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We thought it would be fun to buy each other something from the traditional gift list. Alas, many enthusiasts either didn’t believe their ears or thought the Blue Oval badge too proletarian. Traditionally, it was thought that eating a small pie on each of the 12 days of Christmas would bring good luck in the New Year. Soldiering on with few evident differences from one year to the next, Ford’s front-drive compact tended to get lost in the great gray mass of Detroit market-fillers that you were more apt to rent on vacation than put in your driveway. Before the end, Contour got a megadose of Euro-style performance, courtesy of Ford’s Special Vehicle Team. With buyers still flocking to well-equipped Japanese cars, Ford decided to ladle on all kinds of standard features (including dual dashboard airbags), but this only pushed Contour quite a bit upmarket from Tempo, which had been relatively cheap. A modest reskin followed for ’98, when the two low-line models were dropped and the LX and SE became better dollar values through careful realigning of prices and standard features. Nice looks, high utility, and a full range of passenger-car safety features netted healthy sales. That was twice the expense of the original Taurus program, but included the high costs of developing two brand-new engines, manufacturing facilities, and the usual new-model tooling.
But unlike the original compromised U.S. Chairman Alex Trotman hoped another daring design would grab the public like the original Taurus had and turn the styling spotlight away from the new “cab-forward” Chrysler/Dodge models competing with Taurus. GL and midlevel LX models came with another new engine: a 2.0-liter multivalve twincam four called “Zetec,” an outgrowth of Ford Europe’s recently introduced “Zeta” family of small, high-efficiency powerplants. Yet for all its crushing dullness, Tempo remained a decent seller, with steady model-year production of well over 100,000 units through swan-song ’94 — and the ’93s made a surprise spurt to better than 238,000. Tempo’s only changes of note in this period were loss of the AWD option after 1991 (when it was called “Four Wheel Drive”) and the ’92 addition of the 3.0-liter Taurus V-6 as standard for top-line GLS models (which then went away) and an option elsewhere. An interesting ’95 variation was the SE (Sport Edition) sedan, 바이낸스 수수료 (https://whcprc.wpcomstaging.com/) a kind of budget SHO delivering alloy wheels, rear spoiler, sport front seats, and other extras for about $18-grand with base 3.0-liter V-6 or just under $20,000 with the punchier 3.8. Interestingly, the smaller “Vulcan” V-6 got some needed NVH improvements in preparation for the all-new second-generation Taurus.
To maintain performance parity with the five-speed model, the 3.0-liter Yamaha V-6 was enlarged for the shiftless SHO to near 3.2 liters (192 cid), yielding a useful 20 extra pound-feet of torque (220 in all), though no more horsepower. The value-oriented GL sedan and wagon got an updated Vulcan pushrod V-6, while the nicer LXs were treated to a 3.0-liter version of the twincam Duratec V-6 with 200 bhp, considered by many buyers to be well worth its $500 premium. Critics raved. Road & Track called Contour “a giant step forward in the compact sedan arena.” Car and Driver termed it “stunningly satisfying.” Those verdicts came from road tests of the top-line SE model and its 2.5-liter “Duratec” V-6. But in 1979, the Federal Trade Commission decided that Amway’s business model is legitimate because it doesn’t require recruits to pay large up-front membership fees or make large wholesale purchases before being admitted into the program. More’s the pity, for the 1996 model represented a major improvement over past Tauruses in many ways. If you aren’t the best at remembering upcoming bills, the software helps in two ways. She told me to always do my best. For a teen driver, the best way to keep those rates low is to be a good, attentive and safe driver.