Anybody who enjoys driving a European car would be happy with the steering on the Navigator. On the other hand, we can imagine some loyal Lincoln buyers having a little difficulty adapting to a steering system that reacts to a driver's input with such immediacy. Meanwhile, the independent rear suspension keeps the wheels firmly on the ground, with no axle tramping over bumps or undulations, a problem with most SUVs because they use solid rear axles.

With such great handling, one expects outstanding acceleration as well, but in this regard we've found past Navigators lacking when compared to the 6.0-liter, 345-horsepower Cadillac Escalade. Even with last year's new three-valve engine, Navigator comes up short compared with Escalade. The Lincoln rates just 300 horsepower (if one can use "just" and "300 horsepower" in the same sentence) and 365 pound-feet of torque, compared to the Caddy's 380 pound-feet. In its favor, the Navigator develops its peak torque at 3750 rpm, compared to a slightly more peaky 4000 for the Escalade.

On the road, we found the latest Navigator smooth and responsive, though it lacks the sharpness of the Escalade or Infiniti QX56 (which is about the same size). Lincoln designed the three-valve V8 to produce strong torque across the entire operating range, and it does, making the Navigator a good vehicle for towing. The single-cam, three-valve engine is a few pounds lighter as well than the four-valve, twin-cam V8 it replaced, with a stiffer iron block that reduces noise and vibration. Lincoln says the three-valve design helps reduce emissions. Navigator requires premium gasoline.

Navigator's six-speed automatic transmission comes from ZF of Germany, and is the first of its kind in a full-size SUV. It's the same transmission that Jaguar installs in its flagship XJ sedan. Having more gears makes it possible to keep the engine operating near optimal rpm more of the time, while a wider span of ratios allows both quicker launches and more relaxed cruising, which would be mutually exclusive otherwise. We found the six-speed automatic worked very well. It performed exactly how we wanted it to, neither downshifting nor upshifting inappropriately. It would hold a gear when going downhill, for example, and on one descent it provided enough engine braking to eliminate the need to use the brakes.

Standard on all Navigators, AdvanceTrac stability control monitors factors such as yaw rate and steering wheel position to determine whether the Navigator is turning as its driver intended. The system can reduce engine power or selectively apply the brakes at individual wheels (something no driver can do) to correct a skid almost before it starts. Roll Stability Control monitors body roll and takes corrective action to reduce the chance of rolling over. Neither system can violate the laws of physics, but in many cases they can prevent a moment's inattention from turning to disaster.