Lincoln stands out among automakers for its relaxed approach to luxury. The emphasis rests on calm and comfortable travel, reflecting older ideas of what premium vehicles once delivered before priorities turned toward sharp performance, advanced technology, or rugged capability in upscale brands. The Aviator follows this classic luxury path closely and succeeds convincingly, even though it shares mechanical roots with the more ordinary Ford Explorer.

In dimensions and presence the Aviator sits a step below the larger Navigator yet shares a clear family look. The overall Lincoln styling draws obvious cues from the influential Range Rover. The design blends restrained bodywork with measured brightwork, and the front end received updates last year. More than 10 inches shorter than the standard Navigator and sitting roughly eight inches lower, the Aviator feels less bulky and more manageable behind the wheel. Parking becomes simpler thanks to a compact turning radius and, in our test vehicle, a 360-degree camera activated quickly via a console button.

Pricing for the Aviator can approach Navigator territory when choosing the top Black Label trim, which opens at $87,605. Better value appears lower in the range, where the rear-wheel-drive Premiere begins below $60,000 and the well-equipped Reserve starts at $68,425. We evaluated the Reserve model with all-wheel drive and selected options that brought the total to $82,300.

The optional plug-in hybrid system was discontinued a few years ago, which is not a major loss since it added substantial weight and expense. Every version now uses a twin-turbo 3.0-liter V-6 producing 383 horsepower and 415 pound-feet of torque. Power flows through a 10-speed automatic transmission.

This powertrain stands out as a strength. Nearly 400 horsepower proves ample here and exceeds output in the Infiniti QX60 or nonhybrid versions of the Volvo XC90 and Lexus TX. At the test track the Aviator reached 60 mph in 5.6 seconds, nearly two seconds quicker than the latest QX60 and more than a second ahead of the XC90 B6 and TX350. On the road the boosted V-6 feels relaxed and delivers smooth acceleration. The 10-speed transmission shifts through many gears yet stays calm and quiet. Drivers can select Excite mode for a sportier feel along with Slippery, Conserve, and Deep Conditions settings, though the livelier mode brings little noticeable change and is rarely needed for responsive throttle feel.

The V-6 consumes more premium fuel than competing turbocharged four-cylinders. EPA estimates for the all-wheel-drive model list 17 mpg city and 25 mpg highway; we recorded 24 mpg during our 75-mph highway run. The XC90 B6 and TX350 AWD are rated 20/26 mpg, and the Volvo achieved that highway figure in our testing. The all-wheel-drive QX60 posts stronger EPA numbers at 22/27 mpg.

Our test Aviator included the Dynamic Handling package for $2,500, which adds air springs and adaptive dampers plus a forward camera that detects potholes and bumps to adjust the suspension. The system handled numerous imperfections during spring pothole season in the Northeast and did an excellent job shielding the cabin, even on stylish 22-inch wheels. The ride feels smoother than in the XC90 or TX. Results can differ, however. Near our Michigan base the suspension sometimes felt unsettled over rough pavement. Excite mode again made little difference. Regardless of setting the Aviator remains true to its relaxed character with no sporty pretensions, unlike an Acura MDX Type S, though Lincoln makes no such claims.

HIGHS: Navigator-inspired styling, effortless power, smooth ride quality.

The Aviator cabin falls just short of the Navigator's mid-century design flair, yet the Black Label versions have offered distinctive colors and materials in the past. Even our Reserve test car featured an appealing Hot Chocolate theme with rich leather that smelled fresher than typical synthetic fragrances.

Michael Simari|Car and Driver

Lincoln's 30-way-adjustable Perfect Position front seats, included in a $7,995 option group on the Reserve and standard on Black Label, provide extensive adjustments including separate under-thigh extensions on each side. The cushions feel firm, however, so some may prefer the standard seats. The second row, available as a bench or captain's chairs, offers adequate space for adults though not generous; the third row suits children best. A Lexus TX provides more room overall. Cargo space behind the third row holds a reasonable five carry-on bags.

LOWS: Top-trim pricing approaches Navigator levels, third row best for occasional use, higher fuel use than four-cylinder rivals.

The second-generation Aviator has been available since 2019, so its dashboard avoids the heavy screen focus seen in newer rivals or even Lincoln's Nautilus and Navigator. A configurable digital gauge cluster pairs with a 13.2-inch central touchscreen that manages climate functions. A volume knob, drive-mode selector, and scattered physical buttons complete the controls. The interface remains straightforward to learn.

VERDICT: The Aviator brings Navigator glamour to a more practical size.

Overall the Aviator feels effortless. It may not attract buyers chasing the latest technology or strong performance, yet it excels when the goal is simple relaxation.

Specifications

2026 Lincoln Aviator Reserve AWD
Vehicle Type: front-engine, all-wheel-drive, 6-passenger, 4-door wagon

PRICE
Base/As Tested: $70,925 / $82,300
Options: Equipment Group 201A Reserve II (22-inch wheels, adaptive dampers, Illumination package, Lincoln Dynamic Signature Lighting, LED daytime running lamps, illuminated Lincoln Star in grille, adaptive LED headlamps, head-up display, Luxury package, 29-speaker Revel Ultima 3D Audio, heated and ventilated outboard rear seats, 30-Way Perfect Position seats with Active Motion and massage, $7,995; Dynamic Handling package, $2,500; full rear console, $480; four years of SiriusXM, $400

ENGINE
twin-turbocharged and intercooled DOHC 24-valve V-6, iron-and-aluminum block and aluminum heads, direct fuel injection
Displacement: 180 in^3, 2,956 cm^3
Power: 383 hp @ 5,500 rpm
Torque: 415 lb-ft @ 3,000 rpm

TRANSMISSION
10-speed automatic

CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 13.6-in vented disc/13.8-in vented disc
Tires: Goodyear Eagle Touring 275/40R-22 107W M+S

DIMENSIONS
Wheelbase: 119.1 in
Length: 199.7 in
Width: 79.6 in
Height: 69.6 in
Cargo Volume, Behind F/M/R: 76/40/17 ft^3
Curb Weight: 5,115 lb

C/D TEST RESULTS
60 mph: 5.6 sec
1/4-Mile: 14.4 sec @ 95 mph
100 mph: 16.0 sec
Results above omit 1-ft rollout of 0.4 sec.
Rolling Start, 5-60 mph: 6.3 sec
Top Gear, 30-50 mph: 3.3 sec
Top Gear, 50-70 mph: 3.9 sec
Top Speed (C/D est): 140 mph
Braking, 70-0 mph: 176 ft
Braking, 100-0 mph: 371 ft
Roadholding, 300-ft Skidpad: 0.82 g

Interior Sound
Idle: 39 dBA/3 sone
Full Throttle: 77 dBA
70-mph Cruising: 68 dBA/23 sone

C/D FUEL ECONOMY
Observed: 16 mpg
75-mph Highway Driving: 24 mpg
75-mph Highway Range: 480 mi

EPA FUEL ECONOMY
Combined/City/Highway: 20/17/25 mpg

Reviewed byJoe Lorio

Deputy Editor, Reviews and Features

Joe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar.