Ford Escape XLT

Like the Atlanta Braves in baseball, Ford's bountiful roster of trucks and SUVs has no shortage of all-star players. During the heat of this season's pennant race, the Blue Oval team will add to its already expansive lineup of sport/utility vehicles with an affordably priced, not-so-mini-ute called the Escape. After some quick drives in prototypes, we can say this svelte rookie will be a productive addition to Ford SUV roster.

Like its prime opposition, the Honda CR-V and Toyota RAV4, and unlike traditional truck-based SUVs, the Escape features a unibody chassis, carlike four-wheel-independent suspension, and a front-drive (or front-drive-based) drivetrain. Unlike the cute-utes-but more like larger SUVs including its big brother the Explorer-the Escape offers a potent V-6.

Ford allowed us to test a trio of early production prototype Escapes. Our conclusion: The Escape is roomy, solid-feeling, nimble, and, when powered by the optional 200-horsepower V-6, lively. However, it's not exactly plush riding, or carlike quiet, nor is it a serious off-roader, as we proved by getting seriously stuck in a shallow stream during a photo shoot.

Compared to the popular CR-V, the Escape is just over an inch wider and taller, while the CR-V is about 5 inches longer. (Compared to the sales-leading Explorer, the Escape is about 15 inches shorter but almost as wide.) The Escape is about 500 pounds heavier than the Honda, which offsets much of the power advantage of its V-6. Interior dimensions show the Escape has the advantage in front and rear shoulder room and front legroom, with the CR-V enjoying the advantage in front and rear headroom, as well as rear leg- and hiproom. Front hiproom was a tie.

For many, the most appealing feature of the Escape will be its low $18,160 starting price. But that's for a front-drive four-cylinder version with a manual transmission. An uplevel 4WD XLT, like our tester, begins at $20,820 and then goes ballistic with options like leather seats ($870), six-disc CD changer ($585), moonroof ($585), and the 200-horse V-6 ($1480). Our tester, had it been destined for a showroom, would have stickered at a whopping $25,750, well beyond the CR-V's top price.

The Escape is built in Missouri on an all-new Mazda-engineered platform ("It's not based on a 626," says Ford), which it shares with the Mazda Tribute and a for-Europe version called the Ford Maverick. (Apparently the baggage of that vintage model name wasn't sent overseas.) Compared to the Escape, the Tribute is tuned to feel more sporty with stiffer shocks, quicker steering, and more aggressive transmission shift programming.

Suspension is MacPherson struts up front and, in back, double lateral links and semi-trailing arms. The Escape's test-track handling numbers-0.74 g on the skidpad, 59.0 mph in the slalom, and 125 feet 60-0-mph stopping distance-were almost identical to a '99 CR-V EX. Ground clearance is rated at 7.8 inches, not as generous as the CR-V, and the rear suspension arms are ready to snag the surface if the tires sink in soft material-as we discovered in the streambed. Approach and departure angles, which indicate the size of mounds it can climb (or, in our case, jump) without dragging spoilers or trailer hitches, are 28.5 and 22 degrees, respectively. Neither is as generous as its competitors. (And, yes, we did root up some dirt with the under-bumper spoiler and front engine mount while leaping a dirt mogul for the photographer, although the landing after the 50-mph pavement jump was very smooth. Kids: Do not try this at home.) To the plus, both off-road and parking lot maneuvering are aided by an impressively tight turning radius.