Chrysler LHS
Nostalgic of a higher-end European car, the first generation LHS offered an overall package of both luxury and performance. Years before Chrysler Corporation partnered with Daimler-Benz, several American automotive journalists thought that Chrysler's flagship could be easily mistaken for something German.
The First generation was initially released in 1994 and ran until 1997. It was released a year after the Chrysler Concorde, Eagle Vision, and the Dodge Intrepid were released. The first generation had a wheelbase of 113.0 inches, an overall length of 207.4 inches, a width of 74.4 inches, and a height of 55.7 inches (and 55.9 inches from 1995 until 1997). The LH 207 (Chrysler LHS and New Yorker) utilized a version of the LH platform with a five-inch longer body that took the place of the Imperial as the largest and most luxurious vehicle in the Chrysler range.
The LH models retained the original wheelbase, but the LHS received 5 more inches to a longer body that allowed the engineers to push the rear seat even farther back. This length gave the LHS almost 'limo-like' rear seat room. As a replacement for the New Yorker Fifth Avenue and New Yorker Salon, a very similar New Yorker model was built. All three Chrysler LH models used the mid-level 'Touring' suspension from 1994 onwards. Only on the Dodge Intrepid and the Eagle Vision was an even stiffer 'Performance' setting as an available option.
The LHS could seat six, and it was different from the Chrysler New Yorker by a floor console and shifter, along with an upgraded interior and a sportier image. In 1997 the New Yorker was dropped in favor of a six-passenger option on the LHS. In 1995 the Chrysler LHS received a minor facelift where the Pentastar was removed and replaced with Chrysler's current medallion logo.
Many features were standard on the top-of-the-line LHS, while on its siblings, those were only options. Some standard features included a 3.5 L EGJ 24-valve 214 hp V6 engine, side mirrors and trim, body-colored grille, aluminum wheels, traction control, integrated fog lights and 8-way power-adjustable front seats. A velour-like cloth seat came standard while leather seats were an option like the New Yorker. Projecting a more expensive look and feel than the New Yorker's more traditionally styled leather, the LHS' leather was very similar to the gathered style of its cloth seats.
Unfortunately, one of the most criticized design elements was the headlamps on the 1994 models, which were poorly designed and implemented. Customers complained bitterly about its dim performance and lack luster look. The redesign of the headlamps was scheduled for the 1995 model year.
On a special order basis only, the LHS was sold in Europe, and it featured rear amber turn signals, headlamps that incorporated different lens geometry and bulbs, and side turnal signal repeaters. The 1994 LHS was priced at $30,283, while the following year, it dipped to $29,595. By 1996 the base price went up to $30,225 and remained the same the following year.
Jeremy Clarkson, a man well known for criticizing American automobiles, described the first-generation LHS as 'by global standards, right up there with the best.' The second generation debuted in 1999 with a wheelbase of 113.0 inches, an overall length of 207.7 inches, a width of 74.4 inches, and a height of 56.0 inches. After the 1997 model year, the LHS was dropped in anticipation of an all-new redesigned LHS, which would be released in 1999. The second generation LHS continued to occupy its niche as Chrysler's most luxurious vehicle, though the interior didn't provide more space than the slightly longer-nosed Concorde.
The main difference between the second-generation LHS and the Concorde was much fewer and limited mostly to fascias and equipment levels. The Eagle Vision replacement, the Chrysler 300M, was also released with the new LHS. The addition of the 300M gave Chrysler three full-sized models, all based on the LH platform.
Though it gained more popularity than the LHS, the slightly smaller 300M cost more, and the less-expensive, nearly identical in almost every aspect Concorde. Unfortunately, because of the restyling, the LHS interior felt slightly more cramped than the earlier model. Reducing the space between the upper portions of the windows and the sides of the occupants' heads, the side windows were much more aggressively curved into the roof. Though all of the stated interior measurements either equaled or exceeded the first LHS's, the second generation lost its 'limo-like feel'. Unfortunately, this reduced the Chrysler LHS's status to that of the New Yorker, which was ironic since the LHS had been the one to become more popular in the previous generation and caused the demise of the New Yorker.
Chrysler dropped the LHS nameplate in 2002 from its lineup. The 2002-2004 Concorde LXi and Limited received the LHS's front and rear fascia styling, along with the LHS-styled interior. For 1999 the base LHS cost $28,950, it went to $28,340 for 2000 and went up slightly to $28,680 for 2001.By Jessica Donaldson