11111PW'r Price as tested: £9,430 (ex-VAT). Engine: 1.8 litres, 44kW
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(60hp). GVVV: 1,850kg. Payload: 705 kg. Fuel consumption (laden): 6.614/ 100km (42.7mpg) (Escort 40 diesel, CM 14-20 Feb 1991).
It's only two years since the new Ford Escort car and van ranges hit the streets, yet Ford has launched substantially revised models. The Escort and Orion cars received a broadside of criticism and we had reservations about the van too: As a load carrier, it was not as impressive as its payload suggested because Ford had eliminated the axle loading tolerances from the previous model. It also exhibited some alarming high-speed handling characteristics.
Ford hasn't changed the design weights or re-introduced any axle loading tolerance, but it has substantially revised the bodyshell. Rather like the new Transit, introduced just over a year ago, the differences are mostly under the skin. The extended bonnet line incorporating a new oval grille is the most obvious change. From the rear, it looks identical.
Ford claims the re-design has cost a cool £30m, all in the interests of improved safety For this, the Escort gets side door reinforcing bars and a much strengthened bodyshell. Most of the strengthening has been around the front end and the cab. Floor, side members, cross members, the roof, and A and B pillars have all been strengthened to improve stiffness and crash resistance.
Enthusiasts will spot the redesigned three-spoke steering wheel, also to improve safety otherwise the dash and interior are unchanged.
Try leaving the lights on, though, and you'll discover Ford's new driver irritation device, favoured by other misguided rivals. An annoying buzz will tell you the lights are still on. Why not simply make the lights ignition dependent? A parking light switch position is all that would be needed to save the battery and driver sanity Productivity Structure aside, the Escort's load shifting abilities are unchanged. There has been some tinkering with the line-up—the Popular 60 model has been dropped, but the 40 and 60 payload distinctions continue. Five-speed gearboxes have been standardised across all models and there has been some rationalisation of petrol engine options: 40 models are available with only 1.3-litre petrol engines and 60 models with 1.4-litre engines.
Our test Standard 60 was equipped with Ford's uninspiring 1.8-litre diesel. Ford's "stack'em high" gearing is great for economy but reduces performance to slug standard in the higher gears. Unfortunately the recently announced Mondeo car range (Sierra replacement) has no new diesel engine—it keeps the existing 1.8-litre turbo diesel used in the P100 pickup.
The extra weight of the diesel incurs a slight payload penalty compared with petrol-powered Escorts-10 or 15kg according to model. The 60's 705kg payload including 75kg driver is comfortably ahead of most rivals. High-cube vans such as the Renault Extra 775 and Citroen C15 Champ 765 come close. The Escort's lack of axle loading tolerance means that caution is essential when loading it to the limit.
Using the VDA method, Ford claims a load volume of 2.2m3, unchanged from earlier models. Standard models come with a half-height steel bulkhead, sidewall protection panels and rubber load floor mat Popular models do without these, while tie-down eyes are fitted to both Popular and Standard models.
On the road All that bodyshell stiffening should have improved the Escort's road behaviour and it certainly feels much tauter than before. We didn't put this Escort through our full track testing, so we can't be sure if the crisper handling has cured the alarming high-speed snap-on oversteer we experienced in our original longterm test van. It inspired much more confidence than before, though.
Performance was nothing spectacular with the diesel 40 Escort we tested and, fully laden, the 60 has even less zap. The tall gearing means that at motorway speeds, noise is reasonably subdued for a car-derived van. A full bulkhead would give car-like noise levels and if CDV manufacturers aren't working on them, they should be.
Standard Escorts are well appointed inside. Cloth seat trim, cab carpet and self-seeking electronic radio/cassette player are part of the package. Popular buyers make do with rubber mats and vinyl seats. Either way, we found the seating just as uncomfortable as before. They are wide enough but the squab and backrest lack shape and support. About two hours in the saddle will leave most drivers and their passengers squirming around. A bit more lumbar and thigh support would make all the difference.
S111111111arY We think the Escort is a better van for its expensive facelift. The new nose doesn't detract from its smart styling, while the stiffening seems to have made the handling crisper. Some of our criticisms have not been answered though. The lack of axle loading tolerance is the most serious flaw in the Escort's design and it could have been sorted out quite simply. The uncomfortable seats should also have been ditched.
Ford's November price rise means that the Escort range now starts at £7,600 (ex-VAT) for the five-speed Popular 40 1.3 petrol. The Standard 60 diesel tops the price range at £9,430 (ex-VAT) and beats the competition hands down on price. The Vauxhall Astramax 560LD comes closest at £8,865, while the Rover Maestro 700L diesel costs £8,732, the Renault Extra 775 1.9 diesel £7,145 and Nissan Sunny L £7,950. Other rivals like the Citroen C15 Champ 765 are cheaper still.
Good though it is, Escort sales won't be helped by a premium price as the recession drags on. With worthy rivals such as the Vauxhall Astramax, Nissan Sunny and even its own Courier stablemate snapping at its heels, Ford could end up relying too heavily on discounted fleet orders to win sales.
by John Kendall