1996 Ford Taurus Sedan and Wagon

Though Ford aspired to incorporate a sporty feel into the Taurus' ride and handling, the prototype exhibited less-than-expected road isolation, suspension motion control, and cornering grip. Also, the variable-assist power steering increased effort with disconcerting suddenness. However, Ford's engineers said such items will undergo further development before production.

Ford focused on reducing noise, vibration, and harshness, partially through increased chassis stiffness, resulting in an impressive 60-percent improvement in torsional rigidity. Other efforts include a triple-seal system on the doors, wind tunnel-tuned outside rearview mirrors, and a radio antenna mounted on the left rear quarter-panel.

Under the hood, the lower-level GL model comes only with the same powerplant that acts as the base engine in the current Taurus: the 3.0-liter OHV V-6, now upgraded from 140 to 145 horsepower. A different 3.0-liter V-6 is standard in the upscale LX model; instead of the GL's low-tech pushrod iron-blocked and -headed Vulcan V-6, the LX gets the aluminum-blocked and -headed 24-valve DOHC Duratec V-6. A version of the 2.5-liter 60-degree V-6 that appears in the Contour, the Taurus LX engine features a larger cylinder bore, larger-diameter intake and exhaust valves, and a different intake manifold. Though final ratings hadn't been set as of our press deadline, Ford expects the engine to reach 200 horsepower, 50 more ponies than the 3.8-liter OHV V-6 it replaces. However, its peak torque-200 pound-feet-is not only 15 pound-feet lower than the 3.8-liter, but it occurs 2300 rpm higher.

The Duratec pulls the Taurus smartly off the line, yet, as is the case with many four-valve engines, didn't really start running strong until past 3500 rpm, which is where its secondary port throttles are electronically opened. The Duratec's torque deficit coupled with an approximate 200-pound increase in overall vehicle weight means the new Taurus may not be much quicker than the 9.2-second 0-60-mph run we recorded with the previous generation. The Taurus SHO will get a 3.4-liter DOHC 32-valve 60-degree V-8 that should reach peaks of around 225 for both horsepower and torque-up 5 horses and 25 pound-feet over the current SHO V-6. Codeveloped with Yamaha, the new SHO engine is essentially the 2.5-liter Duratec V-6 with an extra pair of cylinders grafted on.

Current Taurus owners will feel at home when they settle into the driver's seat, for the steering wheel, airbag pad, and gauge cluster are little changed from the current car. Yet, apart from a few switches, these will be the only familiar elements. The first change to grab the driver's eye will be the elliptical (of course) "integrated control panel." The ICP is part of a fly-by-wire system for the radio, heater, and air conditioner. An example of ICP function: The operational parts of the sound system, save for the tape player, are mounted in the trunk and controlled by switches on the ICP. Advantages include enhanced switch feel and radio-theft deterrence (the punks get nothing but a bunch of switches and wires). The GL model comes with a different instrument panel and, because of its three-across front seating capability, does not receive the ICP.

Other interior features include a soft-to-the-touch "cast skin," which looks and feels like leather, covering the instrument panel and passenger-side airbag door. Also, the top surface of the instrument panel is grained to minimize reflected glare. The LX's cupholder and ashtray feature damped openings that give a quality sensation once reserved for far more pricey sedans.