Road Tests: Long-Term Test

In Detroit, the change of seasons always proves good for the soul and provides a wonderful time for reflection upon the cyclical nature of life. That old adage, "April showers bring May flowers," for example, puts a positive spin on the fact that while the temperature outside may say spring, the skies all too often say rain. One tends to ignore the connection between those picture-perfect days in May and some soggy times during April.

And so it is with our long-term Lincoln LS. There's really no denying that this $40,000 performance sedan is the closest thing to a BMW ever to come from an American car company — the Cadillac Seville STS notwithstanding. But if you've been reading about our life with the LS thus far, you'll note how we continue to find some shortcomings that keep us from being able to honestly compare the Lincoln and BMW on the same level. Some flaws have been major, others minor, but all have been disappointing.

Now, it's not that we don't think America really can make a driver's car every bit as good as the best that the Europeans have to offer. It's just that our time spent with the Lincoln suggests that Ford isn't quite there yet. The question is, is this just the "April showers" part of the product development cycle, where our spirits may be dampened a bit, but we know the elements are in place for this platform to bloom into a true thing of beauty? That all depends on how much more nurturing the LS gets from Lincoln engineers.

We know that some of the niggling dislikes we've discussed over the past few months — such as some loose interior trim, those cheesy flip-up cupholders, or the CD changer filling up the entire glove box — have already been addressed with the 2001 LS. (Some might argue that until recently, BMW wouldn't even offer cupholders in its cars, so anything that passes for one would be an improvement.) But our concerns with the overall performance of the Lincoln's transmission have been tougher to overlook.

After having another Technical Service Bulletin (TSB) performed at the dealership last month to again reprogram the Powertrain Control Module (called a PCM reflash), we'll admit that shift quality has improved somewhat, but note that all upshift hesitation has not been eliminated in all instances. (Some might again argue that unpredictable shift performance in the LS is no more annoying than the horrific drivetrain lash one can discover in most any Audi equipped with a manual transmission.) Are we just being tougher on the Lincoln because it is an American car that dares to go up against the Germans?

A month of spirited driving around Southeastern Michigan has left Detroit Editor John Clor believing that most of the Lincoln's shortfalls could be weeded-out through targeted platform development by the LS product team. After strong initial-year sales and plenty of feedback from the field, the LS simply needs planners that will focus on solving customer concerns to keep raising the bar on quality. Then it's just a matter of zeroing-in on that ever-elusive differentiator of luxury performance sedans: NVH.

As powerfully smooth as the LS is today, for it to equal the kind of low drivetrain NVH (Noise, Vibration and Harshness) levels achieved by BMW will take the same kind of consistent, long-term dedication to engine enhancements that the Germans have invested over the past decade. Impossible? Not really. Just a matter of priorities, we'd say. In fact, Clor recalls raising similar concerns about some German performance sedans he reviewed in the late 1980s. And just look how far they have come in 10 years.

There's no question that we generally like the Lincoln's styling, and we appreciate its low, cat-like stance and serious footprint as much as its playful delivery of quick-revving power and its downright satisfying handling prowess. If Lincoln is listening, a couple of years of platform and powertrain refinement can easily put the LS squarely into the league in which it had intended to play. Until then, Clor says it's easy to be spoiled by the power and comfort of a $40,000 performance sedan, even if it is less than perfect.

Clor admits that some BMW owners he's talked to scoff at the idea that any mere American car could ever live up to the brand of performance or panache offered by their beloved "ultimate driving machine." He says that one of his well-versed auto-writing friends who was discussing the luxury performance sedan market at the New York Auto Show was quick to dismiss American attempts in this segment as being "as German as Toaster Strudel."

If that sounds to you like Lincoln has some tough product and image mountains to climb with the LS, then you're getting the idea. But Clor thinks it noble of Ford to take on such a challenge and wouldn't discount continued American successes in the future. He also says that while BMW seems as invincible as the Bismarck right now, it needs only to look as far as Audi's recent past to recall that something as unfortunate as two words — "Unintended Acceleration" — can sink a hard-charging German nameplate in a heartbeat and take years to rebuild.

In the meantime, Clor reports experimenting with alternating between using Plus- and Premium-grade fuel in the LS to determine if there is noticeable performance or mileage degradation. He promises to reveal his findings before the start of next month's summer driving season (likely to be more expensive by a rumored rise in gas prices). For now, Clor says the Lincoln LS is still loads of fun to drive and drive hard — even amid Michigan's April showers. Toaster Strudel, anyone?

Current Odometer: 26,809
Best Fuel Economy: 19.5 mpg
Worst Fuel Economy: 14.7 mpg
Average Fuel Economy (over the life of the vehicle): 17.0 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None