Nice Drives: Lincoln Navigator & Mazda CX-90

Lincoln was the first to see the possibilities in a luxury full-size SUV, all the way back in 1997. Now in its fourth generation, it has matured into the elder statesman of the segment.

There’s only one powertrain, a 440-hp, twin-turbo V6 tied to a slick-shifting 10-speed automatic. It grants the Gator/Nav/Navi massive urge at most any realistic speed and summons 60 in only 5.3 seconds. Fuel economy (for those who frankly give a damn) is on the lower end of what similar vehicles achieve.

The Navigator draws near-universal praise from passengers and bystanders—at least in the upper Midwest, its spiritual home. Its sheet metal, updated for 2019, has perhaps the best proportions in the class, whether in short or long wheelbase form. The paint has depth and there is just the amount of brightwork to come across as classy without being perceived as gauche.

Inside, the Lincoln is marvelous; the tester’s “Central Park” theme was stunning, comprised of fern green and light gray swaths of leather and soft-touch plastics. Lashings of walnut are laser-etched with aerial views of NYC; copious chrome pick out controls; 30-way adjustments for the front massaging seats have become a staple of the Black Label. The Revel Ultimate 3D audio system is a new addition and one of the best on the market for accuracy and involvement. It’s also massive inside, shaming rivals from BMW, Mercedes and Range Rover, and has what just might be the most comfortable third row in the industry. Even with all seats full, the longer L model still has huge cargo capacity—and it can tow up to 8,700 pounds.

While wireless Apple and Android connections work flawlessly; to hear what it can do, you’ll need to feed it uncompressed music via USB. Most tech is intuitive to command and the massive 13.2-inch touchscreen is bright and fast in response. A couple of minor disappointments are that the otherwise great head-up display washes out when you wear polarized sunglasses; this is odd in that the last Navi had a display that mitigated this issue.

Also, the BlueCruise 1.0 hands-free driving aid worked intermittently at best, despite the Lincoln being driven on Interstates right outside of Detroit.

Despite these nits, the Lincoln is a lovely place to spend time; hushed, refined and with trimmings that look and feel special. Black Label customers also get many perks such as annual car detailing and pickup and delivery of loaner vehicles.

That level of service handsomely complements the Navigator’s best qualities. The Navigator is timeless in the same way that its mid-century vibe appeals to those of multiple generations, as well as in the way that it summons the spaciousness and classic style of Lincoln’s best vehicles across the decades.

Lincoln Navigator

$119,765

EPA Ratings: 16/22/25 mpg

0-60mph: 5.3sec

 

Mazda’s transition from a quirky purveyor of “Zoom Zoom” to a semi-premium market position is completed in the CX-90.

It looks special inside and out; subtle fender flares and a grounded stance draw ready compliments and there is just the right amount of chrome to signal “upscale” on the fancier models. It is no way out of place parked next to Lexi or BMWs at upscale restaurants or the club.

Inside the CX-90 (at least in upper trim levels) sends all the right signals to the brain; the leather looks and feels appropriate and there is even real wood trim. It feels at least equal to an Acura or Audi, nicer than similarly-priced Jeep Grand Cherokees or other domestic upscale brands. Seating is comfortable in all three rows for six; Mazda has drawn criticism for not making the -90 larger than the outgoing CX-9, yet it has one of the more easily accessed and livable third rows in its size range. That said, rivals like the Kia Telluride are roomier back there.

The tech is generally well-wrought; a massive screen is set high up near the dash. It can be controlled via touch while wirelessly synced to Apple or Android; otherwise, a control akin to those in BMWs works well.

Some of the menus could use work though; scrolling between radio presets is much more complex than it needs to be. Driving aids work well, reducing fatigue and stress as a luxury vehicle should.

The CX-90 is quiet and refined; there is little or no wind noise and road noise is well suppressed, but it doesn’t seem to ride as well as it forbear. It feels stiffer in roll and more athletic; the CX-90 hews very close to Mazda’s ethos of driver involvement, hustling through corners with verve, all while communicating faithfully through the controls, but would perhaps be better served by having adjustable dampers that could make it more compliant when not in Sport mode.

There are two powertrains available: a 3.3-liter inline six turbo in two potencies: 280 and 340 horsepower for the S models. The latter can hit 60 in just over six seconds; both feel torquey and smooth. They also get amazing fuel economy, with 30-mpg being easily achievable on the highway. The other option is a plugin hybrid, comprised of a four-cylinder engine, electric motor and 17.8kWh battery pack. Its combined total of 323 hp hustles it to 60 in only 5.9 seconds, and it can routinely travel 26 miles on a full charge. Run in hybrid mode it gets the equivalent of 57 mpg. In Colorado this PHEV also qualifies for $12,850 in rebates if leased — its payments are hundreds of dollars less than competitors.

It’s gratifying to see Mazda remain independent yet become increasingly relevant. Sales are at record levels, and independent survey results that place its vehicles as tied with Lexus and Toyota as the most reliable made. Its showrooms are now as upscale as the product, too. The CX-90 has premium breadth and depth to spare, and as long as its third row is large enough, it deserves to be on buyers’ shortlist.

Mazda CX-90 Turbo S

$58,000

EPA Ratings: 23/28/25 mpg

0-60mph: 6.3sec