A Better SUV, But Not a Perfect One

The 2024 Lincoln Nautilus is a stepping stone for the brand. The premium arm of Ford Motor Company has been quietly brushing up their lineup over the past few years, especially Navigator and Corsair, and the new Nautilus is the fresh chapter.

Chock full of new-to-America technologies and premium treatments, Nautilus makes a compelling case for a test drive, but not all versions are made equal, and steering toward efficiency may not be the direction you want to go in.

The 2024 Nautilus’s design was heralded when it was revealed last year. Its sleek lines and stylish features made for talk about “a new Lincoln” that could possibly be the breath of fresh air that the automaker so desperately needs. Today, that design holds up.

An illumination walk-up effect, called Lincoln Embrace, from the center faced badge to the highlights the lines while the driver is approaching the vehicle. It’s part of the larger brand movement that puts comfort, style and technology together to create a third place for owners.

Lincoln offers the Nautilus with the buyer’s choice of two propulsion systems. After choosing from the Premiere, Reserve, or Black Label trim level options, the buyer can go for a standard turbocharged 2.0-liter four-cylinder engine that pairs with an eight-speed automatic transmission. That powertrain delivers 250 horsepower (hp) and 280 pound-feet (lb-ft) of torque.

A hybrid version of the Nautilus is available the turbocharged 2.0-liter engine that is paired with a 100-kilowatt electric motor. Together, the power system delivers 310 hp.

The Environmental Protection Agency (EPA) has rated the gasoline engine at 21 miles per gallon (mpg) in the city, 29 mpg on the highway and 24 mpg combined. The hybrid is EPA-rated at 30 mpg in the city, 31 mpg on the highway, and 30 mpg combined.

Those numbers don’t tell the full story. Though there is just a 169-pound weight difference between the turbo-four and hybrid (the hybrid is heavier), the Nautilus hybrid drives like it’s 800 pounds heavier. That effects everything from get-up-and-go to steering and traction control.

Driving the hybrid Nautilus for the first 50 miles of the day of testing in Palm Springs, California was an exercise in patience. Its heft was felt, but in stop-and-go traffic the extra pounds didn’t matter as much as they did later in the day.

Braking, on the other hand, was a bit embarrassing. As the two-row SUV slowed to a stop, its brakes squealed like a fresh set of carbon ceramics, or a newborn pig, depending on your frame of reference. The model would lurch toward a stop as it it was trying to regain forward momentum under sticky braking conditions rather than park. To passersby, it likely looked like the driver’s first time behind the wheel a car.

The model had 900 miles on it and should have been well broken in. It should not have behaved like this. And, the model test driven by Newsweek wasn’t the only one in the fleet that day with an issue like this.

Setting off up the mountain via Route 74, the hybrid SUV held its own. The powertrain gave plenty of oomph, providing passing power on the steeps, it cruised well once the ground leveled out and was gentlemanly on the straights.

Heading up curvy roads, even without pushing it too much, and with traction control turned on, the Nautilus swerved and squealed around the turns. Though stable like the Mercedes-Benz EQE SUV, the supreme lack of four-wheel steering compared to that model shown through.

This is also where another problem came to a head. The flat-oval steering wheel had been electronically calibrated to make up for the fact that it’s not round. In reality, the ratio changes as the steering wheel is turned, much like how the yoke steering device in the Lexus RZ behaves. The result is imprecise turning ability at the time when drivers are most likely to need it.

After lunch, the Nautilus hybrid was changed out for the gasoline-powered model. It wasn’t a small difference. Right off the line it was easy to see that this version of the Nautilus is the one to buy. Though only marginally lighter, the SUV was far more agile than the hybrid. It was easier to steer, brake, and maneuver around corners.

On the highway, it operated like a champ, getting above the EPA estimated fuel economy, even when traveling for miles and miles at a high rate of speed.

This model was equipped with Lincoln’s Blue Cruise technology, the hands-free, eyes-on driving system that allows a suite of high-tech imaging equipment to keep the car between lanes and away from danger. It worked as advertised for the short amount of time it was put to use.

However, using it showed another one of Nautilus’ annoyances. Despite having a 48-inch wide infotainment screen across the entire width of the dashboard, and flattened steering wheel, it’s hard to see the numbers, symbols and alerts appearing to show cruise control, Blue Cruise, speed, etc. At a stop on the route, taller and shorter drivers complained about the same issue, making it seem universal.

Utilizing the screen as a segue into a third place situation makes sense. Using it as a place to display relatively unhelpful information constantly while on the go makes no sense. There are limited options with the screen, allowing it to only show necessary drive functions: navigation, weather, and fuel economy, among others.

Who out there wishes to see the three-day forecast displayed constantly? At least the massive Mercedes-Benz Hyperscreen is functionally relevant.

Even less functionally relevant is the low-seated secondary screen on the center console. It sits just low enough that it causes the eyes and head to have to move away from the road for several seconds to read it clearly. It’s best used by the passenger.

Below that, there are six switches that look like toggles. They’re actually buttons. This is where the drive mode button is found. Pressing it once wakes up the functionality, then the driver must used the low screen to choose their drive mode, attempting to read smaller print at the bottom of the screen while simultaneously navigating the road ahead.

Lincoln does include little luxuries into Nautilus to show thoughtful integration of elements that are key to creating that third place, car style. Electronic scent integration that doesn’t mask odors in an oppressive Axe Body Spray way delivers for those seeking that type of feature. A spa-like infotainment treatment that will be available via an over-the-air update in the coming months combines massaging, screens, the audio system and climate to envelope the front seat passengers in a world outside their own.

The car’s seats are comfortable and the second row has enough space to make teenagers or adults happy. Cargo space is equally plentiful.

But, for its $50,000 and up price tag, especially the Black Label trim level that tops out around $80,000, buyers can do better. Acura and Genesis offers a higher-quality interior in their MDX and GV80, respectively, and strong engines. Even the Infiniti QX60 is competitive, and cheaper.

Test driving the Nautilus is an exercise in expectation setting. If you’re looking for an American-brand SUV (though it’s made in China), your options in its competitive set are the Cadillac XT5, Cadillac XT6 and Chevrolet Blazer. What those don’t have are the Nautilus’s technology and hybrid powertrain. They do come with similar price tags.

If you’re not sold on a hybrid, testing out an Acura is the best move here. If you’re looking at Lincoln’s Black Label, cross shop Genesis as well.