Driving Around With Walt Woron In The Lincoln LS

Since the days of my first ride in a circa-'30 Lincoln touring sedan, and my initial drive of a '38 Lincoln Zephyr, Lincolns have been a part of my life. I've owned a new '53 Capri ragtop and a mint '48 Continental Cabriolet. I've also driven many others for Motor Trend, including the classic Continental Mark II.

But never-never-has any Lincoln so impressed me with its performance and handling as the new LS. It's a superb machine, worthy of all the accolades thrown its way (including Motor Trend 2000 Car of the Year). Its optional Sport Package (SelectShift automatic transmission, tuned suspension, 17-inch rubber, minimal chrome) lends credence to Lincoln's boast that the LS is a "true luxury sport sedan."

The Lincoln LS begs to be driven hard and fast. The more you drive it, the more you want to drive it. It has so many systems and gadgets it reminds me of HAL, the computer in "2001, a Space Odyssey." The LS won't steer or brake itself, but assists in both; and the AdvanceTrac, coupled with ABS and Traction Control, is there to keep you on course. Although you don't generally have to self-shift the five-speed automatic, you'll sure want to with SelectShift, particularly in hilly country and over snakelike roads. In SST mode, an effortless flick of the lever brings a quick shift-up or down-at your whim. But if you go over redline, HAL overrides the trans-and cuts off your fuel.

These features, and others on the LS, were undreamed of in the '40s and '50s. Yet, those cars had a charm of their own, being big, plush, soft-riding, and fast. One such was the "all-new" '49 Cosmopolitan four-door sedan, sporting a newly designed V-8, coupled to (believe it or not) a GM Hydra-Matic. The Cosmo we evaluated offered roominess, ease-of-handling, good acceleration (for the time), and cruised at 70-80 in smooth comfort-for a price of about one tenth of today's LS.

To top off Motor Trend's first test of a Lincoln in 1952, I entered it in a Southern California Timing Association drag race. To the surprise of many-in and out of the office-it equaled the quarter-mile trap speed (74.19 mph) of an Olds 88, one of the hot factory offerings of the day. With 45 more horses for '53, Lincoln entered race-prepped Capris in the third Mexican Road Race. Prepared by Clay Smith and Bill Stroppe, they swept the top three places in the "stock" category. Each averaged over 90 mph, or just 10 mph less than the top sports cars, factory-entry Mercedes-Benz 300SLs. Makes you wonder what Stroppe and Smith could've done with today's LS!

Although later Lincolns performed well, roadability took a back seat. The powers-that-be yearned for cars to compete in size and comfort with Cadillac. And until this year's LS, handling seemed a forgotten goal. It's obvious the car is aimed at BMW, Mercedes, and Lexus owners; traditional import drivers value taut handling coupled with outstanding performance-and they'll find them in the LS.

To me, the LS' size is one of its major appeals. During two weeks of driving the LS for over 1200 miles, a bystander asked me to compare it to Lincolns of the '50s. My reply: "No comparison. Max performance, outstanding roadability, solidity [love that "thwunk!" of the doors], above-average workmanship, reasonable fuel mileage [17.3-18.3 average on my test], stiff ride [though with a bit of tire rumble, expected with sport suspension], and luxury features galore. Nothing like it in the '50s."

He likened the LS' looks to a BMW; others raved about it differently. So, maybe I'm in the minority for thinking its styling is underwhelming (though I feel the same about most midsize, luxury sport sedans). What raises the LS above the pack is twofold: performance and handling. In these respects, I believe it to be best Lincoln has ever offered-and one of the best to ever come out of Detroit.

Walter A. Woron was editor of Motor Trend from 1949 to 1960.