’22 Lincoln Navigator First Drive: Watch the Road!? We Are!
The 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 Flaws
Let'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 Navigator
There 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 Seats
We 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 Better
In 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 AllYou may also like
Earlier this month, we reported Ford's corporate offices had warned its dealers against demanding extra deposits or other payments on reservations for hotly anticipated vehicles like the upcoming F-150 Lightning. Now comes word GM sent a similar letter to its Chevrolet, GMC, Buick, and Cadillac dealers around the same time.Originally posted to Corvette Action Center and attributed to GM North America president Steve Carlisle, the letter has since been confirmed by GM as authentic. In it, Carlisle notes most dealers are playing fair, but says "a small number of dealers have engaged in practices that do not support a positive sales experience for our customers."Market Adjustments And Additional Dealer MarkupsCarlisle specifically calls out dealers demanding extra money beyond the cost of a reservation and or adding huge markups to the final vehicle cost. Known as "market adjustments" or Additional Dealer Markups" (ADMs), these surcharges are added to the price of the reservation and or the final price of the vehicle by the dealers and are pure profit.At the root of it are simple laws of supply and demand, exacerbated by plain old greed. These vehicles are highly anticipated and have either limited reservation slots available or long waiting lists. Dealers charge markups because, simply put, people are excited enough about the vehicles to pay whatever it takes. In some cases, this can mean tens of thousands of dollars or more above the Manufacturer's Suggested Retail Price (MSRP).Dealers can get away with this because they're effectively allowed to charge what the market will bear. The S in MSRP is critical: Thanks to strong state franchise laws pushed by dealers and their political allies, automakers cannot dictate the final sale price of a vehicle. That's why nearly all vehicle sales at dealerships are negotiations.Automakers Strike Back, Sort OfWhile GM can't tell its dealers what to charge for a car or prevent them from adding a markup, it does have some leverage. According to Carlisle's letter, Article 5 of the GM Dealer Sales and Service Agreement states "Dealer agrees to effectively, ethically and lawfully sell and promote the purchase, lease, and use of Products by consumers ..." and "Dealer agrees to advertise and conduct promotional activities that are lawful and enhance the reputation of Dealer, General Motors, and its Products. Dealer will not advertise or conduct promotional activities in a misleading or unethical manner, or that is harmful to the reputation of Dealer, General Motors, or its Products."In essence, Carlisle is saying demanding extra money on top of the mandatory reservation fee and adding markups to the final price could put the dealers in violation of their agreement. Carlisle specifically calls out dealers that tell customers an extra fee on top of the reservation price is mandatory to keep that reservation, which is not true under GM's reservation policies.As punishment, GM is threatening to take away an offending dealer's allocation of the vehicles in question and give it to another dealer that's following the rules. The offending dealer would still get its normal shipment of other vehicles, but would be cut off from receiving hot new vehicles to sell, such as Hummer EVs, Corvette ZO6s, Silverado EVs, and Lyriq EVs. The letter also threatens "other recourse prescribed by the Dealer Sales and Service Agreement" but does not specify what that would consist of.Closing The Broker LoopholeCarlisle also calls out dealers planning to sell hot new vehicles to independent brokers who will flip them for much higher prices. In such a scheme, the dealer would either sell the vehicle to the broker at an inflated price but not as high as what the broker can get from desperate customers, ensuring a profit on both sides, or receive a kickback when the broker resells the vehicle at a higher price.The letter reminds dealers that selling to brokers is specifically prohibited by the Dealer Sales and Service Agreement, which reads "Dealer agrees that it will not sell new Motor Vehicles for resale" and "Dealer is not authorized … to … sell Motor Vehicles to persons or parties (or their agents) engaged in the business of reselling, brokering (including but not limited to buying services) or wholesaling of Motor Vehicles."Dealers caught selling hot new vehicles to brokers and resellers will likewise have their allocations of those vehicles "redirected" to another dealer.No Restrictions On Private CustomersUnlike Ford, GM has not gone as far as to bar private buyers from reselling their vehicles for a profit. Ford has provided language for dealers to include in their sales agreements that requires customers to keep their vehicle for at least one full year before reselling it or face a lawsuit for breach of contract. This would prevent the average person from flipping their personal vehicle for a profit, at least for a year. GM has not yet provided such language to its dealers or addressed private resales so far as we know. https://www.motortrend.com/news/ford-warns-dealers-scalpers-about-f-150-lightning-sales/https://www.motortrend.com/news/2023-chevrolet-corvette-c8-z06-first-look-review/https://www.motortrend.com/news/2022-gmc-hummer-ev-pickup-pros-cons-review/https://www.motortrend.com/events/2024-chevrolet-silverado-electric-truck-first-look-review/https://www.motortrend.com/reviews/2023-cadillac-lyriq-first-look/https://www.motortrend.com/news/2022-ford-f-150-lightning-electric-first-look-review/
Stellantis' love of "Easter eggs" compelled designers of the Ram 1500 TRX to include a graphic of a giant Tyrannosaurus Rex chasing a comparatively tiny velociraptor in the center console, with a more graphic image of a raptor being chomped by a T-Rex under the hood. Yes, that Hellcat-powered desert destroyer clearly caught Ford—which invented the factory Baja-racer category with its F-150 Raptor—flat-footed. But Ford is ready to more than even the score this fall with the introduction of the 2023 Ford F-150 Raptor R, powered by the aptly named "Predator" supercharged V-8 borrowed from the Shelby GT500 and significantly modified.Raptor R Power & TorqueLet's not bury the lede here: In an F-150 Raptor R, the 5.2-liter Predator V-8 makes 700 hp at 6,650 rpm (down from the GT500's 760 hp at 7,300 rpm) and 640 lb-ft at 4,250 rpm (up from 625 lb-ft at 5,000 rpm). This recalibration reflects the mission shift from track star to Baja 1000 trophy truck. They also allow this engine to haul 1,400 pounds of payload, lug an 8,700-pound trailer, and pass Ford's rigorous pickup-truck durability test cycles while spinning four gigantic 37-inch diameter tires (10 inches larger than a GT500 tire). And though that modest increase in peak torque may seem unimpressive, we're assured that torque increases by an average of 25 percent across the entire rev range. (Save your Googling—the TRX's pushrod engine makes 702 hp at 6,100 rpm and 650 lb-ft at 4,800 rpm, and its payload and tow ratings are 1,300 and 8,100 pounds.) How Fast Is the Raptor R?The same 120-mph governed top speed as the Raptor 37 will apply, but, weighing in at around 6,100 pounds, the weight-to-power ratio drops from the 3.5-liter Raptor 37's 13.3 lb/hp to 8.6, so we're confident the 0-60-mph time will drop from the 37's 5.6 seconds to perhaps 3.8 seconds or quicker. For those keeping score at home, the 6,760-pound (9.6 lb/hp) Ram TRX needs 4.1 seconds. You'll basically need four electric motors to go faster in a pickup truck. (The Rivian R1T: 8.6 lb/hp, 3.1 seconds to 60 mph).Dialing Up the Raptor R's TorqueNobody's bombing across a desert at 180 mph, so high-rpm power is deemphasized. Reducing the redline from 7,500 to 7,000 rpm allowed the supercharger pulley diameter to shrink, which means the Eaton TVS R2650 blower spools up more quickly at lower rpm (boosting low- and mid-range torque) without fear of over-revving at the top end. Breathing is also improved with a new conical air filter that improves airflow by 66 percent. On the exhaust side are new cast stainless-steel headers feeding a dual exhaust system that includes a true pass-through muffler where sound pulses from each bank can intermingle. These cast headers don't flow quite as freely as the GT500's tubular ones, but they can survive repeated Davis-dam, max-towing pulls. Gone is the V-6 Raptor's exhaust-pipe trombone loop, and the active noise valve feature is recalibrated for the R.The engine's lubrication circuit is significantly enhanced with a deeper, higher-capacity oil pan and a bar-plate oil-to-water cooling system that's integrated into the engine cooling circuit—a setup that works better for towing than the GT500's track-optimized oil-to-air cooler. There's also a new viscous aluminum crankshaft balancer. Drivetrain ReinforcementsYou can't simply yank out a 450-hp/510-lb-ft twin-turbo V-6, slap in a 700-hp/640-lb-ft V-8, and then send it off with a factory warranty. The 10-speed automatic's torque converter is fortified with a heavy-duty turbine damper and a beefy four-pinion output assembly. The shift programming is tuned to deliver the quickest shifts of any Ford 10-speed. The torque is then transmitted aft through a larger-diameter aluminum driveshaft, and forward to a new front axle featuring a strengthened spider-gear carrier and structurally reinforced front cover.Chassis ModsFord basically introduced the Raptor R's chassis last year, dubbed Raptor 37 to denote its class-largest tires. To that already reinforced platform's reinforced jounce bumper mounts, stronger front Fox shocks, and a new crossmember, trailer hitch, and winch mount for the underslung 37-inch spare, the R adds only unique calibration of the Fox Live Valve shocks and front springs that are stiffened by 5 percent to accommodate the roughly 80 additional pounds of the V-8 powertrain.Crazy 8s Outside, the Raptor R is distinguished by Code Orange front tow hooks and an orange R on the grille, a 1-inch-taller power dome in the hood (for looks as the engine requires no extra clearance), and unique graphics. The hood and rear flanks get appliqués that look like a cracked desert floor filled in with a zillion little 8s and one single "V" on the driver-side rear. Inside, there's a full black-out package with gloss black dash panels, carbon-fiber accents with a unique "triaxial" weave, and unique standard Recaro seat coverings. The black leather and Alcantara upholstery is accented with Code Orange stitching and the seatbacks are embroidered with a RAPTOR logo featuring an orange R at the end.How Soon and How Much?The order banks are open now for dealer deliveries starting in fall 2022 at a somewhat eye-watering all-inclusive price of $109,145. Buyers' only options will be the choice of eight colors (including an exclusive Avalanche Gray) and a panoramic sunroof likely to cost somewhere around $1,495 as it does on lesser F-150s. A similarly configured TRX rings in at around $102,000, so that's either a bold ask, it's factoring in considerable inflation, it aims to deprive dealers of their markup, or maybe it's Ford's subtler answer to Ram's T-Rex versus raptor Easter egg graphics. 2023 Ford F-150 Raptor R Specifications 2021 Ram 1500 TRX Specifications BASE PRICE $109,145 $72,020 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck Front-engine, 4WD, 5-pass, 4-door truck ENGINE 5.2L/700-hp/640-lb-ft port-injected supercharged DOHC 32-valve V-8 6.2L/702-hp/650-lb-ft port-injected supercharged OHV 16-valve V-8 TRANSMISSION 10-speed automatic 8-speed automatic CURB WEIGHT (F/R DIST) 6,000 lb (57/43%, est) 6,760 lb (56/44%) WHEELBASE 145.4 in 145.1 in LENGTH x WIDTH x HEIGHT 232.6 x 86.6 x 80.7 in 232.6 x 87.0 x 80.6 in 0-60 MPH 3.8 sec (MT est) 4.1 sec EPA CITY/HWY/COMB FUEL ECON Not yet rated 10/14/12 mpg EPA RANGE 450 miles (est) 396 miles ON SALE Fall 2022 Now Show All
ford explorer Full OverviewTwo years into the pandemic, a fair number of people continue to take a break from their house/and immediate urban environs by heading outdoors and getting away from everything. For instance, Ford Explorer owners report a 56 percent increase in off-road use over the past three years, according to the company. Whether that's partially caused by lockdowns or changes in consumer tastes, the fact is more people are into off-road-oriented vehicles. That's why Ford launched the Timberline subbrand: It delivers slightly more capability off the pavement for those who want to hit the trails more often while looking a little more badass. The 2022 Ford Explorer Timberline is the first model to boast this package, and Ford has also announced an Expedition Timberline.The 2022 Ford Explorer Timberline also targets Subaru customers who are avid campers and hikers. Although the Timberline is equipped so as to sit a level above any standard Subaru, it would pair well with the Ascent Wilderness rumored to be coming later this year.How does the 2022 Ford Explorer Timberline compare to its regular sibling? Are the upgrades worth the price? We headed from Los Angeles to the San Francisco Bay Area and back to find out.What's So Special?Beefier tires are the first thing you notice when walking toward the 2022 Ford Explorer Timberline. The Bridgestone Dueler all-terrain rubber has an aggressive tread pattern, and it bumps the Explorer's look. The tires aren't as off-road capable as the Jeep Wrangler's, but they are sufficient to tackle a dirt trail or snowy path. Compared to the regular Explorer, these tires are a night and day difference and will help you get to your camping spot or cabin. Road noise is their biggest drawback, as it is significantly louder compared to the regular Explorer—to the point where it's a bit difficult to hear passengers sitting in the back. The tires wrap high-gloss black 18-inch wheels exclusive to the Timberline and which sport the Timberline logo.While Ford raised the suspension 0.55 inch, the Explorer Timberline gets a 0.8-inch lift overall thanks to the tires adding a quarter inch. That's not enough for the Timberline to look much different height-wise, but its approach and departure angles rise to 23.5 and 23.7 degrees, respectively, up from 21.0/22.3 for the next-best Platinum.Look closer at the grille, and you'll see a couple of LED lights nicely placed on top of it. When the sun goes down, these lights illuminate the trail like it's daytime.A unique grille, new front fascia with orange detailing and orange hooks, and more black plastic on the sides and rear make the Explorer Timberline easily identifiable. If that's not enough to tell people what you're driving, badges on the SUV's rear and sides proclaim it as a Timberline. Meanwhile, steel skidplates protect nearly every inch of the underbody.How Unique Is the Interior?Like the exterior, the 2022 Ford Explorer Timberline's interior has cool details that are exclusive to the trim. The Deep Cypress Activex seats combine dark green leatherette with gray cloth, and they blend nicely and look the part. After two five-hour drives, the seats still felt supportive and pleasant, and friends traveling with us called them out as being notably comfortable. The green leatherette and orange contrast stitching expands to the door panels, and a gray-stone mesh apliqué ups the dashboard's look.Besides the seats and fancy trim, as well as rubber floormats and the Explorer Timberline logos on the front headrests, the interior is pretty much like any other Explorer's. The bad news is that the small 8.0-inch screen comes with the old SYNC 3 infotainment system, which lacks the new version's modern graphics and easy-to-use features. But wired Apple CarPlay and Android Auto are standard.Our Timberline test model came equipped with second-row captain's chairs that allow easy access to the third row. Once you make it back there, legroom and headroom are pretty good, even for adults. The four rear seats fold flat, allowing you to place large items should you need the space for your camping gear.How's the Drive?All 2022 Ford Explorer Timberlines are powered by the Blue Oval's 2.3-liter EcoBoost l-4, delivering 300 hp and 310 lb-ft of torque, and a 10-speed auto sends the power to all four wheels. What's different from other Explorers, however, is the Torsen limited-slip differential, which can send torque to the wheel with the best traction depending on road conditions. The Terrain Management System features several driving modes, including Trail and Deep Snow/Sand to cruise better when navigating off the pavement.Ford fitted the 2022 Explorer Timberline with the same shocks as the Explorer Interceptor, the SUV you never want to see in your rearview mirror. The suspension means the Timberline rides stiffer on pavement; we felt almost every pothole and rut we encountered. The last regular Explorer we drove—a rear-wheel-drive XLT—felt bouncy and unsettled, which is quite different from how the Timberline rides. We didn't get a chance to drive the Timberline on a trail, but we expect the shocks will deliver a soft ride when hitting a dirt road, though we'll reserve final judgment for when we get to drive it off the concrete. The steering also feels different; it's numb and lacks a connection with the road, perhaps at least partially due to the beefier tires.The 2.3-liter EcoBoost is adequate for the Timberline in terms of power. During our testing, it accelerated from 0 to 60 mph in 6.8 seconds, a decent number given the tiny displacement and big body. We noted a strange noise coming from the back of the vehicle when accelerating at wide-open throttle, but things were mostly silent on the road—except for the tire noise coming into the cabin. On our figure-eight course, the numb steering revealed itself as arguably the worst thing about this SUV, but we were pleasantly surprised by the actual handling, which was relatively impressive.What's the Deal?For $47,705 as tested, the 2022 Ford Explorer Timberline looks good and adds potentially useful equipment for people who intend to head into nature. It's not cheap, but you get enough for your money to make it an attractive choice. Compared to the regular Explorer, the Timberline looks better and rides better. And not insignificantly, it keeps its price shy of $50,000, so even those who aren't avid outdoor enthusiasts might find the Timberline attractive.2022 Ford Explorer Timberline Pros and ConsProsGreat looksUseful off-road equipmentSpacious interiorConsLooks good! More details?Tire noiseStiff rideNumb steering 2022 Ford Explorer Timberline Specifications BASE PRICE $47,540 PRICE AS TESTED $47,705 VEHICLE LAYOUT Front-engine, AWD, 6-pass, 4-door SUV ENGINE 2.3L turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 300 hp @ 5,500 rpm TORQUE (SAE NET) 310 lb-ft @ 3,500 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 4,608 lb (51/49%) WHEELBASE 119.1 in LENGTH x WIDTH x HEIGHT 198.8 x 78.9 x 70.7 in 0-60 MPH 6.8 sec QUARTER MILE 15.3 sec @ 89.0 mph BRAKING, 60-0 MPH 127 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 19/22/21 mpg EPA RANGE, COMB 376 miles ON SALE Now Show All
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