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Test drives are usually based on driving a vehicle for a week, so living with one for six months is a way to get up close and personal with a vehicle in a wide variety of conditions.

Last September, a dark-green, four-wheel-drive Ford Escape XLT with the 3.0-liter V-6 joined our household. It left last week. This compact SUV sits atop a unibody chassis platform shared with the Mazda Tribute, and both vehicles are built locally at Ford’s assembly plant in Claycomo.

The Escape is representative of a genre of SUV often referred to as crossovers because they look like trucks but are based on car platforms. Similar vehicles include the Toyota RAV4, Honda CR-V, Toyota Highlander, Buick Rendezvous and Lexus RX 300, although the RAV4 and CR-V are the only direct competitors to the Escape and Tribute. Other small SUV competitors include the Suzuki Vitara, Chevrolet Tracker and Jeep Cherokee.

Escapes come in two trim levels, XLS ($18,160) and XLT ($21,335), and with front-wheel or four-wheel drive. Our V-6-engined, four-wheel-drive XLT was equipped with standard air conditioning, keyless entry, cruise control, tilt wheel, side airbags, leather seats, AM/FM/CD player, overhead console and power six-way driverÕs seat. The sticker price was $24,810.

Totally new models occasionally have glitches, and the first Escapes suffered through several recalls. Delivery of the test vehicle was postponed so a couple of items could be checked or replaced before we took possession.

The latest, in February, was for a potential windshield wiper problem. Otherwise, the test car had no problems.

Four words that best describe the Escape: great engine, excellent handling. The 3.0-liter Duratec engine is the one that most buyers will specify, even though a 2.0-liter four-cylinder is available. This 200-horsepower unit defines the Escape because it contributes so much to its energetic personality. Low- to mid-range throttle response is excellent, and the automatic transmission shifts so smoothly the only clue to gear changes is a different exhaust note.

The EPA fuel economy figures of 18 miles per gallon in the city and 24 mpg on the highway were numbers I could never replicate. On my first road trip, with less than 1,000 miles on the odometer, gas mileage hovered around 20 mpg when I drove 70 miles per hour. Coming back, however, I recorded 24.5 mpg. My average around-town mileage was 17 mpg, although it was occasionally 16.4 mpg. As the engine continued to break in, mileage improved. A hybrid powerplant, the first for an SUV, will be offered in 2003.

The Escape is not quiet. Although engine noise is generally pleasant, the overall level of engine and road noise was high enough to be noticeable. The doors, too, slam with an empty sound. More sound insulation would be in order.

About three weeks after the Escape arrived, I took it to southern Missouri for a fishing trip. It was my first chance to load it with three people, my bike and fishing gear. With one side of the split-folding back seat down and a Yakima bike rack tucked into the trailer hitch, we had plenty of room for waders, rods, tackle box, coolers, suitcase and duffel bags. Rear-seat legroom is quite good considering the overall size of the vehicle. The XLT’s rear seat reclines, which offers more comfort for rear-seat riders. Child-safety-seat tethers are included, too.

On curvy two-lane roads southeast of Springfield, it wheeled through turns with the agility of a sports sedan. Body roll is minimized at all but breakneck speeds, despite the fact that the Escape sits relatively tall. The fact that the it doesn’t drive like a small truck is one of its most endearing traits.

On the highway, the Escape is almost as comfortable as a compact family sedan. In fact, I like it better than many small sedans because the fully independent front and rear suspension is nice and firm. It has a 103.1-inch wheelbase and overall length is 173 inches. It is 16 inches sh ter and about 700 pounds lighter than a Ford Explorer. The ride is a little choppier than that of an Explorer, but not by much.

The December snowfall was a good chance to test the effectiveness of the four-wheel-drive system called Control Trac II. In the “4X4 Auto” setting, it functions like front-wheel drive until the wheels slip, or spin, at which time power is gradually distributed to the rear wheels. In “4X4 On,” it automatically splits power 50/50 between front and rear wheels. In either mode, the Escape was like a mountain goat even though it had tires with pavement tread. It clawed its way through snow with such ease that it became my wife’s vehicle of choice whenever the roads turned slippery. Anti-lock brakes were great security on snow and ice, as well. There is no limited-slip differential or a low-gear transfer case for off-roading.

The front seats always proved to be comfortable even though they were not deeply contoured.

The gauges seemed small because the numbers were overly large. The column-mounted shift lever, used instead of a floor shift to make space for a small console, blocked part of the radio.

The benefit of an SUV is being able to put things in back, but folding the back required the bottom cushion to be tipped forward and the rear headrests to be removed before the seatback could be folded flat. Rear access to the cargo area is via a tailgate that pivots up, or the glass opens separately for small items. I like to carry bicycles, and for that I wish the Escape’s cargo hold was about 6 inches longer. Resorting to the hitch-mounted bike rack, though, I was able to carry three people and three bikes.

By fall, Ford will offer a clever roof rack that extends to the back, then pivots down and attaches to the bumper. Bikes then attach to the rack across the back.

The Escape is selling quite well, which is not surprising because it offers a lot for the price.

Price

The base price of our four-wheel-drive XLT was $21,435.

Standard equipment included cruise control, tilt wheel, air conditioning, power windows, keyless remote locks, power outside mirrors and anti-lock brakes. Options consisted of the 3.0-liter V-6 and automatic transmission, sport bucket seats with leather, AM/FM/CD player, overhead console and power six-way driver’s seat.

The sticker price was $24,810. Warranty Three years or 36,000 miles. Point: Living with the Escape pointed out how much fun it is to drive. The 200-horsepower V-6 engine is loaded with spirit, the fully independent suspension provides handling like a compact sedan and four-wheel drive turns it into a mountain goat in winter. Counterpoint: The overall noise level is a bit high, the column shifter interferes with the radio and my gas mileage was somewhat less than the EPA averages. SPECIFICATIONS:
Engine: 3.0-liter V-6
Transmission: automatic Four-wheel drive
Wheelbase: 103 .1 inches
Curb weight: 3,457 lbs.
Base price: $21,335
As driven: $24,810
Mpg rating: 18 city, 24 hwy.
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