Taurus bulls its way to a higher class

Redone Ford sedan grows bigger and more luxurious as it hopes to regain glory days

Feb 27, 2010

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Special to the Star

What's in a name? Obviously quite a bit, in light of what Ford has done with the Taurus.

The model was capable of kicking some serious butt at one time, racking up several years as the best-selling car in the U.S.

Stalled sales led to its replacement by the Five Hundred. When that model failed to live up to expectations, Ford figured only the name was holding it back, and the "familiar" Taurus moniker was attached.

But it seemed that buyers didn't like the car regardless of the name, and so Taurus emerges for 2010 as an all-new model.

I don't expect it to retake that lofty sales perch: it's now a big vehicle that may be more than most urban buyers need or want. With other models under it – the existing Fusion, an upcoming redesigned Focus and all-new Fiesta, plus the niche-market Mustang – Taurus becomes an upscale model that, when fully loaded, could possibly steal some buyers from Lincoln.

Never mind its traditional rivalry with Chevrolet; Taurus is now bigger than Buick's flagship LaCrosse sedan, and just as luxurious.

Pricing starts at $29,999 for the base SE, in front-wheel-drive only. The mid-range SEL is $32,299 in front-wheel, or as with my tester, $34,799 in all-wheel. The top-line Limited is AWD only, at $40,999. Despite the car's considerable improvements, the MSRP is lower than the 2009 model, which ranged from $34,999 to $42,499 – logic, surely, that only the bean-counters can comprehend.

All of the regular Taurus models use a 3.5 L V6 engine with six-speed automatic transmission. Ford's new turbocharged Ecoboost V6 is reserved for the high-performance Taurus SHO, which tops the line at a hefty $48,199.

The non-turbo V6 has a lot of weight to pull around – the AWD system's additional 94 kg brought my tester to a portly 1,915 kg – and so acceleration is smooth but far from blistering. The automatic in all but the SE includes a manual shift mode, operated by clunky paddles on the steering wheel. They're push-pull on both sides, which I don't like; I prefer only pushing or pulling, with one hand for upshift, the other for down.

Taurus drives like a luxo-liner – you're always aware of its size – but it swings around corners with a minimum of body roll, the steering feels good, and it's extremely quiet. The brakes feel mushy: the car stops where it should, but without the confident feeling that a quick-biting pedal provides.

Inside, Ford has taken Mustang's "dual-cockpit" design to extremes, separating driver and passenger with a very tall centre console that flows down from the centre stack. Combine the console with the relatively narrow foot wells, and for all the Taurus's bulk, the front passenger compartments feel constricted. The steep rake of the rear window also adds to the claustrophobic feeling, and due to the loss of visibility, I was grateful for the optional backup sensor.

That sensor was part of a $2,500 SEL Technology Package added to my car, which also included pushbutton start, power-adjustable pedals, premium six-CD stereo and SYNC, which is capable of bundling your cellphone and music player into one voice-activated system.

On the Limited, the technology option also adds a system that warns if another car is alongside in the "blind spot," and a cross-traffic alert that tells you if another vehicle is approaching as you're backing out of a parking spot. The system is standard on the SHO, but unavailable on the lower SE and SEL trim lines.

Included at no extra charge on all models is MyKey, which allows the owner to program settings that include limiting the top speed and stereo volume.

The seats are comfortable, clad in cloth and with a heated function on the SEL. Legroom in the rear chairs is generous.

The controls are laid out well and everything is handsome, but I have a major gripe with the inside door handles – and that extends to many manufacturers, not just Ford. Why are so many handles shifting forward, closer to the hinge? Without any leverage, it's hard to keep the door from snapping out on a windy day, or to prevent dinging a neighbour's door in a crowded parking lot. If automakers won't move the handle, at least put a hand-hold in the armrest closer to the back of the door, so we can steady it as we're opening it.

The massive trunk could qualify for its own postal code: already 120 cm long, it increases to 200 cm in length when the rear seats are folded, although they don't fall completely flat.

Taurus has moved up, not just in its rank in Ford's lineup, but in the stuff that really counts: it's handsome, it's comfortable, and its build quality looks on par with any of its domestic or import competitors.

If your driving is more long-distance highway than short city jaunts, this may well be your car.

Toronto Star