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lincoln navigator Full OverviewThe Lincoln Navigator is well established among ginormous three-row luxury SUVs, having initiated the full-size segment some 25 years ago. The latest iteration of the Navigator made its debut for the 2018 model year and has been refreshed for 2022 with updated styling and some new technology. We usually welcome changes like these, but in the case of the 2022 Navigator at least one addition isn't, er, particularly great.ActiveGuide Is New but Has FlawsLet's dive right into the trouble: The headline technology for the updated Navigator is Lincoln's ActiveGlide semi-autonomous driving technology, effectively an adaptive cruise control and lane centering system that allows drivers to take their hands off the steering wheel on certain pre-mapped roads, the ever-expanding database of which will be beamed to Lincolns through over-the-air updates. (ActiveGlide is effectively a rebadged version of the BlueCruise system used in the parent company's Ford-branded vehicles. Lincoln offers it free for the first three years before owners need to subscribe.)Like all hands-free systems, in order to let you take your hands off the wheel, ActiveGlide needs to be able to detect that you are watching the road. To do this, the Navigator employs cameras atop the steering column that detect head and eye movements. If the system senses that the driver's eyes are off the road, it sounds repeated aural warnings before canceling lane guidance.We are intimately familiar with this sequence of events because we experienced it repeatedly—not because we weren't watching where we were going, but because we forgot to bring sunglasses to the press preview. Turns out that if you squint, ActiveGlide loses track of your eyes and thinks you aren't looking at the road. It also turns out that if a short driver doesn't position the steering column low enough, the steering wheel hub partially blocks the camera, generating more false alarms."Watch the Road"? We Are Watching the Road!We experienced ActiveGlide's full automation on Phoenix's 202 loop freeway and found it worked beautifully—right up until the road curved west into the afternoon sun, when it started shouting warnings to our squinting selves. (Interestingly enough, when the Navigator came to a section where it couldn't steer itself and needed the driver to put hands back on the wheel, the warnings were silent.)Now, we'd normally dismiss this as not such a big deal if it only affected hands-free driving, but there is a major caveat here: The face-recognition camera is also required for the normal lane centering function. So even when we weren't letting the Lincoln do the driving—so, when we were on non-ActiveGlide-mapped roads and turned on cruise control and lane guidance, with our hands firmly on the wheel—the Navigator continued to yell at us to watch the road, even though we were.This annoyance is piled on top of another one: Like most vehicles, when lane centering is engaged, the Navigator sounds a warning if it believes you've taken your hands off the wheel. Instead of a capacitive touch sensor, Lincoln uses the cheaper torque sensor, which detects inputs on the steering wheel. The problem—which we've experienced on other vehicles as well—is that on long straightaways, which require no steering, the Navigator yells at you to put your hands on the wheel even when they are already there. This is the reason why the Cadillac Escalade, equipped with GM's competing Super Cruise system, invested in the pricier touch sensors. Lincoln could do better for its top-of-the-line vehicle—after all, it's not like it's selling these full-sizers at razor-thin profit margins.Were these isolated incidents or due to a malfunctioning vehicle? We don't think so. We drove two different Navigators, and both exhibited the same behavior. Furthermore, other staffers have experienced these issues with the BlueCruise-branded version of the system in Ford vehicles. However, aside from the bedeviled lane-centering system, we found lots to like in the face-lifted Navigator.The Actual Improvements to the 2022 Lincoln NavigatorThere are other changes to the '22 Navigator, and some are genuine improvements, like the styling. The 2022 model has thinner headlights, a bolder grille, and better taillights, i.e., ones that no longer look like they've been installed upside down. There's a new Central Park Edition available with a dark green interior that looks in person better than it sounds on paper, as well as the blue-upholstered Yacht Club version. (Is this a return to the 1970s, when you could get your car's interior done up in colors other than black and beige? Gosh, we hope so.)The newly expanded 13.2-inch center screen, which runs Ford's Sync 4 system, is intuitive and easy to use, and the optional premium sound system is nothing short of spectacular. We also remain fascinated by Lincoln's 30-way power front seats, though we're not convinced they're a great idea. Automakers pay ergonomic experts to craft seats that are supportive and comfortable, with a few simple adjustments so we can tweak them to our needs. Lincoln's 30-way seats make, well, the occupants into the experts. Except most people aren't orthopedic spine physicians, and they will have the same trouble we do molding the seats into a perfect position. Perhaps there is such a thing as too many choices. Lincoln, how about a few ergonomically optimized presets that we can then fine-tune?The Best Seats Are the Rear SeatsWe had a much better time in the back seat (stop giggling, you children). Before our drive, we were chauffeured around in a Navigator equipped with Lincoln's new-for-'22 rear-seat entertainment system, which now incorporates Amazon Fire TV. Two of us streamed two separate programs from Amazon Prime (the system also does Netflix and Disney Plus), all while enjoying the class-exclusive massaging rear seats. (OK, so maybe there isn't such a thing as too many choices.) It was a far more enjoyable experience than being yelled at by the lane-centering system.The 2022 Lincoln Navigator also gets the latest version of Ford's Pro Trailer Assist system, which lets you steer a trailer in reverse via a knob on the dash. Programming is now easier than ever: No separate transponder is needed (as on the Ford F-150), just a checkerboard sticker on the trailer that Ford devotees will recognize from the system's first generation. In addition, no measuring is required to set up the system as with the original sticker-based system. Drive a calibration pattern, and the cameras do all the measuring for you. We're pleased to see this in the Navigator; its ability to tow up to 8,700 pounds—more than half a ton better than the Escalade—is a compelling reason to buy it.Likable, But Still Needs to Be BetterIn all other respects, the 2022 Navigator is basically the gentle giant we've come to know and love enough to make it our top-ranked full-size luxury SUV. It has authoritative power from the 440-hp 3.5-liter twin-turbo V-6, a smooth-shifting 10-speed transmission, and a somewhat noisier, choppier ride than you might expect from Lincoln's flagship. And, of course, the Navigator is woefully inefficient—count on fuel economy numbers in the mid-teens. Lincoln tells us it has no plans to add a hybrid powertrain because gas mileage is not high on the priority list of the Navigator's target buyer.Hopefully said buyer is willing to deal with the driver-assistance foibles, too. Lincoln could dramatically mitigate the Navigator's problem by disabling the face cameras for hands-on lane centering, but it would be better still if the brand invested more in the engineering of the system. ActiveGlide's current functionality is enough to give us major pause, and that's really a shame—among big SUVs, the Lincoln has a lot to offer. Let's hope Lincoln sees the wisdom in investing in a rapid update to this update.Looks good! More details?2022 Lincoln Navigator Specifications BASE PRICE $78,405-$107,720 LAYOUT Front-engine, RWD/4WD, 7-8-pass, 4-door SUV ENGINE 3.5L/440-hp/510-lb-ft twin-turbo direct-injected DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 5,700-6,050 lb (mfr) WHEELBASE 122.5-131.6 in L x W x H 210.0-221.9 x 79.9 x 76.1-76.4 in 0-60 MPH 5.9 sec (MT est) EPA FUEL ECON, CITY/HWY/COMB 16-17/22-23/18-19 mpg EPA RANGE, COMB 414-513 miles ON SALE Now Show All

WHAT IT IS: A three-row all-electric SUV from Hyundai previewed by the Seven concept.WHY IT MATTERS: The Hyundai Ioniq 7 will be the third vehicle in the expanding Ioniq family of electric vehicles. Following the footsteps of the acclaimed Ioniq 5 subcompact crossover and the soon-to-arrive Ioniq 6 sedan, the 7 will borrow the 5's pixelated taillights and daytime running lights. When the 7 concept made its debut at the 2021 Los Angeles Auto Show, Hyundai Motor America  CEO José Muñoz promised the production model will hew closely to the show car. "You'll be amazed," he added. Although the Seven concept has a loungelike interior and coach doors, the version that goes on sale will have a normal interior with a steering wheel. We expect its cabin to borrow some of the Ioniq 5's details.PLATFORM AND POWERTRAIN: The Ioniq 7 will be based on Hyundai's Electric-Global Modular Platform (E-GMP), which can accommodate multiple sizes with different battery systems. This is the same architecture used in the Ioniq 5, the Kia EV6, and Genesis GV60, all of which are much smaller. Similarly, the Hyundai Ioniq 7 will share much with the Kia EV9 and Genesis GV90. The Kia is slated to go into production soon and could be here next year, while the Genesis GV90 will most likely arrive in 2024. The Ioniq 6 sedan will also share its platform with these SUVs. Like its smaller sibling, we expect the 7 to have a range north of 300 miles while being able to charge from 10 to 80 percent in about 20 minutes with a 350-kW charger.ESTIMATED PRICE: $50,000EXPECTED ON-SALE DATE: Q1 2024

Best Driver's Car has become MotorTrend's Performance Vehicle of the Year. There are two key positives we netted by changing our annual high-performance hullaballoo to a MotorTrend Of The Year program. First, the number of cars competing increases substantially. With Best Driver's Car we were hamstrung by logistics—BDC was a traveling road show, after all—and could only ever evaluate a maximum of 12 vehicles. Year One of Performance Vehicle of the Year saw a field of 22 contenders and finalists, and if not for the pandemic, the semiconductor chip shortage, and general supply chain woes, the number would have been greater. Second, the amount of time our judges get with each car increases by orders of magnitude, especially on the track. We did lose the amazing contributions of our friend and professional race car driver Randy Pobst, as well as his WeatherTech Raceway Laguna Seca lap times, but these changes allow us to deliver to you a better story with a better verdict.We began the inaugural MotorTrend PVOTY at Hyundai's desert proving ground in California City, California. Our test team arrived a week early to get numbers (curb weights, 0-60 and quarter-mile times, 60-0 braking distances, and figure-eight and skidpad figures) from every contender. Our test team members remain our unsung heroes, but to give you an idea of what they do, they fling each car around our figure-eight course at least five times. If the team isn't happy about the performance, three cooldown laps occur before another five hard laps. Plus, with some vehicles rolling on R-compound tires, you need to heat up the rubber before your laps, so there's even more driving. Best-case scenario with 22 cars is more than 200 laps, and please see Murphy's Law for the odds of best cases ever working out. Our photo team arrived with the test team and shot roughly 1,000 images—per vehicle!Next, the official judges arrived at Hyundai and proceeded to conduct walkarounds of every vehicle to make sure everyone was up to speed about what they faced. Few on staff had driven many of the contenders, and certainly no one had driven them all. Only one judge had previously driven the Lamborghini Huracán STO. We had the Volkswagen Golf R and Toyobaru twins at our Car of the Year event, but not everyone present at PVOTY attended this year's COTY.What's in a walkaround? Well, for example, I was tasked with explaining the BMW XB7 Alpina to the rest of the judges. I broke down why it's in the contest (it's a 612-hp SUV) and what vehicles it competes with in reality. I pointed out its engine's unique tune, the hidden shift buttons, and the Alpina-spec 23-inch Pirelli P Zero tires—"Cool Features," as we term it on our internal template, that you wouldn't necessarily figure out while flinging cars around a proving ground.We then drive quite a bit, and for the next two days we had free rein of Hyundai's awesome facility. We used the high-speed, 6-mile oval to evaluate ride quality—how does a car feel cruising at 120 mph for three minutes? The judges also had access to the figure-eight and skidpad, as well as the special surfaces area (split mu, potholes, Botts' dots, broken pavement, and the like). The bulk of our evaluations took place on Hyundai's winding road course, which, let's face it, is what you want out of a performance vehicle test. The winding layout isn't quite a true racetrack, but it's not not a racetrack, either. Wink, wink.After every judge drove every vehicle, we all sat down to cull the herd from 22 contenders to a certain number of finalists, though we had no set number in mind. The finalists would go on to the canyon and track portions of our test. This, of course, proved very straightforward and easy. Kidding! What's the line from A Christmas Story? "In the heat of battle my father wove a tapestry of obscenity that, as far as we know, is still hanging in space over Lake Michigan." Yeah, well, if you ever find yourself in the Mojave Desert, don't look up.There were many fearsome battles. The one that stands out most prominently concerned the BMW M5 CS. Because of supply chain issues, BMW was unable to deliver us a car with the proper tires equipped (the ones the CS was developed around). Even though some of us couldn't comprehend the M5 CS getting cut, well, cut it was. That's democracy for you, and we wound up with nine finalists. Also, #M5CSwasrobbed.The next leg of PVOTY activities began with a bang, as deputy editor Alexander Stoklosa managed to battle a bear (a bear!) with the Mercedes-AMG GT Black Series on the way to our meeting point atop Angeles Crest Highway, just north of Los Angeles. Fortunately, it was a small bear, a glancing blow, and only an aerodynamic canard was knocked from the car. With the help of the California Highway Patrol, we ran each car on a 12-mile loop from our basecamp above the twin tunnels down to the Mount Waterman Ski Lifts and back.We quickly began to realize the difference between the smooth, wide-open proving ground laps and the reality of keeping a vehicle in a single lane over quite beaten-up tarmac. Some vehicles, like the Hyundai Veloster N, gained favor in our collective estimation. Others, like the AMG, lost points, figuratively speaking. We had an inkling we'd discover things like this, based on the years of running our other OTY programs in this same manner. It was nice to be proven correct.Our next and final stop was the Streets of Willow, the smaller, curvier track at Willow Springs International Raceway. Monster vehicles like the three in our Big Wing Gang (Mercedes-AMG GT Black Series, Porsche 911 GT3, Lamborghini Huracán STO) would be a bit restricted on this shorter course. The other side of that coin was that vehicles like Toyota's GR86 and the Veloster N would be lost at sea on Willow's big track. Moreover, we elected to run Streets backward, for two reasons. First was safety, specifically because the infamous high-speed downhill kink is taken out of the equation. With each judge running five laps per car and nine finalists, that's 45 hot laps per judge, 315 laps total. That's a lot of opportunities for something to go wrong. Second, if you've ever driven Streets backward, you know it's more fun.As we discovered the day before on ACH, opinions about the vehicles changed based on the environment. A couple of the darlings of ACH quickly lost some appeal as they suffered horrible brake fade on the racetrack. We're looking at you, Hyundai and Toyota. On the other hand, the Cadillac CT4-V Blackwing and CT5-V Blackwing drew massive praise and huzzahs over their world-class, repeatable stopping prowess. Then there was the case of the AMG, which was collectively deemed "too much" for the street but did better on the track. However, there were two vehicles that sang and danced wonderfully in all three locations. After a surprisingly mellow debate, and by a 5-to-2 margin of victory, we had the inaugural 2022 MotorTrend Performance Vehicle of the Year winner.