The
1997 Mercury Tracer is nearly as smooth and as much fun to drive with a manual transmission as a 3-Series BMW four-cylinder sedan during normal urban driving--for much less money.
The Tracer has been improved from nose to tail. It recently went on sale as an $11,145 GS sedan, $11,670 upscale LS sedan and as a $12,220 LS station wagon.
Coming early next year is a Tracer sports coupe with a more-powerful twin-camshaft engine, but you need not wait; the sedan can provide driving kicks.
Most buyers of the front-wheel-drive Tracer will select the optional four-speed automatic overdrive transmission, Ford Motor says. Too bad. The slick, standard five-speed manual, which was in my LS sedan test model, makes the 2,518-pound Tracer quicker and more enjoyable. Not to mention less costly and more economical.
The automatic, which costs $815, reminds one to watch those option prices. For instance, air conditioning costs $795, and anti-lock brakes are $570. An integrated child seat is $135, and a rear defroster costs $170.
Economy--and the Tracer essentially is an economy car--is an EPA-estimated 28 m.p.g. in the city and 37 on highways with the manual and 26 and 34 with the fairly smooth-shifting automatic.
The manual works with a smooth, linear clutch that doesn't make it a chore to shift gears. And that transmission doesn't soak up power like the automatic, which was in a 1997 Ford Escort I recently drove.
Power comes from a two-liter, single-overhead-camshaft four-cylinder, which provides better economy and very low emissions. The engine has an old two-valve-per-cylinder design, but generates a robust 110 horsepower--up from 88 provided by the 1996 1.9-liter motor.
Improvements such as lower reciprocating mass, domed pistons for higher compression and dual-intake manifold runners provide the boosts in power and torque. The new engine still gets noisy when pushed, but its flat torque curve doesn't force a driver to give it lots of revs to get decent acceleration during normal driving. It'll hit 60 m.p.h. in about nine seconds flat with the manual.
Except for such things as small styling differences, the new Tracer is identical to the 1997 Escort, which didn't feel sporty when I tested it with the automatic. Both feel larger than they are because of a fairly spacious interior, high quietness level and solid feel.
The Tracer has a sleeker, softer-looking body than its boxy predecessor. It's more aerodynamic and nearly four inches longer, with much of that going toward a bigger trunk.
There's a new smooth, organic-shaped instrument panel with Ford-Taurus-style controls that work with liquid smoothness. Front seats offer good support, and the interior allows comfortable seating for four tall adults.
The trunk is fairly large. Rear seatbacks fold forward to increase cargo space, but they don't lie flat when folded forward.
Much time was spent giving the Tracer a rocklike feel. Enhanced structural bracing and one-piece body-side stampings improve door fit and body rigidity, help give 25 percent more torsional rigidity and reduce wind and road noise.
The new model's more rigid platform allowed Ford Motor engineers to revise the all-independent suspension for more driving kicks.
Helping provide good roadability are an increase in wheel size from 13 to 14 inches and installation of fairly wide 65-series tires.
The ride also is improved; the Tracer no longer feels like just another bouncy economy car on rough surfaces.
Steering and handling felt better than in the 1997 Escort I drove, perhaps because the Mercury's tire inflation pressures were more on the mark. Stronger front disc brakes and larger rear drum brakes improve stopping power over the 1996 model.
The Tracer is easily as good as any car in its class--and better than some larger models. BMW really should start worrying when the coupe arrives.