Ford’s new Escape is hands-down, the new standard where small, car-like sport-utility vehicles (SUVs) are concerned. It’s that simple. This is a vehicle that is well thought out, cleverly designed, and genuinely fun to drive — unlike some of its competition.

The compact, 4-door Escape, which is smaller than Ford’s midsize Explorer and about the same size as the Honda CR-V — although a few inches shorter than the Honda — was developed jointly with Ford-owned Mazda. Mazda also offers its own version called the Tribute, which has different styling and trim levels.

At 173-inches long, the Escape actually looks and feels bigger than it is. Sporting a 103.1-inch-wheelbase, it offers Ford’s popular truck styling, a roomy interior and a downright handy size that helps make it extremely maneuverable.

The Escape will especially appeal to those who want a less truck-like vehicle that’s more economical than a midsize SUV, but offers the benefits of 4-wheel drive and the roominess and utility of something more than a sedan. It’s built on a car-like unibody platform, but is designed to be a real truck — unlike market rivals such as the CR-V, Toyota RAV4, Chevy Tracker, Suzuki Grand Vitara, et. al.

The Escape comes in front or 4-wheel drive versions, dressed in XLS or the more upscale XLT trim. Base prices range from $17,645 to $20,820. Most Escape buyers are expected to buy the XLT with 4-wheel drive and the V6, which is how our test vehicle was outfitted.

Interiorwise, the Escape boasts high seating and a huge glass area that gives the illusion of more room than there really is. There’s enough room for four adults — or five in a pinch — but I wouldn’t want to be that fifth guy on a long trip. The rear seats recline, and the center console is big enough to hold large objects easily. Instrumentation is quick and simple to read and controls easy to access. The dual front cupholders are deep enough for most containers not to spill. The rear windows don’t lower all the way.

The XLS comes nicely equipped, with standard A/C, remote keyless entry, tilt steering wheel, AM/FM/CD player, and power windows, door locks and mirrors. Standard on the XLT are anti-lock brakes, which cost $575 for the XLS. Front side-impact airbags are $345 on both.

Option packages include an $870 XLT Leather Comfort package with a power driver’s seat and leather upholstery. Many XLT buyers may just have to have the $585 power sunroof while XLS buyers may find the $375 15-inch alloy wheels to much to resist. The 15-inch wheels can be replaced with 16-inch alloy ones for $175 on the front-drive XLT, while the 16-inchers are standard for the 4-wheel-drive XLT.

The tailgate, which has a handy, separate-opening rear glass, opens to a high enough position so you don’t hit your head, while still offering a conveniently low opening. When opened, it reveals a fairly wide cargo area for a vehicle this size that’s enlarged even more when the entire back seat is flipped forward. Rear seatbacks lay flat, but the straps used to move the rear seat parts forward call for more effort than seems necessary.

The rugged-looking, rigidly-built Escape is fun to drive. It offers quick power steering with a nice road feel and decent handling for an SUV — as well as exceptionally good braking. Its 70.1 inch stance is almost equal to the Explorer, which, with the aid of an all-independent suspension, greatly enhances its road manners and gives it a rather firm but comfortable ride.

The standard Escape is outfitted with a 2.0-liter 130-horse 4-banger that only comes with a 5-speed manual transmission and delivers an estimated 23 mpg city and 28 highway. The 3.0-liter 200-horse V6 only comes with a 4-speed automatic transmission and is rated at 20 and 24.

The six is required for strong acceleration because ranging from 3,065 to 3,457 pounds, the Escape isn’t exactly a lightweight. The downside is that the V6 option adds $1,400 to the sticker for the XLS and $1,480 for the XLT.

The V6 works hard under acceleration, but moves the Escape from 0 to 60 in just under nine seconds. The good part is it’s loafing at 2200 rpm doing 70 mph. The 4-cylinder version is appreciably slower, but buyers on tight budgets should be able to live with it. However in my view, the V6 is definitely the way to equip this vehicle.

The 4-wheel-drive system is engaged automatically, but stays in the fuel-saving front-wheel-drive mode until conditions call for the other two. The system also can be completely set in 4-wheel-drive mode, but there is no low-range gearing for really tough off-road use.

Whines: As with any new vehicle, there are a few flaws Ford will no-doubt correct in later versions, but most are minor annoyances rather than real problems. The automatic transmission shifter is awkwardly long, blocking some dashboard controls and requiring the driver to take a hand off the steering wheel to push the overdrive on/off button at the end of the shifter. The A/C blows lots of cold air from dashboard vents, but doesn’t let you direct the air anywhere else. There is excessive wind and road noise above 65 mph, which makes conversation a bit difficult — surprising considering the Escape’s smooth styling. The narrow, $275 side step bars are certainly stylish, but useless, and will cause your pants legs to get dirty. Finding the ignition switch without lots of groping can be a challenge until you’re used to it. Finally, the relentless “fasten-seatbelt” warning chimes will drive you right up the wall in short order if you don’t buckle up immediately.

Applause: The Escape is attractive, well-engineered, thoughtfully designed, roomy and handles better than most of its market competition. The V6 is a very strong powerplant for this unit — and something most of its market competition doesn’t offer.

Bottom Line: Ford has a genuine winner on its hands with the Escape. For all the right reasons, it could quickly become what the Explorer is — the largest selling SUV in its class, and it should set a new standard for compact SUVs.