The LHS bears a resemblance to - and borrows the same basic chassis from - Chrysler's LH midsize sedans (Dodge Intrepid, Chrysler Concorde and Eagle Vision). Only a few years ago, when Chrysler was in the financial well, wags dubbed these LH vehicles the automaker's "last hope." Of course, these days we know they were a success, with the LHS a big-car complement of that success.
Big doesn't have to mean ungainly, though. Despite its considerable length - more than 207 in. bumper to bumper - the LHS is a surprisingly graceful vehicle with obvious European influences, but it boasts a styling signature that is uniquely Chrysler.
There's plenty of glass, from the steeply raked windshield to the arcing rear pillars reminiscent of a classic Jaguar. The rear window spills into a trunk large enough for a foursome's golf clubs.
The LHS's cathedral-style aluminum wheels are not only eye-catching, but they enhance the luxurious, stately look of the vehicle. To complement them, our test car bore a bright platinum finish.
For 1995, the most visible change on the LHS is the new divisional badge that has replaced the traditional Chrysler Pentastar emblem on the classy vertical chrome grille.
In the bad old days when all Chrysler products looked alike - they were basically just boxes on wheels - the New Yorker attracted an aging, blue-collar buyer. Although Chrysler planners like to think they have aimed the redesigned New Yorker at a younger, more contemporary audience, the LHS, with its sportier look and feel, is the crossover car, the one that's finally getting import owners considering a look at Detroit cars again.
Thanks to Chrysler's cab-forward design philosophy, the LHS engine compartment has been pushed forward, offering even more room for up to five passengers. This is one car in which everyone will find room to stretch out.
The LHS look is a well-integrated blend of modern and traditional, with an emphasis on the luxurious, from the deep burlwood trim to the plush, gathered Italian gray leather of our test car.
The bucket seats are great to sink into, but they're also firm enough to keep you from slumping down during a long drive. They could use a little more lateral support, though: In hard turns, you might find yourself hanging on to the steering wheel or door handle to keep from pitching out of your seat.
The message center located over the radio is a trifle tacky. Another weakness is the instrument panel: It's designed to wrap around and flow into the sculpted doors, but there are exceedingly wide gaps between the doors and the panel.
On the other hand, Chrysler did a good job of integrating the passenger-side airbag into the dashboard. Amazingly enough, few cars have gotten this right, so the airbag usually looks like it was appliquTd as an afterthought. Instead, Chrysler paid careful attention to make sure all the pieces come together in a completely integrated package.
Chrysler's older models were saddled with some of the cheesiest switches and cheapest-looking instrumentation in the business. Thankfully, this is not so on the LHS.
This car's gauges are large, bright, and well-positioned, with both the speedometer and tachometer clearly visible through the steering wheel.
There's a knob, not a button, for the radio volume control, and both the sound system and automatic climate-control system are placed within easy reach at the front of a thickly cushioned center console.
An overhead console provides additional information - the direction in which the vehicle is headed and the outside temperature - as well as storage space for sunglasses and a garage door opener.
In addition, there is plenty of storage space stuck in every available nook and cranny of the LHS. Now if Chrysler designers would only make the cupholders big enough for a large drive-thru soft drink!
It may be big, but the LHS is no land yacht. The ride is silky enough to please traditionalists, but this car's sophisticated suspension maintains a firm grip on the road, as we discovered during some exceedingly aggressive driving through the hills and dales of California's Sonoma Valley. Sure, we could make the tires sing, but it took some effort to get them to break traction.
We've never met a luxury car that couldn't use a V8 engine and the power that goes with it, but the LHS's 3.5-liter, 24-valve V6 is more than competent. Mated to Chrysler's electronically controlled 4-speed transmission, it's the same powertrain offered as an option on the LH sedans. And it doesn't have to do all that much more work in this vehicle: Although the LHS is nearly 7 in. longer than the Concorde sedan, it weighs only 50 lb. more.
Noise is the LHS's one real problem. Wind-noise isolation is adequate, but the vehicle tends to pass a lot of road noise, primarily through the trunk and rear wheel wells.
Though it's not necessarily overwhelming, it does create a thrumming and boominess that one wouldn't - and shouldn't - expect from a vehicle in this price class.
Incidentally, Chrysler officials are well aware of this problem and are in the midst of making some fixes. There's a distinct possibility that a quieter LHS will roll off the assembly line later this model year.