In reality, the Contour and Mystique share nearly all structural and powertrain elements. Aside from their different front and rear body panels and some small differences in interior design, the two cars are very much alike.
The Mystique's exterior is clean and contemporary. Its wide wheel stance gives it a cab-forward look, the design discipline made famous by Chrysler. The cowl and hood are low, creating a sleek profile.
The Mystique is available with a choice of two all-new engines: a base 125-hp 2.0-liter 4-cylinder and a spirited 2.5-liter V6. The transmissions - a standard 5-speed manual and a 4-speed automatic - are also new. The Mystique comes in two models: GS and the upscale LS. Our test car was an LS with an automatic.
In size, the Mystique falls into the smaller end of the broad midsize class, with dimensions that are very similar to the Honda Accord. However, the top of the Mystique price range falls well short of what you'd pay for a similarly equipped Accord or Toyota Camry. In the case of our V6-powered test car, the manufacturer's suggested retail price - $19,690 - is about $5000 south of a V6 Camry or Accord.
Although the Contour and Mystique are more expensive than the cars they replaced - the Ford Tempo and Mercury Topaz - they're still competitively priced. And they're much better cars.
Closing the doors of our Mystique LS yielded a very solid and authoritative sound, which equates with quality construction. We were also impressed with the trunk's low liftover, and cargo capacity is a little larger than in an Accord, although it's smaller than that of the new Chrysler Cirrus/Dodge Stratus.
Like most sedans in this size class, the Mystique's cargo capacity can be expanded by folding either or both of the rear seatbacks forward. A handy touch here is the release mechanism, which is located inside the trunk.
Although our Mystique's doors scored points for their fit and closure, we weren't as impressed with the size of the openings leading to the rear-seat area. The doors were wide on the outside, but the actual access size was smaller. This may seem peculiar, but you can chalk it up to safety. A key design goal was a rigid unibody with good rollover protection. As a result, the car's roof pillars are exceptionally wide and sturdy.
The Mystique stacks up well in other safety areas, with dual airbags, side-impact protection that meets 1997 federal standards and childproof rear door locks. Our test car included
4-wheel disc brakes as standard equipment, though anti-lock brakes (ABS) were optional. ABS-equipped cars also offer the option of a traction control system, which was part of our test car package.
Our test car's power-adjust-able front bucket seats had a Mercedes-style control. The switch looks like the profile of a seat, and you simply wiggle it to match the seat position you want.
These are exceptionally comfortable and supportive front seats, perhaps the best in the midsize class. However, the rear seats earn a minus. The seats themselves are comfortable, but there is neither enough leg- nor headroom for adult passengers. Like all midsize cars, the Mystique is rated as 5-passenger vehicle. These ratings are usually optimistic, and particularly so here.
Behind the wheel, we felt that the Mystique was clearly designed for people who like to drive. Although the dashboard was composed of too many separate pieces, its sweeping curves were attractive, and the major instrument array included a tachometer.
We liked the tactile feel of the controls, which were nicely located. The knobs for the climate controls rotated precisely, the headlight switch was clearly placed to the left of the instrument panel and the ashtray slid open with a single touch.
We also appreciated the cup-holder design; it popped up out of a vertical slot in the center console.
The console itself doesn't provide much storage space, but the Mystique makes up for it elsewhere by using every nook and cranny for places to stash away your small stuff.
There are map pockets built into the door panels, a little cubby for a garage-door opener to the left of the driver's knee and a small coin bin high on the dashboard.
To make the ride more compatible with American tastes, Ford has softened the suspension of both the Contour and the Mystique from the setup used in the Mondeo. Despite the adjustment, the Mystique delivers a very sporty feel and terrific response. The body stays level going around corners, and the steering is quick and accurate. We found the ride of our LS test car to be slightly on the firm side, though.
The optional V6 engine displayed some real spirit. Even with an automatic transmission, its response was snappy, particularly in the middle range of engine speeds, when you want a burst of acceleration to pull out and pass.
Another endearing feature of this engine is its maintenance schedule. Aside from regular oil changes, you shouldn't have to visit your dealer for the first 100,000 miles. In a segment of the market that's awash with good V6 engines, the new Con-tour/Mystique V6 stands out as one of the very best.
It also has a side effect that might not be quite what Ford intended. Compared with the optional V6, the performance of the basic 2.0-liter 4-cylinder seems very ordinary.