When Lincoln debuted the LS in 1999 as a 2000 model, patriotic pride trickled into the hardened hearts of our editors, who had been burned time and time again by the inferior build quality and sub-par driving experience of American cars. "This is the BMW fighter! This is the car that'll show 'em that we can still build the best cars in the world!"

Well, boys, let's limit the insidious reach of American imperialism to pop culture; after all, the ancient tribesmen of Sub-Saharan Africa are already inconsolable that Felicity chopped off all her hair. They don't need to be addicted to the exhilarating driving dynamics of American sedans, too.

We needn't worry. While the LS is a compelling entry into this marketplace chock-full of some of the best-engineered cars in the world, it won't be domineering the globe any time soon.

At first, we thought that the LS had an inherent advantage with its V8, the only eight-cylinder in the test. Turns out that our concerns were for naught.

Lincoln's 3.9-liter V8 is good for 252 horsepower and 267 foot-pounds of torque, the most torque in the test. Power delivery off the line was immediate and plenty, and stayed consistently plucky through the mid-range. Get it near redline, however, and the engine note becomes more of a shrill nag than a pleasing roar. Despite its extra cylinders, the LS wasn't the fastest car in the test; its 7.2-second 0-to-60-mph acceleration time falls midpack, as does its quarter-mile acceleration of 15.7 seconds at 90.9 mph. Perhaps this American V8 needs to eat a few more bowls of Wheaties. Or go on a diet.

Part of the blame can be placed on the car's heft and its five-speed transmission; our long-term 2000 LS had to have its tranny replaced because of shifting problems. This one was better, but still not quite right. When left in drive mode, it's fine around town, but our drivers were able to fool it; one editor mentioned that "I caught it flat-footed when I wanted a downshift or kept it revved in a lower gear when an upshift was required." In manual mode, it was quick to upshift, but took longer to downshift. We do appreciate Lincoln's offering a manual transmission with the V6 version and would be overjoyed if the company had one for the V8. Keep trying, Lincoln.

It was the suspension setup that kept the LS in our editors' good graces. Our test car was equipped with the Sport package, a $1,990 bundle that includes 17-inch wheels, sport-tuned suspension, a premium audio system and the SelectShift automanual transmission. Even in this portly car — at 3,692 pounds it was the second heaviest in the test — it managed to control body roll, with virtually no dive or squat. Some complained of harshness over broken pavement, jostling the occupants of the car. Handling was complemented by a well-weighted, responsive steering rack, with quick turn-in and a fair amount of road feel.

Braking from 60 to 0 mph required 127 feet, and most drivers were unimpressed by pedal feel, commenting that it lacked progressiveness and that the brakes faded and lost authority after repeated use. Bigger discs would be appreciated, as well as quicker engagement. The optional AdvanceTrac stability control system restrains wheelspin at each corner, and veers you back on your intended path whenever the front wheels' steering angle and the car's direction of travel don't agree.

Lincoln allowed for little slack in the purse strings when it came to decorating the interior. The plasticky wood trim didn't even try to look real, the digital displays are about as up-to-date as Laura Brannigan, and the vinyl seatbacks, hard plastics and too many tiny-marked buttons had us seeking the coddling sanctuary of the higher-ranking cars. The leather upholstery is supple and soft, though, and the seats are quite comfortable.

This car has the longest wheelbase at 114.5 inches, and the most passenger volume overall at 100.7 cubic feet. Accordingly, passenger room is copious, providing rear-seaters with 37.4 inches of leg space. Some of our taller editors complained that the their shins made contact with the hard front seatback, however, and amenities were sparse. The baby seat exhibited lots of lateral slide on the plateau between the deeply dished outboard seating positions. But there's plenty of room for carry-handle clearance, and the belt is auto-locking.

The trunk is really shallow, but has a huge opening. The load floor, however, is very bumpy and T-shaped, so fitting in your Coach bags will require some mental dexterity. It has a 60/40 split rear seat to accommodate longer items.

Drivers were irked by numerous creaks and groans when the weight transferred from one side of the structure to the other, crooked chrome door trim that at one point popped off, a center console not properly bolted on, and uneven gap tolerances throughout the car. "Not bad...for an American car," stated a snarky driver backhandedly. Against its precision-welded competitors, however, the miscues seemed more egregious than usual.

No car is perfect right out of the box, but this American car should quit playing catch up and strive for status as the leader of the pack. C'mon, Lincoln, we know you can do it.

Second Opinions:

Senior Road Test Editor Neil Dunlop says:
As you might expect from a U.S.-made V8, the engine pushing the Lincoln LS is loud, robust and unrefined. It has a gravel-like feel that is likely due to its lack of refinement. The Japanese and Europeans seem to know how to get a lot of horsepower from smaller engines. The LS is the Lincoln for the driver who doesn't want the typical Lincoln size, but likes what the grille says about them when they pull into the parking lot.

The Lincoln LS is a pretty good looking car, if your tastes lean toward North American design. Most of its visual power lays in its low profile and wide, muscular stance. This gives it a raw, substantial look. However, if you don't subscribe to a bigger-is-better philosophy where cars are concerned, there are sleeker, better built and sportier entry-level luxury sedans out there for about the same money.

Senior Editor Brent Romans says:
Don't let the sixth place finish throw you off. For certain buyers, the Lincoln LS could make an excellent choice. First off, it's the only true American vehicle in the test (the Cadillac Catera is built by Opel in Europe). Second, it's the only vehicle in the test with a V8. That V8, along with the big cabin and roomy back seat, allow this car to be a very good touring sedan. It can effortlessly eat miles of interstate and dance gracefully on the occasional twisty canyon road. For the way that I suspect most people use an entry-level luxury sport sedan, the Lincoln is just as good as any other car in the test.

From a personal standpoint, however, I think a mid-pack finish is about right. I was surprised by our test car's as-tested price; it should have been lower considering what the car offers. The LS also should have been faster given that it had the largest engine in the test. Other minor quibbles I have include mediocre interior materials and banal styling.

But overall, I think Lincoln's first attempt at taking on established heavyweights like the 3 Series and C-Class is a good one. If you like to wave the American flag, by all means, take a look at the LS.

Editor-in-Chief Christian Wardlaw says:
Growing up in Detroit, I can't help but have a patriotic streak when it comes to cars. And I have one when it comes to this Lincoln. It's big, brash and bold, with amazing steering and suspension calibrations, superb long-distance comfort and a nice, quiet cabin.

But, as with many cars designed and manufactured in the United States, the Lincoln falls short when stacked up against the best cars in the class. Our Lincoln suffered from an indecisive automatic transmission, poor brake pedal feel and modulation, substandard assembly quality, lousy cabin materials and a generally dissatisfying interior design.

A car this big should offer class-leading occupant and cargo space. In practice, the Lincoln does not. It also fails to provide adequate storage space inside. Interior materials leave much to be desired, especially the blatantly fake paneling that looks like it was sourced from a circa mid-1970s tract home basement. The turn signal stalk felt like it might break off in my hand, the headlight switch clicked and clacked as it turned, and the vinyl covering of the seatbacks exhibited excessive sheen in sunlight.

Creaks and groans from various and flimsy interior fittings was almost constant. At one point, the climate system uttered a flatulent noise that had my passenger rolling down the window, thinking I was at fault. Both sides of the car are dressed in chrome at the beltline, and it wavers as it stretches from pillar to post. The strip on the front passenger door actually popped out of place at one point. The hood was grossly misaligned, and our test car had poor door fit compared to other vehicles on the test.

Beyond this, the only memorable part of the mechanical package was the steering and suspension, which work in concert to make the LS truly a hoot to run hard through canyons. For a car of such heft and girth, the LS is light on its feet, with plenty of warning as limits are approached. The transmission, a source of ills since the LS was introduced last year, still doesn't know what gear it should be in at any given time, and the brakes on our test car offered the driver little in the way of feel or progressivity.

There's nothing here that some attention to detail can't fix, and quick response to criticism of the 2000 LS has resulted in tangible improvement. Let's hope designers and engineers continue to fine-tune future iterations of this "American Luxury" sedan.

Stereo Evaluation - 2001 Lincoln LS