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Road Tests: Long-Term Test
Long-Term Test: 2000 Lincoln LS
Wrap-up
By editors at Edmunds.com
Date Posted 01-01-1999
Introduction
Powertrain
Ride & Handling
Interior Accommodations
Maintenance/Reliability
Summing Up
Changes to the LS Since 2000
Pros and Cons
Best Logbook Quotes
Recalls & Problem History
Dealer Service Reviews
Consumer Commentary
Introduction
Two years ago, we looked upon the Lincoln LS with intense interest: In the age of the SUV, an American manufacturer — one that traditionally appeals to an older crowd and limo companies — had decided to take on BMW (and Mercedes and Audi) with the creation of a rear-drive midsize sedan with athletic ride and handling characteristics. What's more, this Lincoln was ostensibly a better value: For the price of a 3 Series, you got the body of a 5 Series.
So, after driving and caring for an LS V8 for 24 months, would we buy one over a 330i or A4/A6? Probably not. Partly because our experience has shown that the LS doesn't have quite the level of on-road fitness to take on the Germans. Partly because it lacks the sumptuous interior furnishings required of a car in this price bracket. And mostly because of the number of repair hassles during our Lincoln's first 18 months:
- A "Check AdvanceTrac" warning light that decommissioned our sport sedan for three weeks.
- Two automatic transmissions, both of which had difficulty shifting in a smooth, timely manner.
- An engine misfire at idle that occasionally prompted stalling at stoplights.
- An errant plastic connector that allowed the throttle cable to disconnect from the throttle body as an editor attempted to accelerate up to speed in traffic.
All told, our LS spent almost six weeks in one service bay or another. Yet our last six months with the Lincoln were virtually uninterrupted by repair concerns — a hard-to-diagnose problem with the CD changer and a minor brake job were the only ripples. Perhaps, the LS really could provide comfortable, fun-to-drive and nearly hassle-free transportation for an entry-luxury buyer, particularly someone fond of American marques. On a day-to-day basis, it was hard not to like our agile V8-powered sport sedan — even when the transmission was at its worst.
To review, we ordered our Silver Frost LS with a Deep Charcoal interior from Peyton Cramer Lincoln Mercury in Torrance, Calif., in the fall of 1999. We selected the projected volume leader, an LS V8, so we couldn't get a manual gearbox (available only with the V6 model). Leather is a given throughout the LS line, and we tacked on every option except a sunroof, heated front seats and special factory paint. Most important to our staff of enthusiasts was the Sport Package, which bundled a Euro-tuned sport suspension, 17-inch aluminum alloys and V-rated 235/50R17 Firestone Firehawk LH tires, the SelectShift automanual transmission, a leather-wrapped steering wheel and shift knob, body-colored bumpers and an engine oil cooler. Other extras included the AdvanceTrac stability control system, the Alpine Audiophile system, a six-disc CD changer, the RESCU telematics system with hands-free cell phone and a power moonroof. The total MSRP (with destination charge) was $40,090; we paid $37,348.
Powertrain
One of the greatest advantages of owning an LS is the prospect of V8 power in a price range normally reserved for six-cylinders. Powering our LS was an all-aluminum LEV-certified 3.9-liter V8 good for 252 horsepower at 6,100 rpm and 267 pound-feet of torque at 4,300 rpm. Even though the threshold for maximum torque output is well into the rpm range, consider that this engine already has access to over 200 lb-ft by 1,000 rpm — creating a broad torque band.
By itself, our Lincoln's V8 was a fine piece of engineering, as it was capable of smooth power delivery, with a gratifying rumble to remind you that eight cylinders are working on your behalf. "…The Swiss watch-like operation of the 3.9-liter V8 makes the driver seek the open road like an insect does bright light," one editor wrote. Some editors reported that the throttle was overly sensitive, though, confounding their efforts to pull away from stoplights without jerking occupants' heads back. And one driver wrote that a surprising amount of the engine's power was lost at altitudes above 6,000 feet.
The major obstacle for this V8, however, was its dependence upon an extremely uncooperative five-speed automatic transmission (Remember that ours also had SelectShift automanual functionality as part of the Sport Package). "During normal driving and part-throttle acceleration, the transmission operates relatively unobtrusively," Senior Editor Christian Wardlaw wrote. "But start hammering [the throttle], and it gets confused easily."
What do we mean by confused, you ask? When we prodded the gas pedal in anticipation of a downshift, the transmission was very slow to react, and when it finally did, the resulting shift was often abrupt. Further, full-throttle upshifts were inconsistent in feel. Sometimes the shifts were crisp, and sometimes the transmission would jolt out of a lower gear, pause while letting the engine freewheel, and then shudder into the next gear.
The situation was ameliorated somewhat by using the SelectShift automanual to choose our own gears in demanding situations — during freeway maneuvers, for example. Almost every manufacturer offers some kind of shift-it-yourself automatic these days, but SelectShift is remarkable for its non-interference — should you desire, you can take the engine to redline (and right up to the rev limiter) without the insult of having the transmission overrule your decisions. However, the lag time between gear selection and actual gear engagement in SelectShift mode was unacceptable to most drivers. Moreover, as Senior Road Test Editor Brent Romans, wrote, "There's the logic that an automatic transmission shouldn't make you worry about all this in the first place."
The powertrain control module was reprogrammed in April 2000 (as part of a technical service bulletin "PCM reflash"), and initially, this seemed to increase the transmission's responsiveness in part-throttle applications (during city driving, for example) when left in regular D5 mode. But its performance in SelectShift mode had not improved at all: "Upshifts were soft and vague with a 3-second lag between movement of the shifter and actual gear engagement," one driver wrote in the logbook. "Downshifting was worse, with the transmission freewheeling for about 5 seconds after selecting a lower gear, then slamming into second."
So in June 2000, one of our editors took the LS to Advantage Lincoln Mercury in Duarte, Calif. First, technicians tried reprogramming the PCM. Then they tried to replace the valve body. Finally, with direction from Ford, they replaced the entire transmission.
The new transmission lasted the remainder of our lease, and it was certainly better than the old one. But it was not perfect. On occasion, it still hesitated before making the required upshift or downshift. And when drivers moved the shifter from Reverse to Drive, there was generally a 2- to 3-second delay before the gear engaged, thus complicating efforts to exit a parking lot or make a quick three-point turn. "It's a minor annoyance that I basically got used to but nonetheless is totally unacceptable for a luxury car," Road Test Editor Ed Hellwig wrote. The PCM was reprogrammed by another dealership in April 2001, and that yielded some improvement.
The five-speed automatic was by far the worst aspect of our LS V8 — it sapped the strength of the V8 and suggested an uncertain future possibly filled with ongoing, expensive repairs. We would like to say that these transmission issues were isolated to our long-term car, but every LS V8 we have ever driven has behaved similarly. To be fair, the transmission in the 2001 LS that competed in our Entry-Level Luxury Sport Sedan Comparison Test seemed a bit sharper, though not enough so to avoid being fooled. Until Lincoln addresses this, we'll have difficulty recommending the LS over others in its class.
One final note on fuel economy: With this powertrain, our 2000 model was rated at 17 mpg in the city, 23 on the highway. Although we put plenty of highway miles on our LS, we averaged just 17.0 mpg over two years. We expect that most LS owners get better mileage than this, since they don't have a succession of automotive journalists getting into the car and mashing the throttle in Southern California's stop-and-go traffic. Premium unleaded fuel is required with the V8.
Ride & Handling
Consistent with Lincoln's desire to attract consumers who might otherwise select a German luxury sedan, the LS rides and handles like no other Lincoln. Should you decide to divert from the Interstate, the LS is ready to deal with any curvy two-lane highways you encounter. At the same time, it's still a good choice for the task-oriented commuter, providing a comfortable ride with none of the Town Car's float and wallow. While our long-termer's powertrain often left us wanting, its handling characteristics rarely failed to please.
The LS rides on Ford's rear-wheel-drive DEW98 platform — also the basis for the Jaguar S-Type, Ford Thunderbird and the next generation of the Mustang — which gives it a solid pinned-down feel. Its four-wheel independent suspension is a short-long arm design with antiroll bars front and rear; lightweight components reduce the car's unsprung weight, helping the tires maintain contact with the road. The car's front/rear weight distribution is nearly ideal — 52/48 for the LS V8 with the Sport package (the battery is even trunk-mounted to enhance the balance). Further, the rear springs and shock absorbers are seated against the framerails so as to quell rear squat under hard acceleration and nose dive under hard braking.
The optional sport suspension is tuned for a somewhat firmer ride — this along with the optional 17-inch tires made our LS a more willing companion on back roads. Completing the package are a responsive rack-and-pinion steering setup and large four-wheel vented disc brakes with ABS. Our V8 model came standard with traction control, and we had the optional stability control system.
In practice, our sport sedan's handling was generally agreeable to our discriminating staff of drivers — and generally invigorating enough to encourage detours through the canyons. "The LS not only moves on the road like a snake on sandpaper, it transmits road feel directly to the driver through the wheel and the comfortable leather chair," Road Test Editor Neil Dunlop wrote.
"Great suspension tuning," said another editor. "Compliant on the road, but a maniac on the twisties."
Alongside its German competitors, though, the LS seemed a bit less terrific — or a bit more relaxed. "This car is definitely a comfortable cruiser," Hellwig wrote. "The suspension soaks up just about anything with little fanfare, but I found the tuning a little too soft for my tastes. If this is supposed to compete with BMW, either the 3 or 5 Series, Lincoln needs to do a little tightening up. The LS feels solid in normal maneuvering and never floats like a Town Car, but hit a bump running hard through a turn, and the chassis gets upset fairly easily. This is probably a result of Lincoln's desire to comfort its more loyal customers who might find a German-tight suspension a little unnerving, but if they ever really want to compete with the big boys, they need to forget about past designs."
Wardlaw rather agreed: "Equate the Lincoln's handling demeanor to a 328i/330i Sport that's enjoying a three-beer buzz, and you won't be far off the mark."
Still another editor suggested, "Each bit of road information was delivered cautiously in an effort to appease the driver, but at the same time not shake up the passenger."
What does this mean to potential LS buyers? If you crave the handling of a BMW, buy a BMW. If you want a larger, less expensive, American-badged car that feels surprisingly agile for its size, the LS Sport will probably satisfy.
A couple of editors, who used the LS for family trips, reported that the suspension was noticeably taxed by a full carload of passengers and luggage. "Some of the handling characteristics were lost," our consumer advice editor, Phil Reed, wrote. "This wasn't a problem on the highway, but over rougher terrain with tight corners [along the Big Sur Coast], there wasn't the same feeling of surefootedness. I felt it might bottom-out in a few cases."
Editor-in-Chief Karl Brauer concurred: "The Lincoln's suspension was not nearly as taut or well damped as it was with just one or two passengers. In one instance, the car traveled over three pavement 'swoops' in quick succession while going about 60 mph on the northbound 405 freeway. By the third swoop, the LS' underpinnings had given up and the car went into a rather substantial body wallow."
In addition, a few drivers deemed the brake pedal mushy and prone to excessive travel, but those who spent the most time in the LS found that the brakes did indeed work authoritatively in most every situation.
Finally, after the initial fiasco with the AdvanceTrac stability control system, editors wrote in the logbook that the system worked seamlessly — with minimal intrusion — when activated on wet roads.
Interior Accommodations
Inside, our LS presented a businesslike ensemble — handsome leather chairs capable of supporting occupants for hundreds of miles and a straightforward collection of controls. One might have gone so far as to call it distinguished, if not for the fact that the unremarkable instrumentation and switchgear can be found in nearly every other Ford, Lincoln or Mercury vehicle on the road.
"The gauges are clear and easy to read," Hellwig wrote in his notes, "but they look like they were pulled out of a Crown Victoria. Considering this car's upscale price and demographics, they could have done a lot more to spruce up the gauge cluster. Same goes for the radio and climate controls. I'm all for simple design when it comes to this area, but the whole setup looks similar to the Mercury Sable station wagon we tested a couple months ago. Not good."
Further, our long-termer's overly faux wood accents, low-grade plastics and vinyl/plastic seatbacks rarely went unnoticed. Indeed, while the Lincoln's stiff chassis imparted a feeling of substance, the same could not be said for its cabin. LS fans might reasonably argue that humble furnishings keep the price down and allow a larger budget for more important areas like performance. Yet it was hard for our staff to ignore the other vehicles available in the $40,000 price range — Audi A4/A6, BMW 3 Series/5 Series, Lexus ES 300/GS 300, Volvo S60 — any of which would provide a more luxurious experience.
Although the front seats are somewhat low in relation to the Lincoln's high dash, a decent range of power adjustments, available seat memory and a tilting/telescoping steering wheel made it easy to find — and keep — a comfortable driving position for editors of various sizes. Several drivers noted that the power lumbar ensured proper spinal positioning on long drives. A car with this price tag ought to have articulating headrests, however. Passengers found the rear seat comfortable, though plastic on the front seatbacks made it less hospitable to those with longer legs. Parents were able to cinch down child seats securely, but those using a rear-facing seat with tethers will need to ask their dealership about a lower-anchor retrofit.
As was widely reported in our monthly updates, storage in the cabin is extremely limited — the CD changer fills up the glovebox and the optional cell phone fills up the center console, leaving little space for anything you might be carrying. The situation was improved in the 2001 model year when the LS got an in-dash CD changer and a redesigned center console. Trunk capacity (13.5 cubic feet) was average for a midsize luxury car — it accommodated families of four, but traditional gooseneck hinges (rather than external struts) necessitated careful loading.
Due to the unfortunate placement of the optional telematics system's SOS button near to the sunroof, we had several inadvertent occasions to test the system's effectiveness — and we received a prompt response from Lincoln Response Center operators every time. And the center console-mounted hands-free phone provided clear reception even in remote areas. For 2002, though, Lincoln has begun offering a more advanced telematics system centered around a fully transportable digital/analog Motorola Timeport phone.
Lastly, we can give a favorable review of the optional Alpine Audiophile sound system, which contented all who drove the LS. "This is a stereo you will find in cars at twice this price, or more," our resident stereo expert, Scott Memmer, wrote. "Not only does it sound great, but the controls are extremely user-friendly. The digital LED readout is large, luminous and easy to read. The faceplate is at a perfect height in the dash."
Maintenance & Reliability
Maintenance intervals for our LS were rather closely spaced, as it required service every 5,000 miles, even on the normal-duty schedule. On the plus side, it costs less to service a Lincoln at the dealership than it would a German car. Additionally, starting in the 2001 model year, Lincoln began offering complimentary regular maintenance for the first 3 years or 36,000 miles. It would be a nice gesture if the company extended this plan over the duration of the 4-year/50,000-mile basic warranty, though.
Our long-termer spent 37 days out of service — 20 of these days were taken up by the AdvanceTrac warning light problem that the technicians at Peyton Cramer Ford apparently found difficult to diagnose, and 16 more were consumed by automatic transmission troubleshooting and replacement in June 2000. Aside from the transmission, serious repairs included the replacement of a faulty ignition coil that was causing the LS to stall at traffic lights and the replacement of a throttle cable assembly that suddenly came apart (when the gas pedal was pressed), leaving the LS dead in traffic. Although our Lincoln's status as "first year of an entirely new model" partly accounts for the problems we had with it, one doesn't expect such complications from a modern-day luxury car.
Summing Up
Regardless of the criticism you read here, the LS remains a strong seller nationwide, and for some people, it may prove to be a wholly satisfying car. But if it were our money, we would be more likely to splurge on real German expertise, even if we had to skip a leather-lined cabin to get it. But some editors will admit that driving the LS — on its good days — made them feel proud.
Now, if Lincoln can find a way to get a manual gearbox or a smoother-shifting automatic on the equipment list and redesign the cabin for more space and individuality, we'll gladly take up the case of the LS V8 once more.
Current Edmunds.com True Market Value®:1
Private Party: $25,514
Trade-In: $23,473
Dealer Retail: $27,709
Certified Used: $29,009
Depreciation: $14,576 or 36.4 percent of original MSRP2
Final Odometer Reading: 36,006
Best Fuel Economy: 23.8 mpg
Worst Fuel Economy: 10.2 mpg
Average Fuel Economy: 17.0 mpg
Total Body Repair Costs: None
Total Routine Maintenance Costs: $583.04
Additional Maintenance Costs: $411.30
Warranty Repairs: 11
Non-Warranty Repairs: 1
Scheduled Dealer Visits: 7
Unscheduled Dealer Visits: 6
Days Out of Service: 37
Breakdowns Stranding Driver: 13
1These values are for a silver 2000 Lincoln LS V8 with 36,006 miles in "clean" condition in the 90404 zip code as of November 2001.
2In this instance, we're comparing the Lincoln's original MSRP (including options and destination charge) of $40,090 with the TMV® Private Party sale price (including options) of $25,514. If you compare the original MSRP with the current TMV® dealer retail price, the depreciation is considerably less.
3In March 2001, one of our editors attempted to accelerate up to the speed of traffic when the gas pedal went limp beneath his foot and the LS began to roll to a stop with the engine idling. The editor managed to coax the car into the right lane and into the driveway of a parking lot. Using the penlight on his keychain and his experience as a mechanic, he determined that the plastic connector between the throttle cable and throttle body had come apart and snapped it back together for a temporary fix. This sounds easy enough, but we expect that most people would not have had our editor's under-hood expertise and would instead have called for roadside assistance.
Changes to the LS Since 2000
2001 — Traction control was added to the standard equipment list for the V6 model; the AdvanceTrac stability control system was made optional. All models received a glow-in-the-dark manual trunk release and child safety-seat anchor points. The sport package came with a new 17-inch chrome wheel design and a mini spare tire and wheel instead of the previous 16-inch non-matching aluminum wheel (both late availability). Inside the cabin, drivers had the benefit of an additional power point, a revised cupholder design, an optional six-disc in-dash CD changer and an optional mirror-mounted compass. The height adjustable rear-seat head restraints were deleted from V8 automatics. Four new exterior colors were offered. Lincoln included complimentary maintenance at no additional charge for the first three years/36,000 miles in service.
2002 — Lincoln made an in-dash CD changer standard for 2002 (with Alpine Audiophile components on Sport models), and restyled the 16-inch alloy wheels on non-Sport V6 and V8 models. A Vehicle Communication System, which provided a voice-activated Motorola Timeport mobile phone, was added to the options list and included safety and security services, route guidance and access to weather reports, stock quotes and sports scores. Three new colors replaced three old ones.
Similar Vehicles: Jaguar S-Type, Ford Thunderbird
Pros and Cons
Pros: Capable suspension and steering, V8's wide powerband, space and comfort of interior quarters, good looks command the attention of others, a lot of sport sedan for the money.
Cons: Abysmal automatic transmission, lack of interior storage, low-grade interior materials, uncertain reliability outlook due to serious repair issues.
Edmunds.com Says: The LS drives much like a European sport sedan, and its price undercuts its betters. But Lincoln has a lot of work to do with regard to repair issues (the automatic transmission in particular) and cabin design and materials.
Best Logbook Quotes
"More than one of my friends commented on what a sweet ride I had, only to be stunned when they found out it was made by the same company that had supplied countless land yachts to their grandparents over the years." — Ed Hellwig
"The LS is a nice alternative for anyone sick of the Teutonic invasion but who still wants a rewarding driving experience. The only problem is, you may have to overlook a few rattles, glitches and bumps in the process." — Philip Reed
"My guess would be that the rich, retired fat cat in Miami, who drives his Lincoln land yacht around South Florida, would buy one of these for his wife, just to get her out of his hair." — Scott Memmer
"At $40K, you're basically getting a European sedan with an American nameplate and interior space. This means a functional, if not truly roomy, rear seat, along with excellent road manners, clean styling and a user-friendly interior. If every American carmaker that tried to take on the Europeans succeeded to the extent the LS does, the world would be a far better place." — Karl Brauer
"We all sat there looking at the Euro skin, while contemplating the fact that underneath it, there still lived the blackhole [trunk] of a big deceased Detroit auto." — Dan Gardner
Recalls & Problem History
Recalls:
1 — Our service advisor at Magic Lincoln Mercury in Valencia, Calif., notified us of a recall (Safety Recall 00S39) that affects some 2000-2001 LS models. Evidently, the front suspension lower ball joint attaching nut may be under-torqued, which means the nut could loosen. If the nut loosens, the ball stud could fracture, and the lower control arm could separate from the knuckle, reducing steering control and/or damaging fuel lines or the fuel filter, if occurring on the left side of the car. According to Magic Lincoln Mercury, our LS checked out just fine.
Problem History:
- Just after taking delivery of our LS, we noted that a plastic seat-track cover for the driver seat had broken off. It took a couple of visits to dealerships before this trim piece was re-secured permanently.
- On our first day of driving the Lincoln, the "Check AdvanceTrac" warning light illuminated in the instrument cluster. We brought the car back to the selling dealership, Peyton Cramer Lincoln Mercury in Torrance, Calif., and the service department needed 20 days to correct this problem.
- We noted that the five-speed automatic transmission was slow to upshift and downshift (sometimes allowing the engine to freewheel between gears) and that shifts were abrupt when they were finally performed. These problems occurred in both regular D5 and the SelectShift automanual mode. A PCM reflash (that is, reprogramming the powertrain control module) was performed as part of a technical service bulletin (TSB) in April 2000. This improved performance in part-throttle situations, but drivers still complained that the transmission was hunting, freewheeling and slamming into gear. After Advantage Lincoln Mercury's efforts to reprogram the PCM a second time in June 2000 yielded no improvement, technicians attempted to replace the valve body. But alas, the new valve body was bad, according to our service advisor, and Ford authorized the replacement of the entire transmission under warranty. In this instance, the LS was out of commission for 16 days. Although the new transmission was deemed better than its predecessor, there were ongoing complaints of hesitation before upshifting or downshifting and the several seconds of lag time between the selection of 'drive' or 'reverse' and actual gear engagement. Another PCM reflash in March 2001 improved the shift quality somewhat, and a transmission tune-up included in the 30,000-mile service (June 2001) made gear changes more seamless than ever before. Even so, we would still rate this automatic transmission as below average among entry-luxury cars — even on its best days.
- During the spring of 2000, we observed occasional hard starts when the engine was cold. Advantage Lincoln Mercury was unable to verify our concern. The problem recurred in January 2001, but it did not happen often enough to warrant a service department's attention.
- In June 2000, we noted that the LS was idling roughly at stoplights and occasionally stalling. We brought this issue to our service advisor's attention at Advantage Lincoln Mercury; technicians found a defective ignition coil (#4) and replaced it under warranty.
- One editor noted a buzz between songs while listening to a cassette. Since the buzz fell in step with engine rpm, he speculated that it was a suppression problem between the ignition system and the audio system. No one else reported the problem, so we never sought a remedy.
- As one of our editors attempted to accelerate up to the speed of traffic in March 2001, the accelerator pedal suddenly went limp under his foot and the Lincoln began to roll to a stop with the engine idling. The driver managed to ease the LS into the right lane and into the driveway of a parking lot. Although most people would probably have called for roadside assistance, this editor had worked as a mechanic while in college and also happened to have a penlight on his keychain. He determined that the plastic connector between the throttle cable and the throttle body had separated and snapped it back together. The same problem recurred the next morning, prompting a trip to a dealership. Technicians replaced the throttle cable assembly under warranty.
- In the spring of 2001, drivers noted a rattle from the glovebox-mounted CD changer and managed to subdue it by lining the glovebox with napkins. One of our editors sought a permanent remedy in June 2001; Toronto's Rowland Ford Lincoln Mercury fixed the rattle under warranty. After a few days, the rattle returned, and editors returned to the napkin insulation. In August, CDs began to skip while playing, and within a few days, the player conked out completely. We brought the problem to the attention of Santa Monica Lincoln Mercury, and the changer was sent to the factory for repair. After more than a month without the changer, we called our service advisor and were told that the changer was back and ready to install. Technicians reinstalled it but found that it still wouldn't play CDs. So the changer went back to the factory a second time. A month later, we called our service advisor again and were once again told that the changer was back and ready to install. And once again, the player did not work. This time, the dealership called in an outside stereo specialist to examine the LS. Apparently, the changer had never been the problem; rather, it was the CD harness. The dealership replaced this part under warranty, and the CD player was operable once more.
- In May 2001, we noted that the rubber door seal on the driver door's rocker panel had come loose. The seal was replaced under warranty in June 2001.
Dealer Service Reviews
Peyton Cramer Lincoln Mercury in Torrance, Calif.
December 1999
"Going into Peyton Kramer Lincoln Mercury was slow, but we finally got our car in for service at what seemed like a very disorganized place. We were then given a loaner Town Car that was absolutely filthy. They said that they could wash it, but it would take some time. We declined the offer, as we had already been there for a good 25 minutes and wanted to hit the road. So off we went in a silver Town Car with a tan coat of dirt…. The rest of the service experience was a nightmare. To make a very long story short, our Lincoln was in the shop for just under three weeks, all due to a little AdvanceTrac warning light. The first week they spent discovering what the problem was, although the service advisor assured us that the technician working on the car wasn't 'going to school on our car.' The second and part of the third week they claimed they were trying to get an AdvanceTrac sensor from Ford. We received voicemail messages from service advisors telling us that Ford was being pokey. In one amusing message, the service advisor said that he had spoken with Ford and told them: 'We have the supposed Motor Trend Car of the Year here. The customer's very upset, and is thinking about getting rid of it.' As for what the real story was, we can only speculate. In any case, we were without our newest of Lincolns for way too long for such an insignificant problem. We did finally get our car back, and the AdvanceTrac appears to be functioning properly. We'll let you know our findings next month. And regarding the seat-track cover, it seems Peyton Kramer ordered the wrong part. We think we'll go to another dealer next time, and roll the dice there."
Magic Lincoln Mercury in Valencia, Calif.
5,000-mile service, March 2000
"Senior Editor Christian Wardlaw took the car to Magic Lincoln Mercury to have the Lincoln's oil changed and test to see if the service writer would volunteer the transmission fix. He arrived promptly for his 9:30 appointment on a sunny Saturday, and was greeted quickly. 'So, how do you like the car?' the service writer asked.
"'It's wonderful, except for the transmission. It shifts poorly, and seems never to shift when I want or expect it to.'
"'Really? Huh.' And that was the end of that. Admittedly, Wardlaw hadn't done the research on the service bulletin before taking the Lincoln in for service, so he didn't press the issue.
"Overall, the service provided by Magic Lincoln Mercury, an AutoNation USA dealership, was fair. It took one hour to have an oil change and tire rotation done. When our vehicle identification number (VIN) was plugged into the service writer's computer, he discovered that we had been awarded a free scheduled service by Ford Motor Company as compensation for losing three weeks with the car when the Advance Trac system went ka-blooey last December. Normally, this service from Magic would have run $42.92.
"When the car was done and the paperwork signed, the cashier called for our silver LS to be brought up front to the waiting area. Wardlaw sat in the springtime sunshine waiting for the car. He waited and waited. Finally, after about 10 minutes, he went to inquire about the LS. Once he asked, the car was promptly delivered to him.
"But as he pulled off the dealership lot, he noticed that the oil life monitor had not been reset. So he returned to the service entrance, and asked to have it reprogrammed. The service writer took the car in back, and Wardlaw waited. He waited and waited. Finally, after about 10 minutes, he strolled into the service garage, and found the service writer and a technician reading the owner's manual to see how to reprogram the oil life monitor.
"After a few minutes, and a half-hour past the time the cashier first called for the car, the LS was reprogrammed and ready for the road, with a fresh oil smudge on the driver's door and the owner's manual tossed onto the right floorboard."
20,000-mile service, December 2000
"Wardlaw took the Linc for an oil change at Magic Lincoln Mercury in Valencia, Calif. Regular readers will note that the last time he visited this dealership he didn't have nice things to say.
"'I'm happy to report that this time around, the experience was first-class, from the initial phone conversation when I made the appointment, to the timeliness of the work performed,' he wrote. 'The car was in and out in about an hour.'
"Also, upon arriving at the dealership, the service advisor notified him of a brand-new recall (Safety Recall 00S39), which affects some 2000-2001 LS models. Evidently, the front suspension lower ball joint attaching nut may be under-torqued, which means the nut could loosen. If the nut loosens, the ball stud could fracture, and the lower control arm could separate from the knuckle, reducing steering control and/or damaging fuel lines or the fuel filter, if occurring on the left side of the car. According to Magic Lincoln Mercury, our LS checked out just fine. The oil change ran $21.41."
Advantage Lincoln Mercury in Duarte, Calif.
June 2000
"We delivered the LS to Advantage late in the afternoon on a Monday, where Service Advisor Tony Bosch took the keys, offered us a loaner vehicle (which we declined as we were off the following week on a comparison test) and sent us on our way. The following day, our LS was assigned to Service Advisor Steve McLaughlin, who called us to say that our concerns were covered by a few TSBs, which they had performed. However, there was one problem with the transmission. After reprogramming the flash memory, the problem was worse than when we delivered the vehicle to the service bay. A call to Ford's transmission plant in Detroit would be made the following day.
"On Tuesday, McLaughlin called to inform us that Ford was sending a new valve body overnight and he hoped to have the vehicle ready for us to pick up the following day. However, that wasn't the case, as McLaughlin called the next morning and informed us that the new valve body was bad and another call was in to Ford to seek another remedy.
"McLaughlin phoned us early Thursday morning, saying that Ford had decided to replace the entire transmission and to expect to be out of the vehicle for a week while the transmission was in transit from Detroit to California. McLaughlin again extended the offer for us to pick up a loaner vehicle. This time, we graciously accepted.
"The following afternoon, we drove to Advantage to pick up our Lincoln loaner, but since they had overbooked loaners, we were given the choice of a Taurus or an "arrest-me red" convertible Mustang. Hmmm…a Mustang with a MACH 460 sound system or a family-man Taurus…we decided to take our chances with contracting skin cancer. Driving home from the dealer, our editor noticed this particular Mustang had a tendency to wander all over the road and the rear suspension wallowed over freeway expansion joints. Pulling into his driveway, he noticed the left-rear tire was a little pudgy. Checking the tire's pressure, he found only 10-psi to be holding the tire up. A couple of minutes with the air compressor and 22 more pounds of pressure were added while the gentle "hsssss" of air escaping could be heard from one of the inboard tread lugs. Since the dealer's service bay had closed for the night, we decided to wait until the morning to take the vehicle back for a tire plug. Surprisingly, the tire only lost 15 pounds of pressure overnight, so our editor refilled the tire and his wife set out for the dealership. Arriving as the gates were opened to the service department, the loaner was whisked back to the shop. Fifteen minutes and a cup of java later, we still didn't have the car back. Thirty, 45 and then 60 minutes elapsed. 'Where's the vehicle?' asked our editor's better half. 'They're working on it right now,' was the reply. Two and a half hours later, the loaner made an appearance.
"Fifteen days after initially bringing our Lincoln into service, we spoke with McLaughlin who informed us that the new transmission had arrived and that it was being installed that day. Barring any unforeseen problems (we're talking about our LS here), we would have the vehicle the following day.
"As McLaughlin promised, our LS was ready at 4 p.m. on Friday, freshly washed and ready to go. After replacing the defective #4 ignition coil, our Lincoln runs silky smooth and the new tranny is a smooth operator. The dealer even picked up cost of the scheduled service since the vehicle was in the repair stall for an extended period of time. Total cost of the repairs: $0. With many dealers still providing service from the Jurassic period, we were pleased to see that Advantage Lincoln Mercury places its customers first. We were delighted with our service advisor, who called us daily to update us on the progress of our vehicle. With the exception of the 2.5 hour wait to get the loaner's punctured tire repaired, our experience with Advantage was a model for the rest of the industry."
Santa Monica Lincoln Mercury in Santa Monica, Calif.
10,000-mile service, July 2000
"The Lincoln received its 10,000-mile service, comprised of an oil change, oil filter replacement and fluid checks. While she was there, Road Test Editor Liz Kim asked about the 'Check AdvanceTrac' warning light that illuminated when she drove over a puddle at 55 mph, and didn't extinguish until she turned off the engine about 20 minutes later. The service advisor assured her that this was normal, and she merrily went along her way."
October 2001
"Early in the month, Consumer Advice Editor Phil Reed contacted our service advisor, Jerry Hicks, at Santa Monica Lincoln Mercury and was informed that the CD changer had been returned and was ready to be reinstalled in the LS. According to Hicks, the reinstallation process would take about an hour, so we made an appointment and dropped the Lincoln off. A couple of hours later, though, Hicks called and politely delivered the bad news — the changer still didn't work. So back to the factory it went.
"We did have another repair issue — pulsing and shuddering through the brake pedal during moderate braking — and Contributing Editor Erin Riches, suspecting warped rotors, made another appointment with Jerry to have this checked out. 'Suffice it to say that our cover is blown,' she wrote in the logbook. 'The Lincoln was already in the dealership's computer system under Edmunds.com, and when I dropped it off on Monday, Jerry told me that any brake work would likely be covered under warranty. Replacement of a wear item on the house at 35,000-plus miles? Unheard of!' And sure enough, when we picked up the LS later that afternoon, the out-of-round front rotors had been resurfaced 'under warranty.'"
Santa Monica Ford in Santa Monica, Calif.
15,000-mile service, October 2000
"When the Lincoln's on-board computer alerted Road Test Editor Ed Hellwig to the fact that it was time for a 15,000-mile service, he promptly called the nearest Lincoln Mercury dealer, Santa Monica Lincoln Mercury, to schedule an appointment. They said to come down anytime since it was a routine service. He grabbed another staffer and off they went. Upon arriving, Hellwig pulled right in but saw no sign of a service advisor. A quick walk around proved fruitless, so he waited by the LS amongst other customers hoping for some sign of service. After waiting for almost 30 minutes with no sign of a service advisor anywhere in sight, Hellwig pressed the LS' call center button to request the location of the nearest dealer who could perform the service. The friendly representative told him that there was a Ford dealer right across the street that could take care of him and gave him the number to call.
He dialed up the nearby dealer and was greeted by Louie DeMarco, a service advisor at Santa Monica Ford. He informed Hellwig that they could in fact service the Lincoln and it would be done by the end of the day. So out of one dealer and into another he went, but this time it was a noticeably different experience. 'As soon as I stepped out of the car, Louie was standing there greeting me by name,' Hellwig wrote. 'He had them tag the car immediately and brought me into the office to get my information. Even though he was inundated with other calls and requests he still managed to get all my info entered into the computer and print me out an estimate. I signed it and I was on my way. What a difference. Later that day, he called to inform me that the service had just been completed and it was ready to go.'"
Bob Maxey Lincoln Mercury in Detroit, Mich.
March 2001
"Following the 'Service' sign's arrow to the roll-up entry door, Detroit Editor John Clor gave a short beep of the horn to gain access to the write-up area and he waited less than a minute or two before being asked, 'Can I help you?'
"After Clor replied, 'I hope so,' the young service advisor took down the VIN and checked the mileage before walking over to a computer terminal to begin typing in the vehicle data. 'So what can we do for you today?' he asked.
"'Well, for one thing, the plastic connector that attaches the throttle cable to the throttle body pulls apart under hard acceleration, leaving the vehicle dead in traffic,' Clor told him. 'And for another, the transmission is slow to respond after selecting a gear, hesitating a bit before deciding to engage. I've been advised by other owners to have TSB #010105 done, which is a PCM reflash, to help solve that one.'
"Clor watched the computer screen as the service advisor typed, 'Customer states throttle cable popping loose while driving' and then 'Transmission is slipping into gear,' before asking, 'Will that be all?'
"Being fairly certain that something was lost in the translation, Clor asked if he could show him exactly what was wrong with the throttle cable. With the hood open and the service advisor looking on, Clor then demonstrated how easily the throttle cable disconnects from the throttle body linkage with just a slight tug on the connector. The guy simply returned to the computer and added the words 'See me.'
"'Do you want to write down this TSB number?' Clor asked in regard to the transmission repair. The guy frowned and asked a co-worker, 'We get a new TSB on LS tranny slippage?' Being fairly certain that something was again lost in the translation, Clor piped in, 'It doesn't actually slip — more like hesitates.' The advisor took the printout with the TSB info on it, then typed, 'See me' on the second work order. With that, Clor left the car and was promised a phone call by the next afternoon.
"Late the next day, the service advisor called Clor's home office to say the transmission work was performed, but that the parts department was waiting on the delivery of a new throttle cable. The car was promised to be done by the close of business the following day. Sure enough, by that next afternoon, Clor got the call that the Lincoln was ready. A stop at the cashier's window for the bill revealed the technicians' findings: Inspect throttle; broken connector; replace cable assembly, 1.30 hours. And then: EEC test; transmission failed; reprogram and retest; 1.50 hours. Both repairs were covered under warranty."
Rowland Ford Lincoln Mercury in Toronto, Ontario
30,000-mile service, June 2001
"Road Test Editor Neil Dunlop dutifully took the LS to Rowland Ford Lincoln Mercury where it was checked in by service advisor Larry King. Besides the scheduled service (which, for $205.55, included a tune up; oil change; fluid checks; replacement of oil, fuel, air and crankcase filters; spark plug inspection; and transmission service), a complete interior and exterior detail was performed for an additional $100.
"Dunlop also had to follow up on several complaints logged in our May update. Previous drivers complained about a rattle coming from the glove box-mounted CD changer and weather-stripping on the driver-side rocker panel that had ripped free of its anchors. In addition, other editors complained the transmission didn't shift as smoothly as they would like. The dealership fixed the first two complaints free of charge and a transmission tune up was included in the 30K-mile service. King also informed our editor that the headlamps were prone to water leaks and to watch them for signs of trapped water. If any appeared, King promised to replace them at no cost."
Consumer Commentary
E-mail from Readers
"I ordered my Lincoln LS V8 when it was first introduced. Originally, I wanted to add the Sport Package, but they said the lead time would be quite a bit longer than I wanted so I placed my order without the package. I took delivery on October 5, 1999. Two trips to Cleveland, many trips to Virginia, Delaware and local driving have added up to 35,000 miles. I am not an expert on cars and not as demanding as some, but I have found this car to be an excellent choice. I am a divorced professional woman of 53 and still like to think young. Brought up in Cleveland, I have always had a soft spot for American cars. So, this was a perfect choice. There has been one recall to reprogram the PCM, and my electric window came off its track. The issues I think that could be easily addressed to make this car exceptional would be to use a different trunk closure, maybe a hydraulic arm instead of those large hinges, which are a nuisance, and the transmission does 'hunt' sometimes but it's not a real problem. Unlike the 1990 Porsche 911 I had, the engine doesn't sound as sexy and it certainly doesn't respond the same. But it also didn't cost $90,000, and maintenance is almost nothing in comparison. I think it's great, and actually, my 33-year-old daughter and her husband liked mine so much that they bought a 2001. They wanted the BMW 5 Series but decided for the extra $10,000, they could handle the 'plastic trim' interior and other complaints. If you ask me, it is a car for a self-assured individual who doesn't have to own a foreign luxury car to feel good about themselves." — D.J. Griffin, Columbia, Md.
"I own a 2001 Pearl Blue Lincoln LS with the Sport Package. I have really been impressed with the car's handling capabilities and also the car's good looks. However, the service for the Lincoln LS really suffers. I have a problem with steering wheel vibration and also a lot of internal noises inside the cabin. I have replaced all four Firestone Firehawk tires with the Bridgestone Turanzas, but the problem is still there. I have also had a four-wheel alignment and my tires balanced, but the problem remains. Lincoln hasn't done anything to address my problems. In fact, I was banned from a Lincoln dealership in Bloomington, Ill., because they couldn't fix my car right. I filled out a customer satisfaction survey, but I guess it wasn't to their satisfaction! If it weren't so expensive to get into a BMW 540i or a Lexus GS 430, I would've gotten rid of this car a while ago. In the meantime I've found a Ford dealership in El Paso, Ill., that handles my problems with my Lincoln. The build quality needs to be a lot better and also the service. Until these issues are addressed, I don't think I'll be purchasing another Lincoln LS anytime soon. I have enjoyed Edmund.com's reviews on the Lincoln LS. I feel that you guys have done a great job of monitoring the LS's performance. Although, I am a little confused by some of your reports. The Lincoln LS V8 model is not meant to compete against the BMW 3 Series. It's meant to compete against the 5 Series. It has the same price of a 3 Series but I believe it was built to compete against the 5 Series…. Overall, my impression of the LS is OK. I just wish Lincoln would take customers like me more seriously. I guess Lincoln isn't used to seeing 26-year-old professional black men purchasing their products. I will definitely go foreign next time!" — J. Williams, Bloomington, Ill.
Town Hall Commentary
"I took delivery April 2000, and although I have had more than my share of problems as I have posted in the past, I love the LS for its unsurpassed performance, handling, overall comfort and styling." — tom12253, "Lincoln LS Enthusiasts: Meet the Members," #14 of 57, Jan. 29, 2001
"My LS V8 lease is up next month, and I was looking for a new vehicle. I definitely wanted a manual; I do not drive in rush-hour traffic and wanted to pick my own gears. The LS is a great car, but for me, the V6 manual does not compare to the V8 in refinement. The V8 automatic transmission is not as sporty as it should be, but the car handles so well, it was tough finding something better. At first, I ordered a Jaguar X-type 3.0; dealer thought it would be priced at 36 to 37K, it came in priced at 42K, without even the sport package. I also drove a BMW 525i with tip; it was much slower than the LS, and priced higher, but the BMW automatic was very quick-reacting on downshifts, much better than the LS's, but ultimately I ended up with an Audi S4 Avant with a six-speed manual — what a fantastic ride! I like the manual because it does not downshift in the middle of a corner because I give it a little extra gas, when powering through. If only there was that much talked about V8 manual, I would be driving an LS V8 right now, or even the V6 five-speed with variable valve timing. A lost Lincoln customer." — jbwcfp, "Lincoln LS," #2428 of 5948, May 8, 2001
"My '00 LS8 has [the Sport Package, AdvanceTrac and heated front seats]. I'd recommend them all if you like performance-oriented handling (Sport) and live in the snow belt (AdvanceTrac and heated seats). Too bad many of us owners have had problems with the heated seats. I haven't found much use for the SelectShift. Mostly a gimmick. Not much fun without a clutch. Give me a manual tranny any day! I'd also get a sunroof and the in-dash CD changer. A $36K plus luxury sport sedan has to have these. They should be standard! I'm surprised at how much headroom mine has even with the sunroof. I'm 6' 2" and there is still gobs of room!" — giowa, "Lincoln LS," #109 of 5948, Jan. 19, 2001
"I could agree that if you are driving mostly in the plains, or in the city, the SelectShift would not be a critical feature, but for mountain driving I consider it extremely useful. I don't use SST mode in town or when driving across Kansas or Nebraska, but driving up Highway 1 along the California coast and other similar switchback intense roads, I always use the SST mode. I have driven many thousands of miles of mountain driving, by motorcycle and by automobile, in the Rocky mountains, in the Smoky Mountains, in the Swiss, French, and Italian Alps, in the Dolomites, in the hundreds of other different mountain ranges throughout Italy and Sicily (I lived in Italy for three years). I have driven a couple of thousand miles of mountain driving in the U.S. with our Lincoln LS, with its SST transmission, and I think I'm a pretty good judge of how it compares with the manual transmissions…. The SST is not just a gimmick! It is not identical to having a manual transmission, and I don't use it in exactly the same way, but it does provide the really important features of control for mountain driving. I have driven hundreds of miles in second and third gear, where the car needs to be most of the time for a lot of mountain roads. What a pain it would have been to have the automatic shifting up and down when I didn't want it to! For a lot of mountain driving situations, the SST is very close to the same as having a manual transmission…. If you expect to drive in the mountains, definitely get the SST!" — reneleblanc, "Lincoln LS," #117 of 5948, Jan. 19, 2001
"Due to the birth of my first child, I had to sadly part company with my beloved 1990 Nissan 300ZX…. I finally needed a primary ride that had a backseat big enough to accommodate a child safety seat so I could take my 2 best gals with me. I thought I was doomed to having to settle for a FWD box that couldn't get out of its own way. Boy, was I surprised that Lincoln had just the right medicine at the right time. While the LS is not a true sports car, it is a true sports sedan (with luxury to boot!), and I love pushing this car through the mountainous, twisty back roads in the Arizona highlands, and nailing the throttle in the plentiful wide-open spaces…." — lolaj42, "Lincoln LS Enthusiasts: Meet the Members," #24 of 57, Jan. 31, 2001
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