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Ford Escape shows rugged wagon styling but rides like a car
Bob Plunkett
Date Posted: 5/10/2005
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MONTE RIO, Calif. -- A series of soppy mud holes marked a wet trace threaded through towering California redwoods in misty hills near Monte Rio, where the Russian River reaches the Pacific Ocean about an hour north from San Francisco.
Passage through all of this slippery goo turned into an easy task for a new kind of sport-utility wagon from Ford Motor Company. Labeled as the Escape, one V6 version packs an intelligent traction system that distributes engine power between front and rear wheels selectively as changing conditions of road or trail may warrant.
The intent of this sophisticated mechanism is to maintain firm tire grip no matter what happens on pavement or dirt -- wet or dry, this Escape roots to the road.
On dry pavement, all of the engine power goes to the front wheels that also steer. Having the front wheels both turn and steer -- when combined with a stiff unitized structure and lively suspension -- makes the Escape uncommonly agile, but that's the big idea behind this different design for a sport-utility.
That difference traces to the vehicle's structure.
The typical sport-ute rides on a truck chassis with its body stacked on a flat platform. Because chassis and body are two separate parts, the joined structure is inherently weak and therefore twists and bends when set in motion, no matter how tight the welded joints. Such a design guarantees sloppy handling traits -- and a truck's rough ride quality.
Yet Escape foregoes the usual body-on-frame structure in favor of a monocoque platform that unites chassis and body in a cohesive unit that's extremely rigid in motion.
A generous wheelbase length and broad wheel track set up a long and wide foundation for stability when turning. And, unlike some wagons with a solid rear truck axle and crude leaf springs, Escape carries out-of-the-ordinary independent suspension components -- with front struts and a multi-link design in back -- that deliver rather car-like smooth ride sensations.
In effect, Escape manages to combine the optimum aspects of a car and a truck. The easy-to-handle driving traits and low seat position for easy entry mimic a conventional four-door sedan, but the rugged exterior styling and five-door boxy conformation work like a wagon, while optional all-wheel-drive delivers traction on paved roads as well as dirt trails.
Ford has big plans for this new vehicle, the sixth sport-utility in the Ford fleet but its first global wagon. Various versions under several brands and three nameplates using modular engines will be produced in multiple countries to supply buyers on five continents.
All Escapes for the United States -- as many as 150,000 per year -- will come together at a Ford factory in Claycomo, Mo., a suburb of Kansas City, with either a four-cylinder or V6 powertrain aboard.
Marketing prognosticators at Ford predict that most of the Escapes for America will be powered by the larger of the two engines.
It's a hearty 3.0-liter V6 outfitted with dual overhead cams and connected to an electronically-controlled four-speed automatic transaxle.
This plant, Ford's Duratec V6 that also propels the Taurus sedan, generates 200 hp at 6000 rpm and a torque rating of 200 lb-ft at 4750 rpm. Such forceful numbers create a significant power advantage for the Escape XLT edition over same-size sport-utility rivals.
The entry edition Escape XLS stocks an economical alternate engine with Ford's twin-cam 2.0-liter four-cylinder Zetec that runs to 130 hp at 5400 rpm with a manual five-speed gearbox.
The Duratec V6 with automatic shifter is also available on the XLS, and the all-wheel-drive system requires it.
With the V6 aboard, safety options increase, like anti-lock brakes with electronic brake force distribution and side-impact air bags for the front seats.
Escape's strong unibody structure serves as the first line of defense for passengers, surrounded by a safety cage rigged with force-deflecting energy management zones fore and aft plus reinforced side panels and doors. Front riders have dual two-stage frontal air bags plus seatbelts with load-limiting retractors and buckle pretensioners, while in the rear there are seat and ceiling anchors to tether a child's safety seat.
The nimble driving attitude of Escape translates into an important active safety feature because the wagon when directed by an alert driver can move quickly through evasive maneuvers to avoid hazards on the road.
Despite its uncommon agility and car-like driving characteristics, Escape still wears the styling marks of a rugged sport-utility wagon.
The package, with wheels pushed to corners of the rectangular plan and curt space left for front and rear overhangs, looks aggressive with a strong chin and rippled sides that flare over wheelwells.
Base of the body becomes a thick and dark element consisting of front and back bumpers, side cladding and the wheel moldings. Prow and windshield rake rearward in a flush aerodynamic sweep, with sides showing strong shoulders and tall windows bowed to the rolled roof. The tail also bows through the wide liftgate inset with a flip-up window.
The broad and long superstructure carves out a passenger compartment with best-in-class spaciousness and multiple on-board amenities for comfort.
A pair of bucket seats mount up front on either side of a floor console, the bench on the second row provides spaces for three with a backrest that folds down to enlarge the cargo area, and that back bay with rear gate access has more useful space because a spare tire tucks beneath the floor.
Special interest gear designed to work in Escape's cargo bay is available through Ford dealers. Equipment includes an interior rack that cradles two mountain bikes and a barrier wall that clips into cargo hooks and fits against the rear seatback to corral an on-board pet.
Designers managed to drop the cabin floor for Escape but still maintain a reasonable chassis height for ground clearance. As a result, you don't have to hike up to climb aboard, but simply slip in sideways like you would enter a sedan.
The list of standard equipment looks good, beginning on Escape XLS with air conditioning and power controls for windows and door locks and mirrors, white-faced analog instruments, a tilting steering column, remote keyless entry and stereo audio with in-dash CD player. The Escape XLT adds anti-lock brakes and aluminum wheels, foglamps, a perimeter alarm, height adjustment for front seats and a split to the rear seatback, plus options for leather and power seats,
Escape also pulls down an attractive pricing system that begins around $18,000 but caps below $26,000.
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| Vehicle Specifications: |
| 2001 FORD ESCAPE Specs |
| Description: |
Compact sport-utility wagon
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| Model Options: |
Compact sport-utility wagon
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| Wheelbase: |
103.1 inches
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| Overall Length: |
173.0 inches
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| Engine Size: |
DOHC 2.0-L I4
DOHC 3.0-L V6
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| Transmission: |
I4: Manual/5
V6: Auto/4
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| Drive: |
Front 2WD, 4WD
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| Braking: |
Power disc/drum/
opt. EBD/ABS
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| Airbags: |
2 (front) + opt. 2 (side)
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| Gas Mileage: |
I4 M/5: 23/28 mpg
V6 A/4: 20/24 mpg
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| Price: |
$ 18,160 to $ 26,000 |
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