Lincoln wants the character of all of its vehicles to be similar, so drivers will know they're driving a Lincoln regardless of whether the vehicle is a Town Car, an LS sedan, or a Navigator SUV. To bring the Town Car more in line with the other Lincolns, it has been extensively revamped beneath its skin for the 2003 model year. The changes include much stiffer hydroformed rails for the front part of the car's frame, a new front suspension with lighter components and a cast-aluminum cross member, a revised rear suspension, monotube shock absorbers, new front brakes, new tires, revised body and suspension mounts and a switch to a lighter, more precise, variable-ratio rack-and-pinion steering equipment.

For 2003, all Town Cars have the same engine, a 239-horsepower 4.6-liter V8. For the Signature and Executive versions, this represents nearly a 20 percent increase in power compared to 2002 models. The four-speed automatic transmission produces quicker downshifts. These powertrain changes along with reduced internal friction losses, new tires and the car's new more aerodynamic shape contribute to a 2-mpg improvement in highway fuel economy.

The engine and transmission in our Cartier L moved the big car from place to place quietly and efficiently, but lacked excitement and do not represent the current state of the art. Other cars in this class come with more powerful engines with a great deal of technical sophistication. The new paradigm in transmissions is five speeds, not four, with full electronic control of upshifting and dowshifting and an electronic torque management program for smoothness. The Town Car transmission has partial electronic controls and only four speeds, which offers less flexibility, eats into gas mileage and dates the car.

The suspension system, which includes automatic load leveling in the rear and a whole new set of arms, springs, shock absorbers and stabilizer bars, keeps the car flatter in the corners and provides a smooth, quiet highway ride and substantial amounts of understeer, just the right thing for a big, long, heavy car. However, while ABS and traction control are standard equipment, the chassis and suspension are completely devoid of any type of electronic yaw control system like almost all of its price and class competitors have, and it offers no electronically variable shock absorbers like those that come on the Cadillacs. Lincoln says it is looking to increase power, upgrade the transmission and add yaw-control technology in coming years.

The Town Car still offers what Lincoln describes as a "creamy" on-center feel to its steering while cruising down the Interstate and it requires little effort to turn into parking spots. But the new Town Car's steering and body movements are much more controlled for driving on curving country lanes and mountain roads. Repositioning the rear shock absorbers and using new directional rear body mounts has reduced "skating," the tendency of many rear-drive, live-axle cars to hop sideways in tight turns. Changes to the front suspension not only improve handling, but also make the ride smoother and quieter over potholes and other rough road surfaces. The Town Car belies its size and weight when pushed through the curves in the hill country as it shows off its new dynamic capabilities. The modestly sized P225/60R-17 all-purpose tires and bigger wheels are very quiet and relatively grippy. It's no longer just a Town Car; it's now also a Country Car. Lincoln designed the new Town Car to appeal more to younger, enthusiast drivers, but traditional customers should not notice any deterioration in the soft ride they expect and enjoy.

Braking performance is quite a bit better than on the old Town Car. The brake pedal is much more responsive, completely without that when-is-this-thing-going-to-stop feeling and the high pedal pressure that was prevalent in the old car. Braking performance is exemplary for a 4500-pound sedan. Lincoln says stopping distances have been reduced by 10 percent. The new braking system features 305 mm ventilated discs in front, 295 mm solid discs at the rear, twin-piston calipers that are stiffer than before, a larger brake booster. The system comes with Brake Assist, which delivers maximum braking force when it detects quick, hard brake pedal inputs. ABS (antilock brake system) is, of course, standard. The new brake pads not only wear as much as 50 percent longer, but produce less dust so owners who insist on immaculate wheels may not have to wash them as frequently.