by Anita Lienert and Paul Lienert (Copyright 2006)

ANN ARBOR — When we decided to stage the definitive showdown between two of the top family sedans in North America, our choices quickly narrowed to the newest and most popular designs on the market: The 2006 Ford Fusion and the 2007 Toyota Camry.

Overall Winner: Ford Fusion . . .

Information

• The Marc Heitz Auto Family Victory Incentive Program (VIP) is available for Marc Heitz Auto Family retail customers that purchase a truck or SUV from any Marc Heitz Auto Family dealership during the program dates.  

• 2006/ 2007 Program dates are from April 17th, 2006 to April 9th, 2007.

 • Marc Heitz Auto Family customers that participate in any Oklahoma bass fishing tournaments listed on the BASS ZONE web site, www.basszone.com  will be eligible for the Marc Heitz Victory Incentive Program Bonus.  To be eligible, participation in any tournament trail or club event must take place on a lake located in the state of Oklahoma . Note: Exceptions will be regional and national events in which qualification was earned by participation on Oklahoma lakes. Example, BFL regionals.

 •The Marc Heitz VIP Bonus claim must be submitted within 7-days of tournament win or place and can be obtained from any Marc Heitz Auto Family dealership or from the Marc Heitz Auto family web site, www.marcheitzautofamily.com

• Claim forms must be submitted with official tournament results verification (ex. newsletter/magazine listing, website results printout, or original hard-copy) indicating a Marc Heitz Auto Family truck or SUV customer’s finish and a qualifying trail or club event.
• Approval and processing of all Marc Heitz VIP Bonus claims will take approximately 2 to 3 weeks.
• The winning Marc Heitz Auto Family customer is solely responsible for submitting a Marc Heitz VIP Bonus claim form and accompanying tournament results verification to: Marc Heitz Auto Family, VIP Bonus Program 2424 W. Main Norman, Oklahoma 73069 – Attention: Marc Heitz VIP Program Manager.
• Marc Heitz Auto Family reserves the right to determine customer eligibility for all claims. 

 Requirements              

1.   A VIP participant must purchase a truck or SUV from Marc Heitz Auto Family during the VIP Bonus period.

2.   A VIP participant must display the official Marc Heitz Auto Family VIP decal on your truck, SUV or boat.  Decals will be given to anglers at time of truck or SUV purchase.

3.    A VIP participant must register for the Marc Heitz Auto Family VIP Bonus when you purchase your truck or SUV from a Marc Heitz Auto Family dealership.  Forms will be provided the day of the sale.  Registration is FREE.

4.   There are no costs or fees required to register for the Marc Heitz VIP Bonus program. You are only eligible for as long as you own your Marc Heitz Auto Family truck or SUV.

5.   A VIP participant can use any brand of bass boat to participate in the Marc Heitz Auto Family VIP Bonus Program.

6.    Any Team, Pro-Am, Club and Draw event format listed on the BASS ZONE web site are eligible.  Note: Annual or special One-time events are NOT eligible for the VIP Bonus. 

The Marc Heitz Auto Family VIP Bonus

Here is the breakdown of the Marc Heitz VIP Bonus Money:

Any VIP Bonus will be paid based upon number of entries in any event that takes place in the state of Oklahoma .  Below is the payout based upon the number of entries (boats).  Entries will be defined as boat numbers or total number of boats participating. 

To win any VIP Bonus money, an eligible angler must finish in first, second or third place.  This program is NOT paying the highest eligible angler if that angler finishes below third place.

NOTE: If two VIP Bonus members are participating in a team or club event, together as a team, in the same boat, only ONE bonus will be paid base upon that team’s performance. If two VIP Bonus members are paired in a random draw or pairing event, both anglers will be eligible for the VIP Bonus.

Below are the paybacks for the VIP Bonus

  Tournament Trail or Club Event that have between 25 and 50 boats

·         1st Place -   $500.00

·         2nd Place –  $250.00

·         3rd Place -   $100.00

A donation to the club or trail for conservation and youth in the amount of $500 will take place when the winner is registered with the Marc Heitz VIP Bonus Plan.

   Tournament Trail or Club Event that have between 51 and 100 boats

·         1st Place -   $1,000.00

·         2nd Place -  $500.00

·         3rd Place -   $250.00

A donation to the club or trail for conservation and youth in the amount of $500 will take place when the winner is registered with the Marc Heitz VIP Bonus Plan.

   Tournament Trail or Club Event that have between 101 and 200 boats

·         1st Place -   $2,000.00

·         2nd Place -  $1,000.00

·         3rd Place -   $500.00

A donation to the club or trail for conservation and youth in the amount of $1,000 will take place when the winner is registered with the Marc Heitz VIP Bonus Plan.

 Tournament Trail or Club Event that have 201 boats and higher

·         1st Place -   $5,000.00

·         2nd Place -  $2,500.00

·         3rd Place -   $1,000.00

A donation to the club or trail for conservation and youth in the amount of $1,000 will take place when the winner is registered with the Marc Heitz VIP Bonus Plan.  

NOTE: Participants are responsible for all applicable State and Federal taxes.

 *A maximum payout per individual per VIP Bonus year will be $10,000  

If there are any questions about the Marc Heitz VIP Bonus Plan, please contact Mark Jeffreys via e-mail at mark@basszone.com

By Jim McCraw  

Introduction

The Ford Mustang is an American success story. Forty years after it created an automotive niche all its own, Mustang is both true to its roots and better than ever.

The 2006 Mustang is available as both a coupe and a convertible, powered by either a V6 or a V8 engine. The V6 Deluxe comes well equipped for less than $20,000. The Mustang GT boasts a multi-valve, overhead-cam V8 that produces 300 horsepower. Both are available with a manual or automatic transmission. More importantly, both deliver the bold styling, rear-drive performance and affordability that have been Mustang hallmarks for decades. Retro inspired, to be sure, the Mustang is nonetheless a thoroughly modern car. Launched for 2005 with a clean-sheet design, the Mustang is faster and more agile than ever. It's also quieter and better built (even the convertible), and it rides more smoothly. Its interior is a throwback to the original Mustang, but it's also functional and well finished. For 2006, a new Pony Package gives V6 Mustangs all the show, if not the go, of the V8. The V8s are available with trendy new 18-inch wheels for 2006.

A family car, the Mustang isn't. Interior space is limited for a car of its exterior dimensions, and the back seat might better be described as a package shelf. Its solid rear axle can get bouncy on bad pavement, and we advise snow tires (four of them) for Mustang owners in the Northeast or Midwest. Yet the 2006 Mustang holds true to an idea that still appeals to people of all ages decades after it was launched.

The Ford Mustang has been an icon of American performance since its introduction in 1964. It created the pony car genre, and after 40-plus years of competition with the Barracuda, Camaro, Firebird and others, it's the only one left. We, and a few hundred thousands others, are glad it's still here.

Model Lineup

The 2006 Ford Mustang lineup probably seems more complicated than it really is. Mustang is available as either a fastback coupe or convertible, each with either a V6 or V8 engine. The V6 models focus on value, while the V8 GTs focus on performance. All come standard with a five-speed manual transmission, but all are available with a five-speed automatic.

The rest of the difference comes down to trim. The V6 Standard coupe ($19,115) comes well equipped, with one-touch power windows, power mirrors and door locks, keyless entry, air conditioning, AM/FM/CD, tilt steering, speed control, rear window defroster, 16-inch wheels, and a split-folding rear seat. Its 4.0-liter overhead-cam V6 generates 210 horsepower. The V6 Deluxe coupe ($19,215) adds 16-inch machined-face aluminum wheels. The V6 Premium coupe ($20,090) adds 16-inch wheels with chrome spinners, a 500-watt audio system with six-disc CD changer and MP3 capability, and a six-way power driver's seat.

The Mustang convertibles are subdivided in the same fashion, with the same equipment plus a power-operated folding top: V6 Standard ($23,940), V6 Deluxe ($24,040) and V6 Premium ($24,915).

New for 2006, the Pony Package offers V6 buyers V8 show without the engine. The package includes a firmer suspension, a custom grille with fog lamps, Pony emblems and 17-inch wheels.

In addition to its 4.6-liter, 300-horsepower V8, the Mustang GT Deluxe coupe ($25,140) adds in-grille fog lamps, complex reflector halogen headlamps with integral turn signals, a rear spoiler, and performance tires on 17-inch wheels. The GT Premium coupe ($26,320) comes with the 500-watt CD changer and Aberdeen leather-trimmed sport bucket seats.

The GT Deluxe convertible ($29,965) and GT Premium convertible ($31,145) have the power-operated soft top.

Mustang options include the five-speed automatic transmission ($995), an active anti-theft system ($255), a 1000-watt audio system ($1,295), an interior upgrade package with satin aluminum trim ($450). The GTs are available with 18-inch wheels ($195).

Safety features on all Mustangs include dual-stage front impact airbags and three-point belts for all seats. Antilock brakes and traction control are standard on the GTs and optional on the V6 models ($775). Front passenger side-impact airbags ($370) are optional on all models, so be sure to order them as they are designed to offer torso protection in a side impact.

Walkaround

The 2006 Ford Mustang follows the trend by offering ever larger wheels. The GT is now available with two distinct 18-inch wheel designs, as well as two new exterior colors: Vista Blue Clearcoat Metallic and Tungsten Grey Clearcoat Metallic. So trimmed, the Mustang looks more aggressively handsome than ever, and nearly identical to the concept cars that grabbed everyone's attention at the 2004 North American International Auto Show.

Nothing says modern American sporty car better than this Mustang. Its long hood and short rear deck capitalize on 40 years of Mustang history. The current Mustang features classic design cues that have defined Mustangs since the 1960s: C-scoops in the sides, three-element tail lamps and a galloping horse badge in the center of the grille. Its menacing shark-like nose is reminiscent of the 1967 model. And while this retro-inspired look pleases the eyes, there's a lot of updated technology you don't see, starting with an aluminum hood to trim weight.

This Mustang is based on a modified version of the platform that underpins the Lincoln LS and Jaguar S-Type luxury cars, albeit with some cost-trimming features such as live-axle rear suspension. Everything under the car has been upgraded substantially from previous Mustang levels: bigger brakes by nearly 20 percent, completely new front and rear suspension designs that yield much quieter, smoother ride as well as much more precise steering during hard cornering, improved engines and new transmissions. Optional antilock brakes bundled with traction control give any driver much more of a fighting chance in bad situations by allowing the driver to brake and steer at the same time.

The engines are mounted to the body with hydraulic engine mounts, which absorb and counteract vibration and pulsing. By adapting ideas and components from luxury cars, Ford has given the current Mustang a level of sophistication its predecessors never had. Yet the Mustang heritage of low-cost performance and flashy styling has not been compromised one iota. We know, because we've driven every generation since the original debuted in the spring of 1964.

Perhaps most retro of all Mustang features is a new-for-2006 Pony Package for V6 models. This includes a grille with GT-style round fog lamps and a chrome bezel, or corral, around the traditional Mustang prancing horse. The package includes 17-inch wheels, front-fender pony badges, a lower door stripe, and a rear spoiler.

Interior Features

The styling themes that so readily identify the 2006 Mustang are apparent inside, too. The interior is as blatantly throwback as the exterior, and nearly as well done. It's sporty and crisp in appearance and straightforward in function.

There's a very heavy dose of 1967 Mustang inside, with two distinct right and left pods, blended with modern touches. Chrome-ringed air vents align across the dash, precisely in line with the gauges, and the steering wheel has three spokes with a center hub marked by the horse and tricolor bars logo. While some of the materials have a cost-saving look and feel, the package is not bad given the high style and price of entry. An interior upgrade package, with satin or dark-finish aluminum inserts, goes a long way toward eliminating traces of cheapness. Another interior upgrade package adds red leather seats, red door inserts and red floor mats on cars with appropriate exterior colors.

With its new duds inside, Mustang offers a color-changeable instrument panel display, with 125 color schemes to choose from. It's a gimmick, to be sure, but it's easy to use, and it can brighten your day, and especially your night, as you drive. We're all for that. Speaking of brightening, however, there's enough shiny metal on this car's dash and steering wheel to create some glare problems for drivers on sunny days. Just like the old days.

These are the good old days in terms of roominess in the Mustang. Thanks to a longer wheelbase and larger overall size, there is a lot more hip, leg, elbow and shoulder room inside this Mustang that in any previous generation. We found the front bucket seats to be comfortable, supportive and retentive in hard corners. The 2+2 back seat, however, isn't much more accommodating than before, and it's not a place adults will want to spend any time.

The trunk, however, is as large as those in some more overtly practical sedans, and the folding rear seat expands cargo space even further.

The basic sound system that comes with the car is pretty darn good. The 500-watt upgrade is reasonably priced in the premium package, and adds a six-CD changer. The 1000-watt upgrade will impress most audiophiles, but the extra subwoofers in the trunk steal a good chunk of cargo space. We'd be inclined to pass on those.

Driving Impressions

The 2006 Mustang improves those things that have appealed to so many different kinds of drivers for more than 40 years, and it nearly eliminates some traditionally bad pony car traits. In general, the good has gotten better and the bad, less so.

The previous-generation Mustang, a modified, welded version of a chassis that dated to 1979, was about as stiff as wet rope. Ford claims the current Mustang's body/frame is 31 percent stiffer, and we won't argue. This Mustang is simply much more rigid and rattle-free than its predecessor. A rigid foundation provides the basis for a host of good things, including improved ride quality, sharper handling and less interior vibration.

The new-found solidity even applies to the convertible. It's a fact: Cars that cost five times as much as the Mustang tend to get shakier when the fixed roof is removed to design a convertible version. In the Mustang convertible, you will notice some shimmy in the windshield frame that you'll never see in the coupe. Yet when it comes to overall rigidity, the current Mustang convertible is light years better than its predecessor. Our test car was solid enough to think that it would remain largely rattle-free even after a couple of winters pounding over Midwest roads.

The convertible's folding top is simple and straightforward to operate. Unhook it from the windshield header and it powers back behind the back seat with the touch of the button. The ultimate in posing requires that you manually install the optional boot, but the folded, exposed top and frame don't look too bad without the cover.

It doesn't look it, but the 2006 Mustang has a wheelbase six inches longer than the previous generation, and that makes all the difference. The ride has smoothed out, and the remaining harshness is of a completely different order. The new rear suspension uses coil springs and a lightweight three-link design with a Panhard bar and other locators to keep things constant. It's about as good as a solid axle gets, and greatly reduces skipping and bouncing at the back of the car.

The 4.0-liter V6 engine has more technical sophistication than any previous Ford V6. It's a solid performer for urban, exurban and suburban duties, and the ratios in the five-speed automatic transmission seem well matched to the available torque. When the automatic gets into overdrive fifth gear, the engine goes quietly into economy mode until called upon for a lane change, a pass, or an uphill charge. This is a large-displacement V6 and it sounds more muscular at full throttle than any previous Ford V6 engine.

Indeed, the Mustang V6 Deluxe is the most popular model (about 70 percent of Mustangs sold today are V6s), and we like it. For under $20,000, it delivers good torque, good acceleration and generally good road manners, with a sportier feel then previous six-cylinder Mustangs. Interestingly, while it has 90 fewer horsepower and 80 foot-pounds less grunt than the V8, with smaller tires, the V6 seems slightly more eager to turn and more agile than the nose-heavy Mustang GT (the GT weighs about 150 pounds more, and almost all of that is on the front tires).

One of the biggest improvements in this Mustang is the steering. Its predecessor had a mushy steering feel with a large dead spot on center, and hard cornering required a leap of faith. This one's steering is more crisp, more precise and more confidence inspiring.

The brakes, too, are improved, 15 percent larger than the previous generation. They work well in high-speed highway driving situations, as we found during a test in Los Angeles. If you want ABS, you will automatically get, and pay for, traction control, which has a dash-mounted off switch for special situations. Like drag racing, for instance.

The GT is a 300-horsepower, five-speed pavement-ripper for about $25,000. The new three-valve V8 engine features both variable camshaft timing and electronic throttle control, with new, smarter, faster-acting engine management electronics. It will run 0-60 mph in about 5.5 seconds, it will outbrake a large number of sporty cars and it handles better on canyon roads that any previous Mustang GT, with a minimum of body roll and a large portion of tire grip.

The GT looks mean, and it drives mean, with 320 pound-feet of torque, a decent shifter and a brawny, loud exhaust note. It's everything a pony car is supposed to be, without the teeth-rattling stiffness of the muscle cars of another era. The Mustang GT also has one of the world's largest aftermarket speed-part networks for those who want even higher performance.

Summary

Few machines say modern American sporty car better than the Mustang. Its combination of style, performance, and handling are hard to beat for the money. Many of the traditional pony car shortcomings, including a stiff ride, rattling construction and considerable interior vibration, have been minimized or eliminated. Nor will buyers suffer if they choose a less-expensive V6 model. These Mustangs start well-equipped under $20,000, with good power and acceleration, even with the automatic transmission. Mustang started the pony car genre, and now, after 40 years on the street and race tracks, its appeal endures for drivers of all ages.

NewCarTestDrive.com correspondent Jim McCraw filed this report from Los Angeles.

Escape Hybrid and Mariner Hybrid qualify for a federal tax credit worth $1,950 to $2,600. 35 states have proposed or approved state tax incentives for hybrid vehicles; 11 states have proposed or approved HOV lane access for hybrids.

"It's easy to show consumers how hybrids save them money at the pump. Now it's easy to show them how much they can save at tax time too," said Al Giombetti, president, Ford and Lincoln Mercury marketing and sales.

We also rolled out a national incentive providing buyers with 0 percent financing for 60 month loans on Escape Hybrid.

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2005 Ford Escape
Fresh looks, more power, better ride, and the first gas-electric SUV.

By Jim McCraw   

Introduction

Ford Escape is the best-selling of all the small, affordable sport-utilities, and it's a solid choice among these so-called cute utes. The Escape offers agile handling, a smooth ride, and comfortable seating for four average Americans. It also offers brisk acceleration when equipped with the optional V6 engine. It's compact but practical. Folding down the rear seats reveals a flat, moderately sized cargo area. Best of all, its prices are relatively low, up only an average of 1 percent over 2004 prices.

For 2005, Escape has a fresh new face, new headlamps, and a brightened interior. The new base 2.3-liter four-cylinder engine is a big improvement over the old 2.0-liter, and it's available with an automatic transmission for the first time, a benefit of its increased power. The 2005 Escape offers a fully automatic four-wheel drive option that operates transparently in the background. The standard manual transmission is new, with lighter shifting efforts and shorter throws. And a revised suspension improves the ride.

But the biggest news is that the Escape Hybrid has finally arrived, using a special version of the 2.3-liter gas engine teamed with an electric motor. It's designed to deliver quick response while delivering excellent fuel economy.

Model Lineup

Ford Escape comes in three trim levels, XLS, XLT, and Limited, all available with front-wheel drive (2WD) or four-wheel drive (4WD). There's a choice of three powerplants and a choice of transmissions.

XLS ($19,265) is the base model and comes standard with air conditioning, illuminated remote entry, power windows and mirrors, tilt steering column, center console, 15-inch steel wheels and an AM/FM/CD/cassette audio system with clock. The new 2.3-liter four-cylinder Duratec 23 engine produces 153 horsepower and 152 pound-feet of torque, nearly 18 percent more power and 10 percent more torque than last year's engine. It has a balance shaft for smoothness, and it comes standard with a five-speed manual transmission. A 200-horsepower 3.0-liter Duratec V6 and four-speed automatic are also available: The XLS 4WD model ($21,015) comes standard with the V6 and automatic.

XLT ($22,780) and XLT 4WD ($24,530) come standard with the V6 and automatic transmission. XLT also gets four-wheel anti-lock brakes (ABS), premium cloth upholstery, a power driver's seat, privacy glass, a power moonroof, cruise control, a cargo cover and convenience net, fog lights, an in-dash six-CD changer, and white-letter P235/70R16 tires on 16-inch five-spoke aluminum wheels. The XLT No Boundaries Package 47S on our test truck ($1,055) adds all-terrain tires, painted aluminum wheels, black painted step bars, Class II trailer towing, and wheel lips. New this year is XLT Sport ($23,690 FWD; $25,440 AWD) with all the XLT standard equipment plus 16-inch bright machined aluminum wheels, P235/70R16 tires, painted Dark Shadow gray fascias, bodyside cladding, wheel lip moldings and black step bars.

Limited ($24,615) and Limited 4WD ($26,365) come with premium leather seats, seat heaters, front side-impact air bags, dual front sun visors with illuminated vanity mirrors, an auto-dimming rearview mirror, heated exterior mirrors, a reverse sensing system, and a MACH Audio in-dash six-CD changer with automatic volume control. Limited sports a monochrome exterior with body-colored trim and bright machined 16-inch aluminum wheels.

Option packages are available for each trim level. XLT Premium Package ($1230) includes leather seating surfaces, leather-wrapped steering wheel, a 60/40 split rear bench seat, front door map pockets, an overhead console with dual storage bins, a front passenger under-seat storage tray, and a power moonroof with sunshade. Also available for 2005 is the Limited Luxury Comfort Package, which includes the MACH audio system, heated side-view mirrors, reverse sensing system, front and rear premium leather-trimmed seats and heated front seats.

The Escape Hybrid is priced about $4,000 more than a V6, and is available in all trim levels.

Walkaround

Ford Escape's jaunty exterior is fitted with new headlamps, new fog lamps, a new egg-crate grille, new front and rear fascias and new 15- and 16-inch aluminum wheels. The lower bumpers now have ribs in them. The result of all this is a fresher, more contemporary look for Escape. New paint colors include Sonic Blue, Norse Blue, Silver Metallic and Titanium Green.

Escape is wider than other compact SUVs, giving it a well-planted road demeanor. Its forward-poised stance, large wheel lips, wide body cladding, and integrated bumper guard lend a functional appearance, while its short front and rear overhangs add to its sporting appeal. The Escape has a family resemblance to the Ford Explorer and Expedition, and looks bolder and more aggressive than the Honda CR-V.

Being able to see the leading edge of the hood from the driver's seat makes the Escape easier to maneuver in tight places. Its 7.8 inches of ground clearance may help clear some obstacles, but not big rocks. Outside door handles are easy to grab and feel like they're going to last.

Accessories from Ford Outfitters include a snap-in pet barrier and a system to haul two mountain bikes in the cargo area. Bike racks can also be mounted on the roof; the standard roof rack with crossbars holds up to 100 pounds. Foot rails are designed to make it easier to lift kayaks, snowboards and other toys onto the roof rack. The rear bumper is also designed to aid roof access.

The No Boundaries Rack System features a sliding rail that can be repositioned from the roof to the rear of the vehicle, locking into the bumper. This provides two separate loading surfaces: a traditional roof rack and a vertically oriented rack across the rear. When not in use, the sliding rails can be stored within the conventional roof portion of the rack system.

Interior Features

The 2005 Escape gets a redesigned interior. The shifter on automatic models has been moved off of the column and onto the floor. Other changes include new gauges, upgraded seats, new fabrics, and more interior storage.

The Escape is a compact SUV, so the front seats are nearly as roomy as the Explorer's. However, getting in or out of the front seats is made easier by low door sills and wide door openings. The XLS has manually adjustable seats trimmed with cloth. XLT gets premium cloth trim. Leather is optional. Ford upgraded Escape's interior for 2003 with improved interior materials, but for 2005 a substantial interior restyling includes a standard console and floor shifter. (Apparently the voice of the customer was heard.) Illuminated switches for the power windows and power locks make them easier to find.

White-faced instruments are set in a simple, easy-to-understand instrument panel. The audio system and heating, ventilation and air conditioning controls in the center stack are angled slightly toward the driver for easier access while driving.

Side-impact airbags are standard on Limited, optional ($345) on XLS and XLT. Pretensioners combined with load-limiting retractors are standard on front-seat belts. In a crash, these pretensioners automatically tighten the belts, while the load limiters are designed to reduce the risk of chest injuries in severe collisions. (We strongly recommend always wearing seatbelts as they are the first line of defense in a crash; more than half of the nation's approximately 42,000 traffic fatalities each year are people not wearing seatbelts.)

The rear seats offer good knee room. The rear cargo area offers 69.2 cubic feet of space with the rear seats folded down, 33 cubic feet with the seats in place. The rear seats are split 60/40 for greater versatility. The rear-seat cushion can be removed for more load-carrying capacity. The flip-up rear glass offers easy access to the rear cargo area for small items.

Driving Impressions

On the road, the Ford Escape offers responsive handling and brisk acceleration performance. Larger-diameter front shocks and a new front stabilizer system have been fitted for 2005 to better control ride motions. The suspension has a comparatively taut ride quality, without the roly-poly and mushy ride that characterizes larger SUVs with big off-road tires and long-travel suspensions. The Escape handles better than a Jeep Liberty or Toyota RAV4, and is quicker than a Honda CR-V. Steering is responsive, direct and accurate with no 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 grip respectably in paved corners. The Escape offers surprisingly good transient response in a series of left-right-left corners. This permits quick, yet smooth, driving that will not upset passengers.

The new 2.3-liter four-cylinder engine may be all you need to feed. It offers more power (more torque), very low emissions, and the availability of an automatic transmission for the first time.

The available V6 engine delivers good acceleration performance. While there's no such thing as too much power, it never feels lacking in the Escape. The engine and four-speed automatic transmission communicate and work well together. The transmission shifts smoothly up and down, and chooses gears appropriately for the situation. The engine's broad power band never lugs or strains. This 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 in most small sport-utilities.

We found the Escape's anti-lock brakes smooth and responsive. Four-wheel disc brakes are now standard on V6 4WD models; rear drum brakes are used on four-cylinder and 2WD models. ABS comes into play just when expected and is detectable by the familiar pulsating sensation. Brake Assist, designed to assist the driver with full braking power when it senses an emergency stopping situation, is added this year. Also added is electronic brake-force distribution (EBD) for more effective, more stable braking.

Noise, vibration and harshness have been reduced for 2005. Additional sound-absorbing panels and tighter sealing on the 2005 Escape reduce interior noise. The balance shaft on the new Duratec four-cylinder engine and new engine mounts on the Duratec V6 make both powertrains sound smoother.

We found the Escape comfortable over a variety of on-road surfaces, eruptions and potholes. And this is where most Escapes live. Off road, we found the Escape lacking. Even though it's available with four-wheel drive, it's based on a front-wheel-drive platform. Rough, loose, steep trails leave it spinning its wheels. The suspension does not have the articulation needed for rugged terrain, there is no low-range set of gears, nor is the traction system that sophisticated. For everyday road travel, however, the Ford Escape is an excellent choice.

When properly equipped, Escape has a maximum towing capacity of 3,500 pounds.

As mentioned, the Escape is the world's first production SUV to offer a hybrid gas-electric engine. The hybrid 2.3-liter four-cylinder engine shuts down at rest (at intersections, for example) to conserve fuel. When traffic moves, the battery-powered 70-kilowatt traction motor generator can launch the vehicle on electric power only. It uses a continuously variable transmission, or CVT, and electric power steering. Under heavy load, the generator starts the gasoline engine in less than 0.4 seconds (immediately, in other words). The hybrid storage battery reclaims energy during braking to be used later for acceleration. The benefits include lower emissions and increased fuel efficiency. Hydrocarbon emissions and oxides of nitrogen are 97 percent less than what's emitted by most other new vehicles. Escape Hybrid also produces half the amount of carbon dioxide (CO2) of conventional engines. Ford says the Escape Hybrid is as environmentally friendly as a pure electric vehicle because a pure electric vehicle needs to be plugged in to be recharged. The Escape Hybrid never needs to be plugged in and, in fact, cannot be plugged in. It can be driven up to 25 mph on the electric motor alone, using no gasoline and generating no emissions (and making very little noise). Escape Hybrid is expected to get 35-40 mpg on the EPA city cycle, a 75-percent improvement over the EPA city fuel economy rating of 20 mpg for the V6 Escape.

Summary

Ford Escape is a fun, well-balanced on-road SUV. It has a roomy interior and good cargo capacity. A new four-cylinder engine brings needed power and the availability of an automatic. The available V6 engine provides the Escape with strong power. The new interior and suspension tuning make it more comfortable and more convenient. A four-wheel independent suspension and unit-body construction make it ride and handle almost as well as a car, but it isn't designed for serious off-road driving. Styling revisions give the 2005 Escape a fresh face.

The Escape Hybrid is the world's first gas-electric SUV, and can deliver huge mileage gains and greatly reduced emissions, though it adds about $4,000 to the cost.

2005 Ford Super Duty
Redesigned chassis improves ride, capability.

By Tom Lankard   

Introduction

The Ford Super Duty pickups benefit from a major chassis design for 2005 that improves ride quality, handling and maneuverability. Payload capacities and towing capability have been improved. Towing is greatly enhanced by a new integrated electric brake control. Not only is it elegantly designed right into the instrument panel, but it operates much better than aftermarket controllers, making it easier to modulate the brakes for smooth, accurate stops.

Fresh styling gives the 2005 Ford Super Duty pickups a more masculine, big-rig appearance. Inspired by Ford's Tonka truck concept, the new Super Duty trucks look like they're ready to get some serious work done. And they are.

When you need to haul more than 3,000 pounds, or to tow more than 9,900 pounds, then even the best-equipped F-150 isn't up to the job. That's where the Super Duty trucks come in. Payload capacities of up to 5800 pounds are available in the 2005 Super Duty trucks, with tow ratings of up to 17,000 pounds. The Ford F-250 Super Duty competes with the Dodge Ram 2500, Chevrolet Silverado 2500, and GMC Sierra 2500. The F-350, with its available dual rear wheels, competes against the 3500-series models from GM and Dodge. None of these, however, match the Super Duty's top payload and towing capacities.

The 2005 Super Duty pickups continue to feature first-class powertrains. Both of the V8 gas engines are upgraded for 2005. The standard 5.4-liter V8 is now based on Ford's modular V8 architecture and incorporates three valves per cylinder for better breathing, improved power delivery and cleaner exhaust. The 6.8-liter V10 also gets the modular-based, three-valve cylinder heads, giving it class-leading horsepower and torque. The V10 and 6.0-liter turbo-diesel now have electronic throttle control, expanding their utility in accessory applications.

Styling revisions for 2005 include a bolder, almost brutish front end and broader flanks. The frame is stronger, now boasting a fully boxed front section and thicker walls in high-stress areas. A reconfigured rear suspension improves the ride and load balance, and a new front suspension sharpens steering response and significantly tightens the turning circle.

The new Super Duty interiors feature increased use of higher grade materials, better assembly quality and more people-oriented amenities make for surprisingly comfortable accommodations, especially in the up-level trims. We love the King Ranch edition, swathed in rich cow hides that looks like they came right out of the tack room.

Model Lineup

Ford Super Duty is offered in more configurations than we can count. Ford offers some 30 variations on the F-250 (the so-called 3/4-ton pickups) and nearly 60 iterations of the F-350 (or 1-ton size). All can pull heavy loads and are more truck than most consumers will ever need. Base prices range from $22,390 for a plain XL regular cab up to $41,830 for a long-wheelbase, four-wheel-drive King Ranch Crew Cab with dual rear wheels.

The F-250 and F-350 Super Duty models are available in regular-cab, extended-cab (SuperCab), and Crew Cab configurations. Crew Cab versions come with four full-sized doors, and are the most passenger-friendly models. Both two- and four-wheel drive are available. Four-wheel-drive models offer either manual-locking or optional electronic, shift-on-the-fly auto-locking hubs ($185).

Short-bed (6-3/4 foot) and long-bed (8-foot) versions are available. Wheelbase lengths vary by body style: 137 inches for a regular cab, 142 inches for a SuperCab short-bed, 158 inches for a SuperCab long-bed, 156 inches for a Crew Cab short-bed, and 172 inches for Crew Cab long-bed.

All F-250 models come with single rear wheels. F-350 models are available with single rear wheels (SRW) or dual rear wheels (DRW). The latter, often called "dualies," are great for towing as they offer higher tongue-weight ratings, although they do give up an almost meaningless 300 pounds to the SRW models in fifth wheel/goose neck maximum towing capacity.

The base engine across the line is the new, 24-valve, 5.4-liter V8. The 6.8-liter V10 is optional on all models ($600), as is the 6.0-liter diesel V8 ($5,100). The standard transmission is a 6-speed manual, with a 5-speed automatic optional ($1490).

Four trim levels are offered: standard XL, mid-level XLT, luxurious Lariat, and ultimate King Ranch. XL models are pretty basic, with only a two-speaker, AM/FM stereo and fixed-interval wipers. Air conditioning ($850) is optional, as are a CD stereo ($275) and seat upgrades, including a vinyl split bench ($400) and cloth buckets ($390). XLT models are equipped more like the average passenger car, with air conditioning and more stereo choices. Lariats come with automatic air conditioning, an overhead console, leather seats with six-way power, and aluminum wheels. King Ranch models, available only with the Crew Cab, come with four leather captain's chairs, extensive leather appointments, and unique paint and trim.

Four-wheel disc brakes with ABS are standard on all Super Duty models, a nice upgrade over older heavy-duty pickups with rear drum brakes.

Stand-alone options include a reverse proximity sensor ($245) for XL, XLT, Lariat, and King Ranch (a great feature on these big trucks); and a power driver's seat for XLT ($290). Power telescoping trailer mirrors are available on XLT ($220) and standard on Lariat and King Ranch; they feature heated glass and integral turn signal repeaters. Manually telescoping mirrors are available ($125) on XL. A power sliding rear cab window is available on the Lariat ($185). A Sport Package ($1,085) for XLT SuperCabs and Crew Cabs adds chromed tubular step bars; body-color grille, bumpers, and door handles; sliding rear cab window; fog lamps; privacy glass; an exclusive two-tone cloth 40/20/40 split-bench front seat and a leather-wrapped steering wheel. Other options include a moonroof ($995), adjustable pedals ($120), cruise control/tilt steering column ($385), roof marker lights ($55), and running boards.

The TowCommand package on the XL ($330) includes the manually telescoping mirrors. On the XLT and Lariat, TowCommand adds the integrated trailer brake controller and heat to the telescoping mirrors ($425). The integrated trailer brake controller is also available as a stand-alone across the line ($205), as are upfitter switches ($60). Also, TowCommand requires the automatic transmission.

The FX4 Off-Road Package ($225) adds skid plates and Rancho shock absorbers; the steering damper formerly offered only as part of the FX4 package is now standard on all '05 Super Duty vehicles. Skid plates ($100) are also available as a stand-alone option.

The Camper Package ($160) adds a rear stabilizer bar, slide-in camper certification and heavy service, auxiliary springs.

The Harley-Davidson Edition returns for 2005, but now on the F-250 and F-350 4WD Crew Cab only. They come with all the King Ranch goodies plus 20-inch, bright-polished aluminum wheels and unique Harley-Davidson design cues inside and out. A limited-edition, bright yellow Amarillo trim package will arrive during the model year.

Walkaround

Ford bestowed on the 2004 F-150 much of the brawny, no-nonsense look we liked about the previous generation of the company's F-250 and F-350 pickups. This meant the 2005 Super Duty line had to have its own spruced up, new look. It also had to have strong, in-your-face styling cues that make clear it's no lightweight, but a true do-anything, go-anywhere workhorse, all while keeping faith with the Ford truck family look.

Ford accomplished this by adding heft and boldness to the grille; the company's stylists describe it as a billet-look, as if the grille were lasered from a block of metal and then bolted to the front clip. The lower front fascia is beefier, too, adding to the impression of mass in motion.

Otherwise, the styling of the 2005 models doesn't differ much from the 2004s. The cab's dropped sill line gives it a sense of openness and accessibility. It also makes climbing in easier, a welcome feature when juggling tools, briefcases, or even toddlers. A distinctive dip along the front door side glass improves the driver's view of the exterior mirrors, a big help when towing a trailer or for seeing around cargo boxes or dump-truck bodies. A locking tailgate is standard.

King Ranch Crew Cabs are dressed up with body-color mirror housings and door handles and distinctive two-tone paint selections, lighted running boards and special King Ranch aluminum wheels. The Harley-Davidson specials sport a unique, tautly meshed grille; color choices consist of black, black and orange, and black and gray; factory-applied flame graphics are a new option ($675).

The tow hitch receiver has been increased from 2 inches to 2 1/2 inches for increased towing capacity.

Interior Features

Ford Super Duty trucks are very roomy, with comfortable, spacious seats and plenty of hip and shoulder room.

Truck owners spend a lot of time in their vehicles, so Ford's interior designers paid a lot of attention to comfort and convenience. The standard interior features a fold-down armrest, a floor console that can accommodate a laptop, and a removable hanging storage bin that can attach to the dash. Even the standard bench seats recline. Two large cupholders are provided. The standard cigar lighter is augmented with a second auxiliary power outlet conveniently mounted up in the dash to the right of the climate control switches.

Controls are big and easy to reach and manipulate. The instrument array is new, with large, round speedometer and tachometer, bracketed by oil pressure and fuel level gauges to the left and transmission temperature (on trucks with automatics) and coolant temperature gauges to the right. The message display located in center of the instrument panel on both gasoline and diesel engines incorporates an hours-in-operation monitor. Optional power-adjustable pedals ($120) are helpful for short-stature drivers (many women, for example), allowing them to sit a safer distance from the airbag in the steering wheel.

Switches for the optional trailer brake controller and TowCommand are integrated into the lower dash beneath the drive-selector knob and stereo control panel, much nicer than attaching a controller with Velcro or duct tape. It's packaged with four factory-installed upfitter switches for aftermarket accessories such as light bars and snow plow blades. Very nice.

Passenger-side airbags offer a deactivation switch on regular cab and SuperCab models. Adjustable seatbelt anchors increase safety and comfort.

Gaining access to the rear seats of the SuperCab is easy. The rear doors are 25 inches wide and swing out a full 90 degrees from the doorsill, a design that eases the loading of gear and passengers. Hidden vertical beams and a cross brace where the front and rear doors meet contribute to occupant safety. The rear seat cushion folds up and forward, and the seatback folds down to create a flat, steel loading surface, a perfect place to put tools and other heavy items that need to stay secure and out of the elements. SuperCab XL buyers who need interior cargo room more than back seats can delete the rear seats entirely for a $415 credit.

On Crew Cabs, the rear seat splits and folds 60/40 to form a flat loading floor. All Crew Cabs except XL come with grocery hooks, integrated cup holders and rear-seat head restraints.

The Super Duty trucks are not exactly luxurious, but Lariat and King Ranch models get wood-grain interior accents. King Ranch gets rich-looking leather and a fixed center console topped in leather matching the steering wheel, seats and A-pillar assist handles and light-colored gauge faces in the speedometer and tachometer.

Driving Impressions

The new 5.4-liter V8 that comes standard is rated at 300 horsepower (a 40-horsepower increase over 2004) and 365 pound-feet of torque. The 6.8-liter V10 is rated at 355 horsepower (a 45-horsepower increase over 2004) and 455 pound-feet of torque (compared with 2004's 425). Both gas engines are part of Ford's Triton series, and employ overhead cams for valve control and three-valve heads for improved breathing and power delivery. The 6.0-liter Powerstroke turbocharged diesel V8 is an expensive option, but it's rated at 570 pound-feet of torque at 2000 rpm (a slight increase over 2004) and 325 horsepower at 3300 rpm.

A six-speed manual transmission is standard on all Ford Super Duty models, but we prefer the new five-speed automatic available with all three engines. It's especially sweet with the 6.0-liter turbo diesel.

With its new, more refined frame and re-engineered suspension, the 2005 Super Duty has achieved parity with, if not edged slightly ahead of its GM and Dodge competition in ride and handling. Yes, it's a heavy-duty pickup, and long wheelbases can't give it the ride quality of its lower-rated sibling. But pavement bumps and irregularities are suppressed to a refreshing degree, even when the truck is empty. Head toss on rough pavement is minimal and there's little body lean in turns. Trucks of this weight rating aren't usually candidates for serious off-roading, but we found the Super Duty handled very well on a washboard dirt track and through sandy washes.

Upstaging all these routine measures is the new TowCommand system, a feature we feel is a must-have for drivers who tow. Gone is the light switch-like, on/off, all-or-nothing braking prevalent in aftermarket trailer brake fitments, that makes stopping on a dime difficult. With TowCommand, touch the brake pedal, whether on the flat or on a grade, and the trailer begins slowing, exerting a mild drag on the Super Duty's forward progress. Press harder on the brakes, and the trailer's drag increases. Release the brakes, and the drag fades. As the Super Duty comes to a stop, the trailer brakes gradually back off, virtually in sync with the towing truck. No jerking. No yanking. Its operation is truly proportional to the amount of brake pressure. In back-to-back testing with an 11,000-pound trailer, we were able to stop precisely where we wanted from 25 mph and 45 mph with the new system. Conversely, when using an aftermarket system, we were not able to accurately stop; we usually stopped short of the mark and had to release the brake and creep up to position. This makes the system more comfortable and less annoying for driver and passengers, and less annoying to the motorists behind you. The system enhances safety as well; it gives audible and visual warnings if the trailer wiring becomes disconnected. It's also tied into the truck's anti-lock brake system and uses a special trailer brake strategy when the ABS detects poor traction (wet pavement, for example). No aftermarket trailer brake controller can do this.

Summary

The 2005 Ford Super Duty trucks feature increased capability and fresh styling. Power is up across the range, even in the 6.0-liter turbo-diesel, which accounts for 70 percent of the Super Duty's sales. The new, optional five-speed automatic transmission complements all three powerplants.

The Ford Super Duty trucks offer roomy, comfortable cabins with up-to-date creature comforts and features. Re-designed suspensions and re-engineered suspensions improve handling and ride. The new TowCommand system with integrated trailer brake controller is a must-have option for owners who tow.

New Car Test Drive correspondent Tom Lankard filed this report after driving Super Duty models around Kingman, Lake Havasu, and Yucca, Arizona. NCTD editor Mitch McCullough tested the integrated brake controller at Ford's proving grounds in Michigan.

2006 Ford F-150
Six distinctly different trucks.

By New Car Test Drive   

Introduction

The Ford F-150 delivers all the big-truck attributes of toughness, strength, and cargo capacity, but offers interior design and comfort that would rival some luxury cars. It's also stylish, among the best-looking in a group of handsome full-size pickups for the 2006 model year.

Properly equipped, an F-150 can tow 9,900 pounds or haul more than 3,000 pounds in the bed. The F-150 is comfortable as well, with a quiet and refined ride and comfortable interiors that show attention to detail. Handling is excellent for a pickup.

The F-150 earned a five-star safety rating from the government (NHTSA) in frontal crash testing and was named a "Best Pick" in offset-crash rating from the Insurance Institute for Highway Safety. F-150 comes equipped with dual frontal airbags designed to deploy according to the severity of the crash and who or what is occupying the seat. Seat belts, your first line of defense in any crash, are equipped with pre-tensioners and energy-management retractors.

For all these reasons, the F-150 has been America's best-selling full-size pickup for 28 consecutive years. It's the most important, most profitable vehicle Ford makes.

F-150 was last redesigned in 2004, when it earned numerous awards, including North American Truck of the Year. Ford has not significantly changed the F-150 since then except to expand the lineup every year with new trim levels, variations, and specialty models.

For 2006, SuperCrew (crew cab) models will be available with a longer, 6.5-foot bed; as well as the standard 5.5-foot short bed. A limited-production Harley-Davidson edition, previously offered on Super Duty models, is now available as an F-150 SuperCab (extended cab). SuperCrew buyers can choose the King Ranch model, lavishly outfitted in Castano leather, one of our favorites. At the bottom of the lineup is a V6 work truck.

F-150 offers more choices than any other pickup nameplate, with six distinct trim variations, the industry's widest variety of body configurations (three cab styles, three bed lengths, two bed styles), and a choice of V8 engines, all thoughtfully designed to address the distinct needs and wants of individual buyers.

Model Lineup

The 2006 Ford F-150 is available in six distinct trim levels. The XL, STX, XLT, FX4, Lariat, and King Ranch each boast their own interior style and features. Engines, suspensions and cab configurations are designed to meet specific needs. A myriad of configurations and options within these model lines ensure buyers can select the right pickup for them.

The 2006 Ford F-150 SuperCrew (crew cab) is available with a 6.5-foot bed, mounted on a new 150.5-inch wheelbase. Wheelbases as long as 163.0 inches (e.g., a SuperCab with the 8-foot long bed) are available.

Three engines are offered: a 4.2-liter V6, a 4.6-liter V8, and a 5.4-liter V8. The V6 offers a choice of four-speed automatic or five-speed manual transmission, but comes in only the most basic F-150s. In the models most consumers will buy, the 4.6-liter V8 is standard. Both V8s come with four-speed automatic transmissions, although the 5.4 comes with a heavy-duty unit.

XL is the budget-priced F-150 with a work-truck interior: vinyl-covered 40/20/40 bench seats, black vinyl floor covering, and an all-plastic dashboard housing a basic AM/FM radio. XL is readily identifiable by its black grille and fascia, painted silver bumpers and 17-inch steel wheels. Regular cab and SuperCab (extended cab) styles are available, and the latter comes with air conditioning (an $850 option on regular cabs). An F-150 XL Regular Cab 2WD short wheelbase model with a 4.6-liter V8 and automatic retails for $20,635, or $18,790 with a V6 and manual gearbox; a SuperCab long-wheelbase 4WD with a V8 and automatic retails for $27,275. Chrome bumpers and cloth seats are optional.

STX is sportier than the XL, with body-color bumpers and body-color trim for the black grille, and 17-inch cast aluminum wheels. Cloth seats, a CD player, and air conditioning come standard. STX comes in Styleside and Flareside body styles, in regular cab or SuperCab, with either a 6.5-foot or a 5.5-foot cargo box. An audiophile sound system with subwoofer and six-disc CD changer is optional. An STX 2WD Flareside retails for $23,030.

XLT is the most popular model, nicer and better-equipped than XL. It comes with chrome bumpers and a honeycomb grille that sets it apart from the other models. XLT comes in regular cab, SuperCab or SuperCrew; and depending on cab style buyers can choose 5.5-, 6.5-, or 8-foot bed lengths, plus Styleside or Flareside beds. Carpeting is standard, as is a premium cloth upholstery on the standard bench seats or optional captain's chairs. The XLT instrument panel gets more flash than either the XL or STX dash; and power windows, mirrors and locks with remote keyless entry are standard. The XLT features an overhead rail console system that the owner can tailor to his or her needs. Fog lamps come standard on 4WD XLTs. An XLT SuperCrew 4WD 5.4-liter V8 automatic retails for $34,055.

FX4 is a special off-road model. The interior features a leather-wrapped steering wheel, a floor shifter, and chrome accents; while the exterior is distinguished by a unique grille, 18-inch cast aluminum wheels, and body-color or Dark Shadow Gray bumpers, depending on paint choice. FX4 is available in regular cab, SuperCab, and SuperCrew body styles, but the long (8-foot) bed is not available. The standard engine is the 5.4-liter V8. The FX4 has its own instrument package with carbon mesh accents on the metallic dashboard. Captain's chairs in cloth or leather are optional. An F-150 FX4 SuperCrew 4WD retails for $35,495.

Lariat is the luxury model, distinguished visually by a unique grille design (chrome housing around Arizona Beige insert) and bright-finish 18-inch aluminum wheels. Bumpers are chrome or Arizona Beige. Lariat features black-on-cream instruments, lots of wood trim and brushed metal, a multi-function steering wheel, and a shiny floor shifter mounted in a floor console. A power-adjustable and leather-trimmed 40/20/40 split bench seat with seat memory is standard, along with power-adjustable floor pedals, an in-dash message center, and climate control. Heated power leather captain's chairs are optional. Lariat 2WD models are available in all three body styles, but 4WD versions come only with Styleside fenders. An F-150 Lariat SuperCrew 2WD starts at $32,995; with 4WD it starts at $36,450.

King Ranch features rich Castano leather designed to capture the spirit of the historic Texas cattle ranch. It is built only as a SuperCrew, and distinguished by a color-coordinated grille, Arizona Beige running boards, and other special trim. Inside are power-adjustable and heated captain's chairs in front, a 60/40 split bench seat in back, and unique interior trim. Power-fold heated side mirrors with approach lamps are standard. King Ranch 2WD starts at $36,155

Dozens of options are available at every level, including mechanical or automatic shift-on-the-fly four-wheel drive, skid plates, limited-slip axle, traction assist for 2WD V8s, 35.7-gallon fuel tank, fog lamps, two-tone paint, 20-inch wheels, chrome dress-up packages, a six-disc CD changer, Sirius Satellite Radio, a heavy-duty payload package, a trailer tow package, a snow plow package, and a rear-seat entertainment system.

Also available is a limited-production Harley-Davidson edition ($34,625) finished in Monotone Black with red and blue accent stripes, and flashing 22-inch polished aluminum wheels, a chrome billet grille and blackout headlamps. The Harley edition offers conventional 2WD or full-time all-wheel-drive (AWD), the latter a first for any F-150. Interiors are finished in black airline leather with chrome and Piano Black details. The only available body configuration is a SuperCab with a 6-1/2-foot Styleside box.

Walkaround

In the late 1990s, F-150 went aerodynamically curvy, and although it remained number one in sales, not everyone liked the look. So for 2004, Ford returned the F-150 to its square-shouldered roots, with a more utilitarian look that continues essentially unchanged for 2006.

It's a functional look, but in its own way it's at least as stylish as the much-heralded Dodge Ram. In fact, the F-150 has a unique image, no small feat when designing within the hard parameters imposed by a pickup. It's at once crisp, bold, and sturdy. In short, we think the F-150 is a great-looking truck.

The F-150 shares styling cues with Ford's handsome Super Duty pickups, including the sharp downward drop in the forward part of the door windows, allowing a clear view of the massive outside mirrors. A high beltline gives the truck visual strength and makes occupants feel more secure.

The whole nose is square in concept, with a large, bold, big-rig grille opening. Yet the front fascia wraps around to the fenders for a precise, sophisticated appearance. The bodyside and cargo box sheet metal is chiseled, though it looks slab-sided at the same time, a theme that carries through to the tailgate. F-150 is both upscale and utilitarian, a look that's very appealing.

The different trim levels are quite distinctive. Just one example: XLT and Lariat have a honeycomb grille (black on XLT, Arizona Beige on Lariat), while XL, STX, FX4, and King Ranch wear a bar-style grille.

Practical considerations are a big part of the design, and some of this can be easily seen. Every bed, no matter which length or style, is more than 22 inches deep, for a generous margin when hauling larger cargoes. All models, including the regular cab, have four opening doors on the body with storage room and/or seats behind the front seat. The SuperCab (extended cab) doors are larger than the vestigial doors on the standard cab, while, as mentioned, the SuperCrew has four full-size doors.

Interior Features

The Ford F-150 features six distinctly different interiors, and your take on each will vary according to how you think your pickup should be outfitted and how much you want to spend. The basic XL is surprisingly nice. At the other end of the spectrum is the King Ranch, which evokes images of Texas and cowboys. We love the King Ranch, but it's not for everyone.

We found the XLT's front bench seats attractive, but they are flat and lack support. The front bench is split three ways. The center section flips down to reveal a center console with storage and cup holders. The console is flat, unlike GM's, so you can put a clipboard on top of it and it won't immediately slide off.

The FX4's optional captain's chairs were much more comfortable, offering decent support for the hips and back. They also looked great, trimmed in black leather with light gray stitching. Adjusting the power seats may be a little awkward for drivers with big arms, however, because the clearance between the door armrest and the seat is a little tight. Rake adjustment on the power driver's seat is manual, and raking it forward can be a bit awkward. The center console between the captain's chairs is deep, holds a lot of stuff, and features a pair of big, solid cup holders. The floor shifter for the automatic transmission works very well.

Radio and HVAC (heater) controls are plain but straightforward and easy to operate. Delayed accessory power means you can turn off the ignition, remove the key, and continue to operate the power windows and run the radio until you open the door.

The Lariat has one of the classiest, quietest, most completely equipped pickup truck interiors we have spent time in. Lariat comes with every known amenity. In Lariat trim, an F-150 rivals luxury cars in terms of design, materials and completeness, with beautiful, rich wood trim, both shiny and matte metallic finishes on major panels, and a lovely three-pod instrument panel behind the multi-function steering wheel.

At every level, attention to detail is obvious. Giant mirrors afford an excellent view rearward. There's a hook for your dry cleaning. Optional rear park-assist helps greatly when parallel parking one of these big rigs. Its alarm beeps ever more rapidly as you back toward something and it even turns down the radio to make sure you hear its warning. A set of overhead storage bins is available that snap into rails; Ford offers five different sets of these bins, and the aftermarket is making additional versions with overhead entertainment systems and other specialty items built in. One of our few gripes is that the clear plastic over the instrument panel is too reflective in bright sunlight, making the instruments hard to read. Everything else inside functions very well and looks beautiful.

The SuperCrew features a roomy back seat where adults should find comfortable and convenient accommodations. The big difference in the back seats between SuperCrew and SuperCab models is rear legroom: 39.0 inches for SuperCrew, 32.7 inches for SuperCab. The rear seat bottom flips up for carrying cargo behind the front seats.

Driving Impressions

The Ford F-150 offers a ride that's smooth and firm, with a minimum of body roll in corners, and a nice, plush ride over cobbled pavement, rutted dirt roads, and freeway slabs. We found this to be true in all the models we drove. Among them: an XLT SuperCab 4WD, a Lariat SuperCab 2WD Styleside with a 6.5-foot bed, an XL with a standard cab, and an FX4 SuperCrew. We were delighted by the ride of the FX4. It seems smoother than most off-road pickups. It offered a firm but comfortable ride around Los Angeles even with no weight in the bed to pre-load the rear suspension.

The power rack-and-pinion steering in the F-150 is exemplary. It's responsive, without hesitation or delay, and without being darty or overly quick or nervous. The truck tracks like a laser beam, turns in quickly, and recovers quickly even with no load in the bed.

The F-150's excellent ride and handling are benefits of a frame that's fully boxed with hydroformed front rails. The seven-crossmember skeleton is stronger, stiffer and heavier than any previous Ford pickup frame. The current frame is nine times more resistant to twisting and 50 percent more resistant to bending than the C-channel frame used up through 2003.

The front suspension is a double-wishbone setup for both 2WD and 4WD models. The rear suspension has outboard shock absorbers to control rear-end motions better in quick maneuvers. The outboard shock position provides better control on washboard surfaces, reducing the tendency to skate around in bumpy corners. The rear leaf springs are three inches wide. Liquid-filled motor mounts and a long list of other measures keep vibration and noise to a bare minimum.

Braking is smooth and responsive. They start slowing the truck just a little way into the pedal travel, and the more you push the pedal, the more acute the braking becomes; the absence of dead space in the pedal travel is a welcome relief from typical truck practice. All F-150s come with four-wheel vented disc brakes and ABS.

We found the big 5.4-liter V8 smooth and quiet. Rated at 300 horsepower and 365 pound-feet of torque, it delivers quick acceleration, although it doesn't seem as responsive as the 5.6-liter V8 in the Nissan Titan. The F-150's 5.4-liter V8 is part of Ford's Triton engine series, and features a single overhead camshaft per cylinder bank, three valves per cylinder, and variable valve timing. EPA estimates for a 5.4-liter F-150 with 2WD are 15/19 mpg City/Highway. A flexible-fuel (gasoline/ethanol) version of the 5.4 is also available for the 2006 model year. The high-capacity 4R75E four-speed automatic transmission that comes with the 5.4 is smooth and responsive, downshifting quickly and crisply when you punch it, and shifting almost seamlessly when cruising.

The 4.6-liter Triton V8 also features aluminum overhead-cam heads, but with a more conventional two valves per cylinder. Rated at 231 horsepower and 293 pound-feet of torque, it offers a broad torque band, with 90 percent of its peak torque available at just 2000 rpm for strong towing performance and solid acceleration when hauling heavy loads. The 4.6-liter is also rated 15/19 mpg.

The 4.2-liter V6 is an attractive option for work trucks. It's a nice, smooth engine of the traditional pushrod-overhead-valve kind, and we liked the XL model we drove with it, though performance is sluggish by modern standards. The V6 is rated at 202 horsepower and 260 pound-feet of torque. A V6 2WD automatic rates 16/20 mpg; with a five-speed manual transmission, city mileage actually drops to 15 mpg.

The Harley-Davidson edition comes with a suspension biased further toward precision handling. The 5.4-liter V8 comes with a unique exhaust tuned for more hot-rod rumble. The available all-wheel-drive (AWD) system is electronically controlled and continuously monitors throttle position and wheel speeds to determine how much power to shift from the rear wheels to the front.

Summary

The Ford F-150 delivers a strong combination of style, interior comfort, performance, ride and handling. With six major trim variants and a choice of drivetrains and body styles, there's an F-150 for every type of pickup owner.

NewCarTestDrive.com correspondent Jim McCraw reported from Dearborn, Michigan, with Mitch McCullough reporting from Los Angeles.

2005 Ford Ranger
Value priced, Ford tough.

By New Car Test Drive staff   

Introduction

Ford Ranger has been America's best-selling compact pickup for 17 years running. While the entry-level pickups from other manufacturers have moved up in size, roominess, features and refinement, the Ranger remains the only real compact pickup. Bottom line: It's getting long in the tooth but it's still a good truck. It's now sold largely on its low price, with cash rebates to sweeten the deal. Retail prices for basic work trucks start below $15,000.

Recent upgrades have improved this truck. The suspension was overhauled for 2004 with improved bushings, springs, shocks and tires all designed to improve the ride quality, and the brakes were improved for 2003. Last year saw some interior and exterior revisions as well. The result is a solid compact pickup.

A Ranger equipped with the German 4.0-liter overhead-cam V6 leaps off the line and runs quickly to speed. An optional five-speed automatic available complements each available engine with close ratios for better throttle response when accelerating, towing a trailer or driving off road.

For 2005, some new packages are available. The Ranger line is diverse and offers a wide range of options. Edge, Tremor, and FX4 models are available, with upgraded audio and wheel packages. There are Regular Cab and SuperCab extended-cab bodies, but no crew cab.

Model Lineup

The 2005 Ranger is available in XL, XLT, Edge, and FX4 and FX4 Level II trim levels, in Regular Cab and two- and four-door SuperCab configurations. Two-wheel drive and four-wheel drive area available. Styleside and Flareside versions are available. A 7-foot box option is available on XLT Regular Cab Styleside models. Five-speed manual and five-speed automatic ($1,000) transmissions are available.

Three engines are available: The 2.3-liter four-cylinder is a modern dual overhead-cam design with four valves per cylinder rated at 143 horsepower and 154 pound-feet of torque. The optional 3.0-liter V6 is a traditional overhead-valve engine rated 154 horsepower and 180 pound-feet of torque. Ford offers this engine with flexible fuel capability, meaning it can operate on ethanol, gasoline or any combination of the two fuels in the same tank. This engine is standard on all 4×2 SuperCab models equipped with a five-speed automatic transmission.

Topping the chart is a modern 4.0-liter V6 with single overhead-cams developing 207 horsepower and 238 pound-feet of torque.

The price-leading Ranger XL starts at just $14,365 with the 2.3-liter engine, five-speed manual transmission, 2WD Regular Cab, 15-inch steel wheels. The XL is available with 2WD and 4WD, in Regular Cab and SuperCab.

XLT adds chrome trim, interior amenities (including a CD player, tilt wheel, full carpeting), and useful truck accessories (rear step bumper, sliding rear window, mud flaps). XLT 4WD models get step bars and fog lights, 16-inch aluminum wheels.

Edge models feature upgraded shock tuning and larger wheels and tires. Edge comes in 4×2 and 4×4 editions, but either way it rides at the 4×4 height. The Edge comes with either a 6-disc in-dash CD player or an MP3 player, depending on the model. The Tremor package includes an upgraded Pioneer AM/FM/MP3/6CD system with a 510-watt amp, 10-inch bass subwoofer and four large speakers. A high-output alternator keeps the current flowing and white-faced gauges add interior style. The Tremor package also includes five-spoke 16-inch wheels.

The FX4 package is for serious off-roading. The FX4, based on a four-door SuperCab XLT, comes with heavy-duty shocks, skid plates, all-terrain tires, and a limited-slip rear differential. The FX4 Level II package gets Bilstein shocks tuned for improved handling on and off road. The package includes a Torsen limited-slip axle, eight-hole Alcoa forged aluminum wheels and 31×10.5-inch B.F. Goodrich All-Terrain T/A tires. It comes with stainless steel front tow hooks, black wheel lip moldings, and skid plates that cover the front suspension and differential, transfer case, and fuel tank. Two-tone, thick bolstered bucket seats and ebony interior trim lend a distinctive look, while deep-groove floor mats help protect the carpeting from slush and mud.

Walkaround

The Ranger's exterior appearance has changed little since 2001, though minor revisions for 2004 included a raised power dome hood and subtle changes to the front end.

We find the door handles a bit hard to hang onto; they snapped away from our fingers when we were in a hurry. An optional bed extender ($195) flips out and rests on the tailgate, a U-shaped cage of tubular stainless steel. It won't keep dirt in, but it will sure stop your kayak from sliding out.

Full-width Styleside beds sweep a continuous line from tip to tail, while sporty Flaresides carve a recessed step into each side panel immediately behind the cab. The notch accentuates a rounded rear fender. Indentations in the bed support partitions to segment cargo.

The Edge models feature a monochromatic treatment. Edge also features protective bed rails and four tie-down hooks. The running boards/stump guards look tacked on.

Interior Features

Ford Ranger offers spacious, comfortable accommodations and convenient features. The seats were upgraded for 2004 with sculpted bolsters and higher seatbacks for improved comfort.

Regular Cab models get a cloth bench seat that can squeeze three aboard. The seat splits 60/40 for access to the space behind it. Also available are optional cloth sport bucket seats and leather-trimmed bucket seats. A 7-foot bed is available on XLT Regular Cab Styleside models.

SuperCabs offer a larger interior storage bay behind the front seat, with a 6-foot (71.8 inch) bed behind that. Two small side-facing jump seats may be added to the SuperCab's rear bay; each folds down from the back wall. Two optional rear-hinged doors (standard on Edge 4x4s) allow easy access to the SuperCab's rear quarters.

A tachometer is supplied at all trim levels. The center pod for climate and audio systems uses large, easy-to-use rotary dials. In addition to the 510-watt system, Ranger offers a 290-watt Pioneer AM/FM/CD/MP3 system with nine speakers and an integrated power subwoofer.

Edge adds a textured rubber floor cover for wash-and-wear convenience. A 60/40 split bench is standard, but bucket seats with black twill bolters are optional. The fabric in the Edge seemed tough.

Driving Impressions

Ford Ranger benefits from suspension improvements starting with the 2004 models, with revised bushings, springs, shocks, and tires designed to improve ride quality. The brakes were improved for 2003.

The Ranger leaps off the line and runs quickly to speed when equipped with the overhead-cam 4.0-liter V6 built by Ford in Germany. More important, it provides strong low-rpm torque for off-road work in four-wheel-drive, or for pulling heavy loads or trailers.

The V6 teams with either a heavy-duty five-speed manual gearbox or a five-speed automatic with adaptive shift logic. Rather than adding a taller overdrive, the five-speed automatic adds a gear between what would be first and second in a four-speed automatic. This provides closer ratios for better throttle response when accelerating, towing a trailer or driving off-road. A high-gear lockout switch on the tip of the shift lever enables the driver to kick down a gear with the tap of a finger.

Our Ranger SuperCab 4×4 with the 4.0-liter V6 and five-speed automatic delivered good performance for passing, even at altitude. It could scamper up mountain grades or effortlessly pass a line of heavy freight haulers.

The Ranger handles bumps and curves with confident dexterity. Its rigid ladder-like chassis, fully boxed in the front section, combines with an independent wishbone front suspension to pamper passengers with smooth ride sensations.

At the same time, the Ranger offers aggressive performance off the pavement, as we saw on a primitive track laced with lumps and rocks and tire-sucking mud pits. A high ground clearance enables the Ranger 4×4 to clear ruts and bumps easily. And when it doesn't, skid plates shield the transfer case and fuel tank from damage.

A pulse-vacuum hub-lock device engages the front hubs quickly, for push-button shifting into four-wheel-drive while rolling as fast as 80 mph. A rotary dial on the dashboard provides seamless switching from rear-wheel-drive to four-wheel-drive high, or further down to four-wheel low for serious off-road maneuvers.

Summary

As a work truck, the Ford Ranger offers serious truck capability at affordable prices. Watch for cash rebates and other incentives.

The high-level models deliver strong performance on and off road. We like the XLT. The four-wheel-drive system with vacuum-activated hubs works very well and you can't beat the 4.0-liter V6 for performance.

New Car Test Drive editor Mitch McCullough is based in Los Angeles.

2005 Ford Freestyle
An excellent example of a successful crossover.

By Tom Lankard   

Introduction

Station wagons were once mainstream suburbia. So were minivans. In time, it seems, everything cycles out of favor. And if history is prologue, this fate will ultimately befall sport-utility vehicles. But people still need to haul themselves, their families and friends and their stuff around. And even the roomiest sedan with a multi-golf bag-sized trunk can't do it all.

Into this breech slides the latest iteration of the do-everything vehicle, the so-called crossover. Not quite a wagon, not quite a minivan, not quite an SUV, not quite anything that's come before, the crossover tries to combine the best features from all of these. Some succeed better than others, and into this class falls the all-new 2005 Ford Freestyle.

In the Freestyle, Ford has combined space-conscious and people-friendly packaging and a new-tech powertrain offering performance and efficiency. Three rows of seats yield either six or seven adult passenger capacity, and a unique-for-the-class, continuously variable transmission eases engine load and smoothes the drive. All-wheel drive is available for owners who want all-weather capability.

Critics may say the Freestyle is simply the station wagon version of the new Ford Five Hundred sedan. And in many ways, they're right. Yet many have found the Freestyle inexplicably offers a better driving experience than the Five Hundred, and it's certainly more practical.

The Freestyle is well worth a look for shoppers tired of the everyday vehicle, yet also tired of climbing up into and jumping down out of today's SUVs, and willing to explore something new and slightly different.

Model Lineup

Ford Freestyle comes in three trim levels, SE, SEL and Limited. All have the same 3.0-liter V6 engine rated at 203 horsepower. All are equipped with a Continuously Variable Transmission, or CVT.

The SE ($24,945) comes with features not normally expected in a base model. These include a six-way power driver's seat, cruise control, tilt steering wheel, four-wheel disc brakes with ABS and traction control, all on top of the usual air conditioning; power windows, outside mirrors and central locking; and AM/FM/CD stereo.

All-wheel drive ($1,700) is optional on the SE. Other options: a Safety and Security package with front seat side airbags and full-coverage side air curtains plus anti-theft alarm and exterior convenience lighting ($795); a Convenience package with automatic headlamps, dual-zone automatic climate control with outside temperature display ($295): an auxiliary rear-seat climate control ($595): a middle-seat floor console ($95); and no-charge substitution of a three-passenger middle bench seat in place of the standard bucket seats that seat two.

The SEL ($26,345) adds a six-disc in-dash CD changer with MP3 capability; auto headlamps; heated and folding outside mirrors; electrochromic rearview mirror; leather-wrapped shift knob and steering wheel with audio controls; programmable, three-frequency remote garage door opener; the exterior convenience lighting; extra sound insulation; fog lamps; and sundry exterior trim enhancements, including bright aluminum wheels in lieu of the SE's painted wheels. Options for the SEL: leather seating ($795); a Comfort package with eight-way driver and four-way passenger power seats and dual-zone automatic climate control and outside temperature display ($495); a DVD-based entertainment system, including two wireless headphones and wireless remote ($995); power moonroof ($895); reverse sensing system ($250); and a split-fold third row seat ($115). Some of the SE options are available, including the Safety and Security package ($695).

The Limited ($28,545) includes many of the SEL's options plus an upgraded sound system with subwoofer, memory settings for driver's seat and outside mirrors, heated front seats, two-way adjustable second row seats, woodgrain dash trim, cargo net and 18-inch bright aluminum wheels. Options besides those available on the SE and SEL are a programmable, three-frequency remote opener system ($115) and adjustable pedals with memory ($175).

Walkaround

The Freestyle presented Ford's designers with a challenge: how to make something that looked like neither a station wagon nor a minivan but promised the best of both. To a large extent, they succeeded, but, and no surprise, not without some compromise.

Built on the same platform and incorporating much of the mechanicals of the new Ford Five Hundred, the Freestyle nevertheless looks more like the Ford Escape compact SUV than the car. From all angles, there are more of the Escape's styling cues than any of the car's cues, from the unadorned and somewhat upright front end to the fender blisters, tall side glass and hefty C-pillar to the liftgate and heavily bumpered tail end. Thus, there's virtually nothing to make a shopper think "station wagon," at least not initially.

Parked next to the Five Hundred, however, similarities abound. The wheelbase is identical. (Wheelbase is the distance between the front and rear wheels.) Lengthwise, the Freestyle is actually an inch shorter than the Five Hundred. Only in height is there a marked difference, where the Freestyle is about five inches taller, more than an inch of which is a result of the Freestyle's added ground clearance. Is it, then, merely a tall station wagon?

Comparing the Freestyle with its demi-namesake, the Freestar minivan, the compromises become apparent. In overall length the Freestar is barely two inches longer, but it's nearly four inches taller and its wheelbase stretches almost another eight inches (accommodating those convenient sliding side doors). These added inches endow the Freestar with a maximum 130.6 cubic feet of cargo capacity, versus the Freestyle's 86.5 cubic feet. All of which says it's not a minivan.

Against the Escape, however, the Freestyle measures up quite well. It's almost two feet longer, with a 10-inch longer wheelbase. And the Escape is barely an inch and a half taller. Inside, the Freestyle offers fully 20 cubic feet of additional cargo space. And though less than an inch shorter in wheelbase than the Explorer, the Freestyle is more than an inch longer overall. The Explorer is, like the Freestar, taller, by some four inches, which helps explain why the Freestyle's seating position is 5.5 inches lower than the Explorer's.

With the Freestyle, then, the stylists' compromises seem to have worked. While it's none of the above, it's some of the above, and some of the best of the above, at that.

Interior Features

Fitting three rows of seats in a package the size of the Freestyle required some compromises, but the good outweighs the bad.

The front seats are decently bolstered, with adequate thigh support. The lower back and rear bottom portions didn't support well, though, on a multi-hour, afternoon drive from Milwaukee along primarily rural roads down the western shore of Lake Michigan to Chicago.

Second- and third-row seats tend more toward utilitarian than coddling, with mostly flat seat bottoms and backs, even the second-row buckets. Otherwise, people room is quite respectable, especially with the twin buckets in the second row. With the second-row bench alternative, the center seat bottom and back cushions are above grade and with even less lateral support relative to the outboard seats. Ford says the third-row seat was designed to comfortably accommodate a 6'1" male, but in reality, occupants of that stature will find their legs quite a bit more articulated and their knees closer to their chests than elsewhere in the Freestyle's cabin. Headroom back there is commendable, though, thanks to a roofline that's several inches higher over the rear seats than at the windshield, a styling feat deftly masked by the angular C-pillar and roof rack. The Freestyle offers great versatility with split-folding third-row seats, an available 60/40 second-row bench seat and a fold-flat front passenger seatback; the last allows hauling objects up to 10 feet long, like a surf board or a ladder, depending on the weekend's activities.

Storage is plentiful, including as many as a dozen cup holders, map pockets on all four doors and rear quarter panels, magazine pouches on the back side of the front seatbacks, a deep area behind the third row of seats (which the seats occupy when collapsed, so this is for occasional use), the usual center console and a modest glove box. And there's the ever-popular sunglasses holder incorporated into the overhead console. That overhead unit also houses the "conversation mirror" (a.k.a., the kid spy glass), although this combo feature gets displaced by the optional moonroof. Second- and third-row seats get reading lights.

The dash design is quiet and uncluttered, assembled from few bits and pieces, promising minimal squeaks and rattles as the Freestyle ages. Framed by the steering wheel are large, round, easy-to-scan, white-on-black (the Limited gets black-on-white) tachometer (sans redline, a result of Ford's ever-diligent cost cutting) and speedometer, between which are the fuel and engine water temperature gauges and, on the SEL and Limited, the digital informational display, all beneath a hood shading them from mid-day glare. At the far ends of the dash are two round air conditioning registers, identical to two atop the center stack; sadly, although all four look as if they rotate in their receptacles, they don't, adjusting only side-to-side and up-and-down, and only the two outboard registers close completely. To the left of the steering column are the headlight and dash light controls, and when ordered the rocker switch for the adjustable pedals. The high-beam, turn indicator and windshield/backlight wiper/washer levers sprout from the left and right side of the column, respectively.

At finger-tip level in the center stack is the stereo control head, for the most part ergonomic, except for the tuning function, which requires either enduring an interminable scan/seek process or depressing one or the other end of a smallish bar until the desired station is reached. Beneath this is a delightfully legible and manageable climate control panel, and below that are switches for the emergency hazard flasher and, when ordered, the traction control; a receptacle that can be converted to an ash tray if necessary; and one of three power points (another is in the center console, the lip of which is notched to allow a power cord to pass beneath the latched cover, the other in the cargo area). On the SE and SEL, the center stack surround is a pleasant, satin-finish metallic, on the Limited, a burl-grain applique. Above the glove box on the passenger side a towel bar-like hand grip is recessed into the dash. Door panels are gracefully uncluttered, with high-mounted opening levers and child-friendly power window switches embedded in the tops of wide arm rests.

Driving Impressions

Driving a car with a continuously variable transmission, or CVT, takes some getting used to. There are no shifts, no gear changes, up or down. Instead, the driver steps on the gas, the engine speeds up and the car begins to move. The engine then commonly maintains about the same, seemingly elevated rpm while the car accelerates to the desired speed, at which point the driver eases off the gas to let the engine slow to where the car keeps moving at that speed. Of course, as elevations change and traffic ebbs and flows, the car's speed changes, as does the engine's, but not always consistently or to the same degree, and definitely not as expected with a traditional automatic.

All shiftlessness aside, the goal of a CVT is to allow the engine to spend as much of its operating time as possible in an rpm range that maintains optimum fuel efficiency and generates minimum emissions. Only the smog cops can attest to emissions levels, but as for efficiency as measured by usable power and fuel economy, the Freestyle's package delivers. Compared to the Chrysler Pacifica AWD, roughly comparable in power although slightly less commodious and 500 pounds heavier, the all-wheel drive Freestyle gets up to speed with a smidgen more spirit, say by about a second or so from 0 to 60 mph. In fuel economy, though, the Freestyle easily prevails, by 2 miles per gallon in both city and highway estimates by the U.S. Environmental Protection Agency; the EPA gives the front-wheel-drive Freestyle an estimated 20/27 City/Highway mpg.

Rapid acceleration generates torque steer, a side-to-side tugging of the steering wheel. This occurs not only in the front-wheel-drive Freestyle, which is not uncommon, but also in the all-wheel-drive variation, which is unusual, or at least should be. Passing is necessarily somewhat more relaxed with a CVT, as there's no immediate kickdown to a lower, more aggressive gear.

Some wind noise leaks in around the side windows at freeway speeds, and there's a noticeable susceptibility to cross winds, which is no surprise given the Freestyle's uprightness. Commendably, though, the Freestyle's wide stance gives it reassuring stability around high speed curves and on winding roads. (Freestyle's front track is a fraction of an inch wider than the Freestar's and its rear track more than two inches wider.) Also, there's little of the body lean and occupant head toss associated with SUVs.

Braking is solid, although not entirely linear. The steering returns good on-center feel and turn-in is responsive. A nice touch is the subdued, wood-like, turn indicator click/click sound apparently borrowed from Jaguar. But even with the SEL's added sound insulation, pavement slap from the tires is clearly audible, although at steady-state cruise, powertrain sounds fade to a whisper.

Summary

The new Ford Freestyle is a nice package, with nice looks, a nice powertrain, and a nice starting price, given all that it buys. But the option list is lengthy and full of temptations. Just as the Freestyle's designers did, buyers may face compromises, too.

New Car Test Drive correspondent Tom Lankard filed this report from the Great Lakes area.