2025 Lincoln Navigator Evolves Big Luxury

The 2025 Lincoln Navigator ushers in the SUV’s fifth generation with fresh style and plenty of new and familiar traits. Size-wise, the new Navigator is about the same as the one it replaces (width and height increase by a couple inches or so), though it’s a mixed bag on the inside. The cargo capacity increases by roughly 20 percent, but passenger space is slightly reduced.
The Lincoln’s New LookIn terms of style, the 2025 Navigator has a softer edge than before but certainly retains its imposing silhouette. Up front, a more graceful headlight design is integrated with the distinctive light bars that meet in the middle of the grille, with the Lincoln logo prominently leading the way. As you approach the full-size SUV, a little light show (the Lincoln Embrace) welcomes you. The entry-level Reserve trim livens up the fascia with satin chrome and aluminum accents, while the Black Label replaces the brightwork with gloss black elements. The side view gives a better indication of the Navigator’s size, measuring 210.0 inches from bumper to bumper if you opt for the standard model. The Navigator L stretches the overall length by almost a full foot, with nine inches added to the wheelbase and almost three inches to the rear overhang.Around back, the taillights are joined by a more modern-looking light bar that spans the width of the liftgate, though the smoked-plastic enclosure could stand to be beefed up. As it is, the thin plastic shows some dimpling in certain lighting conditions from the underlying attachment points and deforms with only slight finger pressure. The liftgate itself is also different, with a split gate instead of the previous single hatch with a hinged window.
Driving the ’25 NavigatorUnder the hood is a twin-turbo 3.5-liter V-6 that produces 440 horsepower and 510 pound-feet of torque. That’s all routed through a 10-speed automatic transmission on its way to all four wheels. Since these specs match up with the previous-generation Navigator, we expect the new one will return similar acceleration numbers. The last one we tested reached 60 mph in 5.3 seconds, and this one felt about as quick. The approximately 6000-pound beast gathers speed with plenty of confidence, accented by a strong pull with each gear change. It doesn’t sound half-bad doing it either. Jamming on the brakes at the end of the straightaway, you’ll definitely feel all of that mass shift forward as the bejeweled nose dips toward the pavement, but the Navigator feels appropriately composed and controllable, with barely a wiggle from the lightened rear end. In more likely scenarios, it’s simply smooth and luxurious, though we were unable to execute a perfect limo stop due to a few minor lurches from downshifts and a little braking abruptness at the very end. More importantly, the Navigator is comfortable, though we need to qualify that with “for a body-on-frame vehicle.” You’ll feel a subtle and nearly constant shudder, and there’s some added bounciness that you wouldn’t experience in a unibody luxury SUV, though the standard adaptive dampers do a decent job of masking the truck-based chassis. The payoff for the traditional frame is a maximum tow capacity of 8700 pounds, which bests the Mercedes-Benz GLS and BMW X7 by 1000 pounds or more.More on the NavigatorThe Navigator won’t corner like those rivals, but to be fair, most sensible drivers wouldn’t feel the urge to test the handling limits anyway. On winding roads in central San Diego County, it was well mannered and very predictable, with manageable body roll. We would have appreciated a more intuitive manual gear control on the downhill runs however. Instead of shift paddles on the wheel, you have a few buttons on the center console to limit upshifts that require you to pay attention to the instruments to pick your desired gear accurately.Interior Hits and Misses
Speaking of the instruments, the Navigator takes some inspiration from the recently redesigned Lincoln Nautilus. A 48-inch curved digital display spans almost the entire width of the dashboard, encompassing the gauges, navigation, and infotainment screens. Its placement is well within the driver’s sightlines, with the speedometer and navigation almost as easy to read as if they were in a head-up display. It’s visually impactful, but operating the infotainment system spotlights a rather significant flaw.Touchscreen control is only possible via the central screen mounted lower in the center of the dash—several inches lower than in the Nautilus. It can require you to take your eyes fully off the road to control even the most basic functions. That includes adjusting the air vents, as that’s done via an on-screen adjuster instead of the tried-and-true method of simply moving the physical vents with your fingertips. Like Porsche’s similar system, it has a shortcut to direct airflow directly at or away from you, but also like with Porsche, it seems the engineers were determined to solve a nonexistent problem.Meanwhile, the steering wheel adopts some frustrating traits from Volvo and Tesla. The two directional pads control several systems in an effort to reduce the number of cockpit buttons, but the results seem to only complicate things. Want to adjust the mirrors or pedals? You’ll have to carefully move your finger around the pad while watching the instrument panel for the contextual button functions and be overly deliberate and accurate with your button pushes. It’s definitely something best left for when you’re parked. In Lincoln’s defense, these are the type of “set it once and forget it” adjustments, at least until you valet your vehicle or loan it to another driver. Thankfully, Lincoln didn’t mess with the turn signals or seat controls. Making up for a lot of this is the latest version of Lincoln’s BlueCruise hands-free automated highway driving system. As with previous iterations, it allows the driver to surrender control of the pedals and steering wheel and keep their eyes on the road. This time around, BlueCruise includes an automated lane-change feature and will give a little more room to wider vehicles in adjoining lanes. Also helpful is added context for when the driver is required to assume control. Instead of just telling you to take the wheel, the system will tell you why BlueCruise was disabled, be it for faded lane markings or other environmental factors.In the top Black Label trim, our Navigator came standard with Lincoln’s 30-way adjustable driver’s seat and 28-way adjustable passenger seat that should ensure a perfect position for any body type. With the unique dash layout and tall seat height, it initially feels as though you’re sitting on the Navigator instead of in it, and you have an excellent forward view. Along with standard heating and ventilation, the front seats further benefit from massage functions in the top trim, and they deliver one of the better experiences in the class. You can select a more aggressive and deep massage to work out kinks in your back or choose a gentler treatment that staves off long-distance fatigue.Also helping to reduce fatigue is the quiet cabin that ably filters out road and wind noise. That helps highlight the standard 28-speaker Revel Ultima premium audio system that is equally adept at thumping out some serious bass while keeping the higher registers clear and distortion-free.
New for this generation is Lincoln Rejuvenate, a take on Mercedes’s Energizing Comfort feature that combines curated scents, sounds, massage, and climate to give you a relaxing respite from the outside world. Think of it as a mini spa on wheels, but unlike the Benz system, you can only use it when parked. While that may be a viable use case while charging an electrified vehicle, it seems a bit odd in this context.Elsewhere in the cabin, the Navigator benefits from premium materials, with only a few exceptions. At least in our vehicle with the Enlighten interior theme, the leather dash trim wasn’t as convincing or as premium as other elements, and the center console’s woodgrain isn’t as deliberate as Mercedes’s pinstripe inlays. There’s also an odd micro-waffle pattern embossed into the surface. Build quality is excellent, though, with no squeaks or creaks to be heard, even over rough roads.Farther back, the second row provides a wealth of legroom, but headroom could be limiting for six-footers, as the middle seats lose almost two inches in headroom compared to the preceding model. Third-row headroom is only half an inch lower than the second row, and there’s an inch and a half more legroom in the way back than the middle—good news for average-size adults stuck in the back row.Behind those seats, the cargo area can accommodate up to 23 cubic feet, compared to the last gen’s 19 cubic-foot capacity. The big draw for the Navigator L is the jump to 37 cubic feet in capacity, and both body styles gain an advantage from the revised cargo hold. The split liftgate can be configured to open only the larger top section while the lower section keeps items from rolling out. A multiuse shelf/divider helps to keep things organized back there and can also double as a backrest when you’re using the lower hatch section as a tailgate seat.Altogether, the new 2025 Navigator scores points for its numerous tech features, elegant style, and larger cargo capacity, but the infotainment interface and reduced second-row headroom are notable demerits. Prices start at $101,990 for the Reserve trim, while the Black Label starts at $118,490. Stepping up to the Navigator L will set you back about an additional $3000.That makes the Navigator lineup more expensive than most of the Cadillac Escalade and larger Escalade ESV trims, as well as the Jeep Grand Wagoneer and its L variant. The Escalade’s base engine is weaker than the Lincoln’s, but Cadillac does offer a 682-hp V model. The Grand Wagoneer holds a 100-hp advantage over the Navigator and can also tow up to 9800 pounds.The new Navigator has a chance to take the top spot among full-size luxury SUVs, but even if it doesn’t, the competition is incredibly close. For many buyers, the choice may come down to brand loyalty, personal preference, and which flaws you’re willing to overlook.SpecificationsSpecifications
2025 Lincoln Navigator
Vehicle Type: rear/4-wheel-drive, 7- or 8-passenger, 4-door wagon
PRICE

Base: Reserve, $101,990; Reserve L, $104,980; Black Label, $118,490; Black Label L, $121,485
ENGINE

twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injection
Displacement: 213 in3, 3489 cm3
Power: 440 hp @ 5850 rpm
Torque: 510 lb-ft @ 3000 rpm
TRANSMISSION

10-speed automatic
DIMENSIONS

Wheelbase: 122.5–131.5 in
Length: 210.0–221.9 in
Width: 84.6 in
Height: 78.0 in
Passenger Volume, F/M/R: 63/60/57 ft3
Cargo Volume, Behind F/M/R: 107–122/61–85/22–37 ft3
Curb Weight (C/D est): 5950-6200 lb
PERFORMANCE (C/D EST)

60 mph: 5.3–5.5 sec
1/4-Mile: 13.8–14.1 sec
100 mph: 13.8–14.3 sec
Top Speed: 115 mph
EPA FUEL ECONOMY

Combined/City/Highway: 17/15/22 mpgWith a background in design and open-wheel racing, Mark Takahashi got his foot in the door as an art director on car and motorcycle magazines. He parlayed that into a career as an automotive journalist and has reviewed thousands of vehicles over the past few decades.
Source: caranddriver.com