2008 Ford Taurus X Review

Specifications

I did a double-take last year when seeing the announcement that Ford was renaming its Five Hundred, a car only introduced two years earlier, to Taurus, and was shocked further to read that the Freestyle would also get a name change to Taurus X. OK, I understood the logic behind renaming the sedan, and still do with the Taurus nameplate being so widely recognized, but rarely do automakers admit to their fumbles so openly, unless, of course, there’s been a change at the helm. There had been such a change just prior to that, with ex-Boeing CEO Alan Mullaly leaving his pilot’s chair for William Clay Ford Jr.’s driver’s seat, the great-grandson of founder Henry Ford having graciously stepped aside so that his namesake company could be steered away from turning into the business equivalent of roadside carrion. And while Ford Motor Company is hardly out of the red, it seems on surer footings now than it has been in quite a while.

Part of that perception is a heavily revised lineup of new models, from Focus, Fusion and Taurus, on the car side of the equation, to an all-new F-150 on its way to maintain Ford’s pickup truck dominance. The SUV lineup remains plentiful too, with an Explorer that received a wholesale redesign a couple of years back, and a fresh new Expedition last year, while the top-selling Escape got a complete makeover for the current model year, the Edge crossover entered the midsize market the year before, and the Freestyle gave way to the reworked Taurus X. And yes, I know I’ve missed out on a few Ford models, but these core products are what keeps the brand’s heart beating and blue-oval blood flowing.

With regards to crossovers, Ford actually sells more in America than any other brand, and they don’t even include Escape in that tally, which is considered a crossover here, and not an SUV, because of its unit-body construction and car-like undercarriage. Additionally, this total doesn’t include the even more car-like Flex that arrives later this year, a quantifiable step up the desirability ladder for Ford, inside and out. The Freestyle has been part of that success story for a couple of years now, and the new Taurus X, which is positioned lower down that ladder than the upcoming Flex but above the popular Edge, carries the flame forward.

The Taurus Wagon was the midsize five-door sales leader for decades before the crossover craze left the “station wagon” segment for dead, a car that raised the bar amongst domestics and imports alike when introduced. Does the Taurus X do this for crossovers? Well, I’d like to say it does for the sake of Ford and domestic manufacturers alike, but there’s just too much worthy competition out there to point to any single class leader. The reality is that GM makes an impressive collection of large crossovers and Dodge has just upset the applecart with the lowest priced midsize CUV ever. Amongst the imports the list of highly touted crossovers is just too long to list, with Mazda’s CX-9 winning 2008 North American Truck of the Year in Detroit earlier this year and a host of completely updated new models from Nissan, Toyota and Hyundai, just to name a few. That Hyundai, the Veracruz, surprisingly makes almost everything else in the class seem quite entry-level, the Korean having upped its interior quality to the point that it rivals those in the luxury segment costing tens of thousands more, and at the same time Toyota has created a new Highlander with nicer styling and more features.

How does the Taurus X fit into the mix? Well, it’s certainly priced well below some of its imported six- and seven-occupant competition, starting at $26,855 (before what is no doubt a healthy discount) for a very well-equipped front-wheel drive version, and in comparison to the Highlander it offers a more upscale interior, at least in the touchy-feely department. The Limited model Ford provided for this test featured soft-touch door panels, nice padded and perforated leather-like door inserts, attractive chrome accents throughout and a very convincing faux carbon fiber surface treatment around the infotainment and climate control system interfaces. The former is a voice-activated unit with a touch-screen display, stuffed to the gills with a premium audio system, optional rear-seat entertainment system, SIRIUS satellite radio, plus a DVD-based navigation system. Additionally, the new Ford/Microsoft co-branded Sync system can be had, a voice-activated, hands-free interface for all your in-car communication and entertainment needs, fully integrating mobile phones and digital media devices. Sync is standard in Limited, which is good, but optional on the SEL model. Curiously, it’s standard on the much less expensive Ford Focus SES. So, why not standard here?

The perforated black leather front bucket seats are comfortable and supportive, with multiple power adjustments including an effective lumbar support and power pedals for optimal ergonomics, and for that matter all seats, even those in the very back, are quite comfortable, so long road trips with the entire family and your kids’ friends in tow aren’t out of the question… although your sanity might be in question if attempting such an arduous journey of your own free will. Making matters better, if that journey is taken mid-winter, are available second-row seat heaters, an upscale option not expected from an entry-level brand.

Not only does the Taurus X seat seven adults in comfort, four of which can roast their buns, but it might just deliver the easiest access to its third row than anything else in the segment. Just press the button located halfway up the C-pillar and the associated second row seat flips forward and out of the way, tumbling like some contortionist acrobat to make wide passage to the rearmost seats. It’s so cool that you just might find yourself doing it for fun! Or showing it off to your neighbors. A power rear liftgate is optional, and something I’d rather not live without, opening up to a total of 85.5 cubic feet of cargo room when the second and third rows are folded flat. Additionally, the front passenger’s seatback can be laid forward, allowing items up to 9 feet in length to be stuffed inside.

Yes, all this might impress those aforementioned neighbors, but what you won’t be able to show them is the standard ABS system enhancing its four-wheel disc brakes, or the standard AdvanceTrac electronic traction and stability control. Its six standard airbags are hidden too, two up front, two integrated into the front seats and two side curtain bags that span the entire vehicle, protecting all in case of a rollover or being sideswiped. You could, however, show them the shiny plaque from the IIHS for being a Top Safety Pick for 2008.

At $30,575 the Limited costs a little more than the base model, of course, and while this is pricey compared to a fully loaded Dodge Journey, for instance, it’s quite reasonable compared to most in the mid- to full-size segment, not to mention a number of compact crossovers that rub up against $35k when all options are added in. Similarly, GM’s bevy of large crossovers reach much higher into the premium stratosphere when equipped with all the goodies, even crossing the $40k mark. Actually, both the Acadia and Enclave can top $50,000. I’m not going to even begin comparing each of these models with the X, simply because there is no direct competitor to this crossover. Oh sure, a Highlander is similar in size and purpose, as is a Saturn Outlook, but each goes about doing things in such a unique fashion and brings so many definitive attributes to the crossover equation that it becomes difficult to sort it all out. Believe me when I say, if I have trouble making sense of this crossover thing, I feel pity for you, not necessarily spend every work day up to your neck in the car industry, trying to sort it all out.

In short, what makes the Taurus X immediately stand out is its car-like driving dynamics. Yes, I know you’ve heard this before from every maker of every crossover in existence, but with the X it’s actually true. It feels more like a tall wagon than an SUV, with a nice comfortable yet controlled ride, thanks to its previous generation Volvo S80-sourced chassis architecture, and nimble handling for the same reason. It’s a big vehicle for sure, but it hardly feels larger than an Escape when behind the wheel unless backing up, and to help out in these instances Ford is now offering an optional reverse sensing system. Its new 263 horsepower 3.5-liter V6 makes close to 30-percent more power than the outgoing 3.0-liter unit that left the Freestyle wanting, resulting in 44-percent better acceleration; and as much criticism that the old vehicle’s continuously-variable transmission (CVT) received, it wasn’t responsible for less than stellar acceleration. The new six-speed automatic answers such naysayers, however, and while not as smooth as the CVT (nothing can be, really), it swaps cogs with the refinement and efficiency expected in this class.

Our test car came equipped with Ford’s new intelligent all-wheel drive, a competent system sourced from the Edge, not Sweden’s Haldex as previously was the case. It incorporates what Ford calls “an active, on-demand electro-mechanical center coupler to allocate a precise amount of torque from front to rear, up to 100 percent to either axle”. OK, sounds good. Ford also brags that the system reacts to tire slippage before it actually happens, which is hard to get my mind wrapped around but nevertheless is due to a sensor that monitors the front wheels, constantly monitoring wheelspin and reacting immediately upon detection, compared to the old system that needed a 1/7th turn of the wheel before sending power to the rear. The new system adjusts the power distribution to ensure that the front wheels are fed just the right amount of torque so as not to break traction, and simultaneously feeds torque to the rear wheels. Suffice to say, in my experience anyway, the old system was much more capable in overcoming slippery situations than some of its competitors, which I tested back to back during the Freestyle’s launch program, and therefore the new one should be that much better. Unfortunately, or fortunately, depending on whether or not you live close by, no snow fell during the two weeklong stints we had the Taurus X in our possession, so I can’t report on the new system’s capability on slick, snow and ice covered roads, but what I can say is that grips well on wet surfaces (yes, hard to believe we had rain on the West Coast), and during my second session with the car, when the sun shone for most of the week, I took to a long stretch of dry gravel at a fast pace and found the new all-wheel drive system quite capable of maintaining grip on loose surfaces, and that its anti-skid stability control was totally in control amid high-speed corners when the rear end would have otherwise attempted to swap places with the front. Actually, the X is a fun vehicle to drive quickly on gravel, with the aforementioned mechanical and electronic safety features boosting confidence measurably. I wouldn’t even consider buying a new vehicle without stability control, considering such systems at least as important as airbags. Good on Ford for making safety standard.

And what about the all-important styling element? While X-rated I wouldn’t call this crossover a bombshell (ahem), but its revised front fascia unabashedly pulls design cues from the stylish Edge, especially with respect to the chrome-laden three-bar grille and attractive L-shaped headlamp clusters. Less obvious is a reshaped hood and restyled front fenders, helping this new model standout from the crowd more than the understated Freestyle did. From profile it’s all Freestyle, and there certainly was nothing wrong with that, while its back end gets new clear lens inserts. Ford also added a few more chrome accents to the exterior and a new more rugged roof rack, giving the entire package greater appeal. All-round, the Taurus X should find even more buyers than its fairly strong selling predecessor.

So, has the name change from Freestyle to Taurus X turned this model’s fortunes around? In real numbers it certainly isn’t the brand’s top seller. Actually, only the full-size Expedition sells in lower numbers, although making much greater profit while doing so, while the Explorer, despite a lag in the conventional SUV market, finds many more buyers overall. Escape is the sales and market leader achieving almost ten times the X’s numbers, and the Edge is no slouch either, hustling off the showroom floor about three times as often as its larger sibling. Still, the Taurus X, and the Flex which is on the way, round out Ford’s CUV and SUV lineup more fully than any competitor, allowing the brand to offer potential customers a one-stop shop with greater variety and therefore a better chance of luring would-be buyers into the blue-oval family. That makes sense, which is why we’ll probably see the Taurus X in Ford’s lineup for some time to come.

Personally, I think it should be selling in higher numbers than it does, because this is one really impressive crossover. It looks good, drives very well, offers up a comfortable and accommodating cabin that’s finished at least as nicely as the top-selling import, and is packed to the roof with the kinds of convenience and safety features today’s families are looking for. The market is fickle though, and doesn’t always choose its best-sellers by objectively summarizing a given vehicle’s attributes. Ford is doing very well with its Escape and Edge, mind you, so there could be a bright future for the Taurus X if enough of these owners opt for it when upgrading to a larger vehicle.