Written Reviews

The first thing most people will notice inside is the 48-inch panoramic display stretching across the dashboard. I originally wondered whether Lincoln had gone too far. Traditional Lincoln buyers may look at that much screen and see more technology than they want. I understand that reaction because the display dominates the cabin.

After I adjusted the layout and text size, my opinion changed. The screen places useful information high in the driver's line of sight, and the content can be configured so it does not feel like one long wall of clutter. Speed, navigation, media and vehicle information are easier to read without looking far away from the road. There is still an 11.1 inch center touchscreen for the controls you need to touch directly.

The system requires some setup and patience. Once I had it arranged the way I wanted, it felt less like a gimmick and more like a thoughtful way to present information. Buyers who dislike complicated interfaces should spend time with it before purchasing, but they should not dismiss it after the first five minutes.

The panoramic roof brings a lot of light into the cabin, and the power sunshade lets you control how open the interior feels. Rear seat space is generous. Lincoln lists 43.1 inches of rear legroom, which helps the Nautilus work for adults in both rows. Cargo volume is 35.2 cubic feet behind the second row in Reserve and Black Label models, so this remains a practical two-row SUV rather than a design exercise with limited usefulness.

Fit and finish were generally strong, and I liked the colors in the Aurora interior. The Allura Blue surfaces, copper accents and wood trim gave the cabin a distinctive identity. Still, some of the textures reminded me of the blue interior in my Aunt Helen's 1978 Pontiac Grand Prix. That is not a complaint about assembly quality. It is a personal reaction to the way some materials looked and felt. At nearly $86,000, I expected every surface to feel more special than it did.

The same tension showed up in the seats and ride. The 24-way Perfect Position seats provide almost endless adjustment, including separate thigh support and Active Motion massage. My wife liked the massage and lumbar support more than I did. I could find a good position, but the seat cushion felt firmer than I expected from a Lincoln. The ride also transmitted more of the road than I wanted, even with the adaptive suspension. The 22-inch wheels in the Jet Appearance Package likely contributed to that impression.

The available hybrid combines a turbocharged 2.0-liter four-cylinder engine with electric assistance for 285 total system horsepower. It is not trying to turn the Nautilus into a performance SUV. The appeal is smooth response, quiet operation and better fuel economy. The EPA estimates 29 mpg in the city, 31 on the highway and 30 combined.

That personality fits the vehicle. The Nautilus moves with enough confidence for merging and passing, while the electric assistance helps it feel responsive in normal traffic. Buyers seeking the sharp acceleration and handling of a BMW X5 may want something else. Buyers who want a quiet luxury SUV that can return about 30 mpg have a stronger reason to consider the hybrid.

Lincoln also includes the driver assistance technology expected at this price. My test vehicle had a 360-degree camera, adaptive cruise control, lane centering, blind spot monitoring, automatic emergency braking and four years of BlueCruise hands-free highway capability. The technology is useful, but it should support an attentive driver rather than replace one.

Lincoln is trying to separate the Nautilus from other luxury SUVs through comfort features that engage more than one sense. Digital Scent uses replaceable fragrance cartridges to add a selected aroma to the cabin. Lincoln Rejuvenate can coordinate the display, lighting, seat massage and available scent into a short relaxation experience while the vehicle is parked.

Some buyers will call it unnecessary. I see the logic. Luxury is not always about horsepower or leather. Sometimes it is about creating a cabin that feels different from the vehicle you traded. The massaging seats, 28-speaker Revel Ultima 3D audio system and Digital Scent give the Nautilus a personality that many competitors do not copy in the same way.

The important discovery is that these features are not all limited to the Black Label. Digital Scent is standard on the Reserve and available on the Premiere. The 24-way massaging seats and 28-speaker audio system are optional on the Reserve through the Reserve III Equipment Group. Lincoln Rejuvenate is also available on Reserve. That changes the value conversation.

Lincoln's current starting prices list the Reserve at $63,595 and the Black Label at $77,660 before destination. The Reserve III Equipment Group is listed at $4,455 and adds the 24-way Perfect Position front seats with Active Motion massage and the 28-speaker Revel Ultima 3D audio system.

The comparison is not exact until both vehicles are configured with the same powertrain, paint and appearance options. The main point is still clear: a Reserve III can get much closer to the Black Label experience than the trim names suggest.

The Reserve already includes Digital Scent, leather trimmed seating, heated and ventilated front seats, heated rear outboard seats, adaptive suspension, the panoramic roof and a 14-speaker Revel system. Add Reserve III and the two features I noticed most — the massaging seats and the 28-speaker audio system — are there.

After driving the Black Label, I would configure a Reserve III Hybrid before signing for the $85,875 vehicle I tested. I would compare the actual stickers line by line, including the hybrid powertrain, wheel size, paint and any appearance packages. I would also drive both on the same roads. The available 22-inch wheels look excellent, but I would want to know whether the standard 21-inch setup delivered the softer ride I expected from Lincoln.

If the Black Label interior theme and ownership benefits still felt worth the additional money, I would understand the decision. The Aurora cabin has a look that a Reserve cannot fully duplicate. But if the price difference approached $10,000 after matching the equipment, I would have a difficult time passing up the Reserve III.

For years, Subaru design often seemed to make a statement that said, "I am different." At times, the brand image also appeared tied to an environmentally aware and pet friendly lifestyle that could feel more like a judgment than an invitation. That may not be a fair description of every Subaru owner, but it explains why some of the brand's styling and personality felt off putting to me.

The Trailseeker sends a more welcoming message. Its grille and headlights look confident without trying too hard. The body still communicates outdoor capability, but the overall shape feels understated, sporty and upscale. It looks as though Subaru heard the criticism, recognized that being different does not mean being better than everyone else and found a cleaner way to express the brand.

Our test vehicle's blue paint works well with the black cladding around the wheel wells. The contrast gives the car definition without making it look overdone. I am not sure the same amount of black cladding would look as balanced against every lighter paint color, so buyers should see their preferred color in person.

My only disappointment about the design is that Subaru has reserved this general look for its electric vehicles. I could see more buyers moving toward the brand if this cleaner and more attractive design language appeared across its gas powered lineup.

The Trailseeker's ride impressed me on paved roads and away from them. It is quiet, settled and smooth enough to compare favorably with several luxury vehicles I have tested in recent years. Subaru did not have to remove the sense of control or capability to make the Trailseeker comfortable.

Every Trailseeker uses two electric motors and standard Subaru Symmetrical All Wheel Drive. The system produces 375 horsepower, and Subaru estimates a 0 to 60 mph time of about 4.4 seconds. Acceleration feels stronger than what I experienced in the smaller Subaru Uncharted, but the power does not overwhelm the calm nature of the car.

The Trailseeker also provides 8.5 inches of ground clearance, dual function X MODE, Grip Control and Downhill Assist Control. I drove it away from pavement and found that its traction and composed ride matched the rugged appearance. Subaru rates towing capacity at up to 3,500 pounds, though I did not conduct a towing test.

The interior shows that Subaru has been listening to consumers. The seats are comfortable, the materials feel more upscale than I expected and the surfaces you touch most often are soft enough to reinforce the price. Nothing inside needs to shout for the cabin to feel like a step forward.

The back seat offers useful room for a modern family. Our Touring tester included rear air vents, USB-C charging ports and heated outboard seats. Those features should help keep young children and teenagers comfortable without forcing the front passengers to manage every need.

Subaru also provides two wireless charging pads up front. The idea is smart because two people can charge without competing for one pad, but the execution needs work. My phones moved around while I drove and maintaining a steady charging connection became a challenge.

The shift selector also felt awkward when I first used it. I adjusted to it with time, but it never became a part of the interior that I enjoyed. The Harman Kardon audio system, on the other hand, sounds excellent and suits the cabin's quiet character.

The Trailseeker's wagon-like shape pays off behind the rear seats. Premium and Limited models provide 31.3 cubic feet of cargo room and as much as 74 cubic feet with the rear seats folded. Touring models provide 30.4 cubic feet behind the second row and 71.8 cubic feet at maximum capacity because of their added equipment.

Those numbers matter, but the access height may matter more in daily use. The cargo floor is easier to reach than the floor in many taller SUVs. Families can load groceries, luggage and everyday gear without giving up the ground clearance that helps the car away from smooth pavement.

The Trailseeker Premium carries an EPA estimated range of 281 miles. Limited and Touring versions are rated at 274 miles. That should cover commuting, school runs and most weekly driving, especially for an owner who can charge at home. Buyers who take frequent highway trips should look more closely at the distance between charging stops and the time they are willing to spend charging.

A built-in NACS charging port provides access to compatible Tesla Supercharger locations and makes public charging less stressful. The Trailseeker can accept up to 150 kW at a DC fast charger. Subaru estimates about 28 minutes to move from 10 percent to 80 percent under suitable conditions. That is useful, but several newer EVs offer more range, faster charging or both.

The Trailseeker makes the most sense when its capability matters. A buyer who regularly reaches campsites, trails or unpaved destinations may reasonably accept the range compromise in exchange for its ground clearance, all wheel drive system and useful shape. A long distance highway driver may reach a different conclusion.

The 2026 Trailseeker starts at $39,995 before destination and other charges. The Touring begins at $46,555, while the Touring Leather starts at $46,855. Considering the power, standard all wheel drive, cabin equipment and cargo capacity, the pricing is competitive within the electric SUV market.

Price alone should not make the decision. Buyers should compare the Trailseeker with the gas powered Subaru Outback, the closely related Toyota bZ Woodland and electric crossovers such as the Tesla Model Y, Hyundai IONIQ 5 and Kia EV6. The right choice will depend on charging access, trip length, cargo needs and how much true off-pavement ability matters.