As we noted, the hallmark of cab-forward design is its incredible roominess, front
and back. Built on the same 113.0-in. wheelbase as the Concorde, the LHS body has been
stretched by nearly 8 in., three of them added to the rear seat area, the rest
sequestered in the trunk. The LHS is a car you could use to haul around the starting
squad of NBA All-Stars. With the LHS, there is only one minor drawback to this design.
By moving the passenger compartment forward, the driver's left foot now rests a bit
awkwardly on the wheel-well hump.
The leather seats in our test vehicle were sumptuous and rich--what they used to
call the Italian look--and they provided good support. It's a nice combination--firm
enough to feel the road, with enough lateral support to keep us in place on tight
turns, but still comfortable, even after four hours behind the wheel.
While Chrysler designers have been able to abandon many of the old rules that once
defined an American luxury car, one dictum seems as immutable as an 11th Commandment:
Thou shalt not build a luxury car without wood. In this case, rather cheesy-looking
plastic woodgrain. The strips on the door and instrument panel lined up, but it seems
Chrysler paid little attention to making sure they matched visually. It's too bad, for
the result cheapens what is otherwise a rich-looking interior.
The instrument panel is simple and well laid out, with easy-to-read analog gauges.
Our test car's controls were easy to reach and switches operated with a comforting
click. High praises for the optional Infinity sound system. A CD player is a must in
an upscale car these days.
If you read many reviews, you're likely to see the letters NVH used repeatedly.
They refer to Noise, Vibration and Harshness, three areas where automotive engineers
are devoting much of their attention these days. When the LHS made its debut, it fell
a bit short, particularly on a car-to-car comparison with such Japanese competitors as
the Lexus ES300. Chrysler has spent a lot of time and money trying to silence the
interior of LHS, with noteworthy results. Interior noise levels are distinctly lower
than they were when the car came out, though it still doesn't sit at the head of the
class.
If you're the type that counts cylinders, the LHS will immediately come up short.
The only engine is a 3.5-liter, 24-valve V6. And indeed, it's no match for the
Northstar V8, or the Ford 4.6-liter V8 that powers the new Lincoln Continental. But
don't sell Chrysler short. At 214-horsepower, the LHS V6 is no wallflower. It's peppy
and responsive enough for all but drivers who like zero-to-60 mph times in the
7-second range. And if fuel economy matters, chalk one up for the LHS. Its V6 is far
more miserly than the V8s offered elsewhere. Particularly at this price.
Under normal driving conditions, you'll find the 4-speed, electronically
controlled automatic transmission is smooth and seamless. But shifts do become a bit
abrupt when you've got the accelerator pedal pressed to the floor.
Like the seats, the LHS tries to find a balance for its ride feel. The solution
may not satisfy everyone, particularly those used to the firmer feel and sharper
response of a BMW, but for most, there's a good compromise between comfort and
handling. There's a bit of body roll in aggressive cornering maneuvers, and we noticed
a bit of squat and dive during hard acceleration and braking.
Steering is light, but direct, and the car tracks precisely where it's aimed.
Braking is adequate, with little fade after repeated hard stops. Still, this is
one area where improvement wouldn't hurt. There is no such thing as excess braking
power.
The LHS offers traction control as an option. It's a low-speed system which means
it will only operate during initial acceleration. Still, it's a useful feature,
especially if you live in snow country.