Here's everything you need to know about Lincoln's SUV lineup

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A decade ago, Lincoln had a diverse array of cars to go along with the full-size Navigator. Today it has four SUVs and crossovers, ranging in size from compact to overblown. As with its parent company Ford, it’s switching from cars to crossovers.

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The lone car in the stable is the aging MKZ, which was introduced in 2013.

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All Lincolns arrive with the company’s Co-Pilot360 suite of safety aids. The list includes blind-spot monitoring with cross-traffic alert, pre-collision assist with automatic emergency braking, lane-keep assist, rearview camera, and auto high-beams. All also work with Sync3, which supports Apple CarPlay and Android Auto, but with an anomaly — the native navigation system does not work when either of the apps are active.

Here’s how the lineup shakes out.

Lincoln Corsair

Lincoln’s entry-level crossover was introduced last year as the replacement for the MKC. While it is based on the Ford Escape, Lincoln did a good job of moving it upscale and giving it a needed infusion of luxury. This aspect puts most of the mod cons in place. The Standard model is nice, but the Bridge of Weir leather upholstery and 14-speaker Revel sound system found in the Reserve model almost justifies its $5,800 increase.

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There is decent interior space. Head- and legroom are good for the class, and there are 780 litres of cargo space with the seats up and 1,631 litres when they’re folded.

Offered with two engines, the Corsair does not lack for power. The base 2.0L turbo-four makes 250 horsepower and 280 lb-ft of torque, with an eight-speed automatic transmission and an advanced all-wheel-drive system. If more power is wanted, there’s the Reserve’s optional 2.3L turbo-four. It ups the ante to 295 hp and 310 lb-ft of torque, and takes just six seconds to reach 100 km/h.

In the second quarter of 2021, Lincoln will introduce the Corsair Grand Touring plug-in hybrid. It makes 266 hp and has an electric-only driving range of around 40 kilometres.

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The Corsair is light and nimble of its rubber, delivering a good balance between ride comfort and handling. It controls body roll well and has a communicative steering setup. The Reserve trim is offered with a better adaptive suspension that makes quite a difference over a broad range of driving conditions. The Corsair has a starting price of $42,700.

Lincoln Nautilus

While the Nautilus nameplate was introduced in 2019, its roots are found in the second-generation MKX that was introduced in 2016. Nautilus arrives one way and that’s as the Reserve model. It is very nicely equipped, counting everything from 10-way, leather-wrapped and heated/cooled front seats, to a panoramic moonroof that spans both rows of seating.

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On that note, the rear seats have above-average space in both the leg- and headroom departments. It is also wide enough to accommodate three riders in relative comfort. The other plus is the cargo capacity is larger than many pure crossovers. You get 1,055 litres of space with the seats up, and 1,948 litres when they’re folded flat.

While the Nautilus arrives with the same 2.0L turbo-four found in the Corsair, the better choice is the optional 2.7L twin-turbo V6, which bumps the power to 355 hp and 380 lb-ft of torque. All-wheel-drive is standard and both engines work with an eight-speed automatic with paddle shifters. When equipped with the larger engine, the Nautilus romps to 100 km/h in 5.8 seconds. The bonus is the bigger engine has better fuel economy on the highway than the four-cylinder — 0.4 L/100 km better.

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The Nautilus is a large ride that feels that way. It’s quiet and road ripples disappear, leaving the riders to luxuriate. The better choice, at least if you enjoy the drive, is the adaptive suspension with Comfort, Normal and Sport modes. It’s just as comfortable, but when Sport is selected, it limits body roll and delivers better steering feel by adding more heft to the feel. The Nautilus has a starting price of $52,100.

Lincoln Aviator

Aviator is a name that lived for a nanosecond back in 2003, and now has returned. It is based on the Explorer, but ramps up just about every facet. The cabin is elegant in its simplicity —  big comfortable seats, a comfortable driving position, and a 10-inch touchscreen that gives fast and easy access to key functions.

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Move rearward, and it’s more of the same with lots of middle-row width. However, the third row is best suited to younger types, and it pushes the middle row forward so there isn’t much more legroom than in the Corsair. Cargo-wise, there are 519 litres behind the third row, and 2,200 litres with everything folded flat.

The Aviator is offered two ways. The Reserve comes with a 3.0L twin-turbo V6 that makes a cool 400 hp and 415 lb.-ft. of torque. The Grand Touring (GT) model uses the same engine, but adds an electric motor and a plug-in hybrid extension. It makes 494 hp and a monster 630 lb-ft of torque, while delivering 35 kilometres of electric-only driving and, naturally, better fuel economy. Both work with a ten-speed automatic transmission to drive all four wheels. In a twist, the Aviator uses a rear-drive platform that sends the power forward when all-wheel drive is needed.

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In the case of the GT, it takes 5.8 seconds to reach 100 km/h. That’s remarkable, given the GT, at just over 2,500 kg, is the same weight as a Blue Whale’s tongue. Now you know.

The suspension does a good job of smoothing any rough road while controlling body roll through a corner. The GT also earns a better adaptive steering setup, which brings better feel and feedback. Both models are offered with an adaptive suspension that sharpens things noticeably. The Aviator has a starting price of $66,000.

Lincoln Navigator

After a refresh in 2018, the Navigator continues relatively unchanged — Lincoln Co-Pilot360 being the most significant add-on this year. With its blend of style, capability and utility, it is ideally suited to a large family that needs seven or eight seats. However, what makes it so accommodating is also its biggest weakness — it’s a boulevardier that needs a large slip to moor.

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This is especially true of the long-wheelbase Reserve L version. It puts another 230 mm of length between the wheels, all of which goes to cargo space. There are 546 litres behind the third row and 2,925 litres with the seats folded on the regular Reserve. The Reserve L bumps that to 972 litres and 3,403 litres, respectively.

The cabin is very nicely equipped, from the 24-way heated/cooled leather front seats, to a head-up display and 10-inch infotainment touch screen. Mind you, if 24 seat adjustments are not quite enough, there is always the 30-way option.

Navigator arrives with one engine, a 3.5L twin-turbo V6. It makes 450 hp and 510 lb-ft of torque, and is teamed with a 10-speed automatic and all-wheel-drive. It works with a number of different drive modes, and each changes the characteristics of the adaptive suspension, transmission and how the all-wheel-drive system works, including a Normal mode with an Auto setting for the all-wheel-drive. This is the best setting. When in Auto AWD, the Navigator powers its rear wheels and shuttles power forward when slippage occurs.

Given the size and mass (2,579 kilograms!) of the Navigator, it’s very easy to write it off as a one-trick pony of ride comfort all the way. It is skewed to that, but the adaptive suspension does a good job of reining in unwanted body roll. The Navigator starts at $92,500.