My old Volvo wagon, accustomed to the weekly arrival of a new test car, regarded the bright yellow mini-SUV with suspicion.  “What’s that?” it asked.  Some station wagons and SUVs make it testy, as if it’s concerned about being replaced.

“That’s the new Ford Escape,” I told it.

“Don’t they already make a sport-ute?”

“Several of them, but they’re all bigger than this one.  The Escape fits into the lineup a step below the Explorer.”

“So it’s a baby Explorer,” the Volvo scoffed.

“Not exactly.  It’s an all-new platform, developed with Mazda.  The Mazda Tribute is the same truck, under the skin.  And it’s come in just as the Explorer has gotten a bit bigger.  It’ll compete with trucklets like the Honda CR-V and Toyota RAV4.”

My car considered.  “How about Volvos?”  I realized that it really felt threatened by the Escape, which was a surprise since it had studiously ignored the RAV4 a few weeks before.

“Yeah, it could compete with a V70 Cross Country, I suppose.  But it’s much more of a truck than any SUV-crossover wagon.  Look at it.  Everyone thinks it’s a Jeep Cherokee, even though it’s got a big plastic bumper and Ford logos everywhere.  That honeycomb style grille with chrome accents is definitely a Ford trait, not a Jeep thing.  Or a Volvo thing, for that matter.”

“And it’s not nearly as nice to ride in, I’ll bet,” said the Volvo.

“It’s not so bad,” I said.  “The seats are chair-height, but they’re a touch too short in the lower cushion.  The rear seat is really comfortable.  But I didn’t like the interior door handles, which felt awfully flimsy for a truck, and the sunroof, which buzzed on the freeway.”

The thirteen-year old Volvo squinted at the Escape, which wasn’t the least bit uncomfortable with the scrutiny.  It was an extroverted little truck, with its bright yellow paint job and handsome 16″ alloy wheels.  I could see why the Volvo felt threatened.  “What’s it got under the hood?”

“A 200-horsepower, 3.0 liter V6.  You can get a four-cylinder with a five-speed, too.  It makes 130 horsepower.”  Before the Volvo could retort, I added, “It’s only got 3457 pounds to haul around, so either version moves pretty good–a lot like the Honda CR-V, which is geared nice and short for running around town.  And it’s better on the freeway than the CR-V was, thanks to the additional torque from the V6.”

“Doesn’t it bounce?  It’s so high.”

“It’s not bouncy, but crosswinds bother it a little.  It likes to wander around at speed.  It’s a lot better than the other cute-utes on the freeway, though.”

“But not as good as a car.”

“Not really, no. But the suspension does do a good job of clipping through potholes and things around town without feeling too much like a truck.  It’s fully independent, with a multilink rear and MacPherson struts up front.  The Escape has unibody contstruction, which makes it more city-friendly.  And it’s actually capable off-road, too. The Control Trac II four-wheel drive is engaged with a button on the dash.  There’s no creeper gear, for hard-core off-roading, but it handles the light stuff okay.”

My Volvo was starting to sound a little bit put out, and a lot jealous.  “I suppose it gets great gas mileage and carries as much stuff as I do, too, doesn’t it?”

“No and yes.  I mean, the mileage could be better; it’s an SUV with a V6, after all.  But 64.8 cubic feet of  cargo space with the seats folded down is pretty decent.  It’ll carry good-sized lawn or sports equipment without trouble.  But there are two downsides; first, since it’s up so high, you have to really lift whatever you’re loading, which might make transporting the lawnmower a little unpleasant.  And second, those folding seats are a little fussy.  You have to pop the headrests out and fight a little to get everything folded flat.”

“Not like my seats.”

“No, it’s not a two-lever operation like your seats,” I told the car.

“Hmm.  Airbags?”

“Of course.  And side airbags, too, as an option.”

“Four-wheel disc brakes?”

“Nope.  Front discs, rear drums…”

“Aha!” the Volvo said triumphantly.

“…But ABS is standard on the XLT.”

The car was quiet for a long moment, as if it didn’t want to ask the next question.  “So how much does it cost?”

“This one?  It’s an XLT, top of the line, and it’s $25,750.   It’s got a six-CD changer in the dash and a sunroof.  Escapes start at $20,820 for a four-wheel drive V6.  The two-wheel drive four-cylinder is cheaper yet.”

My Volvo looked at the Escape and sighed again.

“Don’t worry,” I told it.  “I’m not going to trade you in.”

“Are you sure?”

“Yes.  As long as you promise to stop burning oil.”

Faced with the possibility of being thrown over for its newer cousin, the Volvo was immediately contrite.  “Oh, I’ll stop, I’ll stop.  Don’t worry about that.  Just stay away from that Ford dealer.”

“Is it okay if I tell other people to go and check out the Escape?”

“You can do that.  But I don’t want to see another one of these things in the driveway, you got that?”

It may have been my imagination, but I could swear I saw the Ford Escape smile out of the corner of my eye.

Specifications:
All specs are for the 2001 Ford Escape 4×4 XLT, which we tested.
Length:     173.0 in.
Width:        70.1 in.
Height:        67.0 in.
Wheelbase:    103.1 in.
Curb weight:    3457 lb.
Cargo space:    33.0 cu.ft (seats up); 64.8 cu.ft (seats folded)
Base price:    $20,820
Price as tested: $25,750
Engine:     3.0 liter V6
Drivetrain:     four-speed automatic, four-wheel drive
Horsepower:     200 @ 6000
Torque:     200 @ 4750
Fuel capacity:        16.4 gal.
Towing capacity:    3500 lb
Est. mileage:        18/24