Regardless of model, the Contour is very much a driver's car in the European tradition, and the interior reinforces its character. There's a snug, intimate feeling to this car - it's more sports car than family sedan.
A big part of this feeling comes from the bucket front seats, which have pronounced thigh and torso bolsters to keep the driver and front-seat passenger from rattling around during hard cornering.
In addition to being supportive, the front seats provide a good range of adjustability and excellent comfort. We think they wouldn't be much out of place in a BMW.
The Contour's control layout is generally handy, and we liked some of the small touches - cupholders that pop out of the center console and a small coin bin integrated into the top of the dashboard.
However, from a cosmetic point of view the design of the dashboard isn't very successful. Although its sweeping curves are stylish, it's composed of too many smaller pieces and is busy looking.
Backseat space is the Con-tour's weakest point. Although this car is Accord-sized, its rear-seat legroom is more consistent with the smaller Ford Escort. Here's one area, perhaps, where European standards still don't translate to the U.S. market.
The Contour may not be the most agile sedan in its class - but it's hard to think of one that's quicker on its Feet. Few small sedans provide a stronger sense of control, the rare feeling that the car is an extension of the driver's will.
The Contour's sophisticated suspension lends a strong sense of authority and response, something that's enhanced by its quick, precise steering.
This was particularly true of our SE test car, but it also applies to the basic GL. These cars are the best athletes in their class, a class that includes several very good players.
Besides the high fun-to-drive factor, nimble handling can be viewed as an active safety feature, giving you a chance to avoid trying out your car's passive safety equipment.
There is a small price for this kind of handling and control. The Contour's ride quality is firm in the GL, firmer in the SE. There's enough compliance to manage small irregularities in the paving without harshness, but we think some may find it a little stiff in the knees.
Still, with its superior response, we prefer the Contour approach. If a soft ride is the objective, a Camry might be better.
The Contour's basic 4-cylinder engine provides adequate performance even with an automatic transmission, as well as good fuel economy. However, it's no better than average compared with the basic 4-cylinder engines offered by the competition.
The Duratec V6 is an altogether different story: This one really sizzles. It's quiet and composed when you're cruising, but its response in stoplight getaways and backroad passing is little short of electrifyin'.
You can buy bigger V6 engines - usually in bigger cars - with more power. But in a 2800-lb. sedan, the new Ford V6 delivers acceleration that's equal to just about anything in the midsize class.
Braking performance in our test car, which included anti-lock brakes (ABS), was positive and powerful. However, we were disappointed that ABS isn't standard equipment in all models.