2005 Ford Freestyle Engine & Handling

A stepped-up roofline starting at 61.3 inches at the A-pillar and rising to 64.9 inches provides ample headroom for the "stadium seating" and third-row seats that adults can use. No, really. It's big back there. It would make this a perfect car for lounging, stretching out your legs over a folded-down second row on cross-country trips, except Ford recommends keeping that middle row upright for safety considerations. You can flip the third row to face rearward for tailgate parties, however, and everything, including the front passenger seat, folds flat for maximum load-lugging capability. The flat load floor earns the Freestyle truck classification and allows Ford to offer dark, privacy-glass rear-side and rear windows.

The interior is modern and pleasant, if a bit plain. Ford designers tried to mitigate its monotone with some unconvincing plastic mocha-frappuccino-colored woodgrain trim, standard only on the Limited model, which also features exclusive double-latte-colored instrument dial faces. Overall quality and fit and finish are better than in much of the competition, but materials aren't up to European standards. A six-way power driver's seat comes standard, and the cupholder count--12--rivals that of most minivans. The Freestyle has three powerpoints: one in the instrument panel, one in the center-console storage bin, and one in the cargo area.

Ford offers only one drivetrain for the Freestyle, unfortunately, which means that a 203-horse, 3.0-liter V-6 is left to drag around an as-tested 4212 pounds via a continuously variable transmission. That CVT doesn't operate at its optimum, probably to avoid slippery-transmission complaints. Instead of revving as quickly as possible to redline under full-throttle acceleration, it switches ratios, which probably accounts for a few 10ths of the Freestyle's 3.6-second 0-30-mph run, slower even than the Escape Hybrid. To be fair, the power deficit manifests itself most at the lower end, and the Ford is 0.4 second quicker to 60 mph than the AWD Pacifica, which is 480 pounds heavier. Trying to keep up with other vehicles uphill on steep mountains in the Freestyle emphasizes the problem.

Straining engine aside, the Freestyle provides a smooth ride on freeways, with good chassis balance and quick turn-in. Its left-right transitions on twisty roads are sport-sedan-quick; the steering is light, but with good feedback. Brakes provide decent stopping distances, but faded quickly on our 2.7-mile mountain drive. Our well-equipped Freestyle Limited test car, at $30,895, also is a far better value than the Pacifica.

Measured by features and ride quality, Ford's Freestar is a poor man's SRX, a fitting comparison, since Cadillac's names are as confusing as Ford's these days. But it needs more engine for its size, something much better than its 20.7 pounds per horsepower. The Freestyle isn't the best SUV here--actually, it's not really an SUV at all. But tag it with that nebulous term, "crossover," and it makes a good car.