cars. These rear-drive behemoths are being replaced in the public's affections by a

new breed of smaller, lighter, more fuel-efficient cars. Most people think these

time-honored all-American sedans are on their way out.

Chrysler and GM certainly do. It's been years since the former has built any

body-on-frame passenger cars, and this year will mark the end of production for the

Chevrolet Caprice, Buick Roadmaster and Cadillac Fleetwood, the General's final

entries in this class. Which leaves Ford's Crown Victoria and the Mercury Grand

Marquis as sole occupants of a dwindling market.

However, there are people who still appreciate cars like these. Taxi fleets and

government agencies, for example. Body-on-frame construction, which entails separate

sub-construction for the chassis and body with the two mated in final assembly, is

generally heavier and better suited to taking a beating than the near-universal

unitbody approach. That's why most trucks and sport-utilities are still body-on-frame

designs.

Custom coachbuilders like separate frames because they can stretch them easily.

Police forces like the high-mileage reliability of rear-drive powertrains, a roomy

back seat for passengers likely to be wearing handcuffs and a big trunk for emergency

gear. And large families still enjoy filling that large trunk with luggage and setting

out, six at a time, on long trips.

Ford figures that's a big enough market to warrant continued production of Marquis

and Vic, and to make continual improvements to them. Given the appeal of the current cars and the ever-dwindling number of competitors, they're probably right.

design, one that doesn't use styling tricks to disguise its length or layout. The long

hood lets everyone know there's a large engine inside, mounted longitudinally and

driving the rear wheels as God and Henry Ford intended. The roofline suggests that

there's plenty of interior space, as do the four large doors, and considerable rear

overhang promises a large luggage bay.

But the Marquis, and its Ford Crown Victoria twin, aren't throwbacks in every

respect. Attention paid to aerodynamics--every drop of fuel counts in the big-car

class, and so does elimination of wind noise--has given them a pleasing, rounded shape

that can only be called elegant. Large wheel openings and understated side sculpturing

contributes to their lithe and slightly muscular profile.

Principal differences between Marquis and Crown Vic are confined to the cars'

front ends. Mercury gives its version a more formal appearance with an upright grille

and rectangular headlamps; the Vic is more contemporary; rounded lamp clusters and a

smaller grille see to that. Designers of both have incorporated enough bright trim to

please customers who equate chrome with class, and have done a good job of it.

Ford has expended considerable effort on improving quality, and these cars show

it. Paint and panel fit are excellent, as good or better than you'd expect for the

price. Harder to see are external differences between base--Crown Victoria and Grand

Marquis GS--and uplevel--LX and LS, respectively--models. The pricier versions ride on

aluminum wheels (versus steel rims with covers on the base cars) and have different

badges; other differences are found inside.

plenty of stretch-out room inside, no matter whether you're sitting in front or back.

Granted, the passenger in the center of the front bench seat has to share

accommodations with the transmission tunnel but even that position offers more comfort

than in some subcompact cars.

The instrument panel was redone two years ago, along with the rest of the cabin.

It carries the basic dials in traditional or optional electronic digital form, plus

controls for the standard air conditioning system and radio. All knobs are laid out

sensibly and are located for easy access.

Basic versions carry most of the power assists and convenience features customers

demand. Aside from air conditioning and the basic--but good--AM/FM radio, power windows

and mirrors are supplied with every Marquis and Crown Vic, along with nice details

such as heat ducts to the rear seat area, automatic on/off headlights, illuminated

window and door lock buttons, tilt steering wheel, grab handles for front and rear

passengers and a driver's footrest.

That doesn't mean that a host of upgrades aren't available. Upholstery (cloth) and

carpeting are improved in the step up from base to LS/LX, as is the driver's half of

the front seat, which gets power adjustments.

But the real attraction of LS and LX lies in the availability of some desireable

options (desireable in terms of both quantity and quality) not offered in the

less-expensive versions. Many are available on a stand-alone basis--leather seats,

remote keyless entry and two more versatile sound systems, for example--but most are

incorporated into option groups that bring together popular extras for less than the

total of their individual prices, a common practice that pays off for manufacturer and

consumer both.

Our Grand Marquis LS test car had almost all of them. One combined power door

locks with cruise control and illuminated entry; another had some desireable chassis

options, power adjustments for both sides of the front seat, electronic instruments

(which we could have done without), electronic temperature control for the air

conditioning system and remote keyless entry.

The emphasis is on luxury, and it pays off. Marquis and Crown Vic, properly

equipped, rival some much more expensive cars in the way they coddle their occupants. That's a tradition worth sustaining.

Marquis is almost 18 in. longer than a Sable, light but reasonably precise steering

and the visibility provided by lots of glass make herding it through traffic a cinch.

It's a quiet car, too. The separate frame contributes to isolation from road noise

you just won't find in many other cars. Good sound insulation does the rest.

The Marquis rides softly, as befits a traditional passenger sedan. It's at its

best when the optional Handling and Performance Package--which includes heavy-duty

springs, shock absorbers and antiroll bars, a shorter rear axle ratio for faster

acceleration, rear air suspension and a dual exhaust system that raises the standard

4.8-liter V8's output by 20 hp--is installed.

This is essentially the same equipment that goes with the police package, and ride

quality deteriorates so little with this option that we'd recommend it to all buyers.

Performance is good. Brisk acceleration is combined with better than expected fuel

economy, and enough power is available to make passing and hill-climbing easy.

New for the 1996 Marquis and Crown Vic is a natural gas fuel option (NGV), the

first of its type in a passenger car built by a major manufacturer. Slight

modifications to the engine and special reinforced fuel tanks are required to

transform the Marquis into an ultra low-emission vehicle. NGV versions are built using

the reinforced frame and heavy-duty suspension from the police package.

Besides its low-emissions benefits, the clean-burning properties of natural gas

make it kind to engines, and performance is virtually the same as gasoline. The main

drawback is a somewhat shorter fuel range.

content, they are worth every dollar Ford charges for them.

Yes, most people will find their needs met by smaller sedans or minivans. But for

fleet customers and individuals looking for maximum space in a solid, reliable 4-door package, we think it's a good idea to check out the last of the big-time cruisers.