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However, the Cadillac XT6 has a bigger cargo hold when the two rear rows are folded. Cargo space is also the same for gasoline and plug-in hybrid models, despite the plug-in hybrid’s battery pack. With all three rows of seats in place, the Aviator offers more cargo space than its competitors. The Aviator has one feature its rivals don’t: the ability to use your smartphone instead of a key fob. The Lincoln also has more first-row legroom than the Volvo and Audi, and more second-row legroom than the Cadillac, but all three competitors offer more space for third-row passengers to stretch out. That’s likely a case of the Aviator’s sleek design coming back to bite it, as the XT6 has a very tall, upright roof. The Lincoln offers more first and second-row headroom than a Volvo XC90 or Audi Q7, although the Cadillac XT6 has more third-row headroom. The Aviator compares favorably to its main rivals, and we certainly found it more comfortable than Delta economy. Like Boeing and Airbus, makers of three-row SUVs are constantly competing to deliver the most interior space. We were impressed by the interior materials in our Black Label test car, but felt that lower trim levels were a significant downgrade. Plus, the seats have a massage function, with multiple options to choose from. With so much adjustability, finding that perfect position took awhile, but the seats were very comfortable once we did find it. The Aviator also features 30-way “Perfect Position” seats previously seen in the Navigator and the Continental sedan. While competitors waste time with electronic shifters that feel like arcade game joysticks, Lincoln has figured out the perfect solution: piano-key-like buttons that are easy to use, and are tucked up out of the way on the dashboard. The interior imports some of the more distinctive features from the big-brother Lincoln Navigator. Much like the Volvo XC90, the Aviator is not only good looking, but also evocative of its brand and nation of origin. Chrome trim is also restrained, providing just enough glitz to reference classic American cars of the 1950s and 1960s. Unlike many current vehicles, the grille is a reasonable size. Elements like the short overhangs, the way the hood and headlights curve away from the upright grille, and the way the body tapers front to back, give the Aviator a streamlined look. Lincoln’s design team didn’t mess too much with the traditional SUV shape customers expect, but the Aviator isn’t just a box on wheels. Speaking of design, Lincoln worked hard to differentiate the Aviator from its Ford Explorer cousin – not to mention most other SUVs in its segment. The new platform is rear-wheel drive, which got us excited about the potential handling benefits (more on that later), and gives designers more attractive proportions to work with. The Aviator name was first used by Lincoln in the early 2000s on a rebadged version of the Ford Explorer, so it’s appropriate that the new Aviator shares a basic platform with the redesigned 2020 Ford Explorer. We drove a gasoline Black Label model that retails for $81,790, while our Grand Touring plug-in hybrid (in a lower trim level) was priced at $83,670 (all prices include a mandatory $1,095 destination charge).

The Aviator has a base price of $52,195, but our test cars were priced well above that. Our test through California’s Napa Valley included seat time in both. When it goes on sale later this year, the 2020 Aviator will be available with both gasoline and plug-in hybrid powertrains. But it’s also the new face of Lincoln, aiming to woo buyers with distinctive style and character, as well an array of new tech features. The 2020 Lincoln Aviator is a three-row midsize luxury SUV, aimed at vehicles like the Audi Q7 and Volvo XC90.

So it’s appropriate that Lincoln is attempting a comeback with a vehicle named Aviator.