Sport-utility vehicles are not sports cars. In spite of that, California's twisting Highway 1 is an enjoyable drive in the Ford Escape. Handling response is relatively taut without that mushiness that characterizes SUVs with big off-road tires and long-travel suspensions. On muddy fire roads pocked with puddles and potholes, the Escape is a blast.
Steering is responsive. It feels direct and accurate without a big dead spot in the center. There's enough feeling in the steering to impart a sense of control. Though this is not a sports car, the tires provide respectable grip in paved corners.
When pushed beyond their limits, the front tires start slipping before the rear tires, just like most front-wheel-drive sedans. Called understeer, this means the Escape will describe a wider and wider arc through a corner as it is driven harder into a turn. So it's expected and predictable. Simply back slightly off the throttle and the vehicle tightens its line.
The Escape provides surprisingly good transient response in a series of left-right-left corners. This permits quick, yet smooth, driving. Two passengers never paused in an in-depth marketing discussion despite the fact that we were escaping at a brisk pace down Highway 1.
The V6 engine delivers good acceleration performance. While there's no such thing as too much power, I never felt lacking in the Escape. The engine and four-speed automatic transmission communicate and work well together. The transmission shifts smoothly up and down appropriately for the situation and the engine's broad power band never lugs or strains. It isn't the smoothest V6 on the market, nor is it the roughest. But it is smoother and more satisfying than the four-cylinder engines found on most small sport-utilities.
Brakes are smooth and responsive. The anti-lock brakes (ABS) come into play just when expected and are detectable by the familiar pulsating sensation. ABS lengthens braking distances on wet, slimy clay, however, so I found it difficult to slow the vehicle in time for tight switchbacks on the unpaved roads. (This is no different than any other SUV with ABS, however.)
Two trim levels are available, XLS, XTL.
For 2002, the basic XLS version starts at $18,415 with front-wheel drive (2WD) and at $20,040 with four-wheel drive. The upgraded XLT begins at $21,950 with 2WD and at $23,575 with 4WD.
XLS comes with a 2.0-liter Zetec four-cylinder engine that provides 127 horsepower and a high level of standard equipment that includes air conditioning, illuminated remote entry, power windows and mirrors, a tilt steering column and an audio system with a CD player. For 2002 the audio system includes AM/FM/CD/cassette and a clock.
XLT adds a 201-horsepower 3.0-liter Duratec V6 engine, automatic transmission, four-wheel anti-lock brakes, cargo cover and convenience net, premium center console, fog lights, white-letter tires, premium cloth upholstery, power driver's seat, privacy glass, five-spoke aluminum wheels and an in-dash six-CD changer. The upgraded engine, in-dash CD, power driver's seat and privacy glass are new standard features for the XLT for the 2002 model year.
A large number of option packages is available for each trim level. For example, the XLT premium package ($1230) includes leather seating surfaces, leather-wrapped steering wheel, front buckets with 60/40 split rear bench, front door map pockets, overhead console with dual storage bins, front passenger under-seat storage tray, power moonroof with sunshade.