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But look closer: Along the sides of the car there's a curve at the top of the fenders and just above the door handles. And there's another distinctive crease just above the plastic cladding that covers the bottom third of the vehicle.

The cladding, which presumably protects the body from road debris and the doors from dings, is grooved, and it looks like the chrome work on some pre-war Cadillacs. Front and rear bumpers are styled right into it. In the right light, it's a neat, stylish effect.

Up front, the grille is plastic, not metal. Thump it and it feels a little tinny. Headlights and taillights wrap smoothly around the fenders to compliment the graceful styling.

If you buy this car, you should find basic maintenance a snap. The hood on our test car opened without a hitch, and the oil dipstick and reservoir were easy to reach.

Fuel fill was on the driver's side, which is our preference. When we removed the gas cap, we found a metal holder for the loose cap-a well-thought-out idea.

When we opened the front doors of our Dark Cherry Red Metallic Ninety Eight, lights came on to warn cars approaching from behind of the potential hazard. These were not mere reflectors; they were bright lights. The rear doors had red reflectors plus white lights that illuminated the doorways a bit. All were nice touches-over and above what we expected from this car.

All doors had that nice GM clunk sound when they closed, indicating the Ninety Eight's solid structure. The car was very easy to get in and out of. The front seats were spacious, even for a 6-footer. There was also a lot of window area.

Our radio's volume, seek and program controls were on the right side of the steering wheel; on the left side were temperature and fan controls. All controls were conveniently placed and easy to use.

As with every GM car we have tested, the cruise-control switches were on the left stalk, crammed in with the turn signals, a feature we would dislike on any car.

Seat controls were on the door, which we thought was a nice touch. The front seat was a 55/45 split bench with separate power controls, including lumbar adjustment. The console between them moved with the driver's seat, and a storage area offered ample room for cassettes and coins. It also had fold-out cupholders for 12-ounce containers-we assumed that Ninety Eight owners don't go for super-size soft drinks. Trouble was, these cupholders jiggled; we didn't trust them.

When we pulled out the ashtray, a small lid popped up to protect the dash. Next to it was a lighter, and next to that was another outlet for a portable CD player, a car vacuum or other similar accessories.

When we put the Ninety Eight in Wear, the doors locked. This was supposed to be a safety feature, but we weren't impressed, because it made quick exits impossible.

On the road, the Ninety Eight's grand touring manners were noteworthy, providing us with a nice, comfortable drive. For a vehicle its size, acceleration was adequate, and our four-speed automatic transmission with overdrive shifted without event.

Even on dirt roads, our car handled like a big boat. We weren't bounced around on rough terrain, thanks to the suspension's automatic load-leveling feature that helped to sustain an even ride. The brakes were firm and smooth, just the way we expected a car like this to stop.

The Ninety Eight wouldn't be a bad vehicle in which to ride out a traffic jam. In this car, we were comfortable and safe-and undisturbed by outside noise. When an 18-wheeler drove up next to us, we could barely hear it.

As far as parking goes, we found that even in a relatively small space, the Ninety Eight was not difficult to dock. In fact, this car turned in a surprisingly small diameter (39.4 feet).

Those anxious for the Oldsmobile Cutlass Supreme to break out of its stylistic cruise control will have to wait a little longer: There are no significant exterior improvements to this car for 1994. However, this year's addition of a driver-side air bag, a 3.1 -liter V6 engine and four-wheel anti-lock brakes (ABS) improve an already impressive package of standard features--air conditioning, side- and rear-window defoggers, power rack-and-pinion steering and four-wheel independent front and rear suspension.

Our test vehicle was the Cutlass Supreme SL Special Edition sedan, which boasted power mirrors, cruise control, an AM/FM stereo with cassette player, aluminum wheels and special molding. These features were all standard on the Special Edition model-a bonus because they're are offered as options on comparable vehicles.

The MSRP base price of the '94 Cutlass Supreme SL Special Edition is $16,995, putting this well-equipped midsize sedan in the same price range as the Ford Taurus, Dodge Intrepid, Eagle Vision, Chrysler Concorde, Nissan Maxima and Toyota Camrry.

We suspect that most loyal customers of the Cutlass Supreme will be pleased with the familiar, handsome, classic look exhibited again this year. Although it's not exactly elegant, the lines of this car are neat and clean.

The headlights of our test Cutlass Supreme were grouped in a slender horizontal panel of three compartments, and the fog lamps were set low in the fascia. Equally restrained was the assembly of taillights and backup lights. The center high-mounted brake light was in the rear window for optimal visibility.

The bodyside cladding was made of a durable plastic that extended from mid-door down, providing ample parking lot protection. A protective plastic band wrapped around the wheel housings, and the side molding motif extended around the lower body, to repeat the same design on the front and rear bumpers. The result was graceful and unified.

The front bucket seats were manually adjustable and very comfortable. The front seat belts were set into the door and were easy to use, but they inhibited our test driver's visibility to the left rear, forcing him to his neck to look back. Aside from not being able to see precisely where the front and rear bumpers ended, visibility was fine.

The instrument panel-complete with speedometer, voltmeter, tachometer, and temperature and oil pressure gauges-was easily visible through the steering wheel of our Cutlass Supreme; it provided customary data in clear white analog figures on a dark background. The cruise control, washer/wiper and bright light switches were all on the stalk to the left of the steering column, and stereo and temperature controls were on the dashboard to the right. There were four adjustable dashboard vents for heat and air.

The gear shifter was on the console, which also held a storage bin for tapes and coins. The power window and side-view mirror controls were on the driver's door panel. We found all the controls to be very easy to reach and to operate.

The automatic power door lock system was activated when our test driver took the gear shift out of ark. This nifty little system could also be programmed to automatically unlock the doors when the ignition was turned off. Another thoughtful feature Oldsmobile added was a courtesy interior night-light, activated by lifting the door handle upon entry.

The rear seat of our test Cutlass Supreme SL held three passengers adequately for short hops and two people comfortably for longer trips. Reading lights were mounted above the windows in the back seat for just such excursions.

Other inside amenities included mirrors on the visors, a tilt steering wheel, the ever-popular cupholders and a pass key security system.

The Cutlass Supreme's large front and rear doors provided easy entry and exit. Contents of the more-than-adequate 15.5-cubic-foot trunk could be seen even at night thanks to a newfor-'94 trunk light.

The Oldsmobile Intrigue combines a responsive V6 engine with sophisticated styling and an elegant interior. This midsize sedan is stable at high speeds, agile on winding roads, with good grip. Its rigid structure delivers a smooth ride and good handling.

The Intrigue's twin-cam V6 delivers lots of power for quick passing on two-lane roads. The Intrigue seats four people comfortably, or its rear seats can be folded down to make room for a lot of luggage. For 2002, new upper and lower anchor tethers have been added for child safety seats. The Intrigue's interior is handsome, and GL and GLS models feature well-designed climate controls. . GLS comes standard with tasteful leather, this year with a new two-tone treatment.

Overall, the driving experience is more European in flavor than other midsize domestic sedans. It is arguably the best of the General Motors sedans in this class. The Intrigue is an enjoyable car, easy to live with, and it holds its own against such popular mid-size imports as the V6-powered versions of the Toyota Camry and Honda Accord. It offers more character and is lighter on its feet than a Ford Taurus.

Three trim levels are available: GX, GL and GLS. All are four-door, five-passenger sedans.

All Intrigues are equipped with a 3.5-liter double overhead-cam V6 mated to a four-speed electronically controlled automatic transmission.

Intrigues come well equipped. All 2002 Intrigues come standard with CD players. A new family of radios includes speed-compensated volume control (it turns the radio down when you slow down) and Radio Data System (RDS) technology, which identifies the radio station and format (provided the station subscribes to the service) as well as song titles and artist names.

GX ($23,427) comes standard with air conditioning, and power windows, mirrors and door locks. Tone-on-tone seat fabric provides a luxurious look and the headliner has been upgraded with a new woven material. Also standard is an air filtration system that features a replaceable air filter and should prove a boon to hay-fever sufferers. For 2002, the GX comes standard with an AM/FM/CD stereo with four speakers.

GL models ($25,012) add nice dual automatic climate controls. A new Sun & Sound package includes the Bose sound system and a glass moonroof.

Intrigue's quietly muscular exterior features styling cues from the flagship Oldsmobile Aurora. This is most apparent in the twin openings below the reflector headlamps, which add character to the front end. Aggressive 16-inch wheels fill the wheel wells. The Intrigue's styling and proportions disguise its substantial size.

For 2002, Tropic Teal and Indigo Blue have been added to the paint palette.

Intrigue shares hardware with GM's other mid-size entries: Pontiac Grand Prix, Chevy Impala, Buick Century and Buick Regal. Yet the Intrigue presents its own character and is arguably the best interpretation of GM's W-car group.

The inside color scheme of our Intrigue GL came in a subdued contrast of taupe and cream. Devoid wood trim, it is tastefully done and looked like something from the cover of an interior design catalog. An organic dash design looked clean, uncluttered and contemporary.

GLS models come with leather seating surfaces and a new two-tone scheme. The GLS interior features mini-perforated inserts and is available in Natural with traditional wood-grain accents, or Pewter with Sterling metallic accents.

The Intrigue is a big car by mid-size standards, and there's corresponding roominess inside. Front legroom, augmented by extended seat travel, is abundant. The front bucket seats are nicely contoured. Six-way power adjustments on the driver's side are designed well.

There's plenty of space for two adults in the rear. Long seat cushions provide exceptional thigh support. Five passengers would be crowded for anything but short trips, however. Three people in the back seat is a bit cramped. However, for 2002, upper and lower tethers have been added for child safety seats for all three rear seating positions.

Trunk space is vast with plenty of room for golf bags, or mass quantities of luggage. I folded down one of the rear seats and stowed a set of fly rods there for a 600-mile round trip to Key West.

The Oldsmobile Intrigue combines a responsive V6 engine with sophisticated styling and an elegant interior. This midsize sedan is stable at high speeds, agile on winding roads, with good grip. Its rigid structure delivers a smooth ride and good handling.

The Intrigue's twin-cam V6 delivers lots of power for quick passing on two-lane roads. The Intrigue seats four people comfortably, or its rear seats can be folded down to make room for a lot of luggage. For 2002, new upper and lower anchor tethers have been added for child safety seats. The Intrigue's interior is handsome, and GL and GLS models feature well-designed climate controls. . GLS comes standard with tasteful leather, this year with a new two-tone treatment.

Overall, the driving experience is more European in flavor than other midsize domestic sedans. It is arguably the best of the General Motors sedans in this class. The Intrigue is an enjoyable car, easy to live with, and it holds its own against such popular mid-size imports as the V6-powered versions of the Toyota Camry and Honda Accord. It offers more character and is lighter on its feet than a Ford Taurus.

Three trim levels are available: GX, GL and GLS. All are four-door, five-passenger sedans.

All Intrigues are equipped with a 3.5-liter double overhead-cam V6 mated to a four-speed electronically controlled automatic transmission.

Intrigues come well equipped. All 2002 Intrigues come standard with CD players. A new family of radios includes speed-compensated volume control (it turns the radio down when you slow down) and Radio Data System (RDS) technology, which identifies the radio station and format (provided the station subscribes to the service) as well as song titles and artist names.

GX ($23,427) comes standard with air conditioning, and power windows, mirrors and door locks. Tone-on-tone seat fabric provides a luxurious look and the headliner has been upgraded with a new woven material. Also standard is an air filtration system that features a replaceable air filter and should prove a boon to hay-fever sufferers. For 2002, the GX comes standard with an AM/FM/CD stereo with four speakers.

GL models ($25,012) add nice dual automatic climate controls. A new Sun & Sound package includes the Bose sound system and a glass moonroof.

Intrigue's quietly muscular exterior features styling cues from the flagship Oldsmobile Aurora. This is most apparent in the twin openings below the reflector headlamps, which add character to the front end. Aggressive 16-inch wheels fill the wheel wells. The Intrigue's styling and proportions disguise its substantial size.

For 2002, Tropic Teal and Indigo Blue have been added to the paint palette.

Intrigue shares hardware with GM's other mid-size entries: Pontiac Grand Prix, Chevy Impala, Buick Century and Buick Regal. Yet the Intrigue presents its own character and is arguably the best interpretation of GM's W-car group.

The inside color scheme of our Intrigue GL came in a subdued contrast of taupe and cream. Devoid wood trim, it is tastefully done and looked like something from the cover of an interior design catalog. An organic dash design looked clean, uncluttered and contemporary.

GLS models come with leather seating surfaces and a new two-tone scheme. The GLS interior features mini-perforated inserts and is available in Natural with traditional wood-grain accents, or Pewter with Sterling metallic accents.

The Intrigue is a big car by mid-size standards, and there's corresponding roominess inside. Front legroom, augmented by extended seat travel, is abundant. The front bucket seats are nicely contoured. Six-way power adjustments on the driver's side are designed well.

There's plenty of space for two adults in the rear. Long seat cushions provide exceptional thigh support. Five passengers would be crowded for anything but short trips, however. Three people in the back seat is a bit cramped. However, for 2002, upper and lower tethers have been added for child safety seats for all three rear seating positions.

Trunk space is vast with plenty of room for golf bags, or mass quantities of luggage. I folded down one of the rear seats and stowed a set of fly rods there for a 600-mile round trip to Key West.

The Oldsmobile Silhouette is a luxurious minivan loaded with features. It comes standard with a powerful V6 engine. The Silhouette is so refined and handles so well that it is actually fun to hustle down a challenging road. Yet with its long wheelbase, it seats seven comfortably and comes with thoughtful and entertaining interior features that make trips with kids go easier.

Safety has been improved with new dual-stage air bags for the driver and front-seat passenger designed to detect the acceleration and severity of a crash and inflate the air bag appropriately to minimize risk of injure to those of smaller stature. Front side-impact air bags are standard.

All-wheel drive is available this year for the Silhouette, improving vehicle stability and driver control on slippery surfaces. The optional Versatrak all-wheel-drive system is packaged with four-wheel disc brakes and an independent rear suspension, all of which adds increases stability in all driving situations and weather conditions.

Also new for 2002 is a third-generation entertainment system, which features a DVD player with wireless remote. And more seating options this year let buyers choose the interior layout that best suits their needs.

Three trim levels are available: GL, GLS and Premiere.

All models come with a powerful V6 engine: a 185-horsepower 3.4-liter V6 attached to a four-speed automatic transmission. The engine sits in the usual sideways position, which allows maximum use of interior space. The firmer-riding Touring suspension with automatic load-leveling, once exclusive to the Premiere, is now standard on all Silhouettes.

This year, buyers can choose between front-wheel-drive and all-wheel-drive versions. Versatrak all-wheel drive adds $2570 to the prices of GLS and Premiere models, but it also adds greatly to safety and stability on slippery surfaces (see description below).

The base GL model ($27,560) packs a long list of luxury equipment that most other minivans offer as options or not at all. It comes with cloth upholstery, reclining front bucket seats with a six-way power driver's seat with memory control, second-row captain's chairs and a 50/50 split fold-down third row. OnStar is standard. Anti-lock brakes are standard. Cruise control, power programmable door locks, cargo nets, power windows, and a rear window wiper/washer are just a few of the key features that are standard.

The GLS ($31,635) would be the top of the line if it wasn't for the Premiere Edition and its fancy entertainment system. For starters, it comes with leather seating surfaces and a leather-wrapped steering wheel with touch controls. Front dual-zone air conditioning and separate rear heating and air conditioning allow passengers to tailor their temperature; an air-filtration system cuts pollen and odors. GLS also gets an extended overhead console with a driver information center, a premium stereo system, wider tires, aluminum wheels, and traction control.

Oldsmobile revised the Silhouette styling for 2001. Underneath, it offers the same dimensions as the extended-wheelbase versions of the Chevrolet Venture and Pontiac Montana. All Silhouette models get two sliding passenger doors as standard equipment. Curbside doors on the GLS and Premiere Edition are power-operated, convenient for unloading the munchkins. The motorized curbside door is a $450 option on the base GL. GLS and Premiere offer dual power sliding doors for $350.

The Silhouette is a great vehicle for big families, extended families, and multi-generation family units. It rides on a long wheelbase, just a smidge longer than the Chrysler Town & Country, and it compares favorably to that vehicle.

The Silhouette coddles and comforts its occupants. It comes with bucket seats in front and two captain's chairs in the middle row that fold flat. For the third row, GLS and Premiere models offer a choice of three types of seating: a 50/50 split bench that will hold three adults, captain's chairs, or stowable seats. It's a good idea for buyers to spend some time thinking about the best seating arrangement for their needs. Bins and cubbies and cup holders are available at every seating position.

Head and elbow room are generous in all seats. The third-row seats are perched a bit taller than the middle row, so the view forward is clear. Moms tell us that smaller children mounted at such heights are entertained by what they can see out the windows, and that this keeps them quieter.

The seats fold and remove easily. Handy little pictograms on the frames underneath the seats instruct you how to unlatch them from the floor. They are the lightest seats in the business, so removing them is worthwhile when you need greater cargo capacity. However, they are heavy enough that an adult or strong adolescent is best entrusted with moving them across the minivan's floor and into your garage. The available stowable third-row seat eliminates the need to remove the third-row seats.

The Oldsmobile Bravada is the most luxurious of three new midsize SUVs from General Motors. As the Oldsmobile marketers like to say, if there's an Aurora in your garage, a Bravada would make a perfect stablemate. Two dinosaurs. Each may be technically innovative, handsome, and a truly fine vehicle (the Bravada is more than that), but that doesn't guarantee survival. Two days after the press introduction of the Bravada, GM announced that it would be putting Oldsmobile down, after a 103-year run. To assuage any concerns about service, Oldsmobile is, for a limited time, offering a 5-year/60,000-mile warranty on its new vehicles.

Redesigned from the ground up, the Bravada is an engineering knockout. By its progressive design, this vehicle has already made GM history. Dinosaur indeed. The Bravada makes the Jeep Grand Cherokee look like the dinosaur.

Only one trim level of the Bravada is available, although it comes either with Oldsmobile's SmartTrak all-wheel-drive system or with (standard) two-wheel drive.

It's a four-door and seats five passengers. (A longer wheelbase version seating seven passengers will come later in the year.) It uses GM's powerful new Vortec 4200 inline six-cylinder engine with a tried-and-true four-speed electronic transmission, and comes standard with an air-bladder rear suspension system for a more luxurious ride and improved towing.

Standard equipment includes plush perforated leather seats, abundant interior wood with polished nickel trim, rear seat climate and audio controls (with wireless headphones), and the OnStar security and information system, which allows hands-free cellphone communication to advisors on a 24-hour basis.

Options include a six-disc in-dash CD changer or premium Bose sound system, heated memory seats, mirror-mounted turn signals, a cargo cover and net, rain-sensing wipers, sunroof, and a small tape recorder called Travel Note, which allows you to record phone numbers if you're taking them over your own cellphone. Also available is a rear-seat DVD entertainment system, with a seven-inch flip-down screen and wireless headphones.

The styling is clearly Oldsmobile, with thin horizontal headlamps and dual air intake apertures in the nose, separated by the swoopy logo in chrome. Wide sleek headlights are attached to the apertures, two halogen beams integrated with an amber turn signal that wraps around the fender. Below this grille are two long horizontal slots incorporated into the bumper, and at the very bottom are two more slots with small round foglamps.

Side cladding is body-colored, side glass is tinted, and the wheels are six-spoke cast aluminum with polished aluminum optional. Corner marker lights, which shine at right angles with the turn signals, are prominent. The rear end and tailgate are quite clean, with the entire width of the rear bumper being a step, which is convenient because the cargo floor is a bit high.

Attention to detail is evident throughout the vehicle, from a box that helps air-cool the battery, to remarkably sanitary wiring under the hood, to a seven-pin receptacle for towing trailers with brakes, to rear-seat headrests that conveniently flip down for better rearward driver visibility.

Overall, the 2002 Bravada is eight inches longer and more than five inches wider than the previous model. The track is 63.1 inches front and 62.1 inches rear, exceeded in its class only by the super-wide Acura MDX. (The track is the distance between the left and right tires.) A wide track means a lower center of gravity and thus better stability. With any SUV's tendency to roll more than a sedan, this is an important feature. In addition, the Michelin all-season touring tires were specially developed for the AWD Bravada, measuring P255/60R17. These are a slightly lower profile than available on the GMC Envoy SLT with optional air-bladder suspension, which is mechanically very similar to the Bravada.

All five Bravada passengers get three-point seatbelts. (Many SUVs, including the 2002 Mercury Mountaineer, use a lap belt for the rear center seat.) It's a roomy vehicle with 44.6 inches of front legroom. Rear-seat passengers get 37.1 inches of legroom and a roomy 58.1 inches of hip room.

The front bucket seats are soft and full, eight-way power adjustable with four-way lumbar support and four-way adjustable head restraint. Memory (including mirrors) and heating are optional.

The instrumentation layout is very organized and high-rent feeling. A big tachometer is on the left, speedometer in center, and on the right are smaller gauges for water, battery, gas, and oil. The wood is ample. Four big round registers for heating and air conditioning look stylish and purposeful with polished nickel trim. The four-spoke leather-wrapped steering wheel includes controls for climate, sound, cruise control, and driver information center (in eight languages).

The console includes an open storage bin, an enclosed compartment and two cupholders forward of the gear lever, with two more for the rear passengers. The emergency brake lever is also located there. There are pockets in the front doors and behind the front seats, though none in the rear doors. Standard behind the rear seat is a small hidden compartment under the floor and a power outlet, with a cargo net and scrolling tonneau cover optional.

The Oldsmobile Silhouette is a luxurious minivan loaded with features. It comes standard with a powerful V6 engine. The Silhouette is so refined and handles so well that it is actually fun to hustle down a challenging road. Yet with its long wheelbase, it seats seven comfortably and comes with thoughtful and entertaining interior features that make trips with kids go easier.

Safety has been improved with new dual-stage air bags for the driver and front-seat passenger designed to detect the acceleration and severity of a crash and inflate the air bag appropriately to minimize risk of injure to those of smaller stature. Front side-impact air bags are standard.

All-wheel drive is available this year for the Silhouette, improving vehicle stability and driver control on slippery surfaces. The optional Versatrak all-wheel-drive system is packaged with four-wheel disc brakes and an independent rear suspension, all of which adds increases stability in all driving situations and weather conditions.

Also new for 2002 is a third-generation entertainment system, which features a DVD player with wireless remote. And more seating options this year let buyers choose the interior layout that best suits their needs.

Three trim levels are available: GL, GLS and Premiere.

All models come with a powerful V6 engine: a 185-horsepower 3.4-liter V6 attached to a four-speed automatic transmission. The engine sits in the usual sideways position, which allows maximum use of interior space. The firmer-riding Touring suspension with automatic load-leveling, once exclusive to the Premiere, is now standard on all Silhouettes.

This year, buyers can choose between front-wheel-drive and all-wheel-drive versions. Versatrak all-wheel drive adds $2570 to the prices of GLS and Premiere models, but it also adds greatly to safety and stability on slippery surfaces (see description below).

The base GL model ($27,560) packs a long list of luxury equipment that most other minivans offer as options or not at all. It comes with cloth upholstery, reclining front bucket seats with a six-way power driver's seat with memory control, second-row captain's chairs and a 50/50 split fold-down third row. OnStar is standard. Anti-lock brakes are standard. Cruise control, power programmable door locks, cargo nets, power windows, and a rear window wiper/washer are just a few of the key features that are standard.

The GLS ($31,635) would be the top of the line if it wasn't for the Premiere Edition and its fancy entertainment system. For starters, it comes with leather seating surfaces and a leather-wrapped steering wheel with touch controls. Front dual-zone air conditioning and separate rear heating and air conditioning allow passengers to tailor their temperature; an air-filtration system cuts pollen and odors. GLS also gets an extended overhead console with a driver information center, a premium stereo system, wider tires, aluminum wheels, and traction control.

Oldsmobile revised the Silhouette styling for 2001. Underneath, it offers the same dimensions as the extended-wheelbase versions of the Chevrolet Venture and Pontiac Montana. All Silhouette models get two sliding passenger doors as standard equipment. Curbside doors on the GLS and Premiere Edition are power-operated, convenient for unloading the munchkins. The motorized curbside door is a $450 option on the base GL. GLS and Premiere offer dual power sliding doors for $350.

The Silhouette is a great vehicle for big families, extended families, and multi-generation family units. It rides on a long wheelbase, just a smidge longer than the Chrysler Town & Country, and it compares favorably to that vehicle.

The Silhouette coddles and comforts its occupants. It comes with bucket seats in front and two captain's chairs in the middle row that fold flat. For the third row, GLS and Premiere models offer a choice of three types of seating: a 50/50 split bench that will hold three adults, captain's chairs, or stowable seats. It's a good idea for buyers to spend some time thinking about the best seating arrangement for their needs. Bins and cubbies and cup holders are available at every seating position.

Head and elbow room are generous in all seats. The third-row seats are perched a bit taller than the middle row, so the view forward is clear. Moms tell us that smaller children mounted at such heights are entertained by what they can see out the windows, and that this keeps them quieter.

The seats fold and remove easily. Handy little pictograms on the frames underneath the seats instruct you how to unlatch them from the floor. They are the lightest seats in the business, so removing them is worthwhile when you need greater cargo capacity. However, they are heavy enough that an adult or strong adolescent is best entrusted with moving them across the minivan's floor and into your garage. The available stowable third-row seat eliminates the need to remove the third-row seats.

Oldsmobile's flagship sedan, the Aurora, offers elegant leather accommodations, a smooth, quiet ride, excellent stability, and agile handling.

Aurora was completely redesigned for 2001 (and there was no 2000 model). Trimmer dimensions and redesigned suspensions improved handling and stability, while new lightweight engines improved fuel efficiency. The Aurora is notably more nimble than the Buick LeSabre and Cadillac DeVille, and it feels smaller and lighter on its feet than the Pontiac Bonneville.

A new navigation system is available for 2002.

Two models are available: 3.5L ($30,805) and 4.0L ($34,980).

3.5L comes with a 3.5-liter V6 engine. An optional All-Weather Package ($575) adds traction control and the Precision Control System, Oldsmobile's name for an electronic stability program designed to reduce the chance of skids.

4.0L is powered by a 4.0-liter V8 and comes standard with traction control, the Precision Control System, and larger (17-inch) wheels and tires.

This second-generation Aurora boasts all-new sheet metal. It looks more elegant and more contemporary than the 1994-1999 models, lacking body cladding, tacked on moldings or other frivolous decoration. Yet it maintains the muscular form of the original Aurora, which was widely praised when it was introduced.

Part of the elegant new look comes from its trimmer dimensions. The current Aurora is 6 inches shorter than the 1994-1999 models. The smaller, tighter shape gives it a cleaner, more nimble look. Its profile is smooth and fluid with a raked rear window. Rear fog lamps give balance and symmetry to the rear of the car, while enhancing safety. A steep back light and large, wrap-over tail lamps minimize the horizontal length of the deck lid. Instead of a front grille, the designers opted for lower intakes in the bumper to reinforce the Oldsmobile character.

For 2002, chrome exhaust tips replace black tips, and two new exterior colors are available, Granite and Marine Blue.

The interior comes with smooth, soft leather seating surfaces. The leather is light-colored, in the latest Euro fashion, and the real burled walnut wood surfaces are delightfully restrained. The interior gives off the aura and aroma of a BMW or Mercedes-Benz. Oldsmobile interior designers have figured out the ambiance that makes the European and Asian luxury cars generally so appealing.

The cowl is lower than before, giving you the impression you can see outside better. Even though the new Aurora is smaller outside, you actually gain a little head-, shoulder-, and hip room in the front. Tall drivers, like me, however, may sense a bit less legroom than the previous Aurora; my left leg covered the driver's door stereo speaker. The trunk is 1 cubic foot smaller, but a wider opening and a low lift-over make it more useable and easier to unload a set of golf clubs.

The instrument panel is angled sharply toward the driver. The driver's adjustable lumbar support should allow back-pain sufferers to drive long distances in comfort. Climate controls are found on the left spoke of the steering wheel, but you may find these redundant since the climate functions buttons on the center console are angled so close to the driver that they're an easy reach. There is a trip computer that you can configure to your needs, and it's handy, too. The high-tech rain-sensing automatic interval wipers could not sense frozen wiper fluid or slush, we found out one cold morning, and it sometimes shifts the blades into overdrive when they aren't required.

One departure from standard GM practice is a cruise control lever on a stalk on the right side of the steering wheel. Perpetual phone users won't like this placement, but hopefully it will encourage drivers to use hands-free phone setups.

For 2002, the primary improvement is a new navigation radio option. Now there are three radio options: the standard premium radio, the Bose sound system, and the navigation radio. The navigation radio is a supplement to OnStar that provides drivers with detailed routes from coast to coast. The system includes one CD with maps of all major roads in the U.S., and another CD with detailed maps in the owner's region.

Overall, the Aurora exudes very high quality.

The steering feels super-light. Parking requires no effort. When you couple that behavior with the smaller size of the new Aurora, it makes you feel like you could thread a needle with this luxury sedan.

Gathering steam, you hear nothing but exhaust noise. We think that's good, because it means all the extraneous noises from the suspension and drivetrain - everything from the tires to the gears - do not creep into the passenger compartment. Hot rodders will like the grumbly V8 exhaust, but some passengers we had in the car complained it was too loud. We think they were just whining, and pronounce the noise pleasing to our ears.

The Aurora V8 is the smaller-displacement version of the Cadillac Northstar engine that appeared on the original Aurora, but it has been significantly refined and updated for the new car. Emissions are improved, fuel efficiency is improved, and it makes the same 250 horsepower on regular gas that the previous engine made on premium fuel. The Indy Racing League uses a modified version of this same engine to run the Indy 500.

The V6 engine found in the Aurora 3.5L comes from the mid-size Intrigue, and it's a twin overhead-cam design derived from the V8. Both engines use four valves per cylinder, a more efficient and expensive arrangement than the two-valves-per-cylinder pushrod V6 engines you'll find in the big Buick and Pontiac sedans. Aurora's V6 makes 215 horsepower, the same as it does in the Intrigue. But the Aurora 3.5L weighs about 250 pounds more than the Intrigue, so it doesn't feel as much like a hot rod as the Intrigue does.

With sporty styling, an elegant interior, a smooth ride, and spirited performance and handling, the Oldsmobile Alero is one of the best of the mid-size domestic sedans.

For 2002, a new more fuel-efficient 2.2-liter four-cylinder engine is offered along with a smooth V6. Automatic transmissions are standard, but a five-speed manual is available for four-cylinder models.

A classy interior, a roomy back seat, and a sizeable trunk make the Alero comfortable and practical. Clean lines differentiate the Alero from the pack of relatively bland mid-size sedans. Sedan and coupe body styles are available to suit your lifestyle.

The Alero is stable at high speeds, whether on a lonely Interstate or going through fast, sweeping turns. Quick, precise steering makes it enjoyable on winding back roads. The optional V6 engine delivers good mid-range torque for quick passing maneuvers, combined with quick, positive shifting from the available automatic transmission. Best of all, the Alero is affordably priced.

Over the next several years, the more than 100-year-old Oldsmobile brand is being phased out of the General Motors portfolio. This shouldn't be a big concern for buyers, however. GM says its dealerships will continue to honor all warranty claims and maintenance for Oldsmobiles.

Oldsmobile Alero comes in two-door coupe and four-door sedan body styles. Each is available in three trim levels, GX, GL, and GLS. Sedan prices: GX ($17,210); GL ($18,620); GLS ($21,965). Coupe prices are nearly identical.

For 2002, a new four-cylinder engine comes standard on GX and GL models. Designed by GM and Lotus, the all-aluminum 2.2-liter dual overhead-cam engine delivers significantly improved fuel economy (3 mpg) over the previous four-cylinder engine. A 170-horsepower 3.4-liter V6 is optional on the GL ($655) and standard on the top-of-the-line GLS.

All Aleros come standard with a four-speed automatic transmission. However, a five-speed manual transmission is an option for GX and GL2 trim levels, giving the buyer a $785 credit by opting out of the automatic.

Four-wheel disc brakes with ABS comes standard along with traction control.

Alero shares a strong family resemblance with Oldsmobile's bigger Intrigue and Aurora sedans. Examples of where that can be clearly seen are in the squashed-oval horizontal headlights and in the artful treatment around the fog lamps and front bumper. Enormous tail lamps are by far the Alero's strongest design element; they look like they are draped around the corners of the car and are instantly recognizable from quite a distance.

Oldsmobile's Alero shares its chassis with Pontiac's Grand Am. The common Alero/Grand Am platform provides a rigid body structure that allowed more precise suspension development, which in turn provides a decent ride and competent handling. Tubular door beams and strategically placed foam blocks help guard against side-impact injuries.

For 2002, Tropic Teal and Polo Green have been added to the pallet, and a new 15-inch six-spoke alloy wheel is standard on the GL and optional on the GX.

Aurora's influence on the Alero carries through to the expensive-looking interior. All the individual pieces fit together in a way that is natural without being ordinary, scientific without being flashy. The instruments, located under a deep, curved hood that keeps the sun off the faces, are large and legible. Audio controls are positioned in the center of the dash above the less-often-used rotary switches for the climate controls. Alero's interior colors, textures, and shapes are tastefully done and fit and finish appeared excellent in our car.

Alero's front bucket seats are supportive and hold you in place well when cornering. Interior space is comparable to other cars in this class, and the Alero accommodates large drivers with ease. We especially liked the seat-mounted three-point seat belts, which move fore and aft with the seat. They seem more comfortable around the shoulder than traditional belts mounted to the door frames.

For 2002, the console area was redesigned with a bigger cupholder, and storage capacity was increased for CDs.

The Mercury Montego is a big sedan with a roomy, luxurious cabin, premium features and trim, and a smooth, comfortable ride. While technically a midsize car, it's on the large side of that scale and boasts a a high seating position and lots of legroom for both front and rear passengers.

The Montego is powered by a 203-hp V6. Front-wheel drive is standard. All-wheel drive is available for improved traction and handling in adverse conditions. The Montego was carefully engineered to protect occupants in the event of an accident. Safety engineers from Volvo worked directly on the Montego, drawing on the Swedish automaker's 50 years of advanced safety engineering.

The Montego offers one of the roomiest interiors in its class. Inspired by the ubiquitous sport utility vehicle, the Montego gives the driver a relatively high seating position and, consequently, excellent outward vision.

Its all-aluminum V6 engine features drive-by-wire electronic throttle control and is complemented by a six-speed automatic transmission that shifts smoothly and always seems to choose the right gear for the driving situation. The all-wheel-drive models come with a continuously variable transmission (CVT) that's smooth and responsive and enhances fuel efficiency.

The steering and suspension are European in feel, offering quick response and minimal lean in corners. The brakes are excellent, responding quickly when the pedal is pressed and slowing the car quickly when necessary. Anti-lock brakes are standard on all Montegos, and all-speed traction control is standard on all but the base, front-drive model, where it's a no-cost option.

Montego excels in passive safety as well. Its basic structure was designed by Volvo, a company that built its reputation on safety before safety was fashionable. Add to that Ford Motor Company's Personal Safety System, which means that the inflation rate for the dual-stage front airbags is managed by a crash severity sensor and a weight sensor for the front-seat passenger. Side-impact and canopy-style airbags are optional. Thus equipped, Montego has earned top five-star ratings in frontal and side-impact crash testing by the federal government, and was named a best pick by the Insurance Institute for Highway Safety for frontal crash performance.

The 2006 Mercury Montego is powered by a 3.0-liter V6 engine with 24 valves. Two trim levels are available, Luxury and Premier.

Front-wheel drive (FWD) and all-wheel drive (AWD) are available for both trim levels. A six-speed automatic transmission comes on front-drive models. A continuously variable automatic transmission, or CVT is used on the all-wheel-drive models; AWD models also get a suspension upgrade that includes self-leveling rear shock absorbers.

Luxury FWD ($24,430) and AWD ($26,280) come with dual-zone electronic climate control, six-way power driver's seat, a fold-flat front passenger seat, split-fold rear seats, auto-dimming rearview mirror, two 12-volt power points, AM/FM stereo with single CD player; leather-wrapped tilt steering wheel with remote audio controls and cruise control, remote keyless entry, folding heated power exterior mirrors, power windows and door locks, passive anti-theft system, 17-inch seven-spoke wheels, automatic high-intensity discharge headlamps, LED tail lamps, and fog lamps. All-speed traction control is standard with AWD and optional (at no cost) with FWD. Cloth upholstery is standard; leather is optional ($895). Power-adjustable pedals are available on late-2006 models.

The Mercury Montego was introduced as an all-new model for 2005. Mercury styling cues, such as the waterfall-style grille and LED tail lamps with metal crossbars, do a good job of distinguishing the Montego from the Ford Five Hundred, which shares its structure and most hardware. The Mercury manages to look at once more crisp and more heavy, while the Ford looks softer and lighter.

Otherwise, the Montego shares its general appearance with the Five Hundred. Their proportions of metal to glass are similar to that of Audi sedans, and the overall shape is not unlike that of the Volkswagen Passat. The Montego is tall for a modern sedan, a design influenced by SUVs.

High-intensity discharge headlamps are standard, as are large and bright tail lamps. The Luxury model comes with 17-inch alloy wheels while the Premium gets 18-inch alloy wheels, not just for looks but also for better brake cooling.

Safety was a top priority in Montego's design. Features that you can't see include energy-channeling frame structures engineered by Ford and Volvo that help absorb crash forces before they reach the passenger compartment, a strong crossmember in the roof, and an energy-absorbing cross-car tube that provides exceptional side-impact protection. In AWD models, even the central driveshaft collapses to protect Montego's occupants by absorbing crash energy. The Montego was designed to meet tough future standards for rear-end impacts.

Inside is where the Mercury Montego shines, in several ways. It's among the roomiest of family sedans with 108.3 cubic feet of interior room. The back seats are notably roomy and lead the category in headroom and knee room. Mercury says that the Montego has more interior space than competitive vehicles that are up to seven inches longer.

Its trunk, at 21.2 cubic feet, is also the largest in its class (aided by a space-saver spare tire). Both rear seats and the front passenger seat can be made to fold down, extending the useful cargo area of the Montego to station wagon proportions. With the front seat flopped over, you get nearly 50 inches of storage length down the right side of the car.

Montego's interior design was influenced by SUVs. The beefy steering wheel looks like it came from an auto-show dream truck, with more buttons than ever for added convenience, easier operation of the cruise control, and more audio functions. Satin-aluminum cuffs accent the spokes on all 2006 models, making the wheel look more substantial. Other SUV design cues include the overhead console and the big brow shading the instruments. All the graphics are large, white on black, and very easy to read.

Mercury reaches back in its history for the name Marauder for a performance version of the 2003 Grand Marquis. Although sharing body and chassis with the Grand Marquis, the Marauder is cataloged as a separate model.

In 1963-64, the Marauder was a high-performance version of the Mercury Montclair and Monterey. Parnelli Jones drove a specially prepared model to victory at the 1963 Pikes Peak Hill Climb. In 1969-70, the Marauder X-100 was powered by a 429 cubic-inch (7-liter) V8.

The 2003 Mercury Marauder and Grand Marquis and the Ford Crown Victoria are lonely survivors of what was once the archetypical American family sedan, a genre long since supplanted by the minivan and sport-utility. These full-size sedans come with traditional full body-on-frame construction with a front-engine/rear-drive layout, and enough size to shade a lot of blacktop: almost 212 inches stem to stern, and more than 78 inches from one side to the other. Until the gas crises of the 1970s, this was the standard automobile.

The 2003 Marauder supplements the Grand Marquis as something the world hasn't seen since the demise of the 1994-96 Chevy Impala SS, the American full-size performance sedan, emphasis on performance.

Initially available in any color as long as it's black, the 302-horsepower Marauder has the ambiance of the X Files combined with the Blues Brothers, the Secret Service combined with the Wood Brothers (NASCAR). Cop motor, cop shocks. Actually, cops should have it this good.

Only one model of the Marauder is available for 2003, though a convertible is being considered for future introduction. This traditional four-door sedan is priced at $34,495 (MSRP including $705 destination charge).

It comes with an all-aluminum 4.6-liter double overhead cam 32-valve V8 and a slew of other performance items that look like they came out of a Hot Rod Magazine wish list. The only available options are a trunk organizer ($200) and a trunk-mounted six-disc CD-changer ($350).

The Marauder, in its standard ebony paint, gives the same menacing vibes as a black leather jacket. The black monochrome treatment has even been given to the headlamps with only the reflectors spared the blackout treatment. The taillamp bezels are dark tinted as well for what Mercury calls a serious, but understated appearance.

Up front, Cibie fog lamps are inserted in the front bumper, and the rear bumper has MARAUDER embossed in it while big dual 3.5-inch chrome exhaust tips protrude straight out the back.

A big car needs big tires, and the Marauder wears P235/50WR18 boots on front with wider, P245/55WR18 rubber at the rear. The larger rear tires give the Marauder a natural slight rake that enhances the performance image. Five-spoke forged aluminum wheels are eight inches wide and have cast into the wheel hubs the bas-relief image of Mercury, the swift messenger of the Roman gods and a Mercury revival from the Fifties.

Like Dorothy in Munchkinland realizing she's not in Kansas anymore, the driver of the Mercury Marauder knows he's not in a Grand Marquis.

The instrument panel has white faces, with a large round speedometer and tachometer flanked by smaller fuel and temperature gauges. The 140-mph speedometer incorporates a red-lit Marauder graphic.

Instead of a column shifter for the automatic transmission, a leather-wrapped shifter is mounted on a floor console that has two cup holders and a storage bin. An AutoMeter (a brand known to car enthusiasts) voltmeter and oil-pressure gauge are positioned just ahead of the shifter.

Marauders are also given dot-matrix gray trim accents on the instrument panel, while the dual eight-way power seats are finished in supple black leather, the best used in any Ford Motor Company product. Classic French stitching from earlier Marauders is revived for the 2003 edition. The seats were given extra padding for greater support, and of course there's a Mercury god's head de-bossed into the front seatbacks.

Mercury's Villager is smaller than popular minivans such as the Dodge Grand Caravan or Ford Windstar. Its dimensions are closer to a base-level, short-wheelbase van. Yet the Villager offers the luxury trappings of the big guys. It also offers more nimble handling and, some would say, smarter styling. Big families may miss the extra room of a long-wheelbase van, but others will prefer the Villager's quick reflexes and versatility.

The $22,510 base Villager is well equipped, with AM/FM/cassette stereo, power windows and mirrors, remote keyless entry, seven-passenger seating, anti-theft system, illuminated visor vanity mirrors, and a heavy-duty 75-amp battery. Base Villagers can be ordered in solid colors, or with Silver lower body panels.

A $995 Convenience Group for the base model adds a six-way power driver's seat with dual manual lumbar adjustments, privacy glass, dual front overhead map lights, front door step lights, flip-open liftgate window and power rear vent windows.

Next up is the Villager Sport, at $25,735. Distinguished by its Dark Shadow Gray lower body, the Sport adds all of the Convenience Group items, plus auxiliary rear air conditioning, an air filtration system and luxurious bucket seats in the second row. The sport part of the package consists of a more aggressive suspension with anti-roll bars front and rear; and lower-profile P225/60R16 tires on alloy wheels, replacing the base P215/70R15 rubber and steel rims. The Sport also adds a leather-wrapped steering wheel with cruise and radio controls, and makes leather seating optional.

Mercury's sole minivan grows from a unique family tree. Rather than sharing a mechanical platform with the Ford Windstar, as you might expect, Villager is based on the Nissan Quest. In exchange for the Nissan-based platform and drivetrain, Ford provided a factory in northeast Ohio to build both the Mercury Villager and the Nissan Quest. That deal, made in the early 90s, got Ford into the front-drive-minivan game a little sooner, and apparently has kept both parties satisfied ever since.

So Villager is powered by a Nissan 3.3-liter V6 that provides 170 horsepower and 200 pound-feet of torque. An electronically controlled four-speed automatic transmission takes care of the shifting.

Two sliding doors allow easy entry for rear-seat passengers, while a rear liftgate provides access to the cargo area. Power doors are not available. But the Villager Sport we drove did come with a full complement of amenities, including the optional six-disc CD changer and leather seats, for an as-tested price of $27,555.

Flexibility is the mantra of the minivan customer and Mercury is humming in harmony. With its wide range of seating positions, we're confident that Villager won't leave many owners wanting for usability.

From the driver's seat, Villager offers a sweeping view of the road ahead. The view out the back isn't bad, either. Villager's cabin is glassy and tall, giving a commanding view all around. The bucket seats in the first and second rows are shaped correctly for long-haul drives, and the doors have armrests at the proper height.

The second and third rows of seats are the Villager's prime asset. The second-row bucket seats tip forward for easy access to the third-row bench. They can also be removed for a large cargo area. The third-row bench can slide forward into one of six positions on a track that permits nearly five feet of movement front to rear. Sport and Estate models have an adjustable shelf in the cargo area behind the third seat. It locks into three vertical positions and holds 30 pounds.

The Mercury Mountaineer has been updated for 2006 and much of what's new is promising. The revised and redesigned frame and suspension of the 2006 models bode well for improved ride and handling. A new, more powerful V8 and an even newer, six-speed automatic boldly suggest quicker response and smoother cruising. A heavily reworked interior ought to mean advanced user-friendliness.

One element that hasn't changed much is the exterior styling. This could be good, too, as it ensures retained value in new Mountaineers as well as those already on the road. Though attractive, the styling is not terribly exciting, however, tending more toward country-club sleek than off-road robust. And after four years, what once looked fresh and new doesn't any more. Minor tweaks here and there let cognoscenti distinguish last year's from this year's but the differences will slip right by most folks on Main Street, U.S.A.

The Mercury Mountaineer is, of course, a higher-end, paternal twin of the Ford Explorer. This is both good and bad. Overall, the Explorer is a superb product, but some of what isn't executed so well in the Ford version is shared with the pricier Mercury.

The interior door handles, for example, are so awkwardly configured that they immediately come up in conversations about these vehicles, and Mercury has already announced plans to redesign them. It's not all bad news for the 2006 Mountaineer cabin, however. In fact, there is much to love here. The dash is trimmer, more elegant, and it communicates essential information cleanly. Multi-adjustable front seats make for comfortable commutes. Passengers consigned to the third-row seats enjoy more legroom than their counterparts in other, seven-passenger SUVs in the class.

As for the mechanicals, everything works fine. The V6 returns essentially unchanged, although earning an extra mile per gallon in city and highway driving in the all-wheel-drive configuration according to government (EPA) estimates. The new V8 loses a mile or two per gallon in the rear-wheel-drive Mountaineer, but gains a couple miles per gallon in the all-wheel-drive package. This suggests the AWD versions are even more compelling than last year's.

The 2006 Mercury Mountaineer comes in one body configuration, a four-door, mid-size sport utility, but with three interior layouts, a five-passenger, a six-passenger or a seven-passenger. Two powertrains are available: a 210-horsepower V6 and five-speed automatic transmission carried forward from 2005 and a 292-hp V8 new for 2006 with six-speed automatic also new for 2006. Buyers have a choice between rear-wheel drive and all-wheel drive ($2200). Three trim levels are available, Convenience, Luxury, and Premier.

The Convenience trim level ($29,150) comes with the V6 and is available only as a five-passenger. Standard features include air conditioning; leather-trimmed, Sport bucket seats with a 10-way, power driver seat (premium cloth with a six-way, power driver's seat is a no-cost option); leather-wrapped, tilt steering wheel; AM/FM/CD/MP3 stereo; cruise control; power windows, outside mirrors and keyless remote central locking; Class II towing package; P245/65R17, all-terrain, BSW tires on machined aluminum wheels; auto on/off headlights; and rear cargo management system. Options include the third-row, 50/50 split bench seat ($845); auxiliary climate control for the second-row seats ($650); adjustable pedals ($120); power moonroof ($850); roof rail crossbars ($60); fixed, color-keyed running boards ($465); Class III towing package ($150); Sirius Satellite Radio ($195); a higher-numerical 3.73:1 rear-axle ratio ($50); and special, cashmere, tri-coat body paint ($275).

In every measure, be it by the tape or visually, the distinctions between the 2006 Mountaineer and 2005 Mountaineer are modest. So if you buy a 2006, don't count on your neighbors rushing over to check out the newest on the block.

For 2006, the trademark waterfall grille returns, only sans the thin border, with free-standing, vertical bars and a robust Mercury emblem front and center. Headlights are unchanged, an offbeat mix of curving lines and sharp angles. The front bumper holds rectangular fog lamps, a sectioned lower air intake and, new for 2006, a satin-finish, aluminum cross bar running the width of the grille. Fenders wear the same, edgy, machined-metal look.

Side view changes only in dimensions, with the wheelbase (the distance between the front and rear wheels) shrinking by 0.1 inch from the '05, and overall length (measured bumper to bumper) growing more than two inches. Cladding covers the lower door panels. A wide C-pillar separates the rear side doors from the rear quarter windows. Mercury redesigned the side mirrors for better aerodynamics. The optional powered running board tucks away beneath the rocker panel, extending only when the doors are open. The tires don't change in diameter but the sidewalls are shorter and the diameter of the wheels is larger: The standard 17-inch and optional 18-inch wheels replace the '05's 16-inch and 17-inch wheels respectively.

While the 2006 Mountaineer's exterior may be deja vu, the interior is anything but, right down to the deletion of the embroidered Mercury crest in the top-most element of the leather-trimmed seatbacks. And although some of the changes are for the better, a couple are so counter-intuitive that the carmaker has already announced plans to redo them.

Instruments have been pared down to the essentials (gone are oil pressure and voltage readouts, leaving speedometer, tachometer, fuel and coolant) and re-organized within a recessed pod surrounded by a satin-finish, metallic ring. It's a less-busy arrangement, but given the Mountaineer's workhorse capabilities, as evidenced by the V8 AWD's three-ton tow rating, we miss the omitted gauges. The dash is cleaner, though, with attractive, low-key, metallic accents.

The stereo and climate controls in the center stack have been updated to accommodate the screen for the optional navigation system, yielding larger, more finger-friendly buttons. The results here are mixed. The stereo and navigation system operate on separate power supplies, so you can have a map displayed without having the stereo on. That's not true of all navigation systems, including those from Mercedes. But sadly, the stereo's tuning function remains buried beneath a sequential rocker switch, forcing you to wait while it scrolls up or down through the frequency band to find any station other than one of the presets. The navigation system screen could be larger, but the information it provided was adequate and accuracy was above average.

The 2006 Mercury Milan is a new midsize sedan, and it's the best car Mercury has had for many years. Designed to compete with the Toyota Camry and other midsize family cars, the Milan is based on the superb Mazda 6 platform. It's smaller than the Montego and will be Mercury's entry-level car from now on. It shares much in common with the new Ford Fusion.

This Mercury has that just right look about it, and it's about time. It's one of the most stylish, contemporary Mercury sedans since the first one showed up in 1939. Perhaps it's not as adventurous in design as the 1957 Turnpike Cruiser with its cantilevered roof and power rear window.

But the new Milan is able to swallow and nestle at least four normal Americans inside, with more room here and there on the spec sheet than some very expensive cars. The interior is inviting and comfortable, the materials are very good, it's easy to use, and the detailing is better than average. We liked the contrast stitching in the seats. Fold-down rear seats add an extra measure of space and utility.

The Milan is available with four-cylinder and V6 engines. The V6 gets an EPA-rated 29 mpg on the highway and comes with a six-speed automatic transmission, a rarity in this class, that gives both better acceleration and better fuel economy than a five-speed automatic.

The 2006 Mercury Milan comes in two versions, a basic four-cylinder package and a loaded V6 Premier model. Options packages, however, make it possible to have almost any combination you want. For instance, you can order a four-cylinder automatic Premier.

The base Milan ($18,995) comes with a 2.3-liter four-cylinder engine and a choice of five-speed manual or five-speed automatic transmission. Standard features include air conditioning, a premium audio system with AM/FM/CD/MP3 player, an analog clock, an overhead console with sunglasses holder, a covered flip-up storage bin on top of the dash, six-way power driver's seat with manual lumbar, 16-inch wheels, speed control, tilt and telescoping steering wheel with secondary controls, and remote keyless entry.

An optional Safety and Security package offers side-impact air bags (for torso protection), side curtain airbags (for head protection), anti-lock brakes (ABS), and a perimeter anti-theft system. Other options include a power moonroof and an AM/FM/CD6/MP3 Audiophile system with eight speakers.

The Mercury Milan looks as crisp and new as a $100 bill. It looks like it belongs to a completely different family of cars than the Ford Fusion, thanks to major changes to the roof, side glass, headlamps, grille and taillamps. The doors are the only shared body panels between the Milan, Fusion, Mazda 6, and the upcoming Lincoln Zephyr.

The traditional Mercury waterfall grille, as opposed to the Ford Fusion three-bar grille, is surrounded by a much more conventional-looking combination headlamp units (versus the Ford version's trapezoidal headlamps).

On our silver Premier, the interior was black leather with contrasting white stitching on the seats and steering wheel, with black and white switchgear, black and white instrumentation with chrome rings, and lots of satin-finish metal panels to set off the black and white. Very tasty. And if you don't like the satin and patterned aluminum trim, there's a Wales Mahogany interior trim option at no charge.

The deeply bucketed front seats were especially cozy, more of an in seat than an on seat. The rear seat folds down in 60/40 fashion, enabled by an easy-pull latch on each side, to eliminate leaning over the decklid opening and fumbling for seatback latches. With the seat down, you get the 15.8 cubic feet in the trunk plus another 46 cubic feet of cargo space behind the front seats, making it into a once-in-a-while station wagon.

The interior is roomy enough for a 6-foot, 4-inch passenger to sit behind a 6-foot, 4-inch driver, with real headroom. The rear door panels are scooped out for more elbow room. The rear armrest packs two cupholders, for a total of six.

The Mercury Grand Marquis has been re-engineered for 2003. The new model comes with a brand-new frame, a new suspension, new steering, a new interior, and new exterior styling. And those are just the highlights.

The Grand Marquis offers almost all the comfort and convenience of the Lincoln Town Car, and it's priced lower than many luxury mid-size cars. That's a big part of the reason why Mercury has sold 2.7 million Grand Marquis since 1975 when the car was first introduced as a premium American sedan.

If performance is your game, step over to the Marauder, a 300-horsepower version with a floor-mounted shifter, extra gauges, sport-tuned suspension and 18-inch high-performance tires.

As a result of a stiff new structure, the 2003 Grand Marquis rides more quietly and offers sharper handling. It's a much better car than last year's model, more poised. The Grand Marquis frame is brand new for 2003, the third frame design since 1990, and the first with hydroformed front and rear extensions and new crossmembers. Also new for 2003: speed-sensitive variable power-assisted rack-and-pinion steering; a redesigned independent short- and long-arm front suspension, optional dual side air bags, new headlamps, side markers, grille, front fascia and decklid applique, new seat styles and materials, new instrument panel woodgrains, new wheels on all models, and a new overhead console design. For 2003, Grand Marquis has standard antilock brakes and traction control; fold-away, power-adjustable and heated outside mirrors, and a storage pouch in the driver's seat. A dual-media radio with AM/FM cassette and single CD player is now available on all models. A trunk cargo organizer is optional on all models as well.

The 2003 Grand Marquis comes in three trim levels: GS, LS, and the new LSE.

GS ($24,070) has a 220-horsepower, 4.6-liter V8 engine, automatic transmission, seating for six and all of the normal and standard comfort features. The GS Convenience version ($24,020) adds power adjustable pedals for the driver and remote keyless entry.

LS Premium ($27,800) adds automatic climate control, HomeLink garage door opener, rear reading lights, automatic-dimming mirrors, body side moldings, dual front seats with 8-way power for the driver and a leather-wrapped steering wheel. LS Ultimate ($28,980) comes with a rear air suspension, electronic instrumentation, an upgraded audio system, and controls for speed, audio, and climate on the steering wheel.

Mercury's Grand Marquis a big, roomy sedan with big doors. It boasts a curb weight of more than 3900 pounds. Riding on a 114-inch wheelbase, it stretches to an overall length of 212 inches.

Buyers concerned about safety will appreciate the heft, as bigger cars tend to be safer in collisions than smaller cars. The size of the Grand Marquis, as well as the new frame design that is part of the 2003 model year overhaul, helped it earn a five-star rating in government front and rear crash tests.

The Grand Marquis was restyled recently, with a new and more vertical grille, new complex-reflector headlamps and new tail lamps.

Sit in the Grand Marquis and you'll be treated to huge, thick seats that are as comfortable as an old pair of shoes. Fit and finish inside the car are superb, and the choice of materials is excellent. All controls and instruments are arrayed in a logical, intuitive, and spacious manner; nothing seems out of place.

The Grand Marquis retains that big-car feel many of us grew up with. The interior is spacious, with plenty of room for long legs, broad shoulders and gangly arms, and it will comfortably seat six adults. The Grand Marquis provides more headroom than a Buick LeSabre does.

Despite the car's size, there's enough fore-aft seat adjustment to accommodate the petite. This is true even without the adjustable pedals. With the optional power-adjustable pedals, smaller drivers can find an even greater range of comfort.

Like many bench seats, the units in the Grand Marquis are made for cruising cross country, and won't hold you in place in sharp corners. One minor annoyance: The hump running down the center of the floor for the driveshaft reduces foot space for anyone sitting in the center. It is the single largest drawback in the Grand Marquis' rear-drive design.

The Mercury Sable provides a pleasant blend of family-car safety and mid-market value. It combines the virtues of high quality, five-star crash protection and comfortable accommodations (and those accommodations are even quieter for the 2003 model year), and adds in a healthy helping of driving fun. Especially when equipped with the optional Duratec V6, the mid-size Mercury is blessed with the kind of performance and agility expected in expensive front-drive sports sedans.

The Sable wagon is every bit as fun to drive as the sedan, and adds capacity for kids and cargo.

For 2003, the Sable sedan and wagon come in GS and LS versions.

The GS sedan starts at $20,120, or $21,180 in its GS Plus variation. The LS Premium sedan is $22,495.

The GS wagon is priced at $21,530, the GS Plus Wagon at $22,420 and the LS Premium Wagon at $23,660.

All Sables have remote-controlled exterior mirrors, carpeting, cupholders in a center console, AM/FM audio, tilt steering column, air conditioning, power door locks with child safety locks on rear doors, remote keyless entry, anti-theft systems, cruise control, speed-sensitive rack-and-pinion steering, 16-inch tires, two-speed variable intermittent windshield wipers and power windows.

The GS sedans have rear drum brakes while all other Sables have four-wheel disc brakes. All Sables have four-speed automatic transmissions.

GS sedans and wagons are powered by the 3.0-liter Vulcan V6, a capable, old cast-iron, overhead-valve workhorse rated 155 horsepower. The GS Plus Sedan adds an auto-dimming interior rearview mirror with compass, single-CD player, 60/40 split folding rear seatback, illuminated vanity mirrors on the sun visors, adjustable brake and gas pedals and six-way power driver's seat with manual lumbar adjustment.

Looks are subjective, but we like what we see in the Mercury Sable. This latest Sable is not as daringly innovative as the groundbreaking design that introduced the nameplate back in 1986, but it's better looking. Nowadays, the Mercury Sable and Ford Taurus, seem to have slowly swapped places, so that the Sable is now the conservative older sister and the Taurus the adventurous sprite. But the old girl is still pretty easy on the eyes, if now in a buttoned-down, business-suit sort of way.

Like the very best automotive designs, Sable comfortably blends beauty and function. Its total passenger space, at 102.5 cubic feet, is only 6 percent short of the interior space of the full-size Mercury Grand Marquis. Subjectively, the Sable's interior feels huge, even for a mid-size car. The sedan offers a generous cargo space of 16 cubic feet. The station wagon has 38.8 cubic feet of space with the rear seat up and a cavernous 81.3 cubic feet with the seats down.

The Mercury Sable cabin has been refined for 2003. The control for the adjustable pedals has been moved to the revised instrument panel for easier use. Interior materials have been upgraded. Cupholders have been revised. And the interior is quieter, thanks to new insulation in the floor pan and wind-blocking seals on the doors, windows and sideview mirrors. Expanding foam fills the windshield support pillars to reduce noise further.

The refined interior space is furnished with controls and instruments that are admirably straightforward and user-friendly. For 2003, the interior also gets new color schemes and seating fabrics. A new process for applying wood grain trim enhances its appearance.

Power-adjustable pedals provide up to thee inches of movement, which enhances safety by allowing shorter drivers to find a comfortable seating position without sitting dangerously close to the airbag.

The Mercury Monterey is essentially a Ford Freestar with a higher level of equipment and some Mercury styling cues. The Monterey offers luxury touches such as a dual climate control system, wood-and-leather steering wheel with built-in cruise and audio controls, and power adjustable pedals.

Safety is its strong suit, with both active handling safeguards and comprehensive passive passenger protection. Its third-row seat folds flat into the floor, offering lots of cargo space for a family of four, and it can carry up to seven.

On the road, the Monterey is smooth and quiet with responsive steering and handling. Parking is made easier by its front and rear park-assist system. The Monterey comes with a big 4.2-liter V6 that packs a lot of torque, giving it good performance. It's rated to pull trailers of up to 3,500 pounds when equipped with the optional Class II towing package.

The Monterey stands out with its three-row Safety Canopy airbag system designed to offer head protection for passengers in all three rows, an occupant-sensing front-passenger airbag, and four-wheel anti-lock disc brakes. The optional AdvanceTrac stability control with traction control and panic Brake Assist can help the driver maintain control. Also available are a tire-pressure monitoring system and self-sealing tires. With a reinforced structure to absorb offset frontal impacts, Monterey earned the highest possible score (five stars) in government frontal crash tests. The Monterey comes recommended by the insurance industry for its offset-frontal crash performance.

The 2006 Mercury Monterey comes in only one trim level, the well-equipped Luxury edition, previously the designation for the mid-level version of the Monterey. The manufacturer's suggested retail price for the 2006 Monterey Luxury ($28,930) is reduced from the 2005 price.

It comes with front-wheel drive, the 4.2-liter V6 engine, a four-speed automatic transmission, and anti-lock brakes (ABS).

Interior equipment includes first- and second-row captain's chair seats, and a cloth-trimmed third-row seat that folds flat into the floor or tilts back to form a convenient tail-gate spectator seat. Cloth upholstery is standard. Also standard: dual-zone air conditioning, tilt leather and wood-trimmed steering wheel with cruise and audio controls, a six-way adjustable driver's seat with lumbar adjustment, power-adjustable pedals with memory, power sliding doors, third-row reading lamps and roof rails. Securilock anti-theft system, overhead and front floor consoles with storage, and a park assist system that works going forward as well as in reverse are also standard.

The Mercury Monterey is a traditionally styled minivan that blends in with the scenery. Most of its bodywork is shared with the Ford Freestar. The vertically textured waterfall grille and more restrained headlamps distinguish the Mercury and suggest a family resemblance to the bolder Mountaineer sport-utility.

Satin-aluminum accents and a monochromatic color scheme hint at the Monterey's upscale ambitions. The optional liftgate spoiler adds a sporty note.

One unusual design feature is the way the front side windows lower below the inside portion of the door trim. When the window is fully down, the inner door panel sticks up above at a comfortable armrest height.

Turn-signal repeaters in the outside mirrors are a nice feature, helping to warn other motorists of your intentions, which can be particularly helpful when someone is in your blind spot. An interesting safety feature we noticed was that whenever one of the sliding side doors is open the mirror signal on that side blinks. It's a clever idea, and could help alert passing motorists that people are getting in or out of your Monterey.

The Mercury Monterey features the same interior as the Ford Freestar, but with more upscale materials. The focal point of the interior is a watch-like clock in the middle of the center dash. Both wood and bright-metal accents add richness.

Heating and air conditioning controls offer three zones of control (driver, front passenger, and rear) to tailor the temperature for your individual passengers. The rear A/C works well and can be a critical feature for kids and pets on hot days. The audio controls work fine, but don't exude quality. No navigation system is available.

Given Monterey's luxury aspirations, its seats could be more comfortable. The front seats are like bar stools, with narrow bottoms that lack side support. However, they do offer the option of cooling and heating, a nice feature on hot summer afternoons and cold winter mornings.

The Monterey seats seven: two in front, two in the second row, three in the third row. Like the front seats, the second-row captain's chairs are narrow and lack support, but there's plenty of room for two adults. The third-row bench seat works for pipsqueaks, but its short seat height makes it cramped for teenagers. Getting to the third row is relatively easy. The second-row seatbacks can be folded with one hand, which makes life easier when loading stuff in back. And the seat bottoms can be tumbled forward for crawling into the third row.

The Mercury Mariner, based on the Ford Escape, debuted as a 2005 model and was hailed for its responsive handling, smooth road manners and available V6 engine. For 2006, the Mariner continues relatively unchanged except for a new exterior color, interior color, several equipment additions and, the big news, a Mariner Hybrid model for buyers interested in an SUV with better fuel economy and reduced emissions.

Mariner comes standard with front-wheel drive (2WD) and a four-cylinder engine mated to a four-speed automatic transmission. It's easily and affordably upgraded with all-wheel drive (4WD) for stable traction in the snow and a powerful V6 for more responsive performance. The 2006 Mariner Hybrid, with the same gasoline/electric powertrain that was first offered in the 2005 Ford Escape Hybrid, comes only with all-wheel-drive and a Continuously Variable Transmission (CVT).

The 2006 Mercury Mariner continues unchanged on the outside, its slick and clean design accented by Mercury's avant-garde styling cues. Inside is a pleasant and calming cabin with room enough for the kind of stuff people who are moving up from the Milan sedan or retreating from the more truck-like Mountaineer need to haul around.

As part of a carefully scripted, and enormously expensive, re-birth and rejuvenation of the Mercury brand, the Mariner is intended to offer a step up in status over the Ford Escape.

Compact sport utility vehicles are popular because they're smaller and easier to park than midsize SUVs like the Ford Explorer. They're also lighter and have more fuel-efficient engines and, of course, they're less expensive. Yet they offer cargo space with fold-down back seats and a commanding view of the road that comes with a higher seating position.

The Mercury Mariner is a good example. It's a nice package. The size and basics are right. Fuel economy is respectable with the four-cylinder and six-cylinder engines and downright impressive with the Mariner Hybrid. Plus, it's affordable even when fully optioned.

The Mercury Mariner is available with a choice of four-cylinder, V6, and gas/electric hybrid powertrains. All models come with a four-speed automatic transmission except for the Hy