2001 Mazda Tribute

You say you'd like an SUV but don't want a tall vehicle that rides like a truck? Mazda's new Tribute might just be what you're looking for. This compact-size crossover vehicle, although aimed squarely at the economically minded SUV buyer, offers exceptional levels of design, functionality, and dynamics generally found only on sport/utes costing thousands more. Mazda was responsible for basic engineering work on the Tribute platform, a front- or all-wheel-drive package that also will be shared with parent company Ford's new Escape, another SUV designed to drive like a car.

Along with manufacturing expertise, Ford contributed motivating force to the joint effort. The base Tribute DX uses a 2.0-liter/130-horsepower DOHC four, while the DX-V6, LS, and top-line autoshifted ES model we drove was fitted with the optional 3.0-liter/200-horse DOHC Duratec V-6. This engine alone puts the Tribute at a distinct advantage among its projected competitors: Honda CR-V, Toyota RAV4 (no V-6 offered), and Nissan Xterra (170-horsepower V-6). We'll go out on a limb and suggest that it'll even compare favorably to the larger-displacement six-cylinder versions of the Chevy Blazer, Ford Explorer, and Jeep Cherokee.

On road, the Tribute displayed excellent overall manners. Remarkably surefooted, quiet, and capable, it exhibited virtually none of the slushy body roll found in many luxury SUVs, yet didn't punish its occupants with the kind of jouncey, harsh ride of some dedicated off-roaders. That competence carried over when we did venture off-pavement, where the suspension tuning proved a great match for the Tribute's optional, on-demand/all-wheel-drive system. In place of a conventional viscous link, the Tribute's "Rotary Blade Coupling" uses a fan blade array to pressurize a silicone-like liquid that engages a mechanical clutch pack to send torque to its rear wheels. Under normal traction conditions, the Tribute is a de facto front driver; but when front wheelslip is detected, a max 50/50 torque split is achieved momentarily. For seriously slick situations, the system also features a button-activated lockup to ensure all-wheel drive all the time.

Employing its trademark "Optispace" principles, Mazda lavished great attention on the Tribute's overall packaging and interior treatment. Despite an overall length and wheelbase similar to Honda's CR-V, the Tribute feels roomier, is certainly more luxurious (leather is an option), and can even swallow more cargo (the rear seats fold easily and, on LS and ES models, offer individually reclining backs for greater comfort).

While it's distinct from its Escape cousin, we wish Mazda had taken a bit more risk with the Tribute's sheetmetal. Handsome, yes, but it could have been just a bit more adventurous in an otherwise "me-too" market.

Any close encounter with a preproduction vehicle always brings the manufacturer caveat that "it's not as good as what the final vehicle will be like." If Mazda can crank out production Tributes that are at least as good as the test mule we drove, we predict it'll have a major winner on its hands. Pricing has yet to be announced, but Mazda says that, too, will be at least as good as its competition, if not better.