a ladder-type box frame and separate body, so it is not as responsive as the new unit-body crossover SUVs such as the Lincoln MKX. The Navigator offers its occupants lots of protection and comes well equipped with safety features, including full-cabin head-protecting airbags, electronic stability control and a rollover protection system.
The styling seems deliberately retrogressive, probably in an effort to re-create the romance of Lincoln's glory days. The grille draws mixed reviews. Those who embrace the styling will find a nice finish inside, with rich wood and leather, and nearly all the features available in luxury sedans.
All that size means the Navigator is a bear to handle in tight corners and exhibits lots of body lean in changes of direction. The independent rear suspension helps the Navigator ride smoothly, though, as smooth as any vehicle of this size. The V8 engine and six-speed transmission combination also works smoothly, though it is outperformed by the powertrains of most competitors.
With the upward trend in gasoline prices, big, luxurious sport-utility vehicles have lost some of their luster as a group. Still, the strengths that made them popular to begin with remain: real space for eight passengers, the towing and load potential of a truck along with the comfort and convenience of an expensive sedan. The Lincoln Navigator shares those strengths at a competitive luxury-class price, and it doesn't even require premium fuel.
The Navigator was redesigning for 2007. For 2008, Lincoln adds more standard equipment. A rearview camera is available for the 2008 Navigator, a feature we highly recommend.
Lincoln Navigator 4x2 ($47,755); Navigator 4x4 ($50,655); Navigator L 4x2 ($50,755); Navigator L 4x4 ($53,655)
The Navigator L is nearly 15 inches longer than the standard model, extending its full length to almost 19 feet. The extra length does not significantly change passenger accommodations, however. Besides making this big sport-utility even more challenging to park, the Navigator L's additional size translates entirely into an additional 25 cubic feet of storage space behind the third seat. That extra space (by itself) is about 30 percent larger than the trunk in a full-size luxury sedan like the Mercedes-Benz S-Class or Lexus LS460. The 2008 Navigator L is the largest luxury-class sport-utility available, and one of the largest passenger vehicles on the market.
The Navigator's basic shape is clean, if slightly bland. It consists of mostly sheer, tapered surfaces that are consistent across the vehicle, with a chrome strip running below the windows. The profile is tidy for such a big vehicle, almost lean.
The front and rear were clearly designed in Lincoln's retro-style brand theme. The eye is immediately drawn to the big, intricate grille in front. Its horizontal and vertical lines are supposed to inspire thoughts of Lincoln's Star logo, and the high-intensity beam headlights on either side add a jeweled, classy look. A second, thinner grille below the bumper replicates the bigger one above, flanked in this case by the fog lights.
The taillights could be lifted from Lincoln's MKZ sedan. They're shaped like wings that cut into the liftgate and wrap around the rear corners, with chrome edging and a hard contrast between the red and white sections.
The details seem to be an attempt to spice up an otherwise staid look, as if Lincoln is trying to out-bling popular competitors like the Cadillac Escalade. The optional chrome hood accent is basically a thick piece of chrome tacked on the end of the hood above the grille. We'd call it hideous, and find the Navigator much more attractive without it. We don't care much for the shiny steel plates at the bottom of the doors, either, but you might. Look at both options.
The available Monochromatic Limited Edition Package extends the body color to the lower grille, upper chrome grille, lower bodyside cladding and side mirrors. The resulting look has less bling, but arguably more style.
The Navigator comes standard with 18-inch double-spoke alloy wheels. The optional chromed 20-inch wheels aren't as disturbing as the chrome hood schnoz, and we like their size. They do, however, have an adverse effect on ride quality and interior noise. We prefer the 18-inch alloy wheels.
Two exterior features have definite benefits. The outside mirrors are large, with repeating turn signals along the bottom edge and approach lamps underneath. The lamps light when the doors are unlocked with the remote key fob, and cast a nice circle of visibility around the doors. More than that, the big mirrors retract against the windows with the touch of a button. You'll appreciate this convenience when you pull a vehicle as large as the Navigator into a garage.
This Navigator also retains its trademark retractable running boards. When the doors open, these drop and extend about five inches, creating a step that makes climbing in and out easier. They are artfully integrated into the overall exterior design, and are almost impossible to detect when the doors are closed.
The Navigator interior may do that for some. For others, it may simply inspire memories of sitting in their parents' (or grandparents') behemoth sedan in the early-to-mid 1960s.
Either way, if you like the retro design you won't be disappointed with the finish. Particularly with the lighter Anigre wood trim, the square-ish shapes and flat switch clusters inside the Navigator generate a kind of post-modern, Scandinavian feel (furniture, not cars). The leather is thick and soft. The plastics, with some retro-looking graining, are nice to the touch. There's a mix of satin-nickel and chrome peppered throughout the cabin, and nothing looks overtly cheap, as it does in some other recent products from Lincoln's parent Ford Motor Co. The only real gripe in our test vehicle was the seam where the wood panel for the center stack blended down into the wood on the center console. It felt more like a bump.
One of the Navigator's obvious strengths is space, seemingly acres of it, in all directions.
The front seats are large and thickly padded, yet they adjust to accommodate all sizes, from NBA forwards to those who must sit up close to the wheel to peer over the tall dash. Power adjustable pedals are standard, and they can be moved forward or back with a button on the dash. These pedals have their advantages, but they would be more valuable if the power-adjustable steering column telescoped in addition to moving up and down. Without a telescoping wheel, the pedals don't really add anything to the adjustment mix. If we had to choose one or the other, we'd choose the telescoping wheel.
One minor annoyance with the Navigator's driver's seat is the speed at which it automatically moves backward or forward when the key is removed or inserted. In most cases, this is a welcome feature that makes it easier to climb in and out of a tall vehicle, and the Navigator's slow-moving seat may or may not have been related to sub-zero temperatures during our test drive. Yet at times the driver's seat moved so slowly that you could literally be backed out of a parking space and going forward before it had returned to its set position.
Once the driver gets comfortable, however, it's hard to beat the commanding view ahead. A Greyhound bus or tractor-trailer rig are about the only vehicles on the road that can obstruct the driver's forward vision in a Navigator.
The gauge package is the weak link in the Navigator's interior. The dials look like they're straight out of the 1960s, with black script on a white background and white lighting. They're not as crisp as some other, more contemporary schemes. The speedometer and tachometer are fine, but the four auxiliary gauges across the top (fuel level and coolant temperature among them) aren't. They're small to begin with and essentially covered by the steering wheel rim if a driver likes to keep the wheel low in its travel range.
Switches and control buttons are generally well placed, concentrated in the center stack or on stalks on both sides of the wheel. Most are big enough to hit with gloved fingers, and they have a nice, positive operating action. The gripe here is a row of switches near the bottom of the stack controlling the fans and seat heating and cooling, among other things. The buttons are on the small side, but the illuminated pictographs on them are tiny, so they seem even smaller than they really are in the dark.
The navigation system works very well. The video screen is small, but the system is easy to figure out without studying the owner's manual. We found it easy to prog
Another advantage is space. The Navigator is as big or bigger inside than any luxury-class sport-utility vehicle. The driver almost needs an intercom to converse with someone sitting way back in the third seat.
Well, not really. The Navigator is very quiet inside for a truck, and generally quite smooth, almost placid. If you tend to drive conservatively you will probably like this vehicle. Initially, the brake pedal feels a little soft, but it's very progressive in application and easy to master for smooth, even stops, despite a curb weight exceeding 6,000 pounds for all-wheel drive models. With a little practice, the driver can avoid the fore-aft bobbing that can make motion-sensitive passengers feel car-sick.
The Navigator is full of noise-mitigating technology, including acoustically dampened glass in the windshield and side windows. The body boom familiar in vehicles that are essentially big steel boxes, which often comes across as pulses of air hitting the eardrums, is nearly eliminated in the Navigator. The quiet seems to emphasize noise generated by the tires, which is the only noticeable encroachment on the solitude inside. The optional 20-inch wheels and low-profile tires are plain noisy, be it whacking over bumps and pavement joints or just the steady hum of tread on the road surface. Typically, we prefer the appearance of larger wheels, but the price of style is high in the Navigator. We recommend the standard 18-inch wheels and higher-sidewall tires.
The Navigator is as smooth inside as any body-on-frame truck we've tested, and generally free of annoying vibration. The ride is smooth, too (except for the effect of the 20-inch wheels), thanks partly to the fully independent rear suspension. Moreover, the rear suspension helps keep the rear tires pressed to the pavement on bumpy surfaces, eliminating most of that skipping feeling familiar in trucks with solid rear axles. There's no axle tramping over bumps or undulations, and a reasonably smooth driver can keep the Navigator's body (and those inside) nice and level through turns.
Steering is on the heavy side, perhaps surprisingly so in this type of vehicle. The good news here is that, for tracking curves or changing lanes, the steering feels responsive, direct and reasonably quick. The bad? In big, slow-speed turns, such as trying to whip into a parking space, the heavy steering feel can slow things down. Those who like the steering in smaller sedans will probably like the Navigator's. Those expecting airy, old-school Lincoln Town Car response may not.
Bottom line, the Navigator rides comfortably and handles competently in nearly every situation. Just don't try to get racy. This vehicle is a lot of mass to move, and in quick, hard, left-right turns, all that weight wants to sway in the direction opposite of your choosing.
In 2001, Navigator was the first full-sized luxury sport-utility vehicle to hit the 300-hp barrier. Seven years later, its 5.4-liter single-overhead cam Triton V8 still generates a maximum 300 horsepower, and virtually every other big SUV has passed it by. The Triton delivers torque evenly, with similar thrust whether the engine is already turning 1,000 or 4,000 rpm, and the six-speed automatic transmission is a definite plus. There's more than enough acceleration in the Navigator to merge safely or turn quickly across traffic, and it's probably quicker than what we considered a fairly quick car in the mid-1990s. Yet at the bottom line, the Navigator accelerates more slowly than just about any luxury sport-utility we've driven in the past few years.
The automatic transmission, on the othe
The 2008 Lincoln Navigator hits the most important marks for a full-size sport-utility vehicle. It's relatively smooth, quiet and huge both inside and out. It comes equipped with lots of safety features and nearly all the luxury bells and whistles. The Navigator's tow rating is among the highest in the class, and it runs on regular gasoline where nearly all others require premium. The base price is lower than most of its competitors, before dealer incentives, but its sister vehicle, the Ford Expedition, can be equipped with almost as much luxury at a considerably lower price. Some will find Navigator bland. Those who regularly transport lots of passengers and stuff, and those who tow heavy loads, should find it worthy.
NewCarTestDrive.com correspondent J.P. Vettraino reported from Detroit, with Kirk Bell in Chicago, and Mitch McCullough in Los Angeles.