don't fix it. But that's exactly what Ford did with the all-new Taurus

and Mercury Sable last year, a family of sedans and wagons that are even

more daringly styled than the 1986 original. Some said the new car was

too radical to maintain Ford's mid-size leadership. Wrong. Though it started

slowly, the Taurus emerged as the '96 sales champ, once again beating Honda's

Accord.

in the styling to express the energy beneath the surface. He also wanted

a one-piece overall silhouette--a seamless quality with everything integrated.

We're not quite sure about the design expressing the sub-dural energy,

but we do know we like the look. The overall shape is ovoid, a theme that's

repeated inside. The hood flows into the windshield and the rear window

flows into the deck, lending the seamless look Telnack wanted. The nose

is low, and the small grille opening is a striking feature. The wheels

have been pushed out to the corners, giving the car a stable and cohesive

appearance.

Rounded corners and softened shapes make the Taurus look smaller than

the original, but in fact the new car is 5.4 inches longer and two inches

wider. Ford originally offered the new Taurus in two versions--GL and LX--but

quickly added a more price competitive G version. (The wagon is offered

in GL and LX versions only.) And in late '96, a high-performance SHO version

rejoined the lineup.

There are two engines available--three, if you count the SHO's V8. The

base engine is a 3.0-liter overhead valve V6 rated at 145 horsepower. It

goes into the G and GL. The LX gets a double-overhead-cam, 32-valve, 3.0-liter

V6 that makes 200 hp. All engines are teamed with a four-speed automatic.

The V8 in the SHO is rated at 235 hp, and as the acronym suggests--Super

High Output--it transforms this family sedan into a fast tourer with long

legs. Ford calls it an "executive express," a name that seems

appropriate for its excellent midrange response, performance-tuned suspension

and $26,460 base price.

It has taken Detroit a while to come to parity with the Europeans and

Japanese in the suspension department, and the Taurus is a good example

of getting it right. The front suspension is a MacPherson strut design

with a lower control arm and stabilizer bar. Simple but effective.

The rear suspension is a bit more complicated with what Ford calls its

Quadralink (four links) design. Links are basically metal rods that locate

the suspension. The advantage is a more precisely positioned suspension

to maximize handling and response. Along with the links are coil springs,

shocks and antiroll bar.

Power steering is standard, of course, but Taurus adds speed-sensitive

variable assist, which means at low speeds there is more power assist for

easier turning while at higher speeds there is less assist for more road

feel.

There are disc brakes in front with drum brakes at the rear. Wagons

and the SHO get rear discs. We can understand ABS as an optional feature

on the price-leading G, but we were surprised that it's also optional on

all models but SHO. To get ABS, you have to buy one of the Popular Equipment

Packages. The one we priced was $720 after discount.

Since it was all-new last year, there's little in the way of updates

for 1997, with one important exception. Ford has recalibrated the computer

controls for its Taurus/Sable automatic transmission to provide smoother

shifting. Shift quality was a persistent criticism of first-year editions.

Another welcome change: an AM/FM radio is standard in all models.

door handle recesses and elsewhere. At first glance you may not like the

large oval in the center of the dash which contains the climate and sound

system controls. Give it some time. In an era when instrument panels all

seem to look alike, the one in the Taurus is a refreshingly distinctive

change.

It is also well organized. The buttons and switches run from lower left

to upper right within the oval, 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 pushbuttons and switches.

The basic G model comes with a bench front seat for six-passenger capacity.

The GL and LX are available with a front bench or front buckets.

If you go with seating for six, you will get a patented three-way flip-fold

40/20/40 console seat. Yes, 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, coins and other small stuff. 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 optional.

Electronically-controlled sound systems are also standard, with the LX

getting a cassette player and six speakers.

Typical of American manufacturers, the mix of standard and optional

features on three sedans and two wagons requires the assistance of a Cray

supercomputer (or a 12-year-old with a laptop) to determine what goes with

what. The base Taurus is adequately equipped, the LX very well equipped.

The price-leading G starts at $18,545, the GL at $19,535, the LX at $21,610.

Our LX sedan tester was fully loaded, lacking only leather and a moon

roof, and topped out at $24,085. At the end of 1996, 80% of Taurus sales

were GL models, which means most owners began to balk at spending more

than $22,000.

in ride, handling, steering feel and overall mechanical quality. Megadittos

for the new Taurus. As good as the old Taurus had become, the new Taurus

is a leap ahead, a leap that starts with one of the best chassis in the

midsize class.

The basic Vulcan V6 provides adequate performance, but we prefer the

Duratec V6, which makes for easier merging and passing. It is smooth, quiet

and responsive, with good stoplight getaway.

The automatic is a very good match. Thanks to improved control programming,

the shifts are clean and precise.

Thanks to the new car's improved chassis, the suspension performs as

advertised, keeping the car flat in corners and sopping up bumps and bangs.

Visibility is excellent all around, with the sloping hood lending an

Imax vista up front. Seat comfort is good, but we found the bench seat

limited in lateral support. It doesn't take much sideloading to scoot your

bottom left or right. The bucket seats are definitely more comfortable

and securing.

polar--folks either like it or they don't. But 1996 sales suggest there

are a lot of "like-its" out there. The Taurus faces some strong

rivals in 1997, in particular the Honda Accord and the new Toyota Camry.

Both of which are very conservative--and very good--cars. Pricing and performance of the three are basically on a par. So when it gets to crunch time, the

choice in many families is very likely going to hinge on that controversial

shape. And you can bet that doesn't come as a surprise to Ford.