Wiring Diagram 2004 Ford Explorer Xlt Alternator
Ford Escape XLT - First Test
Four-Wheelin' Fun For Under $20,000
Like the Atlanta Braves in baseball, Ford's bountiful roster of trucks and SUVs has no shortage of all-star players. During the heat of this season's pennant race, the Blue Oval team will add to its already expansive lineup of sport/utility vehicles with an affordably priced, not-so-mini-ute called the Escape. After some quick drives in prototypes, we can say this svelte rookie will be a productive addition to Ford SUV roster.
Like its prime opposition, the Honda CR-V and Toyota RAV4, and unlike traditional truck-based SUVs, the Escape features a unibody chassis, carlike four-wheel-independent suspension, and a front-drive (or front-drive-based) drivetrain. Unlike the cute-utes-but more like larger SUVs including its big brother the Explorer-the Escape offers a potent V-6.
Ford allowed us to test a trio of early production prototype Escapes. Our conclusion: The Escape is roomy, solid-feeling, nimble, and, when powered by the optional 200-horsepower V-6, lively. However, it's not exactly plush riding, or carlike quiet, nor is it a serious off-roader, as we proved by getting seriously stuck in a shallow stream during a photo shoot.
Compared to the popular CR-V, the Escape is just over an inch wider and taller, while the CR-V is about 5 inches longer. (Compared to the sales-leading Explorer, the Escape is about 15 inches shorter but almost as wide.) The Escape is about 500 pounds heavier than the Honda, which offsets much of the power advantage of its V-6. Interior dimensions show the Escape has the advantage in front and rear shoulder room and front legroom, with the CR-V enjoying the advantage in front and rear headroom, as well as rear leg- and hiproom. Front hiproom was a tie.
For many, the most appealing feature of the Escape will be its low $18,160 starting price. But that's for a front-drive four-cylinder version with a manual transmission. An uplevel 4WD XLT, like our tester, begins at $20,820 and then goes ballistic with options like leather seats ($870), six-disc CD changer ($585), moonroof ($585), and the 200-horse V-6 ($1480). Our tester, had it been destined for a showroom, would have stickered at a whopping $25,750, well beyond the CR-V's top price.
The Escape is built in Missouri on an all-new Mazda-engineered platform ("It's not based on a 626," says Ford), which it shares with the Mazda Tribute and a for-Europe version called the Ford Maverick. (Apparently the baggage of that vintage model name wasn't sent overseas.) Compared to the Escape, the Tribute is tuned to feel more sporty with stiffer shocks, quicker steering, and more aggressive transmission shift programming.
Suspension is MacPherson struts up front and, in back, double lateral links and semi-trailing arms. The Escape's test-track handling numbers-0.74 g on the skidpad, 59.0 mph in the slalom, and 125 feet 60-0-mph stopping distance-were almost identical to a '99 CR-V EX. Ground clearance is rated at 7.8 inches, not as generous as the CR-V, and the rear suspension arms are ready to snag the surface if the tires sink in soft material-as we discovered in the streambed. Approach and departure angles, which indicate the size of mounds it can climb (or, in our case, jump) without dragging spoilers or trailer hitches, are 28.5 and 22 degrees, respectively. Neither is as generous as its competitors. (And, yes, we did root up some dirt with the under-bumper spoiler and front engine mount while leaping a dirt mogul for the photographer, although the landing after the 50-mph pavement jump was very smooth. Kids: Do not try this at home.) To the plus, both off-road and parking lot maneuvering are aided by an impressively tight turning radius.
Standard engine is the Zetec 2.0-liter/130-horsepower inline four cylinder, mated only to a five-speed manual. The uplevel powerplant is the 3.0-liter/200-horse DOHC Duratec V-6, which is adapted with different intake and exhaust systems from that of the similar unit in the Taurus to produce more torque at lower rpm. It also produces an intrusive level of noise at even medium revs. This transverse-mounted V-6 comes only with a four-speed automatic. Both engines impressively meet car-not just light truck-LEV emission standards. The four-cylinder produced an impressive 28 mpg in the EPA highway cycle, while the V-6 recorded a still-excellent 24-mpg highway. Of its closest competitors, only the 4WD/manual transmission version of the Honda CR-V tops the Escape's fleet 9.0-second 0-60-mph time. (The Honda's 8.6-second 0-60-mph run required a near-redline clutch drop: Not something the average owners would consider, but something their teenage son, who reads Motor Trend, is sure to try.)
Both engines can be mated to either a front-drive-only transaxle or an optional automatic Control Trac II 4WD system. With the latter, the rear axle sleeps until front wheelspin (more precisely a speed difference between the driveshaft and the rear differential's pinion gear) occurs. The system then automatically and transparently diverts an infinitely variable amount of engine torque-up to virtually all-rearward. We couldn't be certain when-or if-the system was operating, except when the sand was so deep we knew we'd be stuck without 4WD. The system, developed jointly by Mazda and Dana, also can be locked in 50/50 front/rear split. Properly optioned, a V-6 Escape can tow up to 3500 pounds.
Like its big brothers and unlike the CR-V and RAV4, the Escape employs a top-hinged rear liftgate incorporating separately opening rear glass. The standard roof rack holds up to 100 pounds. The rear seats can be folded forward to create a space big enough to hold a pair of mountain bikes, according to Ford, using an optional dedicated rack available through Ford dealers, which attaches to the standard cargo hooks.
Inside, the Escape offers a crisp, clean instrument panel and dash, with the speedometer and tach featuring white faces. The more-frequently used sound system controls are above those for the cooling system. There are a host of storage areas, including a large center console. Side-impact airbags are optional.
The early production Escape prototypes we drove were decidedly non-carlike (more SUV-like) in ride and noise. It was our assessment that much of the noise and ride harshness-including significant rumbling over certain types of asphalt and notable thumps over bumps and expansion joints-emanate from its Firestone Wilderness HT, tires despite their on-road-oriented tread pattern. Also, the suspension felt a bit stiff-legged, as if the spring rates were too high or the bushings too hard. Finally, there was notable wind rush, especially around the A-pillars, that combined with the previously mentioned engine noise. The fully equipped Escape was awfully loud inside for a near-$26,000 vehicle; perhaps full production versions will be better.
Another complaint was the touchy throttle: A little bit of pedal travel produced a lot of throttle opening, which made smooth driving difficult. Even with this overachieving throttle travel, the Escape is fairly sluggish just off the line. Its DOHC four-valve needs a few revs on the clock before it comes to life.
Unqualified assessments will have to wait for a head-to-head comparison between a full-production version of the Escape and its primary opposition. Until then, we can say the Escape is a roomy, feature-packed, nimble, and worthy challenger to the CR-V. And we sure like that 200-horse V-6.
Eco Escape:Ford Brings a New Hybrid Electric Vehicle to the SUV MarketSport/utility vehicles have taken a beating for being big, fuel-thirsty bruisers. In 2003, Ford hopes to polish the SUV's tarnished environmental image with a hybrid gasoline/electric version of its Escape. Ford's lofty goal is for the Escape Hybrid Electric Vehicle (HEV) to achieve 40 mpg, even in stop-and-go traffic, meet Super Ultra Low Emission Vehicle standards, achieve a fuel range of 500 miles, and match the acceleration of the V-6-powered Escape. An electric motor will augment a highly efficient gasoline-fueled four-cylinder engine. The gas engine switches off when the vehicle is coasting or stopped and automatically restarts when the driver presses on the accelerator. The Escape HEV will be equipped with a regenerative braking system capable of recapturing inertial energy during brake applications. Both the engine and the regenerative braking system will charge a nickel-metal hydride battery. Ford officials state that the Escape HEV could be the first environmentally sensitive vehicle to make a significant impact, since it seats five and would be sold in significant volumes. The company will not discuss pricing, but we expect there will likely be a premium.-Jack Keebler
Looks good! More details?| 2001 FORD ESCAPE XLT | |
| GENERAL | |
| Location of final assembly | Kansas City, Mo. |
| Body style | 4-door, 5-pass. |
| EPA size class | Special purpose |
| Drivetrain layout | Front engine, 4WD |
| Airbag | Dual front and front side |
| POWERTRAIN | |
| Engine type | 60º V-6, aluminum block and heads |
| Bore x stroke, in./mm | 3.50x3.13/89.0x79.5 |
| Displacement, ci/cc | 181.1/2967 |
| Compression ratio | 10.0:1 |
| Valve gear | DOHC, 4 valves/cyl. |
| Fuel/induction system | Seq. EFI |
| Horsepower, hp @ rpm, SAE net | 200 @ 6000 |
| Torque, lb-ft @ rpm, SAE net | 200 @ 4750 |
| Horsepower/liter | 67.6 |
| Redline, rpm | 6500 |
| Transmission type | 4-speed automatic |
| Axle ratio | 3.77:1 |
| Final-drive ratio | 2.63:1 |
| Recommended fuel | Regular unleaded |
| DIMENSIONS | |
| Wheelbase, in./mm | 103.1/2619 |
| Track, f/r, in./mm | 61.2/61.0/1554/1549 |
| Length, in./mm | 173.0/4394 |
| Width, in./mm | 70.1/1781 |
| Height, in./mm | 67.0/1675 |
| Base curb weight, lb | 3750 |
| Ground clearance, in./mm | 7.8 |
| Weight distribution, f/r, % | 58.1/41.9 |
| Cargo capacity, cu ft | 33.0 |
| with second row folded | 63.3 |
| Tow capacity, lb | 3500 |
| Fuel capacity, gal | 16.4 |
| Weight/power ratio, lb/hp | 18.8 |
| CHASSIS | |
| Suspension, f/r | MacPherson struts, lower |
| control arms, coil springs, anti-roll bar/ | |
| transverse links w/lateral link, coil springs | |
| Steering type | Rack and pinion, |
| variable power assist | |
| Ratio | 16.8:1 |
| Turns, lock to lock | 2.6 |
| Turning circle, ft | 35.4 |
| Brakes, f/r | Vented disc/drum, ABS opt. |
| Wheels, in./material | 16 x 7.0, cast aluminum |
| Tire size | P235/70TR16 |
| Manufacturer/model | Firestone Wilderness HT |
| PERFORMANCE | |
| Acceleration, sec | |
| 0-30 mph | 3.0 |
| 0-40 mph | 4.4 |
| 0-50 mph | 6.4 |
| 0-60 mph | 9.0 |
| 0-70 mph | 11.8 |
| 0-80 mph | 15.2 |
| Standing quarter mile, sec/mph | 16.7 @ 83.1 |
| Braking, 60-0 mph, ft | 125 |
| Lateral acceleration, g | 0.74 |
| Speed through 600-ft slalom, mph | 59.0 |
| EPA fuel economy, mpg, city/hwy. | 20/24 |
| Est. range, city/hwy., miles | 328/393 |
| PRICE | |
| Base price | $20,820 |
| Price as tested | $25,750 |
| www.ford.com | |
Posted by: niuhomes.blogspot.com
Source: https://www.motortrend.com/reviews/ford-escape-xlt/