Several years of economic hardship (and more than a few casualties) have left the auto industry cautious; the wild abandon that characterized auto shows past is long gone.  In its place, there’s a pragmatic realism–but for 2012, that realistic outlook is also optimistic.  In addition to the upcoming products that are useful refinements of existing vehicles, Detroit also saw the debut of some honest-to-goodness concept cars, showing that the industry may have scaled back on the wildest flights of fancy, but it hasn’t forgotten how to dream.

Chevrolet Code 130R:  Chevrolet showed a pair of sporty concept coupes designed to please the “next generation.”  In addition to the familiar Hot Wheels Camaro that’s been showed before, the Code 130R and Tru 140S are clean-sheet dream cars with one foot firmly grounded in reality.  The Code 130R is a high-roofed two-door coupe that’s almost retro thanks to distinct hood and trunk lines.  It’s rear-wheel drive, and powered by the 150-horsepower 1.4 liter turbocharged Ecotec four-cylinder engine that powers other compact Chevy products. In addition to its sporty look, this concept also features fuel-saving engine-shutoff technology.  Could they build it?  Yes.  Should they?  It would make an interesting counterpoint to cars like the Scion tC and Kia Forte Koup, but would ultimately probably have limited, HHR-like appeal.  In short, yes.

Chevrolet Tru 140S: The Tru 140S picks up the “affordable exotic” concept where Mitsubishi’s Eclipse left off, exhibiting a slickly drawn three-door body that’s very much unlike any Chevrolet you’re familiar with.  It’s sized like a compact sedan on the inside thanks the sharing the Cruze’s platform, and its 150-horse Ecotec turbocharged engine is good for 40mpg. The Tru 140S is a concept, but it looks close to road-ready–Chevy’s even gone so far as to include a heads-up display and Chevrolet MyLink infotainment.  Could they build it? Yes.  Should they?  If the lukewarm sales of the “affordable exotic” Eclipse are any indicator, the prognosis isn’t spectacular.

Volkswagen E-Bugster: Volkswagen showed a concept Beetle to go along with that car’s recent infusion of attitude.  The E-Bugster takes the classic California street rod look and applies it to the latest Beetle, with blanked-out rear windows, a lowered top and smooth flanks.  The E-Bugster’s still firmly grounded in the current automotive realities, however; it’s also fully electric, powered by a 114-horsepower electric motor with a lithium-ion battery.  The electric drivetrain will find its way into future Volkswagen products and has a range of about 100 miles.  Could they build it?  Yes.  Should they?  The electric drivetrain is more likely to find its way into a less overtly sporty vehicle.

smart for-us:  The urban jungle-bred smart fortwo expands its utility with the conceptual for-us.  This happy-faced concept car rides two inches higher than the fortwo it’s based on and adds a tiny pickup bed out back for carrying large items—especially a pair of Smart’s new electric bicycles.  The for-us is just as electrified as the bikes it’s designed to carry, as well, as it’s powered by smart’s second-generation electric-drive system.  The smart ebike is headed for production as well, and include disc brakes and a USB connector for MP3 players.  The for-us has a docking station in its cargo bed that charges the bikes, which have a 60-mile range on batteries alone.  Could they build it?  Not as extravagantly as the concept.  Should they?  Smart already appeals to a miniscule slice of the market; the number of folks truly ready to buy a smart-camino is probably less than a thousand.

Acura ILX Sedan:  Though the youthful Integra and RSX practically made the brand, Acura hasn’t had a sporty, entry-level model for quite some time.  The all-new, Civic-based ILX, which debuted in concept form in Detroit, hopes to address this concern.  Entering the lineup below the TSX, the ILX Concept offers the brand’s signature styling, high technology and will offer Acura’s first hybrid-electric powertrain when a production version goes on sale this spring.  The 2.0 liter, 2.4 liter and 1.5 liter hybrid powerplants are shared with the Civic.

Acura NSX Concept: Acura’s hinted, teased and withdrawn the idea of a new NSX supercar so many times now that it’s hard to believe they’re serious. Acura says that this one’s the real deal, though, and not only is it going into production in a year or three, but it’ll also be developed and built in Ohio.  Technical details are scanty, but a mid-engine V6 like the last NSX (which departed in 2005) is likely.  Acura also suggested that a production NSX would utilize the brand’s Super-Handling All-Wheel Drive system as well as electric motors to boost horsepower, making the upcoming NSX a hybrid sports car.

Lexus LF-FC:  At a glance, Lexus’ LF-FC concept looks like standard dream-car fare, with a voluptuous 2+2 grand touring coupe body, a glass roof and hints of future Lexus designs in its curves.  The LF-FC also embodies concepts for a greener future, though; this high-luxury, high-performance vehicle has been designed to utilize an advanced hybrid-electric system.  Lexus announced no plans, but the brand’s expertise in producing luxury hybrids makes the LF-FC a dream that could some day be attainable.  Could they build it?  Probably.  Should they? If it were my car company, I’d wait and see how the Fisker Karma fares first.

2013 Ford Fusion:  Ford unveiled an all-new Fusion mid-size sedan in Detroit.  The complete redesign picks up some of the styling cues of the new Focus and Fiesta.  It also happens to look a lot like a miniature Aston Martin, though this is perhaps merely a coincidence. Three new engines are offered:  1.6 and 2.0 liter four-cylinders with Ford’s EcoBoost turbocharging system, and a new Fusion Hybrid whose new lithium-ion batteries help to improve its fuel economy to 47 city/44 highway. As with the Taurus before it, Ford has boosted the technology quotient as well, adding an automatic start-stop system, available adaptive cruise control, lane-keeping technology, blind spot notification and an active parking assist.

2013 Dodge Dart:  Dodge hopes to follow in the footsteps of Chevrolet, whose subcompact lineup recently underwent a name change in the process of morphing from also-ran to contender.  Dodge’s new Dart has one advantage that the Chevy Cruze doesn’t; a familiar and classic nameplate. The all-new Dart’s nothing like the last one, sold in 1976. Dodge’s new subcompact has Alfa Romeo DNA, and a choice of four-cylinder engines ranging from 160 to 184 horsepower.  Six-speed manual and automatic transmissions are offered.  A premium has been placeed on customization, with numerous options and even a reconfigurable instrument panel.  Dodge announced an MSRP of $15,995 when the Dart goes on sale later this year.

Audi Q3 Vail: Audi’s upcoming compact crossover got the special-edition treatment, showing up in unique “Vail” trim and ready to tackle the ski slopes, or at least the roads leading to the lodge.  The 314-horsepower Q3 Vail is a crossover vehicle that’s gotten SUV treatment, with big off-road tires on twenty-inch wheels and a two-tone body. The grille and headlights are surrounded by unique trim, while an aluminum skid plate protects the drivetrain.  The roof racks are designed to carry skis and snowboards.  It was a shame that there wasn’t any snow in Detroit, because the Q3 Vail is more than ready for it.

Bentley Continental V8:  No one’s ever going to accuse Bentley of being sensible or reasonable, but that hasn’t stopped the brand from considering fuel economy.  In fact, the British manufacturer’s latest Continental V8 features a forty-percent improvement in economy and emissions.  A new 4.0 liter twin-turbo V8 is at the heart of the upgrade.  Direct-injection fuel delivery and a cylinder shutoff provide improved efficiency while keeping the output at a more-than-respectable 500 horsepower.  An eight-speed automatic transmission is standard.  The Continental V8 joins the 6.0 liter Continental in GT and GTC form later this year.

2013 Cadillac ATS:  Slotting into the lineup below the CTS, Cadillac’s new small sedan breaks tradition from past compact Cadillacs in that it doesn’t look like a cheap imitation of its larger siblings.  The lightweight ATS has been developed for entertaining performance.  Three engines are offered: a 2.0 liter turbocharged four-cylinder producing 270 horsepower, a 2.5 liter four with 200, and Cadillac’s powerful 3.6 liter V6 with 320 horses.  All three engines use direct-injection fuel delivery and six-speed transmissions in manual and automatic flavors.  Inside, a simplified center stack is in keeping with the minimalist styling.  Cool details like illuminated door handles, real wood and carbon fiber trim and ambient interior lighting give the ATS luxury credibility.

2013 Hyundai Veloster Turbo:  Hyundai’s quirky new Veloster is still wet behind the ears, but it’s never too soon to pick up some street cred.  To that end, the wraps were pulled off of a turbocharged version.  The little front-wheel drive coupe’s light weight should serve it well with a 201 horsepower 1.6 liter direct-injection four-cylinder under the hood.  It’s over two hundred pounds lighter than the Volkswagen GTI, and the Veloster Turbo will still return 38mpg on the freeway.  To appeal to the sport-compact crowd, the Veloster Turbo will be available with cutting-edge matte paint.

2012 MINI Roadster: After the recent debut of the sporty, two-seat MINI Coupe (not to be confused with the traditional MINI Cooper), the Roadster can’t be much of a surprise.  The brand that helped to redefine automotive fun drives into the two-seat roadster arena with a funky, chunky face and MINI’s signature personalization features.  Powertrain-wise, the MINI Roadster is available in base, Cooper S and John Cooper Works models, producing 121, 181 and 208 horsepower respectively. Six-speed manual and automatic transmissions are offered.  Stability control and electronic power steering are also standard, and the curious aerodynamics of the stubby body are offset by a retractable spoiler.

2012 Porsche 911 Carrera Cabriolet:  Porsche was also thinking topless in spite of the wintry weather, and unveiled the latest soft-top 911 Carrera.  132 pounds lighter than the previous version, the new 911 Carerra Cabriolet also features a flexible roof that neatly matches the hardtop’s roof line when it’s closed.  0-60 comes up in 4.4 seconds in the 350-horsepower Carrera, and 4.1 in the 400-horse Carrera S.  Pricing starts at $93,700 for the Carrera and $103,800 for the Carrera S.

2012 Volkswagen Jetta Hybrid:  Volkswagen’s traditionally gone with diesel when it comes to alternative-fuel vehicles, but have no fear; the hybrid Jetta doesn’t replace the much-loved Jetta TDI.  The Jetta Hybrid does stand out with a seven-speed dual-clutch transmission and a compact 1.4 liter turbocharged engine that produces 150 horsepower.  A 20-kW electric motor adds another 27 horses.  Thanks to the lightweight engine and transmission, the Jetta Hybrid is within 250 pounds of the standard version’s curb weight, so performance should not be dramatically affected.  Stop-start technology and an aggressive “coasting” mode shut the engine down whenever it’s not needed for additional fuel savings.

2013 Buick Encore:  Buick continues to flesh out its lineup of affordable luxury vehicles with the new Encore.  The name’s slightly misleading, because the Encore’s rather unique.  Rather than waiting for BMW and Audi to bring their small crossovers to North America, Buick’s aiming to get there first.  The diminutive Encore is a five-seater with a high driving position and over 18 cubic feet of space behind the rear seats.  A 1.4 liter four-cylinder engine provides power and transmits it to the road via a six-speed automatic transmission.  Buick’s signature elegant styling ensures that the Encore won’t be mistaken for anything else.

2012 Toyota Prius c:  Last year, Toyota introduced a slightly larger Prius; this year, the hybrid brand is going a bit smaller.  The “c” stands for “city,” and the Prius c is sized to be a competent urban commuter.  It’ll be one of the lowest-priced hybrids on the market, with an MSRP of under $19,000, and its compact size enables it to use a smaller gasoline engine than that of its big brothers.  A 1.5 liter four-cylinder is coupled with a 45kW electric motor for a total system output of 99 horsepower.  Fuel economy is rated at 53/46.  The Prius c goes on sale this spring.

Toyota NS-4 Concept: Toyota’s flights of fancy are all about hybrids these days, but the NS-4 is not as far-out as it looks.  This design and technology exercise is Toyota’s vision of a mid-sized plug-in hybrid for 2015.  The Hybrid Synergy Drive is lighter and has better range than the version currently in production, and charge times have also been reduced.  Anti-fogging, anti-UV glass is used to improve visibility and comfort.  Other safety features include a blind spot monitor, pedestrian-collision friendly hood, lane departure warning, adaptive headlights and a smartphone-inspired touch screen console.  Sounds familiar, doesn’t it?  Ultimately the most significant thing about the NS-4 is what it suggests about Toyota’s future styling direction.  Could they build it?  Yes.  Should they?  Toyota could do worse than to let the Camry evolve into this.

Lincoln MKZ concept:  There’s a new Lincoln MKZ on the way shortly, and Lincoln showed off a conceptual version of its new design in Detroit.  The styling of Lincoln’s forgettable entry-level sedan has gotten a lot more distinctive, thanks to a new split-wing grille that’s sized just right to avoid looking like a beak.  The MKZ looks long and low, two things Lincoln has always done well, and a panoramic roof brings the sun inside.  MyLincoln Touch is accessed via an eight-inch touch screen on the console, and rear poplar wood gives the MKZ Concept’s interior a warm feeling.  Could they build it?  Absolutely; it’s in the plans.  Should they?  Yes.

2013 Mercedes-Benz E400 Hybrid:  Mercedes adds a new dimension to the versatile E-Class for 2012 with the introduction of the lineup’s first hybrid.  With its 302-horsepower direct-injection V6 supplemented by a 27-hp electric motor, the E400 Hybrid returns 24/31 fuel economy.  That’s respectable enough, but like Mercedes’ BlueTEC diesel models, the real fun starts when you consider the electric motor’s 184 pound-feet of torque.  The E400′s combined torque is almost 400 foot-pounds, and that’s some serious grunt.  Additionally, a “sail” function allows the gasoline engine to shut off at freeway speeds, letting the electric motors take over when acceleration isn’t needed.  The lithium-ion battery pack is integrated seamlessly into the vehicle with no impact on interior room, making the E400 a “secret” hybrid.  It’ll be available in the second half of 2012.

There’ll be a second post about some of the other debuts, including the 2013 Audi A4 allroad and RS 5, the 2012 BMW 3-Series, 2012 Fiat 500 Abarth, 2012 Honda Accord Coupe concept, the Nissan Pathfinder Concept and eNV200, the Maserati Kubang concept, the Chrysler 700C concept, Tata eMo, and Infiniti Etherea.

Semi-annual drive events are a good opportunity for auto writers to drive a number of new cars back to back.  They’re also not unlike high school dances, as everyone scrambles for a chance at the latest Mercedes, Maserati, or Jaguar.  At a recent such event, I decided to take a break from elbowing my way into the line for the debutantes, and found a 2004 Lincoln LS siting practically forgotten at the back of the lot.  No one had driven it all day.
What a shame.  Lincoln’s fun-to-drive, well-mannered LS sedan has unfortunately been something of a wallflower since its introduction in 1999–in spite of capturing top honors as Motor Trend’s Car of the Year that year.  That’s partly because it’s a very good car in a segment that consists of nothing but very good cars.  The buyers of upscale sports sedans have been among the most discerning and, well, downright picky consumers since BMW and Mercedes came over in the early 1980s and hooked a generation of Yuppies on the joys of sports-car performance in a leather-wrapped four-door.  A smoother transmission and quieter suspension are welcome improvements for 2004.  Unfortunately the LS as a whole hasn’t changed much since its introduction five years ago, and the package getting a bit long in the tooth.

At least they’re handsome teeth.  The LS has been blessed (some might say cursed) with the same handsome, conservative lines since its introduction.  A black trapezoidal grille with a bold chrome surround puts the family heritage right up front, and quad round headlamps under glass are framed in black and also aggressively sporty.  We noticed a lot of drivers politely merging to the right when the LS came up behind them in the fast lane.  The LS is long and low, with big wheels and strong fender flares.  The styling has a hint of the Sixties Lincolns designed by Virgil Exner (Lincoln purists, put those torches away, I said it was a hint).  An LS sportwagon would be a handsome vehicle (and compete nicely with similar cars from Mercedes and Volvo, not to mention the attention-getting Dodge Magnum), but it’s unlikely that Lincoln will ever build one.

Great evolutionary strides have been made with the interior, whose clean design still lags behind the competition in usefulness.  The tall center console is three times bigger than it used to be, and splits the front compartment into driver and passenger cockpits.  Like the rest of the Lincoln lineup, the LS’ interior is accented with satiny nickel trim.  Wood, aluminum or lacquered trim is used depending on the model.  The seats are nicely bolstered but I found it hard to adjust to a comfortable position, and there was no setting that prevented the steering wheel from chopping off my view of the top of the speedometer.  On the other hand, the available THX sound system makes up for a lot of ergonomic evils.  The controls were somewhat annoying, but with the super-stereo, the LS turns into a rolling concert hall.  Lincoln hasn’t forgotten how to do gadgets, either; adjustable pedals, heated and cooled front seats, heated rear seats, rain-sensing wipers, a rear parking assist, and Sirius satellite radio are all on the list.  My test car also had the available navigation system, which was easy to use but placed very far down on the console, forcing the driver to look away from the road to check the map.

A front-engine, rear-drive layout is the basic ingredient of the LS’ sporting nature.  The 3.9 liter V8 puts out 280 horses and offers the ability to dance with sedans like Mercedes’ E-Class and Audi’s A6.  The all-aluminum engine uses dual overhead cams and electronic throttle control (ETC).  The ETC is calibrated more for smoothness than immediacy, resulting in a lag between pedal and power that takes some getting used to.  When the power comes on, it does so with a giddy rush, and merging into freeway traffic is a heck of a lot of fun.  There’s only one sour spot; a five-speed automatic is the only transmission offered.  It’s a selectable “manumatic” tranny, but there’s no clutch pedal option.

The lack of a manual is likely to drop the LS off of many enthusiasts’ lists, and that’s too bad because it really is fun to drive, even with the slushbox.  For 2004 suspension tweaks have tightened the front end just a little, but the fully independent setup still puts unequal-length control arms at all four corners (instead of the less racy MacPherson struts found on more pedestrian cars).  It’s not quite a BMW 5-series killer, but the LS will happily run with any Acura or Infiniti you care to name in spite of a rather portly 3800-lb curb weight.  Over our handling loop we even enjoyed the LS more than we did the Jaguar X-type.  AdvanceTrac stability control is also available.  In our wet-pavement driving, we found AdvanceTrac to be smart enough to keep the LS pointed straight even during intentionally stupid maneuvers.  Four-wheel disc brakes and ABS are standard.

Pricing for the V8-powered LS starts at $39,460.  On our test car, the addition of options like AdvanceTrac, the THX sound system high-intensity discharge headlamps and heated and cooled front seats drove the bottom line up to $47,670.  At that price level, the fact that the LS is such a good car is both a good thing and a bad thing.  Taken by itself, it’s a wonderful piece, but the fact that it’s somewhat overdue for an update or a freshening keeps it solidly in the “good” category and out of “awesome.”  When compared to newer offerings from Mercedes, Audi and Infiniti, “good” doesn’t quite justify the bucks.  Still, for luxury sport sedan intenders who don’t need all of the gadgets, Lincoln’s forgotten four-door deserves a look.

Specifications:
All specs are for the 2004 Lincoln LS V8, which we tested.
Length:     193.9 in.
Width:        73.2 in.
Height:        56.1 in.
Wheelbase:    114.5 in.
Curb weight:    3768 lb.
Cargo space:    13.5 cu.ft.
Base price:    $39,460
Price as tested:    $47,670
Engine:     3.9 liter DOHC 32-valve V8
Drivetrain:     five-speed automatic, rear-wheel drive
Horsepower:     280 @ 4000
Torque:     286 @ 4000
Fuel capacity:    18.0 gal
Est. mileage:    17/24

Okay, it’s not technically a “station wagon.”  The all-new MKT is Lincoln’s full-size luxury crossover vehicle.  It’s a mega-wagon that features three rows of seating, a wide range of safety technologies, Ford’s new EcoBoost engine which provides V8-like horsepower with V6 fuel economy, and of course Lincoln’s brand of American luxury.  Show-car styling and a generous girth give the MKT an impressive bearing on the road, and a newfound sense of luxury makes it a comfortable place to be, as well.  Of course, that pesky question still remains:  is it what luxury buyers want?

Based on the platform that underpins the Ford Flex, the MKT is instantly recognizable as a Lincoln.  As is fitting for a paradigm-breaking vehicle, the MKT doesn’t seem to have been influenced by other cars but does bear a passing resemblance to a luxury yacht.  The front aspect is dominated by a “split-wing” grille with angled headlamps, and a prow-like nose. The long hood features Lincoln’s signature sculpting and flows into a rising side line  that blends with the greenhouse, continuing the nautical resemblance.  The MKT’s wide rear end is dominated by full-width taillamps, a body-colored bumper and a vast expanse of sheet metal that’s just begging its owner to airbrush a name across the back.  A panoramic glass roof (with sunshades) is standard.  Seriously, though, this is a decent-looking vehicle that manages to avoid many of the typical big-wagon tropes found on crossovers this size.

The MKT has a quiet sort of luxury inside, and it was one of the most popular people haulers we’ve driven this year, based on the votes of our various passengers.  Generously-proportioned seats and cozy options like second-row heated seats may have had something to do with the loud noises of approval coming from the back.  Six- or seven-passenger seating is available, and the MKT comes with a standard glass panoramic roof with power sunshades front and rear.  The handsome instrument panel uses acrylic and LED white lighting, and real wood trim.  For the rear-seat passengers, there are a small refrigerator and headrest-mounted DVD screens on the options list.  Other high-tech luxury options include Adaptive Cruise Control, pushbutton start, adaptive headlamps, Ford’s new Blind Spot Information System with Cross-Traffic Alert, a reverse camera, navigation system and the SYNC communications and entertainment system with 911 Assist.

A choice of V6 engines is offered.  The standard 3.7 liter Duratec V6 produces 268 horsepower.  Fuel economy is rated at 15 miles per gallon in the city and 23 on the highway.  To really move the MKT out, the available 3.5 liter EcoBoost V6 features twin turbochargers, dual overhead cam construction and direct fuel injection.  The result is a very healthy 355 horsepower, and my EcoBoost-equipped MKT was more than willing to put that power to the road and run.  Floorboard the pedal and there’s not much evidence of the MKT’s hefty 4800-pound curb weight as the car launches.  Six-speed automatic transmissions with manual paddle-shift control are standard with both engines.  The six-speed’s shifts are wonderfully matched to the EcoBoost engine, especially under power.  The MKT will play the part of Hot Rod Lincoln without protest.  The 3.5 liter EcoBoost engine comes standard with all-wheel drive, which is available with the base 3.7 V6 as well.

The MKT is big.  It feels big, and it drives big.  Nonetheless, this vehicle has been tuned for confident handling and responsiveness that belie the vehicle’s size, and it works.  MacPherson struts up front are backed up by rear-facing control arms and stabilizer bars, while the rear uses an independent multi-link setup with coil-over shocks.  In the language of normal human beings, this means that the MKT provides a comfortable ride that’s firm enough to feel carlike, but not as stiff as that of a truck-based vehicle.  It’s a good basis for a modern luxurious ride.  Even with six passengers aboard, the ride is solid and smooth enough for last-minute makeup touchups on the way to a party.  Electric power steering is available, as is the new Active Park Assist system which helps guide the driver during parallel parking.  Anti-lock brakes and AdvanceTrac stability control with Roll Stabilty Control are standard equipment.

The MKT is a big, bold flagship for a brand that’s hoping to do big, bold things in the next few years.  It’s equal parts versatile people hauler and technological showcase, and that makes it an appropriate symbol of Lincoln’s future.  MKT pricing starts at $44,200 for the base 3.7 liter V6 with front-wheel drive.  All-wheel drive starts at $46,195, and the more powerful EcoBoost-equipped MKT stickers for $49,200.

Specifications:  All specs are for the 2010 Lincoln MKT
Length:  207.6 in.
Width:  85.7 in.
Height:      67.4 in.
Wheelbase:  117.9 in.
Curb weight:  4857 lb.
Cargo space:  17.9 cu.ft. (all seats up); 75.9 cu.ft. (all seats folded)
Base price:  $49,200
Engine: 3.5 liter DOHC direct-injection turbocharged V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 355 @ 5700
Torque:  350 @ 3500
Fuel capacity:  18.6 gal.
Est. mileage: 16/22

Lincoln hopes to increase the wow-factor of its shy four-door hot rod with the introduction of a new LSE performance and appearance package.  Quieter running, smoother transmission and a new “Ultimate” option package should also help the LS to get noticed.

The LS has been blessed (some might say cursed) with the same handsome, conservative lines since its introduction.  A black trapezoidal grille with a bold chrome surround puts the family heritage right up front, and quad round headlamps under glass are aggressively sporty.  The LS is long and low, with big wheels and strong fender flares.  The styling isn’t quite dated; it has a hint of the Sixties Lincolns designed by Virgil Exner (Lincoln purists, put those torches away, I said it was a hint) and even though it’s been a while since the LS’ introduction the face is aging well.  The LSE is the most aggressive LS, with a body-color grille, a handsomely smoothed front valance with a gaping air intake and round foglights, special seven-spoke chrome wheels and a rocker panel extension that wraps around into the rear bumper.

The greatest evolutionary strides have been made to the interior.  The tall center console is three times bigger than it used to be, and splits the front compartment into driver and passenger cockpits.  Like the rest of the Lincoln lineup, the LS’ interior is accented with satiny nickel trim.  Wood, aluminum or lacquered trim is used depending on the model.  The LS was already a comfortable place to spend a day of driving and the available THX sound system makes it even more so.  The full-Cleveland LS Ultimate shows that Lincoln hasn’t forgotten how to do gadgets, either; adjustable pedals, GPS, heated and cooled front seats, heated rear seats, rain-sensing wipers, a rear parking assist, and Sirius satellite radio are all on the list.

A front-engine, rear-drive layout is the basic ingredient of the LS’ sporting nature.  The 3.0 liter V6 puts out 232 horsepower and enables the LS to play with the likes of Lexus’ IS300 and Acura’s 3.2TL.  Opt for the 3.9 liter V8 in your LS and you’ll get 280 horses, as well as the ability to dance with sedans like Mercedes’ E-Class and Audi’s A6.  Both V6 and V8 engines feature variable cam timing and electronic throttle control, for improved power delivery.  There’s only one sour spot; a five-speed automatic is the only transmission offered.

The lack of a manual is likely to drop the LS off of many enthusiasts’ lists, and that’s too bad because it really is fun to drive, even with the slushbox.  For 2004 suspension tweaks have tightened the front end just a little, but the fully independent setup that puts unequal-length control arms at all four corners (instead of the less racy MacPherson struts found on more pedestrian cars).  It’s not quite a BMW 5-series killer, but the LS will happily run with any Acura or Cadillac you care to name in spite of a rather portly 3800-lb curb weight.  Over our handling loop we even enjoyed the LS more than we did the Jaguar X-type.  AdvanceTrac stability control is also available.  In our wet-pavement driving, we found AdvanceTrac to be smart enough to keep the LS pointed straight even during intentionally stupid maneuvers.

We like the LSE best, with its racier looks, but the whole LS lineup is impressive.  Pricing starts at $34,495 for V6 powered models, and $40,060 for the V8.

Specifications:
All specs are for the 2004 Lincoln LS.
Length:     193.9 in.
Width:        73.2 in.
Height:        56.1 in.
Wheelbase:    114.5 in.
Curb weight:    3768 lb.
Cargo space:    13.5 cu.ft.
Base price:    $40,060 (2003)
Engine:     3.9 liter DOHC 32-valve V8
Drivetrain:     five-speed automatic, rear-wheel drive
Horsepower:     280 @ 4000
Torque:     286 @ 4000
Est. mileage:    18/24

For 2003, the Town Car finally gets some refinement to go with that luxurious mass.  In recent years, the Cadillac Deville has grabbed the American-style luxury spotlight with a sophisticated front-wheel drive chassis and modern interpretation of classic Cadillac style.  Lincoln has chosen to go a different route.  The new Town Car borrows a bit from the past to create a new “family” look for the brand.  Add a quieter interior, revised steering and high-intensity discharge headlamps to the distinctive new face, and you have a Lincoln Town Car that’s thoroughly modern yet faithful to tradition at the same time.

All Lincolns now feature a distinctive hood ridge that starts with the grille crest and runs all the way back to the windshield.  It looks good on the Town Car, offering shades of Lincoln’s 1960s big-car heyday.  There’s a long hood, and a long tail, and riding proud on the hood, an honest-to-goodness hood ornament.  To keep the car from looking like a complete throwback, projector-style quad headlamps under glass covers flank a grille similar to that of the Lincoln LS and Navigator.  (One could make an argument for projector lamps being the styling gimmick of the new millennium, just like tailfins were in the 1950s, but that’s a different story.)  Our test car was a top-of-the-line Cartier L model, with unique 17″ chrome wheels.  The Cartier also has a wheelbase that’s been stretched six inches.

That’s a good place to excel, considering that most Town Car passengers will see the back seat first.  It’s an impressive cabin, with forty-seven inches of rear-seat legroom thanks to the wheelbase stretch.  The seats are deep, soft leather, and Lincoln has outfitted the Town Car with a bigwig-style rear control center including radio, heat and air conditioning controls.  The rear seats are also heated in Cartier models; you can switch ‘em on and let them fight it out with the excellent air conditioning.  There’s even a controller so the rear seat passenger can move the front passenger seat, for additional legroom.  Up front, Lincoln hasn’t neglected the driver either.  A new dashboard features nickel and walnut accents, as well as a new “signature” Lincoln analog clock a la Infiniti.  There are dozens of storage cubbies–in the armrests, in the front of the seats, in the console–but no gadgets like a rear seat massager or a power sunshade.  Yet.

Underneath that big decklid, the trunk is a 21.1 cubic-foot cavern.  It looks like you could park another car in the trunk of the Town Car.  Cartier models feature a grocery bag organizer in the floor.

The Town Car is much nicer on the road than its closest competition, the Cadillac Deville.  It’s not the dynamic equal of the S-Class or even the Lexus LS430, but thanks to a revised suspension and all-new rack-and-pinion steering the Town Car isn’t as far off the curve as it used to be, no pun intended.  It’s not just the rear-wheel drive that makes it feel superior to the Cadillac, but a stiffened frame with additional crossmembers.  The Town Car is a body-on-frame car, which contributes nicely to ride isolation.  A degree of smoothness is provided by sheer mass, also; over some bumps, the Town Car’s inertia carries it right over the worst of the roughness.  The suspension is slow, almost ponderous in its responses, but the deliberate body movements are really part of the atmosphere.

On the freeway, it’s sometimes hard to keep the Town Car in its lane thanks to numb-ish steering.  Conversely, it’s much easier to maneuver in-town.  We were surprised at how easy this big beast is to park.  The new rack-and-pinion steering is precise, despite its sedated feel.  Of course, anti-lock brakes (ABS) are standard equipment.  The Town Car also benefits from Emergency Brakeforce Distribution (EBD) which proportions the brakes during emergency stops, limiting the need for ABS.

All-new looks and decent handling aside, the new Town Car is let down somewhat by its powerplant.  The 4.6 liter V8 engine feels labored under hard acceleration, despite a dual exhaust and improved horsepower.  239 horsepower can’t overcome the fact that this is an awful lot of car.  The V8 is as slick as any of the competition, thanks to improved engine mounts, but the Town Car is hardly fast.  The four-speed automatic transmission shifts smoothly, without any hitches whatsoever.  As long as you’re patient, it’ll get up to speed, and it’s easy to see why it’s popular with liveries and people who have to be chauffeured.  The Town Car is also more comfortable from the driver’s seat than a passenger-oriented luxobarge like the Jaguar Vanden Plas.

Not that it matters to the average luxury buyer, but the big Lincoln is priced a bit below the competition.  Our test car was a fully equipped Cartier L model, with heated seats, traction control and an Alpine sound system, and it stickered for $52,765, which is the approximate price of a 4,467-pound Porterhouse steak.  Cartier L pricing starts at $50,700.  For the shorter wheelbase models, pricing starts at $41,040 with the Executive model.

Specifications:
All specs are for the 2003 Lincoln Town Car Cartier L, which we tested.
Length:     221.4 in.
Width:        78.2 in.
Height:        59.1 in.
Wheelbase:    123.7 in.
Curb weight:    4467 lb.
Cargo space:    21.1 cu.ft.
Base price:    $50,700
Price as tested: $52,765
Engine:     4.6 liter SOHC V8
Drivetrain:     four-speed automatic, rear-wheel drive
Horsepower:     239 @ 4900
Torque:     287 @ 4100
Fuel capacity:    19 gal.
Est. mileage:    17/25

The sophomore Navigator is another matter entirely.  Now that Lincoln has gotten its feet wet with big SUVs, the redesigned 2003 Navigator is a serious contender.  It’s now deserving of its title as Lincoln’s flagship.  Close study of the competition and its own heritage has allowed Lincoln to remake the Navigator into a vehicle whose comfort and opulence are impressive for a car or a truck.  The new Navigator suggests that Lincoln may have rediscovered what made it one of America’s great nameplates.

It starts with the design.  The new Navigator retains most of the styling cues of the old, in conservative Lincoln fashion, but everything has been tightened and smoothly integrated.  The cobbled-together look of the old Navigator is gone.  In its place are smoother body panels and taillights, a slick roof rack, and the familiar Lincoln family grille, slightly revised to look more like that of the LS and Town Car.  The new eight-spoke 18″ wheels resemble those of Lincoln’s recent show cars.  The distinctive hood with its central ridge leading down to the Lincoln badge on the grille is now being used on all Lincoln products.

The spirit of the Fifties is alive in the Navigator’s power-operated toys.  Open the doors of a full-Cleveland Navigator (the model Lincoln calls the “Ultimate”), and electrically operated running boards extend to greet you.  Third-row seats lower at the touch of a button, and the tailgate is powered as well.  The side mirrors are heated, power-folding, reverse-tilting appendages with built-in turn signals and “puddle lights” that illuminate the ground around the Navigator at night.  The seats are heated and cooled, and rear-seat passengers are treated to a DVD entertainment center.

We were skeptical to hear that Lincoln chose the 1961 Continental as the inspiration for its full-size SUV, but were pleasantly surprised by the results.  The dash is dominated by a flat metal panel, which harmonizes nicely with other metal trim for an elegant, simple look.  Behind it, the sound system controls are lit by unique white LEDs, which are black during the day and glow brilliantly after dark.  The interior has been completely redone, with richer materials and a design that’s distinct from the Ford Expedition on which the Navigator is based.  The interior is spacious, with three rows of big wide seats.  Real wood is used (as it is in all Lincolns, believe it or not), complementing the standard leather.  The big Lincoln feels more like a car than a truck over the road, thanks in part to “Silent Steel” panels used in the floor and instrument panel.  Silent Steel is a metal and plastic-laminate sandwich that neutralizes the sound-amplifying effects of large pieces of automotive sheet metal.  Lincoln uses Silent Steel to soften road noise and muffle the sound of the engine.  The Navigator is positively funereal inside, even when it’s being hustled through a rather un-truck-friendly autocross course that we had access to.

The Navigator’s ability to survive in the domain of sports cars is indicative of the other big change in Lincoln’s flagship.  Step two in the revitalization of the Navigator takes place underneath the truck.  The new four-wheel independent suspension provides handling that’s head and shoulders above that of the Navigator’s closest competitor, the Cadillac Escalade.  Body movements are much more controlled during quick turns, and the rear end doesn’t feel like it wants to hop out of line whenever there’s a bump in the road.  New rack-and-pinion steering improves steering feel and offers more precision than last year’s F-Series based steering.  Lincoln has also beefed up the Navigator’s four-wheel disc braking system with larger components.  That’s a good thing, considering this truck’s 5760-lb weight.

The 5.4 liter V8 puts out 300 horsepower.  Changes to the engine and drivetrain have all been made with the intention of making the Navigator smoother; revised exhaust systems, new engine mounts, and a Silent Steel oil pan are chief among the changes.  The Navigator’s towing capacity has risen slightly also, to 8,500 pounds in two-wheel drive models and 8,300 in four-by-fours.  On the road, the big 5.4 gets the Navigator moving much like the big, heavy truck that it is, but one things are rolling there’s plenty of power.  Around town the four-speed automatic transmission is smooth.  AdvanceTrac stability control is also available.

The Navigator can be had in Luxury, Premium, and Ultimate models.  As you can probably assume, there is no stripped-down bargain model.  Navigator pricing starts at $48,775, and this time around, it won’t have you asking yourself if you’ve spent too much for too little.

Specifications:
All specs are for the 2003 Lincoln Navigator, which we tested.
Length:         206.0 in.
Width:            80.2 in.
Height:            77.8 in.
Wheelbase:        118.8 in.
Curb weight:        5760 lb.
Cargo space:        104.7 cu.ft. (all seats folded)
Towing capacity:    8500 lb.
Base price:        $48,775
Engine:         5.4 liter DOHC V8
Drivetrain:         four-speed automatic, rear-wheel drive
Horsepower:         300 @ 5000
Torque:         355 @ 2750
Fuel capacity:        28 gal.
Est. mileage:        12/17

That smaller size makes the Aviator somewhat easier to like, too.  Since it’s uncommon to see full-size luxury sport-utes going off-road or even hauling soccer teams about, the Navigator’s tendency to serve as six-thousand pound, 11-mpg transport for just one or two people makes it kind of hard to approve of.  The Aviator can do almost everything the Navigator does without consuming quite so many natural resources.

It’s almost indistinguishable from the Navigator at a glance.  Considering that it’s over a foot shorter and half a foot narrower, that’s downright creepy.  Lincoln’s stylists have done an excellent job.  If you really must be able to tell the Navigator and Aviator apart, the Aviator has upright, flag-style mirrors while the Navigator’s got larger, more trailer-friendly units.  That’s about it.  The trademark Lincoln grille is there, and the nicely contoured hood and aggressively flared fenders as well.  From the rear, the Aviator’s  four-unit taillamps and chromy license plate surround are a dead ringer for those of the Navigator.  17″ wheels are standard.

Inside, it’s much more Navigator than Explorer.  Walnut and nickel trim abound, and the more subtle but equally elegant use of white LEDs instead of conventional bulbs to light the instruments gives he Aviator a show-car feel.  The wide, flat console that graces the Navigator is replicated in the Aviator with slight differences.  The stereo is covered by a satin-finished nickel plate which gives the dash a clean look when it’s closed, but was reluctant to open on our test truck.  Quad seats are standard, and the rear seats fold flat for easy cargo loading,.  All of the standard luxury-car (or truck) features are available:  high-intensity discharge headlamps, heated side mirrors, a rear parking assist, in-dash CD player.  Rear-seat passengers can be distracted by the optional DVD entertainment system.  Like the Explorer, the Aviator features adjustable pedals, as well.  Hidden out of sight, a side-canopy airbag offers increased rollover protection for first and second-row passengers.

The suspension is fully independent, giving the Aviator a distinctly carlike ride.  That’s a good thing.  Four-wheel disc brakes with ABS are standard, and AdvanceTrac traction control is also available on all-wheel drive Aviators.  Ford says this system can shift torque side to side and front to back, enabling the Aviator to drive if only one wheel has traction.  We didn’t get the chance to test it out (or even a puddle to drive through, really) but the Aviator feels more comfortable and stable on the road than the twitchy BMW X5 or waddly Lexus RX300.  Thanks to sound-deadening laminate on the windows, it’s quieter, too.

The Aviator is powered by a 32-valve DOHC V8 making 302 horsepower.  This 4.6 liter engine is all aluminum, and it’s not shared with any of Ford’s other mid-size SUVs.  With almost 100 more horsepower than the plebian Explorer V8, the Aviator moves out with authority.  The engine is nicely understressed, giving Lincoln’s little SUV a relaxed feeling on the road.  A five-speed automatic transmission handles shifting duties.  Thanks to the more powerful engine, the Aviator can tow up to 7300 pounds in two-wheel drive form.  It’ll handily out-work the competition.  Naturally, two- and four-wheel drive models are available.  The only downside is questionable fuel economy.  For its smaller size, the Aviator doesn’t get much better gas mileage than its big brother: 14/18 in four-wheel drive models.

So by now you’re probably thinking, “What about the Mountaineer?”  If not, you should be.  Just like the Aviator, Mercury’s handsome SUV is also a Ford Explorer clone under the skin.  Until now, it was the “luxury” mid-size from the Ford conglomerate.  The Aviator slots into the lineup a big step above the Mountaineer, however, and commands a price premium over even the priciest Mountaineer.

We like the Aviator a lot better than the gargantuan Navigator; it offers the same luxury in a less bulky package.  The lack of bulk makes it a serious contender against European luxury ‘utes like the BMW X5 and Mercedes M-Class, as well as offerings from Lexus and Acura.  It’s a bit more elegant than any of them, too.  The Aviator makes its appearance in Lincoln dealerships this December.  Pricing starts at $42,205.

Specifications:
All specs are for the 2003 Lincoln Aviator AWD, which we tested.
Length:         193.3 in.
Width:            73.96 in.
Height:            70.9 in.
Wheelbase:        113.7 in.
Curb weight:        5002 lb.
Cargo space:        12.4 cu.ft. (seats up)/77.3 cu.ft. (all seats folded)
Towing capacity (if app.):     7300 lb.
Base price:        $42,205
Price as tested:        $48,970
Engine:         4.6 liter 32-valve DOHC V8
Drivetrain:         five-speed automatic, all-wheel drive
Horsepower:         302 @    5750
Torque:         300 @    3250
Fuel capacity:        22.5 gal.
Est. mileage:        14/18

The only problem, really, is that they’re trying to call the 2002 Lincoln Blackwood a pickup truck at all.  Actually, Lincoln is calling it an Ultimate Utility Vehicle, like the Chevrolet Avalanche.  But that’s not what it is.  Yes, it’s got the underpinnings of a Ford F-Series under there, and it’s got a bed instead of a trunk, but the Blackwood is more automotive haute couture like the Chrysler Prowler and Volkswagen New Beetle than it is a pickup truck, or a Ultimate Utility Vehicle.  No, it doesn’t make any sense.  It’s not supposed to.  It’s a fashion statement.  And as a curbside badge of individuality, it’s pretty good.  Lincoln plans to build less than ten thousand of them, so if the big, black beast that the wags are calling the “Town Truck” appeals to you, you’d better act fast.

Like the Prowler and New Beetle, the Blackwood was born from an auto show concept vehicle.  Essentially it’s the mating of a Lincoln Navigator SUV and a crew cab pickup truck.  A black woodgrain applique with chrome accents lines the sides of the short bed, faintly reminiscent of an antique powerboat.  The show-truck styling looks good on the street, too.  It has less visual bulk than the Navigator, with whom it shares front-end sheetmetal and 18″ wheels.  A raised ridge starts where the hood meets the Lincoln logo at the top of the grille, and the line is carried handsomely through to the tonneau cover at the rear.  The chopped-off rear end adds to the Blackwood’s low stance.

The rounded-off bed has a permanently attached rigid tonneau cover, power operated by a switch on the key fob or the console.  Instead of a tailgate, it has side-hinged Dutch doors which allow users to get closer to the cargo area, which is lined in carpet and stainless steel with street-rod style recessed lighting.  Small storage boxes line the sides, and a slide-in luggage carrier is also available.  Think of it as more of a 26.5 cubic-foot trunk than a pickup bed.  It looks gorgeous; the only downside is that fifth-wheel trailer towers won’t be able to take advantage of the 8700-lb towing capacity.  The Blackwood looks best in black, and that’s the only color it’s offered in.

Inside, four passengers ride on tall, comfortable chairs swathed in black Connolly leather and, naturally, black wood.  Similar to that of the Harley-Davidson F-150, the interior features deep, leather-topped consoles for front and rear seat passengers.  It’s loaded to the gills, as befits its luxury nature; heated and coole front seats, adjustable pedals, a comprehensive overhead console, and a seven-speaker Alpine sound system with a subwoofer and six-CD changer help to make the Blackwood less of a truck.  The available navigation system’s five-inch screen is too small and mounted too low to be of much help, though.  Okay, so it’s not tremendously practical (the interior can’t be reconfigured to carry more passengers or cargo) but it’s not supposed to be.

The Blackwood shares the Navigator’s 5.4 liter 32-valve V8.  300 horsepower is plenty for the big truck, which despite its size feels more eager on the road than the portly Navigator does.  There’s just a hint of burble from the exhaust pipes; the Blackwood is subtle about its show-off status.  The four-speed automatic transmission is the only one offered, and the Blackwood features a built-in Class III/IV trailer hitch.

Back-to-back drives show that the Blackwood rides much better than the Navigator.  It’s less ponderous over the road; the pickup truck DNA is buried well with variable-rate shocks and low-profile tires designed specifically for the Blackwood.   A load-leveling rear suspension seems superfluous, considering the unlikeliehood of a Blackwood ever carrying a seriously heavy load, but a combination of leaf and air springs in the back does keep truckish behavior to a minimum.  The Blackwood will serve very well as a four-person road trip truck.  Four-wheel ABS with brake force distribution (a system common on luxury cars, which electronically monitors traction and modulates braking power from the front to the rear)  is standard, as is a limited-slip rear differential.

Naturally, the real earth-shattering kaboom comes with the sticker price.  Although it’s a bit less dear than the average boutique car, $52,500 is nothing to sneeze at.  Of course, everything is standard; the heated/cooled seats, moonroof, leather interior, upgraded sound system, and all the other great stuff you’ve come to expect from a Lincoln.  The only available option is the navigation system, which tacks another two grand onto the baseline.  The good news is that the Blackwood has the spirit and presence to justify its price.  The Lincoln Navigator has a soulless, almost cynical feel to it, as if its existence can be traced to a marketing manager’s decision to make some money off of this “truck thing.”  Somehow, the almost identical Blackwood doesn’t leave that impression.  Useless pickup truck or not, it’s cool.

Specifications:
All specs are for the 2002 Lincoln Blackwood, which we tested.
Length:     220 in.
Width:        78 in.
Height:        72,8 in.
Wheelbase:    138.5 in.
Curb weight:    5580 lb.
Cargo space:    26.5 cu.ft.
Base price:    $52,500
Price as tested: $55,000 (est.)
Engine:     5.4 liter DOHC 32-valve V8
Drivetrain:     four-speed automatic, rear-wheel drive
Horsepower:     300 @ 5000
Torque:     355 @ 2750
Fuel capacity:    25 gal.

You can still get old-school Lincoln chrome and gadgets if you want them–but not in the new LS.  This is a Lincoln?  It’s easy to forget.  The LS is a huge break from the traditional somnabulent Lincoln sedan.  Seeking a new, younger audience, Lincoln has taken steps during the past few years to ensure that its name is associated with more than just your typical flabby luxury sedan.  The Navigator luxury SUV was introduced in late 1997, and hot on its heels is the LS, Lincoln’s first performance-oriented sedan since the early 1950s, if the old Mexican road race Lincolns were considered such.  The LS is aimed at the luxury end of the sport sedan market traditionally occupied by BMW and Mercedes, and more recently by Lexus and the similarly-aimed Cadillac Catera.  The LS is rear-drive, in keeping with its performance bent, and it’s available in V6 and V8 models.

At first glance, the LS’ design comes off as bland, but the numerous careful details make it quite striking upon a closer look.  It’s a handsome, conservative design, but far from indifferent.  Up front, quad round headlamps are hidden behind glass covers, a la BMW, and the units flank a rounded trapezoidal Lincoln family grille.  The hood is character-lined, a departure from the typically flat and featureless hood seen on many cars these days.  The LS is nicely proportioned, forgoing the popular cab-forward look for a more traditional three-box (distinct hood, cabin, trunk) design.  Character lines at the C-pillar and front corners are sharply creased.  The large taillamps have clear red, crystalline cover and flank a large chrome license plate surround as an elegant reminder that this sporting vehicle is, in fact an Lincoln.  The wheel-tire combination is an aggressive one, especially on our 16″-wheel equipped V8 test model.  Apart from the grille, there’s not much immediate family resemblance to the other cars and trucks in the Lincoln stable.  The design bears some resemblance to the new Mitsubishi Diamante, but the LS has more personality.

If the old fellow at the antique store had taken a look inside, he would have found an interior geared more toward sporty driving than commuting.  The LS is light on gadgets and buttons inside, electing instead to go for a purposeful cockpit.  The view outside the car is great in all directions, even to the left and right flanks, which are a common sport-sedan blind spot.  The twin creases in the hood seem to be pulling the car eagerly toward the horizon.  Unfortunately there’s a lack of storage space.  The cubby on the console is barely large enough for a few CDs, and the fold-out cupholder is almost aggressively difficult to use, as if the car would rather you not be distracted by a cup of coffee.  The optional CD changer lives in the glovebox, eating up a majority of the storage space there, as well.  That’s not to say the LS is a bad place to conduct the business of driving, of course.  The leather seats are soft and supportive, although the front cushion may be too low for some drivers’ tastes.  Over the steering wheel, a white-on-black instrument panel keeps track of the mechanical doings, and the ubiquitous computerized message center takes up space in the lower right corner.  The system informs the driver of fuel range, economy, and other system status information.  Its placement is a vast improvement over its traditional location in Ford products–usually it’s in the center console, forcing the driver to look away from the road.  The wood in the console and dash looks fake.  The driver’s seat has a dual memory function so that positions can be programmed for two different drivers.  Not visible but still cool is a moisture-sensing windshield, which wipes itself clean when it starts to drizzle.

Lincoln’s got the look and the equipment right but the true test of a sport sedan is its performance on the road.  Happily, the LS enjoys driving.  The 3.9 liter, 32-valve V8-equipped Lincoln sports 252 horsepower and enjoys the chance to run.  The V8 makes for a nervous gas pedal in stop and go traffic, but when it’s time to get up and go, it delivers in a way that competitors like the V6-powered Acura 3.2 TL can’t match.  Our test vehicle was equipped with the optional sport suspension package, which includes big, meaty 17″ wheels, and a five-speed selectable automatic transmission.  The transmission can be shifted like a clutchless manual, but isn’t particularly user-friendly, with a tendency to drop two gears for one click, or vice versa.  The car prefers to do the shifting itself, which is only frustrating when the transmission is reluctant to kick down for passing. The LS is also available with an 210-hp V6 engine, and for the shift-it-yourself diehards a manual transmission is offered, but only on the V6.

During our test period, the optional “Advance Trac” traction control system was never triggered.  The LS grips the road surprisingly well for such a large car.  It’s got a wide stance, and the good visibility enhances driver confidence while carving up a new road.  The sport suspension is acceptably quiet around town, although less plush than other Lincolns.  It’s very clear that the LS would much rather be driving for pleasure than commuting.

Pricing on the LS is in line with the competition, starting at $32,250 for a manual transmission-equipped V6 car.  V8 models start at $35,225.  Our test vehicle was optioned out with Advance Trac traction control, the sport suspension package, the 6-disc CD changer, and a moonroof.  It stickered for $39,105.  Motor Trend magazine was impressed enough with the LS to name it Car of the Year for 2000.  Not a bad recommendation for an all-new car in an all-new market for an old company.

Specifications:

All specs are for the 2000 Lincoln LS V8, which we tested.

Length:    193.9 inches
Width:        73.2 inches
Height:        56.1 inches
Wheelbase:    114.5 inches
Curb weight:    3671 lbs
Cargo space:    13.5 cu. ft

Base price:    $35,225
Price as tested: $39,105

Engine/Drivetrain:    3.9 liter, DOHC V8.  Rear-wheel drive
Horsepower:        252 hp
Torque:    267 lb/ft @ 4300 rpm
Fuel capacity:    18.3 gallons
Est. mileage:    17/23 mpg

6/2009 update:  Oh, Lincoln, what did you do? The promising LS went largely untouched for almost a decade, then dropped quietly out of the lineup when the competition got too stiff.  Oh, well.  They make nice, comfortable, entertaining used cars, and they tend to be inexpensive, so that’s something.

Lincoln’s new flagship definitely looks the part.  During my test drive, it was mistaken for a Lexus no fewer than four times.  This is a big, substantial car with room for four, but a V6 engine that’s relatively fuel-efficient.  Handling and body control are also world-class.  Could Lincoln’s full-size sedans finally be stepping out of the disco age?

The styling takes the brand’s current look to a bolder place, with a massive toothy split grille, contoured hood and side sculpting that are muscle-car dramatic.  The MKS has tall sills and a powerful stance.  High-intensity discharge headlamps are standard equipment.  A choice of eighteen or twenty-inch wheels gives the MKS a sporty, ready-for-action look, and help to disguise this car’s size; when parked next to smaller vehicles it looks almost as big as an SUV.  At the rear, a high tail is reminiscent of classic Lincolns, and the new taillamp treatment is unique and good looking.  Bold Lincoln jewelry adorns the front fenders and rear deck.  The MKS looks equal parts sports sedan and luxury car.

The cabin is equally modern; the uniquely sculpted instrument panel doesn’t rely on fake wood to draw the eye, but rather handsome curves and satin-finish trim.  Lincoln’s trademark star is hinted at by the placement of the THX sound system’s center speaker, and the console is clean and unadorned.  The seats are upholstered in soft Bridge of Weir leather (the company is known for providing hides to the Concorde and Queen Elizabeth 2 ocean liner).  Heated rear seats are standard, and the MKS can be had with a two-panel skylight roof for an open-air experience.  Keeping the luxury quotient high, Lincoln includes the SYNC voice-activated accessory interface system, THX audio, a pushbutton start, adaptive headlamps, Sirius satellite radio with real-time traffic updates, adaptive cruise control, rain-sensing wipers, a backup camera and a voice-activated navigation system.  A keypad that allows the doors to be unlocked with a unique user code is a Lincoln tradition that has been carried over to the MKS and updated with heat-sensing illumination and a smart key fob that allows one-touch entry and keyless starting.  The MKS is even environmentally responsible; the available Ebony wood trim is actually made from reclaimed material.

What’s under the hood is unexpected; the MKS is powered by a new 3.7 liter V6 engine.   What’s that?  No V8?  In these times of high fuel costs, Lincoln has chosen to give the MKS a smaller powerplant.  Have no fear though, the MKS’ 24-valve all-aluminum V6 uses an all-new direct-injection fueling system that’s good for 270 horsepower.  All-wheel drive is also available, and AdvanceTrac stability control is standard.  The two-ton MKS moves out quickly.  The V6 occasionally sounds overworked and offers a sour engine note, but it never feels like the car’s weight is too much for it, even with the added weight of all-wheel drive.  The six-speed automatic transmission shifts smoothly, but slowly; its responses are geared toward seamless gearchanges rather than enthusiast-pleasing ones.

Suspension-wise, the MKS is ready to play thanks to a fully independent suspension.  The big Lincoln has borrowed a page from just about every other luxury manufacturer’s playbook, and the MKS has more road feel and much better transitional response than the boat-like Continentals of yore.  Buyers hoping for old-school squish will find the MKS a bit too taut for their liking.  The available twenty-inch wheels are loud on grooved pavement as well, but a bit of tire noise isn’t likely to dissuade the modern luxury buyer.  A car that can’t stop, on the other hand, will, so the MKS’ big antilock brakes are more than capable of bringing the car to a halt without protest.

It’s a compelling argument for a renaissance at Lincoln, if the company can maintain this momentum.  MKS pricing starts at $37,655 and well-equipped models come in at well under $45,000, offering luxury to compete with Audi and Infiniti at a lower price.

Specifications:
All specs are for the 2009 Lincoln MKS.
Length:  204.1 in.
Width:    75.9 in.
Height:     61.6 in.
Wheelbase:  112.9 in.
Curb weight:  4127-4276 lb.
Cargo space:  18.4 cu.ft.
Engine:  3.7 liter DOHC V6
Drivetrain:  six-speed automatic transmission, front- or all-wheel drive
Horsepower: 270 @ 6250
Torque: 265 @ 4250
Fuel capacity:    19 gal. (AWD)