2003 Lincoln Aviator Review

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Lincoln was one of the first auto divisions to recognize that rich people need sport-utility vehicles too, so back in 1998 the company debuted the world’s first full-size luxo-premium-super-duper SUV, the Navigator. Boy howdy, did that idea catch on. Today, everybody’s in on the act: Land Rover (okay, maybe they were first), Mercedes-Benz, Lexus, BMW, Acura, Cadillac. And, no, your eyes don’t deceive; that is a Porsche you see over there--the 2003 Cayenne, to be exact.

Suddenly, five years into the game, Lincoln powers-that-be must have awakened to the obvious: There’s a whole raft of competitors out there selling gold-plated SUVs to John and Jonelle Rich...and they’re almost all mid-size! One of the bestsellers of the lot, in fact, is the dainty Acura MDX, which somehow manages to shoehorn seven seats into a sheetmetal envelope scarcely as big as the venerable (and thoroughly downmarket, given this entry) Ford Explorer.

What’s an aging luxury division that’s struggling to remain relevant going to do? Well, if you’re a member of the Ford Motor Company, you simply plagiarize the best-selling Explorer, slap on some chrome exterior bits and satin nickel interior bits and call up the marketing guys for a catchy name. I can hear the conversation now: “Hummm. So it’s following the Navigator, you say.” “That’s right.” “Well, you see, the Navigator is a trailblazing pioneer, right? And it’s also got a five-year head start, okay? So if you’re late and you gotta be somewhere in a hurry, whatcha gonna do? You’re gonna have to fly, see? You’re gonna have to fly, and that makes you an Aviator. Next!”

Send in the clones

Far from apologizing for the raid on the company parts bin, Lincoln folks are actually pleased that the Aviator represents such a successful exercise in cloning. It looks, for all intents, like a shrunken-sweater version of the Navigator, right down to its toothy, grinning grille. And yet it also looks, for all purposes, like a glossy version of the Ford Explorer (and Mercury Mountaineer), only with slicked-back hair and tasseled, slipper-boy loafers. But if you can get past appearances, there’s the soul of a truck just yearning to roll up its sleeves and get to work.

That’s because Aviator sports a 4.6-liter twin-cam V-8 that muscles out 302 horsepower, which is 62 more horses than the Explorer V-8 in 2002. There are 300 ft-lb of torque on tap, as well. By Lincoln’s calculations, 95 percent of total torque is available for use from 2250 rpm to 5400 rpm, which is one half of the entire power band. This happy circumstance is a major reason why Aviator boasts the best tow rating in its class: 7300 lb for the rear-drive model, 7100 lb for all-wheel-drive. Those numbers, in fact, are good enough to best even some full-size SUVs, like the gargantuan Lexus LX470.

I was invited to test-fly the Aviator through the foothills of the Appalachian Mountains in the Jefferson National Forest west of Roanoke, Va. Torque, even more than horsepower, is what’s required for negotiating turn after narrow uphill turn; and in the all-wheel-drive Aviator that I drove, power is distributed evenly and without hesitation at all four corners. On the downside--literally--Aviator negotiated mile after mile of steep, winding descents with flawless braking from the large four-wheel discs. Lincoln has specified somewhat firmer shock absorber valving for the Aviator’s four-wheel independent suspension, and steering is a much-appreciated rack-and-pinion unit from ZF. The result is surprisingly nimble handling, which if not exactly cat-like is satisfyingly bear-like, perhaps, for what is after all a truck.

Flying high

From a pilot’s perspective, the Aviator’s cockpit is functional, comfortable, and overdressed. I like the steering wheel controls for audio functions, and I appreciate the combination of adjustable pedals and a six-way power driver’s seat that allows me to compensate for my congenitally low altitude. I’m chromatically challenged as well due to red-green colorblindness, so I also appreciate the hundreds of white-light LEDs that illuminate dash controls and readouts instead of infuriating red ones I can barely see.

What I can’t understand, however, is the use of all that satin-finish faux-nickel plastic that swathes the central console and dash. There are even hinged panels of the stuff that fold down to hide rather important controls for the climate control and audio systems. It’s supposed to be a touch of luxury. To my taste, it looks like the equivalent of using wood-grain contact paper to dress up a mobile home.

The Aviator is capable of seating seven people in relative discomfort, thanks to the clever two-passenger third-row bench that folds flat when there’s cargo. Lincoln’s betting that six people will be happier than seven inside, so it’s installing second-row captain’s chairs as standard equipment, with a three-seater bench offered as a no-cost option.

Where cargo is concerned, Aviator is reasonably spacious, with 78 total cubic feet of storage space when rows two and three are folded, 40 cubes when only the third row is folded, and 12.4 cubes with all seats in use. The relevant seats fold and tumble easily without need to remove anything, even headrests. Getting a second-row captain’s chair out of the way to provide access to the rear seat is a bit of a production, however; and the folded seat is still big enough to complicate easy ingress/egress.

As SUVs go, the Aviator is pricey, ranging from $40,000 to $46,000. As rich-folk SUVs go, on the other hand, the Aviator is awfully close to being a bargain, considering its power and its people-and-payload credentials. I may question some of the more-money-than-sense styling decisions of this latest Lincoln; but in terms of its sporty driving feel and legitimate work ethic, the Aviator looks to be a hit among the high-flyers.

2003 Lincoln Aviator
Base prices:$39,995 (RWD); $42,915 (AWD)
Engine: 4.6-liter DOHC V-8, 302 hp/300 lb-ft
Drivetrain: Five-speed electronic automatic with overdrive lockout; rear-wheel or all-wheel drive
Length x width x height (inches): 193.3 x 76.0 (mirrors folded) x 71.4
Wheelbase: 113.7 in
Curb weight: 4805 lb (rear-wheel drive); 4957 lb (all-wheel drive)
EPA City/Hwy: 13/18 mpg (estimated)
Safety equipment: Driver & passenger front airbags; Safety Canopy air curtain for first- and second-row occupants; anti-lock brakes with electronic brake force distribution; AdvanceTrac vehicle dynamics system (optional with all-wheel drive, late availability); tire pressure monitoring system (optional and late availability)
Major standard equipment: Dual-zone electronic climate control with auxiliary climate control system for second- and third-rows; 80-watt CD/cassette premium sound system; power windows, seats, door locks and mirrors; analog clock; cruise control; 17-inch, painted cast aluminum wheels.
Warranty: Four years/50,000 miles

 

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