flagship with acres of passenger and cargo space. But it's no land yacht.

Equipped with front-wheel drive, relatively little weight and a sporty

character, the LHS is an enjoyable car to drive. It may look rich and formal

on the outside, but underneath the sheet metal, is the heart of an import

performance sedan.

The LHS is the direct descendant of the once-revered New Yorker. Designed

to attract import-buying baby boomers, the LHS was introduced as a sporty

upgrade to the New Yorker. Much to Chrysler's surprise, everyone--including

the traditionally more conservative New Yorker buyer--began opting for

the more lavish, more expensive LHS with its bucket seats and taut suspension.

So in 1995, the long-lived New Yorker nameplate faded into oblivion.

We're not spending a lot of time lamenting the passing of the New Yorker,

however, because the LHS is a much more enjoyable car to drive. Those buyers

opting for the LHS were no dummies.

The LHS is the latest in a long line of full-size Chrysler luxury sedans,

but this class is part of a vanishing breed. This fall, the LHS will shrink

toward midsize sedan dimensions, in part because Chrysler's research shows

most customers prefer smaller cars.

So while plenty of people still want a full-size luxury sedan, their

choices are continuing to narrow. The 1997 LHS may represent the last opportunity

to keep Chrysler on the full-size shopping list.

And we're here to tell you there are good reasons to keep this year's

LHS on that full-size shopping list. Besides its sporty nature, the LHS

offers a lot of value. There's only one model available and, priced at

$30,850, it comes with a high level of standard equipment. The only option

on our car was a premium sound system, which brought the total to $31,150.

Compared with other domestic luxury cars, the LHS is about $7,400 less

expensive than a Lincoln Continental and about $9,400 less than a Cadillac

Seville. It also stacks up well against the smaller imports, going out

the door about $5,500 less than an Infiniti J30 and about the same as a

Lexus ES300.

it with the stodgy luxury sedans of Detroit's past.

Sleek and aggressive in stance, yet clearly upscale in appearance, the

LHS stole the Detroit auto show when it first appeared there a few years

back. Indeed, it underscored Chrysler's mounting reputation for design

leadership. Using the automaker's trademark cab-forward design, the LHS

seems even roomier on the inside than it looks from the outside.

Going into its final year of production, the LHS remains handsome and

contemporary. That's because Chrysler wisely banished the sharp creases

and bustle backs that date some luxury models. One designer joked that

the elegant, sweeping curve of the rear window and pillar make it impossible

for all but the most determined dealer to paste on a vinyl roof or cut

in opera windows.

Large, 16-inch aluminum wheels and a steeply raked windshield reinforce

the sporty intent of the LHS. A wide stance balances its long wheelbase.

The LHS uses a front-wheel-drive platform and comes with a 3.5-liter V6

mated to an electronically controlled four-speed automatic transmission.

contrasting, leather-grained vinyl with wood accents.

Depending on whether five- or six-passenger seating is needed, Chrysler

LHS offers a choice of front seats. The bucket seats come standard, while

a 50/50 split bench seat is optional for no extra cost.

Our test car was fitted with the bucket seats, which are supportive,

plush and sumptuous, yet not so soft and spongy you feel like you're floating.

There's plenty of lateral support for cornering, but the side bolsters

aren't so tall that it's hard to get in and out. These seats are one of

the reasons many buyers preferred the LHS over the New Yorker.

Other folks like the 50/50 split bench front seat because it permits

seating for three in front or because they simply prefer traditional bench

seating. Both types of seats feature eight different adjustments, most

of which use power controls. Dual cup holders and folding armrests add

to the comfort.

There's plenty of room in the LHS.The front seats are roomier than a

Lexus ES300, Infiniti J30 or Mercedes E-class. They are comparable to a

Lincoln Continental, though not as roomy as the more expensive Seville.

The rear seat offers enough space for some truly extravagant lounging,

even with a couple six-footers up front. There's more room in the back

seats of an LHS than in a Continental, Seville, ES300, J30 or E-class.

Baggage for five should fit in the cavernous trunk. The LHS matches

the Continental's impressive cargo space and offers substantially more

room than all the above competitors.

The instrument panel is well laid out, with gauges that are attractive

and easy to read. Radio controls are within easy reach. The Infinity premium

sound system with cassette and compact disc players provides dynamic tonal

quality. Not used as often are the heating and air conditioning controls,

which are a little more difficult to reach without leaning forward. The

small buttons divert attention away from the road more than they should

and they all look alike, making adjustments more difficult.

The overall interior fit and finish was significantly better than we've

noticed in past years, but it still isn't quite the match of a Lexus or

Mercedes-Benz.

While Chrysler has made no major, visible changes to the LHS this year

we did sense the company has been quietly working to overcome one of the

car's other weaknesses. In year's past, we found that the LHS was not the

quietest car in its class, particularly for rear seat passengers. Some

added insulation, particularly around the rear wheel wells has tamed the

problem.

good performance for the LHS. It tends to be a little noisy under hard

starts and aggressive passes and it doesn't have the off-the-line torque

of a big V8. The LHS, however, weighs considerably less than the Lincoln

Continental and Cadillac Seville and about the same as the Infiniti J30

and Mercedes E-class, which helps make the most of the available power.

The four-speed automatic transmission is smooth and seamless most of

the time. But stand on the gas pedal and shifts tend to get rough and abrupt--or

more positive, depending on your perspective.

The traction control system that comes as standard equipment reduces

wheelspin, particularly when accelerating from a standstill on slippery

surfaces. If the system senses that the front wheels are spinning it will

automatically apply the brakes, pulsing them rapidly until the offending

tire regains its grip.

The LHS is surprisingly agile given its size. With its taut suspension,

it handles like a smaller sedan. Steering is precise with good on-center

feel. The power assist makes the steering feel a bit on the light side

and the LHS leans in corners more than a Lexus or Mercedes, but overall

it handles better than the heavier Lincoln Continental.

roominess of a traditional domestic luxury car with performance characteristics

now found in import luxury cars. Inside and out, it lives up to its price

tag.

Next year's LHS will continue the evolution, edging closer to the smaller

imports. But if a big ride is what you're looking for right now, Chrysler's

flagship sedan is well worth considering.