X marks leap forward for Taurus

Brian Early FOR THE TORONTO STAR

Ford’s new Taurus X is an upgraded version of its Freestyle crossover wagon, and now features a more powerful 3.5 L V6 mated with a six-speed automatic transmission, making for a quicker and much improved vehicle.

Brian Early

SPECIAL TO THE STAR

What's in a name? Well, plenty, if you're in Ford's marketing department.

Apparently, it was felt that the "Taurus" name had millions of dollars worth of brand equity and recognition behind it, current rental-car status notwithstanding.

So when Ford made the last-minute change of the Five Hundred sedan's name to Taurus for the 2008 model year, it performed the same nameplate-ectomy to the Five Hundred's similarly nice – but equally forgettable – quasi-wagon crossover variant, the Freestyle, imaginatively labelling it the Taurus X – for crossover, of course.

The name change may have been a lateral move at best, but the cosmetic and mechanical changes that Ford has blessed the Taurus/Taurus X with are worthy of note. In fact, the carmaker may have gone a long way toward addressing the primary complaints that most testers, myself included, had about these two models' predecessors.

Gone is the slightly overwhelmed 203 hp 3.0 litre V6, replaced by a virtually all-new 263 hp 3.5 litre V6. The 3.0 litre's former dance partner – a ZF-supplied continuously variable transmission – is likewise dismissed, replaced by a new six-speed automatic that's the result of a joint venture with General Motors.

The all-wheel drive option remains. But the Haldex centre differential – a vestige of this platform's Volvo S80 origins – has been replaced by a simpler electro-mechanical unit.

The V6 and six-speed work remarkably well together, making the Taurus X (we'll call it "TX" from here on) subjectively quicker than even the real on-paper improvements might suggest. (the Taurus tester used by Motor Trend knocked a second off the Five Hundred's 8.6-second 0-to-96 km/h run; the TX's gains should be similar). Even the V6's soundtrack quality is an improvement, though it can still be intrusive at certain engine speeds.

The TX's under-the-hood changes are accompanied by improvements to noise levels, which are respectably low, particularly given the TX's standard issue roof-rack and the deep wells necessitated by its folding and stowing third-row seating.

With all the upgrades, it's a pity that Ford neglected to add telescoping steering, because although everything else (seat, pedals and tilt) power adjusts, I never did find a completely comfortable driving position; the wheel always felt a little too far away or my position too far forward.

I don't recall the Five Hundred's ride being as firm as that of my Taurus X tester, but at the very least, it makes for tidy handling.

Actually – and this is no surprise, given its design origins – the TX's handling is very car-like, and it can easily exceed the lateral support levels provided by the otherwise comfortable perforated leather seats. There's even – egad! – real steering feel, a seeming rarity in this segment.

Stability control is standard, just in case you get overly exuberant; the Volvo design heritage and a barrage of airbags and inflatable canopies are there if someone else gets too up-close and personal.

The old Detroit philosophy of "if in doubt, add chrome" means that anything inside that was matte aluminum in the Freestyle now glistens bright silver, and additional new highlights now surround the controls for the audio and climate systems as well as the dressier two-tone gauge faces.

While it did little to brighten the charcoal black interior, my Limited tester's "Cyber Carbon" centre stack trim did a very convincing carbon-fibre impersonation, and I prefer it to the woodgrain alternative. Parts of the interior are still quite plasticky, but the overall effect is pleasant.

Outside, a variation on the Fusion and Edge's chrome grille bars, clear-lensed LED taillights, and some far more upscale multi-element headlights show that Ford still considers this crossover to be more car than truck – for comparison, look to the Escape's new nose, which makes it clearly a member of the Ford Truck family.

You have to wonder how much overlap the TX is going to have with the Edge and 2009 Flex (three-row Edge-based crossover) in Ford's crowded crossover and SUV lineup, regardless of its orientation. After all, the base Taurus X SEL is only a grand more than a base Edge SE, and the larger Taurus X has those two extra kid-friendly seats.

Those additional seats fold flat, as does the second row (with optional power fold and heat) and the passenger side front seat's backrest – perfect for hauling a ladder or an old-school surfboard.

Maximum cargo volume is listed at an Edge-trouncing 2,413 L.

Power deficit addressed, the Taurus X has become a viable alternative to competitors such as Chrysler's Pacifica, GM's larger (and thirstier) GMC Acadia and Saturn Outlook, and seven-seater versions of Hyundai's Santa Fe and Suzuki's XL7. It might also help buyers to think of it as a Volvo XC90 Lite.

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