2008 Mercury Mariner Review, New Car Price, Comparisons, MSRP, Specs, Buying Tips

The Mercury Mariner offers everything most buyers seek in a small sport-utility vehicle, including the high, commanding seating position and lots of cargo space, with more maneuverability and better fuel economy than behemoth, truck-based SUVs. For 2008, the Mariner simply does those things a little better than before. Like its corporate sibling, the Ford Escape, the Mariner has been thoroughly updated for 2008.

Improvements to the 2008 Mercury Mariner cover the spectrum, adding both safety features and refinement without altering the basic character that has made this small SUV a popular choice across the United States.

Mariner has a bit more truck-style flair than some of its competitors. The new look for 2008 replicates Mercury's mid-size, truck-based Mountaineer sport-utility. Mariner's ride height and seating position, for example, are higher than that of the Honda CR-V or Nissan Rogue. Mariner can tow up to 3,500 pounds, which is substantially more than most vehicles in the class.

Still, Mariner delivers the advantages of other unit-body, car-based SUVs such as the CR-V. The Mariner is more car-like on the road than the Jeep Liberty, for example. Its smooth ride and reasonably agile handling make for pleasant driving, and its compact dimensions make it easy to maneuver and park.

The Mariner offers comfortable seating for four, or five in a pinch, with more headroom than before. Folding the rear seats opens a good-sized cargo area with a flat floor, and space behind the seat surpasses that in the trunk of the typical sedan. Interior storage options have improved for 2008. The finish is more upscale and pleasing, and feature function and switches are among the best. New standard safety features, including a Roll Stability Control system, reset the class benchmark.

The engines are one of the few things carried over from the previous Mariner. The base four-cylinder is adequate, if not particularly exciting, and all variants, including the V6 and Mariner Hybrid, deliver good fuel economy ratings compared to the competition.

The Hybrid drives like a conventional Mariner, for the most part, and demands little additional effort or knowledge from the driver in exchange for improved mileage. Along with the Ford Escape, it's the only full hybrid available in the class. Like other Mariners, the gas-electric Hybrid is offered with either front- or all-wheel drive. The Hybrid models are powered by a more fuel-efficient, 133-hp Atkinson Cycle version of the four-cylinder engine that works in concert with a 70 kilowatt electric motor, all coupled to an electronically controlled continuously variable transmission. Unlike some mild hybrid SUVs, the Mariner Hybrid can run on 100 percent electric power up to about 25 mph.

In line with a plan to rejuvenate the Mercury brand, Mariner is intended to offer a step up in status over the Escape. Yet it's worth noting that the Escape can be equipped identically to the Mariner, and with the same stuff the prices are essentially the same. In either case, a leather-upholstered V6 4WD, with premium audio, navigation, dual-zone climate control and rear sonar sells for about $30,000. At the higher end of the product line, the differences between Mariner and Escape really comes down to styling details.

The 2008 Mercury Mariner is available with front-wheel drive or fulltime all-wheel drive, and either a four-cylinder, V6 or hybrid gasoline-electric powertrain. All models come with an automatic transmission.

Mariner ($20,920) and Mariner 4WD ($21,320) come with a 153-horsepower 2.3-liter inline four that generates 152 lb-ft of torque, matched to a four-speed automatic. A 200-hp, dual-overhead cam 3.0-liter V6 ($1,000) is optional. These base models come well equipped, with air conditioning, power windows, mirrors and locks, an AM/FM stereo with CD and auxiliary jack, rear window defroster, cruise control, privacy glass and 16-inch alloy wheels.

The V6 comes standard in the Mariner Premium ($23,820) and Premium 4WD ($25,570). This is the upscale trim level, with leather seating, a six-CD changer, automatic headlights and other features included.

Mariner Hybrid ($27,020) and Hybrid 4WD ($28,870) are equipped similarly to the Premium models, with the hybrid powertrain replacing the V6.

Options include the Cargo Convenience Group ($195), which adds a retractable cargo area cover and a compartmentalized rear storage bin. The Audiophile Package ($695) includes a high-power stereo with seven speakers, subwoofer and the in-dash CD changer. The Leather Trim package adds leather seating and adjustable lumbar support to the base model ($995) or Hybrid ($695).

The Audiophile and Navigation Package ($2,295, base, $1,995 Premium and Hybrid) includes the stereo upgrade and a touch-screen navigation system. In the Hybrid, it also adds a meter that graphically and immediately demonstrates the benefits of hybrid drive, and helps the driver maximize fuel economy. These are only the start of the packages, and there are also a host of stand-alone options for all trim levels, including CD changer ($295), a power moonroof ($795), floor mats ($75), 17-inch wheels ($650), and a Class II towing package ($395).

Safety features have been upgraded substantially for 2008, making equipment that was previously optional standard across the board, and raising the benchmark for small sport-utilities. Passive safety features include front- and side-impact airbags for front occupants, and curtain-type head protection airbags for all outboard seats. The side curtains can remain inflated for several seconds in the event of a rollover, and are designed to slide between the side glass and occupants if the people are oddly seated or resting heads against a window.

Active safety systems include four-channel antilock brakes (ABS), electronic stability control and a Roll Stability Control system. RSC adds a second gyroscopic roll-rate sensor to the typical stability control package, measuring the Mariner's roll angle and roll rate and applying countermeasures (such as braking one of the wheels or reducing power) to increase rollover resistance.

The 2008 Mercury Mariner has been substantially restyled, but it may be what isn't obvious to the eye that matters more. The most important changes could be functional rather than aesthetic.

The outside mirrors, for example, are larger than before, offering a broader view to the sides and rear. Yet Mercury engineers tailored the shape so the bigger mirrors generate less noise as air speeds over them. The roof, too, is designed to reduce interior noise. Recessed channels running its length are intended to move air more quietly over the surface. Horizontal ribs underneath the panel add structure, which limits flex in the metal and reduces booming noise inside at high speeds. In all, it's part of the overall refinement that makes the redesigned Mariner a more pleasant place to spend time.

We're not trying to minimize the changes to Mariner's styling, because they're significant. The front end, liftgate, headlights and taillights are different. The beltline, or that crease just below the side windows, has been raised, and none of the major body panels are common to previous Mariners. It's just that the redesign is evolutionary, with the most obvious changes in the details. In a general, impressionistic way, the new Mariner still looks a lot like a shrunken version of the larger Mercury Mountaineer SUV. And while it may have a sedan-style unitbody with fully independent suspension underneath, the Mariner has a more conventional, upright, truck-style look than a lot of its competitors.

It starts with the big, bold, waterfall grille, which immediately attracts the eye from any angle on the front of the vehicle. The new grille is larger than before, with wider openings between the bars. The badge in the middle is larger, too, and there are smaller Mercury badges integrated inside the headlight lenses. There's more brightwork on this Mariner front and rear, but it's mostly a satiny, aluminum finish rather than conventional chrome. It gives Mariner a more understated, slightly more upscale look than the closely related Ford Escape.

That higher beltline creates the impression that the windows are shorter or narrower, promoting a pillbox effect that emphasizes Mariner's truck look. The taillights have the same eyebrow shape as the headlights, which helps connect front and rear. The lenses are clear, with read and white clusters underneath.

We particularly like a couple of features in back of the Mariner. A step pad on the bumper provides secure footing for anyone who steps up to put something on the roof rack, and the two-piece tailgate is handy. The rear glass can be popped open with the key fob, so dropping smaller items like a gym bag into the cargo area is easier than it might be with some competitors, which require hefting the entire gate upward.

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There aren't a lot of frills in that cargo area, but the essentials are there: tie-downs, and an optional cargo shade and under-floor bin that's deep enough for a small load of groceries. The bin may be more valuable as a place to separate wet items like beach towels. The carpet behind the rear seat is also reversible, so the rubber-coated bottom can be turned up.

One of our biggest gripes with the previous Mariner was noise inside. It was certainly no quieter than its corporate sibling, the Ford Escape, despite its upscale pretensions, and less quiet than a lot of competitors. And while we can't say for sure if this new Mariner is quieter inside than the new Escape, we assure you that it is both smoother and quieter than the old Mariner.

Mercury invested a lot of time and money reducing interior noise, starting with thicker side glass. The windshield has an acoustic laminate sandwiched between two layers of glass. The headliner has more sound-deadening capability, and the carpeting is 50 percent thicker. The net result, according to Mercury, is a 20 percent reduction in interior noise at 80 mph. We'll say that, in overall noise, vibration and harshness control, the Mariner has moved from the lower end of its competitive set toward the top.

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The 200-hp, 3.0-liter V6 engine delivers stronger acceleration, and about as much torque as any small SUV is likely to need. It has no obvious torque peak, or accompanying burst of thrilling acceleration, but its power band is broad. In day-to-day driving, it never lugs, strains or feels as if it's out of breath.

Neither the four-cylinder nor V6 powertrain is the smoothest in small SUVs, but neither is course enough to seriously detract from Mariner's appeal. Our gripe in the driveline is the four-speed automatic, and it's not because some competitors now offer five-speeds. While the Mariner automatic shifts smoothly, it sometimes shifts slowly, in that it seems to take its time deciding what gear it wants to be in. In particular, it's very reluctant to shift itself down into first gear, which would provide the most immediate acceleration. When rolling out of a parking lot onto a busy road, for example, the transmission will stay in second gear when you hit the gas, even when first is better for the traffic conditions.

The automatic is the biggest source of complaint in the Mariner's overall performance, and how much that matters will depend on how you drive. In general, the Mariner handles well, and improvements for 2008 give it a more refined feel. One of those is the electric power-assisted steering system (EPS), which operates with an electric motor rather than a belt turned by the engine. One of the advantages is increased efficiency, because a conventional, belt-driven steering pump takes a bit of the engine's power just to operate. That's power that's not being used to move the vehicle.

In Mariner's case, the electric power steering pump also improves steering feel. With EPS, there's a nice balance between steering assist at parking-lot speeds and decent feel on the highway. The steering tracks more steadily than before, with less adjustment or correction required over uneven surfaces. It's direct and accurate with no dead spot in the center, and there's enough feeling when you turn the wheel to impart a sense of control.

In all, refinements in the steering and suspension improve the 2008 Mariner's performance on the road, which wasn't that bad to begin with. Despite its truck-style ambience, the Mariner delivers a ride-handling balance that comes closer to a sedan than a truck. Its ride is comfortable, but never wobbly or floaty, over a variety of road surfaces, including expansion joints and shallow potholes. The tires deliver respectable grip in paved corners, so the Mariner stays planted where a lot of SUVs might slide. Transient response is surprisingly good, meaning Mariner maintains reasonable composure in a series of left-right-left lane-change maneuvers. This allows quicker driving that is also smooth, and it won't make passengers feel sea-sick.

Mercury pitches the return to drum-style rear brakes on gasoline-powered Mariners as an improvement, claiming the drums add durability and reduce the amount of brake dust generated. We call it a cost-saving move, plain and simple, and that's fine. We also believe consumers are smart enough to know whether they like the cost advantage of drum brakes, or not. No need to spin it.

As it is, the Mariner stops in plenty of time, with no brake fade in any typical on-road driving circumstances. The ABS system is well tuned, keeping the brakes right at the threshold between maximum stopping force and wheel lock, and allowing the driver to maintain steering control in a full-panic stop.

Hybrid or coventional, Mariner makes a good all-season vehicle in all climates. It does not make a good off-road vehicle, despite a bit more ground clearance than some competitors. The optional Intelligent all-wheel drive (AWD) system is tuned for driving more on slippery pavement than dirt or gravel. It monitors vehicle speed, throttle input and steering angle and delivers engine power to the appropriate wheels before any particular wheel can loose traction. It can switch power front to rear or side to side, and theoretically can send 100 percent of the engine's power to either the front or rear wheels.

The system takes a lot of the stress out of driving on wet, slushy or snowy roads. It helps maximize forward progress on slippery surfaces, and its transfer of power to wheels with the best traction is rarely noticed by the driver, who can focus simply on using the gas smoothly and steering between the lines.

Of course, the Mariner is built on a front-wheel-drive platform developed primarily for sedans, and like most small SUVs, the 2WD models are front-wheel drive. With caution, it can handle reasonably level gravel or dirt trails. But if there is no graded path, forget about it, and if the way is much steeper than you'd attempt in a car, forget about that, too. Shoppers seeking a small SUV with real off-road potential should consider a competitor like the Jeep Liberty.

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