The exterior oval theme is picked up inside on the instrument panel, vents, door handle recesses and elsewhere.
At first glance you may not care for the large oval in the center of the dash which contains the heating,
ventilation, air conditioning and sound system controls. But give it some time. In an era when most instrument
panels all seem to look alike, the one in the Taurus is a refreshingly distinctive change. It is especially
distinctive when compared to the instrument panels on the Accord and Camry, which are Japanese generic.
The instrument panel is also well organized. The buttons and switches run from lower left to upper right within
the oval for a double visual shock, but the arrangement is quite logical and it doesn't take long for a driver to
make adjustments by touch alone, without taking attention away from the road. We also liked the high-quality,
high-tech feel of the push buttons and switches.
A front bench seat is standard in all models, with buckets available as part of the Sport Package in the SE. The
Sport Package also comes with a rear spoiler and a console-mounted shift lever.
With seating for six, you can get a patented three-way flip-fold console seat. The center portion can be used
as a seating position, with its own safety belt, or it can be flipped forward to become an armrest, or it can be
folded open once more to reveal storage compartments for cups, tapes and coins. We found the center space too small
for even small people. But for organizing the small items that get scattered around in a family car, this is an
exceptionally inventive piece of design work.
Manual air conditioning is standard across the board, electronic climate control is optional. Electronically
controlled sound systems are also standard.
Last year's myriad selection of models, options and option packages was complex and confusing, requiring
knowledgeable salespeople and patient buyers. This year, as mentioned, things are much simpler.
Our LX sedan tester loaded with everything but leather and a moon roof, retails for $23,870. This year, if
you want the more powerful engine but don't want a lot of whistles and bells, you can order the engine without
taking an expensive options package.
Reactions to the original Taurus were that Ford had made a giant gain in ride, handling, steering feel and
overall mechanical quality. The same is true for the current generation Taurus as it goes into its third season.
As good as the old Taurus had become--it had been in an ongoing refinement program for almost a decade--the new
Taurus was a leap ahead, a leap that started with one of the best chassis in the midsize class.
While the overhead-valve Vulcan V6 provides adequate performance, the best choice is the double overhead-cam
Duratec, which brings more merging and passing power and more fun. It is smooth, quiet and responsive. Ford's
Duratec engine feels good launching off the line.
The four-speed automatic is a very good match. Thanks to improved control chip programming, the shifts are
clean and precise.
A well-engineered chassis allows the suspension to perform well, keeping the car flat in corners and sopping
up bumps and bangs.
Visibility is good all around, with the sloping hood lending an IMAX feel to the view up front. Although
general seating comfort is good, we found the bench seat marginal in terms of lateral support. Even though the
cloth is somewhat grippy, it doesn't take much of a side load to scoot your bottom left or right. The bucket
seats are definitely more comfortable and secure.