The mushy pedal feel is typical for a large car. After you notice the space and the limo-like rear-seat accommodations, you then begin to notice that every piece in the interior, the instruments, controls, shifter, seats, console, and dashboard, has been redesigned, with a more luxurious feel and lots more chrome trim here and there. The recall is expected to begin on June 13, 2016. Ford also sells the Taurus X, a six- or seven-seat wagon derived from the Taurus. What We Think The Taurus can safely be classified as a comfy cruiser.
On the other hand, you may still find yourself stifling a yawn or two when comparing it to competitors like the and the. Comfort level was better than average, and optional power pedals allow the perfect driving position. Most of the time, the transmission minds its business without creating too much drama. However, the 2008 Ford Taurus is really just a mid-cycle enhancement of the Five-Hundred. Five Hundred also offers a number of must-have technologies.
The new corporate grille, with three massive horizontal bars, is flanked by rectangular wraparound headlights, and twin incisions in the hood stop any possible visual monotony caused by its large expanse. Under a hinged lid centered atop the dash is a compartment just the right size for takeout burritos. . New from the A-pillars forward, the Five Hundred now features Ford's signature three-bar chrome grille. Basically, if the Camry and Accord are a dimensional squeeze and the Avalon is a financial pinch, the Taurus could be just the right Fahrenheit porridge.
Rear passengers will find cathedral headroom and knee clearance for the Jolly Green. Structural changes for enhanced crash protection, more standard safety features, a new optional all-wheel drive system, and a new powertrain are the highlights in the upgrades department. Interior Features We found the 2008 Taurus a very pleasant car to be in. The Macpherson strut front, multilink rear suspension is the same basic design as that of the Five Hundred, but details make a difference. The only optional item is the stability control. Once and a while I do get less depending on excessive city driving, but usually never less then 18mpg.
Inside, it's contemporary upscale Ford, pleasantly styled and with all of the contemporary conveniences standard or available. The cosmetic surgery involved in the transformation of Five Hundred to Taurus involves a new grille, headlights, hood, and front fenders, plus revised taillights. As with the Five Hundred, front-wheel drive is the standard configuration, with all-wheel drive optional. That makes me, like, an expert on the subject. The main point to this is to relieve the subframe of some 600 pounds, and this, along with a 10mm increase in front suspension travel and considerable retuning, has rendered the Taurus's ride startlingly improved, driven back-to-back against the Five Hundred.
Any suggestions for improving it? And relative to the cautious sedan offerings of recent years, both are as radical as the flat tax. Best of all, the car is seriously cheap — it even starts below bargain-priced Korean models like the Hyundai Azera and Kia Amanti. The rear seat offers at least business class space, and is wide enough that the center position is a reasonable place to sit, at least for a while. This car understeers firmly, consistently, and reliably. On the new model, the engine and transmission are bolted to the body with hydraulic mounts to reduce vibration.
However, there are some features that might tickle your fancy: the Taurus sports incredibly comfortable seats and room for five people who really want to spread out. But it was worlds beyond the Taurus technically, stolid on the road, and styled inoffensively its profile rather looked like a puffed sedan, an artifact of its pleasantly elevated driving position. But Ford hasn't so far shown any indication of matching the 300C's Hemi excitement with a brawny Cobra V-8. The transmission has been upgraded to a six-speed automatic, for further improved performance with no major loss of fuel economy, even with more power and displacement. But it was worlds beyond the Taurus technically, stolid on the road, and styled inoffensively its profile rather looked like a puffed sedan, an artifact of its pleasantly elevated driving position. Restraints and dummy kinematics Dummy movement was well controlled. While the Taurus's taillights are the same shape as those found on the Five Hundred, they are white over red bulbs instead of old-style red over clear bulbs.
Those who fancy a premium environment or imaginative design would do better in a Lucerne or Avalon, but for anyone who wants straightforward simplicity, the Taurus is right up there. Likewise, interior noise is greatly subdued due in part to foam pellets expanded into the A-pillars and new sound-absorptive material, called Sonosorb, swathed throughout the cabin. Five Hundred also offers a number of must-have technologies. The gauges have large numbers that are easy to read, and the green and red nighttime illumination is vintage Ford. The front seats sit high off the ground — Ford calls it Command Seating — which affords a high driving position and makes getting in and out of the Taurus a breeze.
Both models have woodgrain trim on the dash, center stack, and console, a leather-rimmed steering tilt-adjustable wheel with cruise and auxiliary audio controls, a storage box in the top center of the instrument panel, and electrochromic auto-dimming mirrors. The four-pillar greenhouse profile brings on déjà vu. I'm a bit surprised there is that much of a difference. The all-wheel-drive Chrysler 300--which we've yet to test--drops to 17 and 24, compared with 19 and 27 for rear-wheel drive. Likewise, interior noise is greatly subdued due in part to foam pellets expanded into the A-pillars and new sound-absorptive material, called Sonosorb, swathed throughout the cabin.