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Walkaround
Ford cars are known for their family resemblance, and the new Escort and Tracer 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.
Interior Features
Escort's size and price also put it up against such revamped competitors as the Honda Civic, Toyota Corolla and Saturn. You can also buy a loaded Neon or a larger, less-equipped Chevrolet Cavalier for about the same price. Those who buy by the yard will find the new Escort less competitive than its predecessor. While front passengers get slightly more head and legroom, those in back get less. New side-impact beams also trim hip and shoulder room and overall space. The Escort now has 3 cu. ft. less than a Neon, 4 cu. ft. less than a Saturn and 8 cu. ft. less than a Cavalier. Then again, those who put a premium on the seats, switches and controls inside that space will find this newest Escort very competitive indeed. We'll start with the oval Integrated Control Panel that houses the radio and climate controls. A virtual knockoff of the innovative panel in the Taurus and Sable, it puts large, easy-to-find knobs and tuning tabs above three climate dials sized like big poker chips. It's also a first on a car in this price range. Another first on the LX is a budget-priced keyless remote entry system that works the driver's door only. Our LX test car had it, along with door-mounted power window tabs you can find by feel--no hunting around in the dark. Other refinements include angled turn-signal and windshield wiper stalks that literally fall to hand and--finally--adjustable-height harnesses instead of motorized mice, an irritating holdover from the pre-airbag days. Ford also took the play out of the gas and brake pedals so that both feel smooth and progressive. You'll also find Escort's front buckets more comfortable on long hauls and more supportive on short, twisty ones. While fidgety kids and inlaws get a bit more rear seat shoulder room in a Corolla, Neon or Saturn--and lots more in a Cavalier--they'll welcome the new car's less-upright seating position. A one-piece folding seatback on base Escorts and a 60/40 version on the LX are also included, to expand cargo volume for longer stuff like skis and snowboards. All of these refinements are small by themselves. Together, they're a major part of the balance Ford sought. Aside from a smidge less room, our only interior gripes are a horn that works only in the center of the airbag and a jumbo-sized speedometer that robs space from the ancillary gauges and optional tach.
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