car. Listen to the auto writers, and at least a few will say this latest version of

the popular compact--a perennial on the list of America's top 10 best-selling cars--is merely a re-skin of last year's model. Like much of the Escort's character, the truth rests squarely in the middle.

Indeed, the Escort and its Mercury Tracer twin aren't so much new cars as they are

carefully balanced refinements. While the sheetmetal is all new, both cars still share the same basic floorpan, chassis and drivetrain with the previous model. Yet the sub-structure is 25 percent stiffer, the suspension more controlled and the engine far more powerful.

Both cars also share much of their design with Mazda's last-generation Protege,

and are still built with Mazda as a joint venture. But here, too, Ford balanced

improvement with economy by improving the existing platform instead of spending

heavily for the extra tooling that would have been required to adapt to Mazda's newer one. That allowed Ford to deliver cars that are better in nearly every respect at about the same price.

Are the new Escort and Tracer also better than their competitors? In an arena

populated with a number of competent offerings, the answer hinges on whether you

prefer cars with a few outstanding characteristics or a balanced blend of good ones.

are true to form. Like the new Taurus and Sable, both lose all vestiges of angularity

for 1997. Hard lines have given way to soft, ovoid sweeps that cut wind resistance and

make both cars look longer, lower and wider. While both really are in fact longer--by 4

in.--they're actually a bit taller and narrower.

The Escort and Tracer also lose most of their divisional distinctions. Different

taillights and front air intakes are nearly all that set them apart. Ford also

eliminated hatchbacks--including the racy Escort GT--from the lineup this year. Like the

Tracer, the Escort now comes only as a 4-door sedan and wagon. It also comes in just

two trim levels: base, and the LX, which is the model that most buyers order and the

one we tested.

Gone as well are the optional Mazda twin-camshaft 127-hp engine and sporty GT

suspension. Again, Ford compromised by giving all models firmer springs and shocks and

a larger 110-hp version of last year's 88-hp single-cam standard engine.

While 1997 prices weren't out in time for this issue, Ford vowed to keep them

virtually the same as last year's. That would put the Base Escort under $12,000 and an

LX with air conditioning, automatic transmission and power options at roughly $14,500.

Honda Civic, Toyota Corolla and Saturn. You can also buy a loaded Neon or a larger,

less-equipped Chevrolet Cavalier for about the same price.

Those who buy by the yard will find the new Escort less competitive than its

predecessor. While front passengers get slightly more head and legroom, those in back

get less. New side-impact beams also trim hip and shoulder room and overall space. The

Escort now has 3 cu. ft. less than a Neon, 4 cu. ft. less than a Saturn and 8 cu. ft.

less than a Cavalier.

Then again, those who put a premium on the seats, switches and controls inside

that space will find this newest Escort very competitive indeed.

We'll start with the oval Integrated Control Panel that houses the radio and

climate controls. A virtual knockoff of the innovative panel in the Taurus and Sable,

it puts large, easy-to-find knobs and tuning tabs above three climate dials sized like

big poker chips. It's also a first on a car in this price range.

Another first on the LX is a budget-priced keyless remote entry system that works

the driver's door only. Our LX test car had it, along with door-mounted power window

tabs you can find by feel--no hunting around in the dark.

Other refinements include angled turn-signal and windshield wiper stalks that

literally fall to hand and--finally--adjustable-height harnesses instead of motorized

mice, an irritating holdover from the pre-airbag days. Ford also took the play out of

the gas and brake pedals so that both feel smooth and progressive.

You'll also find Escort's front buckets more comfortable on long hauls and more

supportive on short, twisty ones. While fidgety kids and inlaws get a bit more rear

seat shoulder room in a Corolla, Neon or Saturn--and lots more in a Cavalier--they'll

welcome the new car's less-upright seating position. A one-piece folding seatback on

base Escorts and a 60/40 version on the LX are also included, to expand cargo volume

for longer stuff like skis and snowboards.

All of these refinements are small by themselves. Together, they're a major part

of the balance Ford sought. Aside from a smidge less room, our only interior gripes

are a horn that works only in the center of the airbag and a jumbo-sized speedometer

that robs space from the ancillary gauges and optional tach.

Mountains also revealed Escort's careful balance between comfort for older buyers and

performance for the Generation Xers Ford also hopes to capture. Both should be

pleased.

By stiffening the Escort's structure, Ford was able to increase wheel travel for a

softer ride. Our silver LX soaked up everything from mild washboard to mini-boulders

without the pitch and jounce typical in this class. It also handled hairpin curves

without the usual leaning and squealing, thanks to stiffer stabilizer bars, larger

185/65SR-14 tires and revised locating links that balance the car by allowing the rear

wheels to steer into turns.

Stiffer front caliper mounts and larger rear drum brakes bring the new Escort to a

faster, more controlled halt. Added power assist and firmer on-center feel also make

steering both easier and more precise. Unlike nearly all their competitors, even base

Escorts and Tracers get power steering. They also get a precise 5-speed transmission

and a smoother optional automatic with four speeds instead of the three on Neons and

Corollas.

Ford also balanced the new Escort's higher horsepower with another 17-lb.-ft. of

torque. The secret is a split intake manifold that includes four small separate ports

that route fuel and air into the cylinders faster at lower revs. Crankshaft

counterweights help balance out vibration as well.

While enthusiasts may prefer the faster-revving 16-valve engines offered in

Escort's competitors, the 8-valve Ford pulls powerfully and smoothly. This, too, is a

big improvement over the previous standard engine, which had to work hard to keep up

with traffic, especially in automatic editions.

Fuel economy estimates hadn't been finalized at press time, but we expct them to

be at least as good as the previous Escort, which was rated at 26 mpg city, 31 highway

by the EPA.

Stiffer structure augmented by one-piece body-side stampings and layers of sound

deadening also mean you'll hear less engine noise and less of everything else from

inside.

Complaints: Despite new grade logic programming for the automatic transmission, it still hunts a bit in hilly country. On some surfaces, a little tire whir also sneaks

through to the cabin. But we think the Escort's responsive shifts and friendly road

manners are worth it.

grueling slalom at the Bob Bondurant School of High Performance Driving in nearby

Phoenix. While the Saturn and Neon snaked through the cones a little faster, neither felt as tied-together as the Escort. What's more, even base Escorts handle as well as the uppermost model.

Ford will unveil a racier, twin-camshaft Escort/Tracer Coupe next year. Also

rumored is an Escort-based subcompact sport-utility before Ford switches these cars to a European-based design around the year 2000. For now, the Escort combines contemporary good looks, competent handling, slick ergonomics and a smooth ride at a fair price. And that's one terrific balancing act.