Lincoln unleashes lavish LS
Improvements are more than gizmos, creature comforts

Riding on one's reputation is not an option in the hotly contested luxury sport sedan market. That's why Lincoln's already successful LS returned for '03 with more than 500 individual improvements affecting every major system of the car.

It's not enough anymore, it seems, simply to build a capable, competent road car. Vehicles in this category must also be laden with bells, whistles and electronic doodads and be more heavy, solid, safe, cleaner burning and powerful, yet deliver sports car handling and performance with a luxury car ride. They also must coddle and pamper the occupants within as though they were of royal lineage.

These demands, and others, are in large measure responsible for the upward spiral in cost for such vehicles in recent years, as each manufacturer tries to outdo the others. Yet there seems to be no shortage of people lining up to acquire them.

The rear-wheel drive LS was already a decent luxury sport sedan when it bowed in 1999 as a 2000-year model. The first modern Lincoln developed with an equal emphasis on athletic vehicle dynamics and passenger comfort, it shares its platform and underpinnings with the somewhat more refined and much pricier Jaguar S-Type sedan.

The LS V8 listed for $46,995 in 2000, and its V6 sibling with a 5-speed manual shifter (no longer an option) sold for a competitive $40,595. Our top-line '03 Premium Sport V8 tester, with $4,905 in options that included a movie theatre-quality THX audiophile sound system and DVD-based navigation system ($3,700), side curtains airbags ($695) and rear electronic audio parking assist ($410), topped out at $62,660.

Lucky for Lincoln that pricing for most of the LS' competition has also shot up during that time.

And fortunate for buyers that the many LS changes invoked for this year are not all weight-adding gizmos and sybaritic creature comforts. While goodies are in abundance, the LS is also a capable driver's car, much in the tradition of BMW's 5 Series.

Both engine options make more horsepower and torque than last year with new variable intake cam timing and drive-by-wire electronic throttle control, the suspension is smoother and quieter and steering is faster and sharper by way of a new speed-sensitive variable ratio steering system.

The dual overhead camshaft, 4-valve, 90-degree V8 engine makes 280 hp at 6,000 rpm and 286 lb-ft of torque at 4,000 revs. It runs smoothly throughout its range, making ample power off the line to hustle the 1707 kg LS with authority. A pleasing, muted exhaust growl completes the aural experience.

Steering by way of the wood and leather 4-spoke steering wheel, with thumb rests at the 3- and 9-o'clock positions, is sharp and direct. Steering effort is quite light in around-town driving without feeling over-assisted, and heavies nicely as velocities increase.

The driver faces a modern, clean dash in an interior that looks and feels light and airy. Rear seat legroom can be tight, especially when front seat occupants are on the larger/taller end of the scale and set their positions accordingly.

The stereo faceplate is actually a screen that displays audio functions or navigation maps. Press a button and the screen moves silently out and down to present a 6-disc, in-dash CD changer.

The weakest feature on this specific tester was its 5-speed transmission, which hopefully isn't representative of all LS cars with 'SelectShift'. Left in automatic mode, it shifted quickly and smoothly up and down the scale, with a smart kickdown to a lower gear when acceleration/passing were called for.

In manumatic mode, however, it displayed a reluctance to downshift quickly at times, while doing so immediately at others. Downshifts to second gear from third not only seemed to take forever every time, but the transmission felt like it shifted into neutral as it considered the driver's request to engage second, eventually doing so with a bang.

At 382 litres (13.5 cu-ft) the trunk is adequately sized for golf club bags or large suitcases, and made more useful with a flat floor and trunk hinges that don't protrude into the cargo area.

Suspension is by way of independent, unequal-length control arms with coil springs and stabilizer bars front and rear, with the rear suspension mounted on an isolated rear sub-frame.

Brakes front and back are by way of dinner plate-sized vented discs with dual-piston calipers in front and single-piston calipers in the back. An anti-lock system, electronic brake force distribution and panic assist further aid stopping power. Pedal feel is firm and braking action progressive.

All in all, the LS Premium Sport V8 represents a lot of car and features for the money, with handling and performance previously unexpected from Ford's luxury division.

Immediate competition:
BMW 5 Series, Cadillac CTS, Infiniti G35, Jaguar S-Type, Lexus GS