1997 Mercury Mountaineer

Our fondness for the Mercury Mountaineer grew over time as the luxury-oriented sport/ute proved a trusted daily steed and capable weekend escape vehicle. Far from love at first sight, our admiration for the rebadged Ford Explorer increased over the year we spent with it.

We immediately appreciated its clean, conservative styling, above-the-crowd view of the road, torquey V-8, comfortable leather-clad seats, confidence-inspiring steering feel, and cargo-carrying versatility. However, the reason our affection required time to grow is that, after hopping into the Mountaineer from competitive vehicles, our assessments were less than glowing. Such back-to-back comparisons made evident its rougher ride, louder tire and wind noise, pitifully low cornering traction, gluttonous fuel usage, tight rear-seat room, less than pleasing ergonomics, and ineffective tires for off-road situations. And we swooned at its towering window sticker. Still, these gripes faded with time behind the wheel.

"This is a pretty good vehicle," summed up one editor after a long drive. "Not outstanding, but very competent. I've grown to have warm affection-but not love!-for this truck." Almost universally, the Mountaineer owners we surveyed reported far more positive feelings.

"I passionately love everything about my Mountaineer," said a 51-year-old businessman from Colorado. "It's the best vehicle I've ever owned."

The Mountaineer debuted in early '96 as a '97 model, designed to provide Lincoln-Mercury dealers with a ticket on the sport/utility vehicle gravy train. Cynics called the Mountaineer a Ford Explorer XLT V-8 with a Mercury grille and a few interior embellishments. They were correct: There were no functional differences between Mountaineer and Explorer. The Mercury came only with Ford's venerable 5.0-liter/210-horse OHV V-8 coupled to a four-speed automatic. Rear drive was standard, though the optional all-wheel drive was chosen for our tester.

This system features a 35/65 front/rear torque split under normal conditions, but when wheelspin on either end is sensed, its viscous center differential transfers power to the axle with the best traction. All '97 Mountaineers boasted a huge 6500-pound maximum towing rating. For '98, the Mountaineer got a light exterior freshening and a 4.0-liter/205-horse SOHC V-6 became the base powerplant.

Our long-termer began with a heady $29,240 base price, and rose from there in a near-ballistic trajectory. The "preferred equipment package," which included running boards, luggage rack, and an overhead storage console, raised the ante by a stout $2550. Other big-ticket options included power moonroof ($800), upscale JBL sound system ($830), leather seating surfaces ($655), and multi-disc CD changer ($370), totalling a whopping $35,360. A "special added discount" chopped the bottom line to $34,220. Even so, the Mountaineer is within the price range of more appealing choices like the Toyota 4Runner or Ford Expedition, as well as non-SUV alternatives like the Chrysler Town & Country minivan and Volvo V70 AWD XC, which more-than-ably fill the same luxury station wagon role as the Mountaineer.

Our survey respondents showed more restraint on the options checklist, paying an average of just over $30,000. This group was equally split between male and female, with an average age of just over 50. More than half reported household income of $80,000 with 25 percent saying they made more than $125,000.

Top reasons from our survey respondents for choosing a Mountaineer were its V-8 power and attractive styling. Also ranking high were its American nameplate, and the fact that they'd previously owned a Ford vehicle, with 22 percent having owned an Explorer. A large 97 percent said they'd recommend a Mountaineer, while 95 percent said they'd buy another Mountaineer.

"I've never been more satisfied with a vehicle; I have no complaints at all," said a 50-year-old administrative assistant from New York.