Automotive Reviews
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Back-catalog of reviews written before 2008.
2003 Lincoln Town Car Cartier
01033 days
Okay, say what you like about the Lincoln Town Car. It’s not cutting-edge. It’s a relic of an era whose time has passed. It’s downright shameless with its battleship-like proportions, big V8, and rear-wheel drive. That’s what everyone (except, of course, the cadre of fiercely loyal Town Car buyers) says. None of that matters in light of one simple fact: No one makes a big, fat slab of automobile the way Lincoln can. Challengers like the Mercedes S-Class and Lexus LS430 may have the edge in high technology and Euro-styling, but the Lincoln has spent years trumping their curbside impact with sheer size and tradition.
For 2003, the Town Car finally gets some refinement to go with that luxurious mass. In recent years, the Cadillac Deville has grabbed the American-style luxury spotlight with a sophisticated front-wheel drive chassis and modern interpretation of classic Cadillac style. Lincoln has chosen to go a different route. The new Town Car borrows a bit from the past to create a new “family” look for the brand. Add a quieter interior, revised steering and high-intensity discharge headlamps to the distinctive new face, and you have a Lincoln Town Car that’s thoroughly modern yet faithful to tradition at the same time.
All Lincolns now feature a distinctive hood ridge that starts with the grille crest and runs all the way back to the windshield. It looks good on the Town Car, offering shades of Lincoln’s 1960s big-car heyday. There’s a long hood, and a long tail, and riding proud on the hood, an honest-to-goodness hood ornament. To keep the car from looking like a complete throwback, projector-style quad headlamps under glass covers flank a grille similar to that of the Lincoln LS and Navigator. (One could make an argument for projector lamps being the styling gimmick of the new millennium, just like tailfins were in the 1950s, but that’s a different story.) Our test car was a top-of-the-line Cartier L model, with unique 17″ chrome wheels. The Cartier also has a wheelbase that’s been stretched six inches.
That’s a good place to excel, considering that most Town Car passengers will see the back seat first. It’s an impressive cabin, with forty-seven inches of rear-seat legroom thanks to the wheelbase stretch. The seats are deep, soft leather, and Lincoln has outfitted the Town Car with a bigwig-style rear control center including radio, heat and air conditioning controls. The rear seats are also heated in Cartier models; you can switch ‘em on and let them fight it out with the excellent air conditioning. There’s even a controller so the rear seat passenger can move the front passenger seat, for additional legroom. Up front, Lincoln hasn’t neglected the driver either. A new dashboard features nickel and walnut accents, as well as a new “signature” Lincoln analog clock a la Infiniti. There are dozens of storage cubbies–in the armrests, in the front of the seats, in the console–but no gadgets like a rear seat massager or a power sunshade. Yet.
Underneath that big decklid, the trunk is a 21.1 cubic-foot cavern. It looks like you could park another car in the trunk of the Town Car. Cartier models feature a grocery bag organizer in the floor.
The Town Car is much nicer on the road than its closest competition, the Cadillac Deville. It’s not the dynamic equal of the S-Class or even the Lexus LS430, but thanks to a revised suspension and all-new rack-and-pinion steering the Town Car isn’t as far off the curve as it used to be, no pun intended. It’s not just the rear-wheel drive that makes it feel superior to the Cadillac, but a stiffened frame with additional crossmembers. The Town Car is a body-on-frame car, which contributes nicely to ride isolation. A degree of smoothness is provided by sheer mass, also; over some bumps, the Town Car’s inertia carries it right over the worst of the roughness. The suspension is slow, almost ponderous in its responses, but the deliberate body movements are really part of the atmosphere.
On the freeway, it’s sometimes hard to keep the Town Car in its lane thanks to numb-ish steering. Conversely, it’s much easier to maneuver in-town. We were surprised at how easy this big beast is to park. The new rack-and-pinion steering is precise, despite its sedated feel. Of course, anti-lock brakes (ABS) are standard equipment. The Town Car also benefits from Emergency Brakeforce Distribution (EBD) which proportions the brakes during emergency stops, limiting the need for ABS.
All-new looks and decent handling aside, the new Town Car is let down somewhat by its powerplant. The 4.6 liter V8 engine feels labored under hard acceleration, despite a dual exhaust and improved horsepower. 239 horsepower can’t overcome the fact that this is an awful lot of car. The V8 is as slick as any of the competition, thanks to improved engine mounts, but the Town Car is hardly fast. The four-speed automatic transmission shifts smoothly, without any hitches whatsoever. As long as you’re patient, it’ll get up to speed, and it’s easy to see why it’s popular with liveries and people who have to be chauffeured. The Town Car is also more comfortable from the driver’s seat than a passenger-oriented luxobarge like the Jaguar Vanden Plas.
Not that it matters to the average luxury buyer, but the big Lincoln is priced a bit below the competition. Our test car was a fully equipped Cartier L model, with heated seats, traction control and an Alpine sound system, and it stickered for $52,765, which is the approximate price of a 4,467-pound Porterhouse steak. Cartier L pricing starts at $50,700. For the shorter wheelbase models, pricing starts at $41,040 with the Executive model.
Specifications:
All specs are for the 2003 Lincoln Town Car Cartier L, which we tested.
Length: 221.4 in.
Width: 78.2 in.
Height: 59.1 in.
Wheelbase: 123.7 in.
Curb weight: 4467 lb.
Cargo space: 21.1 cu.ft.
Base price: $50,700
Price as tested: $52,765
Engine: 4.6 liter SOHC V8
Drivetrain: four-speed automatic, rear-wheel drive
Horsepower: 239 @ 4900
Torque: 287 @ 4100
Fuel capacity: 19 gal.
Est. mileage: 17/25
2003 Lincoln Navigator
01033 days
We can forgive Lincoln for not getting it right the first time. After all, the Navigator was the eighty-two year old manufacturer’s first foray into the world of trucks, and it helped to launch a whole new category besides. The category of high-luxury, full-size SUVs was all but created by the Navigator and Cadillac Escalade. As a freshman effort, the Navigator was acceptable. It was a bit (well, a lot) too similar to the less expensive Ford Expedition, and it rode like a truck, and maybe it didn’t quite seem like it was worth its $50,000 price tag, but Lincoln got a solid C+ for effort.
The sophomore Navigator is another matter entirely. Now that Lincoln has gotten its feet wet with big SUVs, the redesigned 2003 Navigator is a serious contender. It’s now deserving of its title as Lincoln’s flagship. Close study of the competition and its own heritage has allowed Lincoln to remake the Navigator into a vehicle whose comfort and opulence are impressive for a car or a truck. The new Navigator suggests that Lincoln may have rediscovered what made it one of America’s great nameplates.
It starts with the design. The new Navigator retains most of the styling cues of the old, in conservative Lincoln fashion, but everything has been tightened and smoothly integrated. The cobbled-together look of the old Navigator is gone. In its place are smoother body panels and taillights, a slick roof rack, and the familiar Lincoln family grille, slightly revised to look more like that of the LS and Town Car. The new eight-spoke 18″ wheels resemble those of Lincoln’s recent show cars. The distinctive hood with its central ridge leading down to the Lincoln badge on the grille is now being used on all Lincoln products.
The spirit of the Fifties is alive in the Navigator’s power-operated toys. Open the doors of a full-Cleveland Navigator (the model Lincoln calls the “Ultimate”), and electrically operated running boards extend to greet you. Third-row seats lower at the touch of a button, and the tailgate is powered as well. The side mirrors are heated, power-folding, reverse-tilting appendages with built-in turn signals and “puddle lights” that illuminate the ground around the Navigator at night. The seats are heated and cooled, and rear-seat passengers are treated to a DVD entertainment center.
We were skeptical to hear that Lincoln chose the 1961 Continental as the inspiration for its full-size SUV, but were pleasantly surprised by the results. The dash is dominated by a flat metal panel, which harmonizes nicely with other metal trim for an elegant, simple look. Behind it, the sound system controls are lit by unique white LEDs, which are black during the day and glow brilliantly after dark. The interior has been completely redone, with richer materials and a design that’s distinct from the Ford Expedition on which the Navigator is based. The interior is spacious, with three rows of big wide seats. Real wood is used (as it is in all Lincolns, believe it or not), complementing the standard leather. The big Lincoln feels more like a car than a truck over the road, thanks in part to “Silent Steel” panels used in the floor and instrument panel. Silent Steel is a metal and plastic-laminate sandwich that neutralizes the sound-amplifying effects of large pieces of automotive sheet metal. Lincoln uses Silent Steel to soften road noise and muffle the sound of the engine. The Navigator is positively funereal inside, even when it’s being hustled through a rather un-truck-friendly autocross course that we had access to.
The Navigator’s ability to survive in the domain of sports cars is indicative of the other big change in Lincoln’s flagship. Step two in the revitalization of the Navigator takes place underneath the truck. The new four-wheel independent suspension provides handling that’s head and shoulders above that of the Navigator’s closest competitor, the Cadillac Escalade. Body movements are much more controlled during quick turns, and the rear end doesn’t feel like it wants to hop out of line whenever there’s a bump in the road. New rack-and-pinion steering improves steering feel and offers more precision than last year’s F-Series based steering. Lincoln has also beefed up the Navigator’s four-wheel disc braking system with larger components. That’s a good thing, considering this truck’s 5760-lb weight.
The 5.4 liter V8 puts out 300 horsepower. Changes to the engine and drivetrain have all been made with the intention of making the Navigator smoother; revised exhaust systems, new engine mounts, and a Silent Steel oil pan are chief among the changes. The Navigator’s towing capacity has risen slightly also, to 8,500 pounds in two-wheel drive models and 8,300 in four-by-fours. On the road, the big 5.4 gets the Navigator moving much like the big, heavy truck that it is, but one things are rolling there’s plenty of power. Around town the four-speed automatic transmission is smooth. AdvanceTrac stability control is also available.
The Navigator can be had in Luxury, Premium, and Ultimate models. As you can probably assume, there is no stripped-down bargain model. Navigator pricing starts at $48,775, and this time around, it won’t have you asking yourself if you’ve spent too much for too little.
Specifications:
All specs are for the 2003 Lincoln Navigator, which we tested.
Length: 206.0 in.
Width: 80.2 in.
Height: 77.8 in.
Wheelbase: 118.8 in.
Curb weight: 5760 lb.
Cargo space: 104.7 cu.ft. (all seats folded)
Towing capacity: 8500 lb.
Base price: $48,775
Engine: 5.4 liter DOHC V8
Drivetrain: four-speed automatic, rear-wheel drive
Horsepower: 300 @ 5000
Torque: 355 @ 2750
Fuel capacity: 28 gal.
Est. mileage: 12/17
2003 Lincoln Aviator
01033 days
One glance and it’s obvious that the Lincoln Navigator shares a lot of its genes (and most of its letters) with the new Aviator. Based on the Ford Explorer, Lincoln’s new mid-size SUV represents an almost perfect distillation of its super-size, super-luxurious sport-ute into a smaller package.
That smaller size makes the Aviator somewhat easier to like, too. Since it’s uncommon to see full-size luxury sport-utes going off-road or even hauling soccer teams about, the Navigator’s tendency to serve as six-thousand pound, 11-mpg transport for just one or two people makes it kind of hard to approve of. The Aviator can do almost everything the Navigator does without consuming quite so many natural resources.
It’s almost indistinguishable from the Navigator at a glance. Considering that it’s over a foot shorter and half a foot narrower, that’s downright creepy. Lincoln’s stylists have done an excellent job. If you really must be able to tell the Navigator and Aviator apart, the Aviator has upright, flag-style mirrors while the Navigator’s got larger, more trailer-friendly units. That’s about it. The trademark Lincoln grille is there, and the nicely contoured hood and aggressively flared fenders as well. From the rear, the Aviator’s four-unit taillamps and chromy license plate surround are a dead ringer for those of the Navigator. 17″ wheels are standard.
Inside, it’s much more Navigator than Explorer. Walnut and nickel trim abound, and the more subtle but equally elegant use of white LEDs instead of conventional bulbs to light the instruments gives he Aviator a show-car feel. The wide, flat console that graces the Navigator is replicated in the Aviator with slight differences. The stereo is covered by a satin-finished nickel plate which gives the dash a clean look when it’s closed, but was reluctant to open on our test truck. Quad seats are standard, and the rear seats fold flat for easy cargo loading,. All of the standard luxury-car (or truck) features are available: high-intensity discharge headlamps, heated side mirrors, a rear parking assist, in-dash CD player. Rear-seat passengers can be distracted by the optional DVD entertainment system. Like the Explorer, the Aviator features adjustable pedals, as well. Hidden out of sight, a side-canopy airbag offers increased rollover protection for first and second-row passengers.
The suspension is fully independent, giving the Aviator a distinctly carlike ride. That’s a good thing. Four-wheel disc brakes with ABS are standard, and AdvanceTrac traction control is also available on all-wheel drive Aviators. Ford says this system can shift torque side to side and front to back, enabling the Aviator to drive if only one wheel has traction. We didn’t get the chance to test it out (or even a puddle to drive through, really) but the Aviator feels more comfortable and stable on the road than the twitchy BMW X5 or waddly Lexus RX300. Thanks to sound-deadening laminate on the windows, it’s quieter, too.
The Aviator is powered by a 32-valve DOHC V8 making 302 horsepower. This 4.6 liter engine is all aluminum, and it’s not shared with any of Ford’s other mid-size SUVs. With almost 100 more horsepower than the plebian Explorer V8, the Aviator moves out with authority. The engine is nicely understressed, giving Lincoln’s little SUV a relaxed feeling on the road. A five-speed automatic transmission handles shifting duties. Thanks to the more powerful engine, the Aviator can tow up to 7300 pounds in two-wheel drive form. It’ll handily out-work the competition. Naturally, two- and four-wheel drive models are available. The only downside is questionable fuel economy. For its smaller size, the Aviator doesn’t get much better gas mileage than its big brother: 14/18 in four-wheel drive models.
So by now you’re probably thinking, “What about the Mountaineer?” If not, you should be. Just like the Aviator, Mercury’s handsome SUV is also a Ford Explorer clone under the skin. Until now, it was the “luxury” mid-size from the Ford conglomerate. The Aviator slots into the lineup a big step above the Mountaineer, however, and commands a price premium over even the priciest Mountaineer.
We like the Aviator a lot better than the gargantuan Navigator; it offers the same luxury in a less bulky package. The lack of bulk makes it a serious contender against European luxury ‘utes like the BMW X5 and Mercedes M-Class, as well as offerings from Lexus and Acura. It’s a bit more elegant than any of them, too. The Aviator makes its appearance in Lincoln dealerships this December. Pricing starts at $42,205.
Specifications:
All specs are for the 2003 Lincoln Aviator AWD, which we tested.
Length: 193.3 in.
Width: 73.96 in.
Height: 70.9 in.
Wheelbase: 113.7 in.
Curb weight: 5002 lb.
Cargo space: 12.4 cu.ft. (seats up)/77.3 cu.ft. (all seats folded)
Towing capacity (if app.): 7300 lb.
Base price: $42,205
Price as tested: $48,970
Engine: 4.6 liter 32-valve DOHC V8
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 302 @ 5750
Torque: 300 @ 3250
Fuel capacity: 22.5 gal.
Est. mileage: 14/18