Escort's size and price also put it up against such revamped competitors as the
Honda Civic, Toyota Corolla and Saturn. You can also buy a loaded Neon or a larger,
less-equipped Chevrolet Cavalier for about the same price.
Those who buy by the yard will find the new Escort less competitive than its
predecessor. While front passengers get slightly more head and legroom, those in back
get less. New side-impact beams also trim hip and shoulder room and overall space. The
Escort now has 3 cu. ft. less than a Neon, 4 cu. ft. less than a Saturn and 8 cu. ft.
less than a Cavalier.
Then again, those who put a premium on the seats, switches and controls inside
that space will find this newest Escort very competitive indeed.
We'll start with the oval Integrated Control Panel that houses the radio and
climate controls. A virtual knockoff of the innovative panel in the Taurus and Sable,
it puts large, easy-to-find knobs and tuning tabs above three climate dials sized like
big poker chips. It's also a first on a car in this price range.
Another first on the LX is a budget-priced keyless remote entry system that works
the driver's door only. Our LX test car had it, along with door-mounted power window
tabs you can find by feel--no hunting around in the dark.
Other refinements include angled turn-signal and windshield wiper stalks that
literally fall to hand and--finally--adjustable-height harnesses instead of motorized
mice, an irritating holdover from the pre-airbag days. Ford also took the play out of
the gas and brake pedals so that both feel smooth and progressive.
You'll also find Escort's front buckets more comfortable on long hauls and more
supportive on short, twisty ones. While fidgety kids and inlaws get a bit more rear
seat shoulder room in a Corolla, Neon or Saturn--and lots more in a Cavalier--they'll
welcome the new car's less-upright seating position. A one-piece folding seatback on
base Escorts and a 60/40 version on the LX are also included, to expand cargo volume
for longer stuff like skis and snowboards.
All of these refinements are small by themselves. Together, they're a major part
of the balance Ford sought. Aside from a smidge less room, our only interior gripes
are a horn that works only in the center of the airbag and a jumbo-sized speedometer
that robs space from the ancillary gauges and optional tach.
A fast run through the narrow roads that snake around Arizona's Goldfield
Mountains also revealed Escort's careful balance between comfort for older buyers and
performance for the Generation Xers Ford also hopes to capture. Both should be
pleased.
By stiffening the Escort's structure, Ford was able to increase wheel travel for a
softer ride. Our silver LX soaked up everything from mild washboard to mini-boulders
without the pitch and jounce typical in this class. It also handled hairpin curves
without the usual leaning and squealing, thanks to stiffer stabilizer bars, larger
185/65SR-14 tires and revised locating links that balance the car by allowing the rear
wheels to steer into turns.
Stiffer front caliper mounts and larger rear drum brakes bring the new Escort to a
faster, more controlled halt. Added power assist and firmer on-center feel also make
steering both easier and more precise. Unlike nearly all their competitors, even base
Escorts and Tracers get power steering. They also get a precise 5-speed transmission
and a smoother optional automatic with four speeds instead of the three on Neons and
Corollas.
Ford also balanced the new Escort's higher horsepower with another 17-lb.-ft. of
torque. The secret is a split intake manifold that includes four small separate ports
that route fuel and air into the cylinders faster at lower revs. Crankshaft
counterweights help balance out vibration as well.
While enthusiasts may prefer the faster-revving 16-valve engines offered in
Escort's competitors, the 8-valve Ford pulls powerfully and smoothly. This, too, is a
big improvement over the previous standard engine, which had to work hard to keep up
with traffic, especially in automatic editions.
Fuel economy estimates hadn't been finalized at press time, but we expct them to
be at least as good as the previous Escort, which was rated at 26 mpg city, 31 highway
by the EPA.
Stiffer structure augmented by one-piece body-side stampings and layers of sound
deadening also mean you'll hear less engine noise and less of everything else from
inside.
Complaints: Despite new grade logic programming for the automatic transmission, it still hunts a bit in hilly country. On some surfaces, a little tire whir also sneaks
through to the cabin. But we think the Escort's responsive shifts and friendly road
manners are worth it.