2020 Lincoln Aviator vs 2020 Mercedes-Benz GLE

The 2020 Lincoln Aviator slotted below the Navigator and above the compact MKC and its replacement, the Lincoln Corsair. The Aviator showcased Lincoln's return to real vehicle names, moving away from the old alphabet-soup naming convention. Its design was unified across Lincoln's lineup, featuring handsome headlights and an upright chrome grille. The Aviator’s roofline tapered, giving it an elongated look, and its low, wide beltline almost gave it a boat-like appearance.

Inside, the Aviator had a flowing design with soft-touch materials and selective use of brightwork. The seats appeared both elegant and sturdy, with shifter buttons resembling piano keys. The front seats were incredibly comfortable, using soft-touch materials throughout, including plush leather on the dash, door panels, and sides of the center console. The Aviator also featured a massive panoramic moonroof and unique warning jingles recorded by the Detroit Symphony Orchestra, showcasing Lincoln's commitment to a holistic luxury approach.

The 2020 Mercedes-Benz GLE had a smoother and less sculpted design compared to its predecessors, with softened lines and removed edges and scalloping. This contributed to a lower drag coefficient of .29, making it a class leader. The front end represented the most transformative change, giving the vehicle a handsome, if unoffensive, appearance.

Inside, the GLE offered extra headroom and legroom thanks to a wheelbase extended by 3.1 inches. This allowed for an optional third row, although it was best suited for adults up to 5’10”. The interior featured a $720 Emerald Green Metallic paint, though it showcased a surprising amount of orange-peel effect. The GLE 350’s starting price of $53,700 included a 2.0-liter turbocharged engine with 255 horsepower and 273 pound-feet of torque, with various options adding to the overall cost.

The 2020 Lincoln Aviator came standard with a twin-turbocharged 3.0-liter V6 engine, producing 400 horsepower and 415 pound-feet of torque. The Grand Touring trim combined this engine with a 100-hp electric motor, resulting in a net 494 hp and 630 lb-ft of torque. Both powertrains used a 10-speed automatic transmission, with the base V6 offering rear-wheel drive (RWD) or all-wheel drive (AWD), while the plug-in hybrid (PHEV) was AWD. Both versions could achieve 0-60 mph in about 4 seconds.

The Grand Touring’s hybrid setup provided hushed, confident acceleration, using electric power at low speeds to smooth out the driving experience. The Aviator's steering was light, and its brakes were cushioned in their feedback, aiming for soft refinement in driving dynamics. The Aviator had an “Excite” drive mode for a more dynamic experience, though it remained a 5,600-pound SUV. Fuel economy for the RWD Aviator was 18 mpg city, 26 highway, 21 combined, while the AWD version achieved 17, 24, 20. The PHEV had a combined 23 mpg, with a 21-mile electric-only range and a rating of 56 miles-per-gallon equivalent combined.

The 2020 Mercedes-Benz GLE 350 used a turbocharged 2.0-liter 4-cylinder engine, producing 255 horsepower and 273 pound-feet of torque. Despite the significant power upgrade, the GLE 350 felt sluggish from a stop due to turbo lag and its nearly 5,000-pound weight. The start-stop system was inelegant, and the 9-speed automatic transmission, while decent, lacked the smoothness of the BMW X5’s 8-speed. The GLE 350’s fuel economy was 19 mpg city, 26 highway, 22 combined, competitive but less powerful compared to the X5’s turbocharged inline-6.

The 2020 Lincoln Aviator, with its three rows, competed with the Audi Q7, Infiniti QX60, Mercedes-Benz GLE, Land Rover Discovery, and Cadillac XT6. The optional second-row captain’s chairs were fantastic, while the power-closing third row was adequate for adults but best suited for kids on longer trips. Dropping the second and third rows provided 77 cubic feet of cargo space, comparable to the Cadillac XT6. The Aviator featured some confusing controls, such as the door-release function and seat controls, which required navigating a touchscreen menu.

The 2020 Mercedes-Benz GLE’s extended wheelbase provided significant interior space, especially in the second row. Depending on options, it offered between 33.3 and 39.3 cubic feet behind the second row, with a total of 79.4 cubic feet with the seats lowered. The interior was dominated by dual 12.3-inch screens, setting a new standard for dash design and customizability. The seats were comfortable, with a “Seat Kinetics” system to prevent cramping, though the steering wheel often blocked part of the screen. The upgraded Burmester stereo provided excellent sound, though it caused substantial vibration through the brake pedal.

The 2020 Lincoln Aviator came standard with the Sync 3 infotainment system, operated via a 10.1-inch touchscreen. The landscape layout allowed for full-screen Apple CarPlay and Android Auto, providing massive icons and readouts. The Aviator also featured a fully digital instrument panel and a massive head-up display, offering a lot of information in a minimalist and unobtrusive manner.

The 2020 Mercedes-Benz GLE featured the new MBUX infotainment system, with dual 12.3-inch screens and a head-up display. The system offered options like augmented reality for directions and traffic signals, though it could be distracting. The natural voice control system, while great in the A-Class, didn’t work as well in the GLE. The driver-assistance tech was better than BMW’s but still had issues at high speeds, often fighting the driver and getting confused by shadows or unexpected lines.

The 2020 Lincoln Aviator included standard safety features such as front and side-impact airbags, traction control, and a tire pressure monitoring system. The Lincoln Co-Pilot360 suite offered forward-collision avoidance, lane-departure warning, adaptive cruise control, automatic high beams, blind-spot monitoring, and a head-up display.

The 2020 Mercedes-Benz GLE had no current testing data from NHTSA or IIHS, but it offered an impressive suite of autonomous safety systems. Attention Assist monitored eye contact and head position to anticipate drowsiness, while Seat Kinetics adjusted seating position to prevent cramping. However, the adaptive cruise, auto braking, blind-spot monitoring, and lane-keep assist systems had issues at high speeds, often bouncing around the lane and getting fooled by shadows or unexpected lines.