Forget cosmetics. If there's one place the LSS really proves its beauty, it's when you're sitting behind the wheel. This vehicle has both poise and presence. GM's slick Magnasteer variable-assist steering system continuously adjusts the amount of boost it provides depending on how fast you're driving. In most driving situations, we found that the LSS provides a pleasantly balanced suspension--firm enough to keep you in touch with the road, but not so hard as to leave you shell-shocked after an hour's driving on rough pavement. Compared to, say, a BMW, the compromise between ride and handling still favors cushy over hard-edged, but the LSS responds to driver commands with an authority that's a welcome step forward.
The LSS powertrain proves that rules are made to be broken. Today's conventional wisdom says that a truly modern engine must have an overhead cam and at least four valves per cylinder. Also, many American drivers still believe that the more cylinders you have the better. GM's 3800 Series II V6 disproves both those arguments. Even without the optional supercharger, it's smooth and quiet, with plenty of punch.
Our test car had the optional supercharger, boosting horsepower to 225, enough to propel this hefty, 3583-lb. sedan from zero to 60 in just over seven seconds. That's more than a second quicker than the Lexus ES 300 or the sporty Mercedes C280. For those who like maximum performance, the optional blower is likely to be a must, but it does add $1000 to the bottom line.
Any complaints? Certainly. Like many GM models, the LSS could use better brakes. For the sizeŠand priceŠof this vehicle, we'd expect Oldsmobile to offer disc brakes front and rear, not just up front, even though this car's pronounced forward weight bias does put most of the braking burden up front.
Nevertheless, the rear drums can get a bit soft and mushy, especially after a few high-speed stops. On the other hand, ABS is part of the extensive list of standard equipment, even on the basic Eighty Eight.
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