Rare Rides Icons: The Ford Taurus, Modernizing Family Transportation (Part XI)

Though there was uncertainty around the forward-looking aerodynamic design of the first generation Ford Taurus, worries were quickly quieted when the sedan and wagon immediately rocketed to sales success. Generating Ford a revenue that beat General Motors for the first time in several decades, the Taurus sold in huge numbers for the entirety of its run. Ford introduced the second generation model for the 1992 model year, and hoped to increase its share of the (then enormous) midmarket sedan segment.

Once the original Taurus was launched it allowed Ford to focus on product development for the rest of its aging or absent lineup, and quite a bit of new (and internationally developed) product arrived during the run of the first Taurus. In 1989, the subcompact Mazda-designed and Kia-produced Festiva was introduced, a segment the company had not occupied since the European Fiesta departed in 1980. A timely reminder the Festiva is still in production in Tunisia as the Wallys 619. 

The Mazda-developed second generation Escort arrived for 1991, and shared its platform with the 323. It replaced the original Escort that was over a decade old by that time. It would prove itself the most successful iteration of US Escort, and also sold in large numbers as the Mercury Tracer.

The MN12 based Thunderbird debuted in 1989 with more aerodynamic looks, a replacement of the AeroBird design of 1983 that looked dated by the latter portion of the decade. The advanced platform was designed with European competition in mind, and was later used on the very aerodynamic Lincoln Continental Mark VIII. 

Also new in 1989 was an exciting new sport compact hatch, again developed with Mazda. The Probe replaced the old Escort EXP, and rode on Mazda’s GD platform underlying the contemporary 626. Ford also remade its full-size offering for 1992, as the Panther-based Crown Victoria debuted with new first-gen Taurus-inspired aerodynamic looks. It was technically considered a first-gen vehicle, as the LTD prefix was eliminated.

And a “technically” also applied to the second generation Taurus. While Ford called it a “major redesign,” the model was still a rework of the first-gen car. It rode on the same platform as the original, but was not an entirely new shape. Body panels were revised, but both Taurus and Sable used the doors off the old model. Journalists at the time noted the second-gen was more of a “mild make-over.”

Underneath was the same DN5 platform as the first generation Taurus, again with the same 106-inch wheelbase. However, overall length grew a few inches. While the original sedan and wagon were 188.4 inches and 191.9 inches respectively, the second generation cars were lengthened to 192 inches and 193.2 inches. The near 4-inch growth of the Taurus made it longer than even the refreshed first-gen Sable.

The Sable sedan started out at 190.9 inches in 1986, and when it was revised for 1989 gained a couple for an overall length of 192.2. This is where we see the gap close between the Taurus and Sable, as the latter lost its individuality. For the entire second generation it was just .2 inches longer than the Taurus, at 192.2. The wagon (as donor to the Taurus wagon) wore a 193.2-inch length.

Width grew too, from 70.8 inches in the first version to 71.2 inches in the car's second iteration. Height shrunk minimally from 54.3 inches to 54.1 inches. As the Taurus grew and became a more refined car, weight grew alongside. The original 3,050-pound figure grew to 3,118 pounds for skinflint models in 1992, and up to 3,472 pounds for fully loaded models.

Part of that was down to engine options, as four-cylinder power went by the wayside. The 2.5-liter HSC engine was discontinued. Base Taurus power was provided by the 3.0-liter Vulcan V6, which still had a long life ahead of it. Upgraded with roller lifters for 1992, it was otherwise the same as in 1991. Designed from the start with electronic multi-port fuel injection, Vulcan provided 140 horses in the Taurus and 160 lb-ft of torque.

The supposed “better” engine was again the 3.8-liter Essex V6. I was less technically advanced than the Vulcan and in 1992 it used single port fuel injection. With the same 140 horses as the Vulcan, it bested that engine with its displacement and offered 215 lb-ft of torque.

Regardless of engine, at introduction all Taurus examples used the four-speed AXOD-E electronically controlled transmission of the prior model. This didn’t last long, and was immediately upgraded in 1992 by the A4XS. This was a renamed version of the AXOD-E and maintained most of the same characteristics.

Upgrades to the A4XS included better lubrication of the gears, and a new piston assembly to improve shifts from first to second gear in both directions. Clutch durability was improved in some examples. Internal materials were also enhanced to better manage friction. Some examples also featured a new torque converter clutch with twin pistons. The AXOD would continue (renamed) in production for over a decade and remained in use through 2007.

Ford was careful not to edit the exterior styling too much on the second generation model, for fear of driving off the Taurus loyalists. And though it was a thoroughly reworked car, its similar exterior appearance led some people to believe the new car was just a refresh. We’ll pick up there next time, and review the new Taurus and more toned down Sable.

[Images: Ford]

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