Buick Roadster

Of this roster, the Roadmaster is the king of the power hill. With a Corvette-derived 5.7-liter LT1 V-8 throbbing under the hood, the Roadmaster accelerates with an enthusiasm that's surprising for a large 4244-pound hulk of a vehicle. Its 260 horsepower is by far the most of the group, yet it's the muscular 330 pound-feet of torque (70 more than the next closest competitor) that really works wonders. Angle down on the accelerator pedal and there's no waiting for the smooth, even surge forward. This feeling was confirmed at the test track, where the Buick posted a tire-burning 6.7-second 0-60 mph run. That's over a second quicker than the next fastest six-seater, and dead-even with the fiery Mustang GT. With the optional trailer towing package, the Buick boasts a hefty 5000-pound towing capacity. Amazingly, fuel economy (17/25 city/highway mpg) is only a little behind the group's best of 20/28 mpg for the Toyota.

The Avalon displays a surprisingly energetic spirit of its own. Toyota's thoroughly modern 3.0-liter DOHC 24-valve V-6-an upgraded 192-horsepower version of the powerplant used in the Camry and Lexus ES 300-out-accelerated the Grand Marquis by over half a second to 60 mph (7.8 versus 8.4) and the New Yorker (8.9) by over a second. Typical to Toyota's V-6's, this 3.0-liter is the type of engine that's a joy to drive, with quick response to throttle input, smooth delivery, and eager revving. The engine is quiet enough for a librarian, and it's backed by a four-speed automatic transmission that's both smart and seamless in its shifting characteristics. Figure in the fuel-economy factor, and there's little to find fault with here.

Although lacking the fat torque curve of the Buick and the lightweight zip of the Toyota, the Mercury's 4.6-liter SOHC V-8 and New Yorker's 3.5-liter SOHC 24-valve V-6 are quite livable as well. Both offer adequate power for all but the most demanding situations. The Mercury edged out the Chrysler in 0-60 (8.4 to 8.9 seconds), but the difference is not dramatic in real-world driving. The biggest distraction with both, however, is a tendency for annoying noise under hard, take-it-to-redline acceleration.

With its optional towing package, the Grand Marquis is also rated for a 5000-pound capacity-significantly more than the Avalon's and New Yorker's 2000-pound spec, although it won't pull with the same gusto as the Roadmaster (an apt moniker in this instance).

Road NotesPerhaps no where else is the heritage of these cars more apparent than in their suspension and steering characteristics. The Roadmaster maintains its role as the traditional cruiser, with a soft suspension that delivers an extremely plush ride. It demonstrates a good ability to absorb small bumps, but the trade-off is a tendency to undulate over dips in a floaty, underdamped way. On curvy backroads, the big Buick leans considerably in corners, yet remains controllable. Steering is slow to react and somewhat numb on-center.

The Mercury, too, is tuned soft, although it doesn't exhibit the Buick's degree of wallow. With less body roll and heavy-handedness in corners, the Grand Marquis achieves a better balance of ride plushness and suspension control. Only on larger bumps does the car lapse into some Roadmaster-like undulations. During at-the-limit slalom testing, the Mercury proved surprisingly stable, controllable, and fun to flog through the cones. It responds well to input, without any unpleasant surprises waiting in ambush. The car's steering, though, feels even lighter and somewhat more vague than the Roadmaster's. The Grand Marquis is also the only one of the pack to offer optional traction control, an asset in slippery conditions.