Buying a used Ford Escape/Mazda Tribute (2006-2012)

Compact all-wheel drives at cheerful prices pop up everywhere in the used market and there is no excuse for Australian families to miss out on the allure of beach camping or mountain track exploration.

Mazda launched its Tribute model in 2000 as a rival for Toyota's hugely successful RAV4. Initial exports were principally to the North American market, and from the outset Mazda had shared its compact SUV design with Ford. Australia saw its first Escape, which shared Mazda's punchy V6, in 2002 but it would be four years before the SUV duo underwent any significant change.

Gen. 3 versions of the Tribute design offered 2.3-litre four cylinder or the 3.0-litre V6 petrol engine. Standard transmission was a four-speed automatic sourced from Ford, with no manual alternative.

The Tribute/Escape twins were built on the same basic platform as Mazda's 626 and drove under normal conditions via the front wheels. All-wheel drive was reliant on sensors that detected loss of traction and brought the rear driveshafts and differential into play.

By 2006, Mazda's once-extensive Tribute range had dwindled to a single V6 model available in standard or Luxury trim. With secondary safety not always of major importance to manufacturers of off-roading models, Mazda (and Ford) stacked their respective versions with airbags, included seat-belt pre-tensioners and ABS brakes to generate a well-deserved four-star ANCAP rating.

Two years later and with the ultra-modern CX-7 now in its arsenal, Mazda ended Tribute imports and left Ford to solider on alone with a 2.3-litre, auto-only version of the Escape. Restyling delivered a mildly modernised look but the basic shape and internal dimensions didn't change at all.

The V6 engine option was gone, leaving just the 109kW 2.3-litre. Ford obviously took the view that people who needed to tow or climb hills at any kind of pace could spend extra on a 4.0-litre Territory.

Sharper pricing and a boost to standard inclusions kept post-2007 models viable in a marketplace increasingly crowded with new product. With its revamped Escape priced from $31,990 at introduction, Ford sales took a temporary hit. However when they did turn around, annual Escape registrations would climb from below 1800 in 2008 to more than 3000 units by 2011.

2010 had brought further tweaking of the ZD Escape and a more 'corporate' look. The nose was once again reshaped and the heavy-looking barred grille replaced with mesh. Big wheel-arch extensions were retained in an attempt to disguise the narrow body and just how dated the Escape had begun to look.

Yet it was still seen as a pretty good deal for people who wanted a well-built (in Taiwan), well-equipped and decently-priced five seater. When asked why they liked their Escapes, many owners nominated 'versatility' as the model's most endearing quality.

It wasn't to last though, and by late 2012 stocks of ZD-Series Escapes were exhausted and it was time for the strangely-styled and ultimately unsuccessful Kuga to take a tilt at the local market.

Perhaps this section should be called 'Off the road', because owners who have taken their Escape/Tribute places a compact 4WD should not go report almost unanimously positive experiences. Some did prefer the ability of the V6 to slog through sand and tackle steep climbs, but the 2.3, which developed most of its torque well before the 4000rpm peak, wasn't bad either.

These are compact vehicles that surprise with the amount of interior room and clever design they offer to family buyers. The seats are cloth-covered with no leather upgrade available. The front pair look OK but a while behind the wheel suggests they might not provide a lot of lateral support. The locking mechanism for the adjustable backrest – on used cars anyway – feels a bit flimsy and the seat can flop around. The rear section provides decent legroom but a hard ride.

An old-style dash has its benefits, including big dials that are easy to read, simple air-conditioning and sound system controls. There's no phone-car interface, nor reversing camera as standard in ZD Escapes but some will have these devices installed as accessories.

Later models did their best to reduce cabin noise with more insulation and a redesigned roof structure. Load-space is excellent with lots of roof height above a flat deck. The wheel-arches aren't overly intrusive and the hatch with its access window opens far enough to load large objects.

The spare wheel under the floor will be a pain to release and you will need to find space inside the car for the bigger alloy rim and damaged tyre.

The Escape's suspension design errs on the side of off-road competence. Soft, long-travel springs, allied to 70-profile rubber, ensure that the Escape's cornering ability is inevitably compromised. We imagine that most owners will drive fairly conservatively, so the squealing and body-roll that manifest when pushing through bends won't intrude.

Without low range, there are strict limits on where an Escape can safely travel. However, owners who understand those limits and adapt their driving styles accordingly report taking them to some interesting destinations and getting out again.

Filled with people and slogging through undulating countryside, the Escape is not going to be an economical vehicle. Overseas testing suggests consumption under extreme conditions of 14-16L/100km. Driven at constant speed in fairly flat, traffic-free terrain, those numbers can be improved by up to 40 percent.

Towing anything more serious than a box trailer to the tip, jet-ski or lightweight fishing dinghy is going to cause some problems for Escape owners. Even with brakes on the trailer, 1000kg is the heaviest that an Escape certified for our market can handle.

>> The Escape offers plenty of clearance beneath drive-shafts and suspension components but some owners will still attempt the impossible. Look under the nose and rear stone tray for scrapes and torn metal and at the under tray in case it's been pushed into the engine and is causing vibrations.

>> A professional inspection will thoroughly check suspension joints, the drive-shafts, steering boots and the exhaust system, but have a quick look yourself and don't waste your money on a car with obvious damage to these components or lubricant leaks.

>> The four-speed transmission is regarded as durable but not immortal. Clunks and thumps when down-changing and resistance to manual selection of 'Low', especially when in all-wheel drive mode, are signals of impending expense.

>> Most test drives won't permit any serious off-road evaluation but check as best you can by accelerating hard on an unsealed surface that the sensors are working and sending at least some torque to the rear diff.

>> Owners have complained about brake rotors needing replacement at 40-50,000 kilometres - about half the life that might be anticipated. Hard pads were deemed the culprit and most will be gone by now, but still have a look at rotor faces for deep score marks or discolouration.

>> The interior plastics are better suited to a Northern Hemisphere environment and age can see cracks develop in unsightly places and small components disintegrate. Find a car if possible that has spent a lot of its life in a darkened garage.

Used vehicle grading:
Design & Function: 12/20
Safety: 13/20
Practicality: 15/20
Value for Money: 14/20
Wow Factor: 10/20
Score: 64/100

Also consider: Volkswagen Tiguan; Hyundai Tucson; Kia Sportage