Detroit Report

First Drive: '97 Mercury MountaineerWhile the Explorer made big bucks for Ford by racking up nearly 400,000 sales last year, the statistic that finally convinced the automaker to rebadge its popular sport/utility as a Mercury is this: In '94, more than 35,000 Mercury owners left the marque in search of a sport/utility vehicle. Company reps say the figure was even higher for '95. Thus, the Mercury Mountaineer's main job is to stop that tide of SUV shoppers from being wooed elsewhere.

Fortunately, Lincoln-Mercury dealers will have a vehicle that's up to the task. The Mountaineer is essentially an Explorer V-8 with minor trim changes and is available with either two-wheel or full-time all-wheel drive. Separating the Mercury from its Ford cousin is a new grille, bodyside molding, roof rack, wheel inserts, rear bumper reflectors, seat trim, two-tone paint, and, of course, badging.

We've always been impressed with the Explorer's interior accommodations, and the Mountaineer retains all that goodness, replete with a long list of comfort and convenience features, including an optional six-disc CD changer that's handily located in the center console. Dual airbags and ABS are standard; child seats are optional.

Under the hood is Ford's venerable 5.0-liter OHV V-8, pumping out 210 horsepower and a hearty 275 pound-feet of torque. This is mated to a four-speed automatic transmission and, on the AWD version, a Borg-Warner viscous-coupled all-wheel-drive system (with no transfer case or low-range). In Explorer guise, we've clocked this combo from zero to 60 mph in 8.9 seconds. Plus, with an optional towing package, the Mountaineer can haul up to 6500 pounds. The AWD system is lighter, less expensive, and stronger than the Explorer's regular Control Trac two-range, part-time four-wheel-drive system, which isn't up to handling the extra torque of the V-8.

During a test drive through the Rocky Mountains around Aspen, Colorado, the Mountaineer proved quite proficient at handling the types of light-duty off-pavement excursions-including ample snow and gravel roads-that most SUV buyers rarely will encounter. Pricing hasn't been finalized, but is expected to range between $28,000 and $34,000-comparable to a similarly equipped Explorer.-Rik Paul

Resolving The Corvette ControversyWill the new Corvette be a '97 or '98 model? It depends on whom you ask. Chevrolet insiders tell us the current plan is to build about 300 saleable units at the Bowling Green, Kentucky, assembly plant before the end of this year. That would legally make the Vette a '97 model. But even if the production ramp-up goes smoothly, a healthy number of cars won't fill the pipeline until late spring of 1997. So, practically speaking, it will be a '98.

The rough idea already relayed to Chevrolet dealers is that the company would build and then "contain" several hundred vehicles as a production test. The cars, available only in red, would be assembled "between start of production in October and start of vehicle shipments in mid-December 1996." They would be scrutinized to make certain they are of the highest-quality fit and finish and then would be held to facilitate a special "Corvette announcement activity designed to build public anticipation and maximize media coverage during the launch."

Only "select" dealers will get cars ahead of the as-yet-undetermined announcement date. To qualify for a single vehicle, these preferred purveyors must hit specific Corvette sales targets, to help clear inventory of remaining '96s.

The second controversy surrounding the new Corvette regards its engineering. David Hill, GM vehicle line executive for performance cars, has been asked to use more hardware from existing GM platforms. That directive, however, comes with the caveat to do so without degrading the car's performance.