Review
The Escape carries-on for 2010 with minimal changes.
-Model Reviews
The Escape is available in XLS, XLT or Limited trims with either front or four-wheel drive. The XLS features a 171-hp 2.5-liter four-cylinder engine and five-speed manual transmission. The XLT and Limited trims feature the same 2.5-liter engine with a six-speed automatic transmission. A 240-hp 3.0-liter V6 is an available upgrade on Limited models. Standard safety features include front airbags, front seat mounted side airbags and side-curtain airbags for front and rear passengers. AdvanceTrac stability control with anti-rollover technology, four-wheel ABS and tire pressure monitoring round-out the impressive list.
The Ford Escape is a mid-size sport-utility vehicle with credentials that make it equally suited to urban commutes or weekend off-road outings.
Assembled In
Kansas City, Missouri; Avon Lake, Ohio.
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Comparison
Lackluster braking compared to rivals, [the] folding down second seat [is] needlessly complex.
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Driving Impression
Both the four-cylinder and the V6 engines are matched with a very smooth, electronically controlled six-speed automatic, which offers ideal ratios for all vehicle speeds and contributes to the Escape’s exceptional fuel economy.
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Braking performance is good.
By combining a four-cylinder gasoline engine with the boost from an electric motor, the Hybrid can deliver a significant fuel-economy improvement and reduce emissions.
Few drivers will notice any significant difference between the Hybrid and a conventional Escape, except when the Hybrid shuts itself off at stop lights or glides quietly through a parking lot on electric power.
If you want the best fuel economy, and presumably most hybrid buyers will, you'll want to be gentle on the gas pedal.
Off road, the Escape is less than stellar.
On the road, the Escape Hybrid delivers excellent acceleration at lower speeds.
Our normal rounds include more city than highway driving, though rarely in a true rush-hour traffic flog, plus a few extracurricular, test-specific maneuvers.
Regardless of powertrain, the Escape makes an excellent all-season vehicle in all climates.
The 3.0-liter V6 engine offers 240 horsepower for stronger acceleration.
The base 2.5-liter four-cylinder delivers good power at high revs for those who like to wind it up and decent torque for acceleration when you need it at any speed.
The engines are all solid performers.
The Escape handles well.
The Escape Hybrid is a different beast entirely from the gasoline-only models, at least on one hand.
The Escape is quite pleasant to drive.
The Hybrid's primary source of power remains the gasoline engine.
With the stereo cranked up to hide engine noise, a driver will have a hard time knowing when the gas engine starts or shuts off at stop lights, when the Hybrid is rolling along on electric power alone, or when the electric motor is augmenting the gas engine for maximum acceleration We're not sure what protocol determines when the Escape Hybrid operates on electric power.
You'll want the optional navigation system for the Hybrid, which includes an energy meter function that graphically illustrates how well you're doing at saving fuel.
An electric power steering system and careful suspension tuning give a level of refinement in ride and handling.
And with the optional Class II towing package, the V6 AWD models can pull a substantial 3,500 pounds, which surpasses most vehicles in this class.
Another advantage, at least in the Escape's case, is improved steering feel.
At an EPA-estimated 22/28 mpg City/Highway, it has one of the highest EPA mileage ratings of any non-hybrid SUV.
At times the gas engine ran when we thought it might not have to, and at times it didn't even shut off at a stop light.
Both the four- and six-cylinder engine deliver good response and decent acceleration.
Bottom line, the Hybrid model delivers acceleration times comparable to the gas-only V6, with terrific fuel economy of 34/31 mpg City/Highway for the Hybrid 2WD.
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.
But in typical driving, there's no hesitation as “gear” ratios shift, no uneven surges of speed and less variance in the noise coming from under the hood as the car picks up speed.
Despite its truck-style facade, the Escape delivers a ride and handling balance on par with many sedans.
Dip the pedal quickly, or much past a quarter of its travel, and the gas engine restarts immediately to provide what the control electronics determine to be a demand for serious acceleration.
Even if a driver is not going to exceed 20 mph, which is well within the limit of electric-only speed, the gas engine will start if the pedal application is too strong.
Floor it at 20 mph, and it will snap heads back toward the head rests.
Floor the Hybrid 2WD at a stop sign, and it can squeal its front tires like a hot rod.
For every-day driving and travel on the road, the Escape is one of the best.
For guestimation, EPA mileage numbers may be the best tool, and the Escape Hybrid still surpasses the other hybrid SUVs that have followed it to the market.
For the most part, we drove the Hybrid as we would any other test car, which is fairly aggressively, using the accelerator as if someone else was buying the gas, and we still saw some improvement in fuel economy.
Ford's optional all-wheel drive (AWD) system is tuned for driving more on slippery pavement than dirt or gravel.
In day-to-day driving, it never lugs, strains or feels as if it's out of breath.
In fact, it seemed to operate in electric mode less frequently than we might have expected.
In order to minimize the power lost as it transfers to the drive wheels, Ford equips the Escape Hybrid with a continuously variable transmission, which has no conventional gears.
In this routine, by our best calculation, we found an improvement of 10 to 12 percent over what we've seen with a conventional four-cylinder.
Indeed, all Escape models, from front-wheel-drive four-cylinders to all-wheel-drive V6s to the Hybrid, have some of the best EPA mileage ratings in the class.
Indeed, the Hybrid is a bit quieter, probably smoother, in all circumstances.
Instead, it has metal bands that adjust to best match the engine's speed to vehicle speed.
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.
It delivers engine power to the appropriate wheels before any particular wheel can loose traction.
It does not make an excellent off-road vehicle, despite a bit more ground clearance than some competitors.
It handles well and has a firm, comfortable ride, without the roly-poly mush quality or the jarring suspension clanks that can characterize conventional truck-based SUVs with tall, off-road tires.
It has about as much torque as any small SUV is likely to need.
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.
It includes instantaneous and average fuel economy readouts, and tells you when the gas engine is running, when the electric motor is doing the work and when the batteries are charging.
It probably helps to stop slowly, too.
It was the first hybrid-powered SUV available in the United States, and the first hybrid with optional all-wheel drive and significant towing capacity (1,000 pounds).
It will maximize the instances when the Escape travels only on electric power.
It's a good tool to learn how to maximize economy with the Escape Hybrid.
It's available only with the six-speed automatic, but its power band is broad.
It's built on a front-wheel-drive platform developed primarily for sedans, and like most small SUVs, the 2WD models are front-wheel drive.
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.
It's nearly identical to the 2.5-liter four in gasoline-only models, except that it runs on something called the Atkinson cycle, which improves its fuel efficiency.
Its battery pack is automatically recharged by the gasoline engine and by regenerative braking, which captures energy that is otherwise wasted when a vehicle loses momentum and sends it to the batteries.
Its ride height and seating position are higher than a lot of unit-body (sedan style) utilities, though lower than many traditional truck-based SUVs.
Its ride is comfortable, but never wobbly or floaty, over a variety of road surfaces, including expansion joints and shallow potholes.
Long, steady, coast-down stops, using more engine compression than wheel brakes, are best for charging the batteries.
On the other, few drivers will notice any substantial, functional differences with the hybrid powertrain in day-to-day driving.
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.
One reason is the electric power-assisted steering system (EPS), which operates with an electric motor rather than a hydraulic pump driven by the engine.
Shoppers seeking a small SUV with real off-road potential should consider a competitor like the Jeep Liberty.
Still, the real-world fuel savings with a hybrid depend heavily on how, where and when you drive.
That's power that's not being used to move the vehicle.
The all-wheel-drive system takes stress out of driving on wet, slushy or snowy roads.
The anti-lock brake 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.
The companion, 70-kilowatt electric motor can kick in and deliver more torque to the wheels when a driver demands full acceleration or it can power the Escape Hybrid by itself in certain circumstances, such as creeping along in a traffic jam or rolling through a parking lot.
The control system may sense aggressive stops as emergencies, or just sporting, aggressive driving, and leave the engine running for more action.
The CVT does offer a low-range setting for increased traction.
The Escape Hybrid delivers essentially the same performance, with very little to give away its hybrid powertrain except improved mileage.
The Escape Hybrid is a full hybrid, meaning it can run on 100 percent electric power up to about 25 mph to maximize in-city fuel economy.
The Escape is truckish as the current crop of small sport utility vehicles go, but not in a bad way.
The Escape stops in plenty of time, with no brake fade in any typical on-road driving circumstances.
The steering tracks steadily, with little adjustment or correction required over uneven surfaces.
The tires deliver respectable grip in paved corners, so the Escape stays planted where a lot of SUVs might slide.
There's just smooth, even acceleration.
This permits quicker driving that is also smooth, and it won't make passengers feel sea-sick.
To be sure, its tires are harder than those on other Escapes and designed for maximum efficiency, which means less rolling resistance, and less grip.
Transient response is surprisingly good, meaning the Escape maintains its composure in a series of left-right-left lane-change maneuvers.
We expect most consumers will get better fuel economy than we did, at least those with long, traffic-laden commutes.
We prefer the 171-hp four-cylinder with the five-speed manual transmission; indeed, a front-drive, manual Escape XLS 2WD might be the most engaging and enjoyable model to drive.
We surmise that short, quick stops from road speeds may be what keep the engine from shutting off at a red light.
With a balance shaft to offset vibration, it's also smoother than some of Ford's previous four-cylinder engines.
With caution, it can handle level gravel or dirt trails.
With the electric steering, there's a nice balance between steering assist at parking-lot speeds and decent feel on the highway.
With the four-cylinder, maximum towing capacity is 1,500 pounds, sufficient for dirt bikes or a snowmobile.
Interior
Audio and climate controls work just as well.
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Cargo capacity is 66.3 cubic feet, with 29.2 cubic feet behind the rear seat, and the cargo space is easy to access.
Ford invested a lot of time and money making the Escape quiet inside.
Storage space is aplenty in the Escape, at least in terms of cubbies within reach of the front passengers.
The back seats are comfortable, though the seatback is too straight for some tastes.
The dashboard is tall and squarish, but it's attractive and fits the Escape's little-truck theme nicely.
The Escape features upholstery cloth made from 100-percent recycled material.
The Escape Limited we drove had Ford's optional touch-screen navigation system, which is becoming one of our favorites from any manufacturer.
The Escape's front seats have enough cushion and support to limit fatigue during longer drives.
The gauges and switches feature Ford's new signature backlighting style, which the company calls Ice Blue.
The gauges are clustered in a shaded binnacle that can be absorbed in a glance: Tachometer left, speedometer right, with fuel and coolant temperature in the middle, along with an easy-to-read trip- and systems-info display.
When it comes to placement and function of switches, the Escape is first rate, and examples are easy to find.
A 5-foot, 9-inch, 170-pound passenger stayed comfortable for nearly on hour behind the driver, though the middle space works best for six-year-olds.
At the very top sits a neat display that shows compass heading, date and time, exterior temperature and, on models so equipped, the two interior temp settings.
By paying some attention to the graphs, you'll find yourself becoming a more environmentally friendly and fiscally efficient motorist.
Decent-sized bins are molded in the door bottoms, though whatever goes there tends to slide.
Drivers with big frames might find them small.
In the Hybrid, it includes an energy display that demonstrates in real-time the fuel-saving benefits of hybrid drive.
It can be fun to see how efficiently you can drive.
It looked like the lacquered finish on a fine piano.
It looks sporty and suited to a more expensive car.
It's an expensive tool, to be sure, but we particularly recommend the navigation system with the Escape Hybrid.
It's muddled and lacks differentiation beyond the big even numbers, so it's hard to tell quickly what speed you're driving unless you are traveling precisely at 20, 40, or 60 mph.
Its biggest weakness is the display screen, which is smaller than those in some other vehicles.
More important, the system is easy to use with minimal distraction, and easy to learn.
No gripe here, as the bluish white is crisper and brighter than conventional green-yellow or orange lighting.
One easy-to-use stalk controls the blinkers and all wiper/washer functions.
Our Escape Limited had thick, tautly tailored leather on the seats and hard, glossy black plastic where you might expect fake wood or metal.
Overall, though, the seats are smaller than those in a larger sport utility.
Start with that rubber-lined, slide-proof bin in front of the shifter, which is great for iPods, phones, glasses, a wallet or change.
Swing-down overhead bins are provided for sunglasses and garage door openers.
The audio jack is at the bottom of the center stack, just above a lined bin where you can set an iPod with reasonable assurance that it will stay put for the entire trip home.
The big vents at the ends move lots of air, and there are two more in the middle near the top of the center stack.
The crown jewel is the center console, which allows stacking of smaller items inside.
The glove box is big enough for stuff beyond the owner's manual.
The headliner has extensive sound-deadening capability, and the carpeting is quite thick.
The headliner is plush and molded to the contour of the roof.
The little rubber mats in this bin and in the cup holder bins can be pulled out for cleaning, a nice feature.
The mirror adjustor sits on the door pillar, and it's easy to reach when the driver's head is in driving position.
The net result is a quiet, relaxing interior.
The problem is the script on the gauges, and particularly the speedometer.
The pushbuttons to control airflow direction and the rear defogger are small, but they tend to be adjusted less frequently than the others.
The radial switches for fan and temperature are also big and easy to find.
The rear seat folds quickly, 60/40, and the bottom can be removed to make a perfectly flat load floor.
The satiny black or silver used in lower trim levels isn't bad, either.
The steering wheel controls for cruise and audio work without moving hands from the driving position.
The volume and station-selector knobs are good sized, but more important, they are raised substantially from the stereo plate, rather than nearly flat to the surface as they are in some vehicles.
The windshield, for example, has an acoustic laminate sandwiched between two layers of glass.
There are cup holders and a power point on the back of the console, but storage space for rear passengers is limited to those slide-prone bins at the bottoms of the rear doors.
There aren't a lot of frills in back, 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.
There's not an abundance of side bolstering, but that makes it easier to slide into the seats, and there's enough to keep occupants solidly in place during the type of driving a typical Escape owner is likely to undertake.
There's plenty of knee room, and noticeably more headroom than before.
These can be aimed to avoid blasting the driver’s hands or face with a rush of air.
This is one of Ford's best interiors in terms of the look and feel of materials used.
We absolutely loved this, because it includes a menu that allows the driver to easily cycle through and change features such as headlight-off delay and auto-locking.
When the driver rests his or her left forearm on the door rest, the window buttons sit almost perfectly at the fingertips.
With elbows on the door rest and center console, arms are even and hands rest nicely at nine and three o'clock on the steering wheel.
Yet the graphics are clear, and easy to read to the smaller details, at night or wearing sunglasses in bright daylight.
Yet the highlight is a woven-look, rubberized trim on the dash and console.
You'd never know by its look or feel, and Ford claims that compared to upholstery made from virgin fiber, production will conserve about 600,000 gallons of water and 7 million kilowatt hours of electricity annually, reducing carbon dioxide emissions by 1.8 million pounds.
Introduction
Escape was redesigned for 2008.
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For the most part, the Hybrid drives just like a conventional gas-only Escape.
The Escape provides comfortable seating for four, or five in a pinch.
The Ford Escape remains one of the more appealing vehicles in its class, regardless of price, and certainly one of the better values.
The standard four-cylinder engine is adequate for all-purpose driving while the V6 offers quicker acceleration performance.
Yet the Ford Escape still delivers the advantages of unit-body, car-based competitors such as the Honda CR-V.
All models are offered with front-wheel drive or all-wheel drive.
All the features improve safety and reduce driver distractions.
All variants, including the V6 and Escape Hybrid, deliver some of the best EPA mileage ratings in the class.
An Integrated Blind Spot Mirror, MyKey programmable vehicle key, Rear View Camera System, and Active Park Assist are now available, and the Escape also features hands-free SYNC with Traffic, Directions & Information.
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 a typical sedan.
For 2010, changes are minor.
It offers better fuel economy and lower emissions but demands little additional effort or knowledge from the driver.
It's a well-executed package.
Its smooth ride and agile handling make for enjoyable driving, and its compact dimensions make the Escape easy to park.
Its styling reminds us of Ford's larger, truck-based sport utility vehicles.
The Escape's ride height and seating position are a bit higher than competitors such as the Honda CR-V, and it can tow up to 3,500 pounds, which is substantially more than most other vehicles in the class.
The Ford Escape looks like a little truck among small SUVs.
There are lots of interior storage spaces, the finish is upscale and pleasing, and feature function and switches are among the best.
Those shopping for a small SUV should put it on their short list, especially those who appreciate its big-truck styling.
Lineup
Options for the Limited include Package 302A ($2,250), consisting of the moonroof, Premium audio system, dual-zone automatic air conditioning, reverse-sensing system, rear-view camera, and universal garage-door opener; and navigation with the Premium sound ($1,995).
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Options for the XLS include remote start ($345), SYNC ($395), side step bars ($345), and a security system ($250).
Options for the XLT include a variety of packages, with the most comprehensive, Package 204A ($2,230), including a cargo cover, roof rack, wet towel bin, SYNC, a moonroof, leather, and ambient lighting.
Safety features include front- and side-impact airbags for front occupants and curtain-type head protection airbags for all outboard seats.
The Escape Hybrid is available in two trim levels, the base version ($29,750) and the base with 4WD ($31,500); and the Hybrid Limited ($32,260) and Hybrid Limited 4WD ($34,010).
The Escape Limited ($25,270) and Limited 4WD ($27,020) come standard with the V6 and automatic, plus leather seating, a six-CD changer and automatic headlights.
The Escape XLS ($20,515) and XLS 4WD ($22,265) are powered by a 171-hp 2.5-liter inline four that generates 171 pound-feet of torque.
The Escape XLT ($23,540) and XLT 4WD ($25,290) add more standard features, including upgraded cloth upholstery, a power driver's seat, cruise control, privacy glass and 16-inch alloy wheels.
A 240-hp, dual overhead cam 3.0-liter V6 ($1,000) is optional on the XLT, and includes the six-speed automatic.
A five-speed manual transmission is standard, and a six-speed automatic ($1,210) is optional.
Active safety systems include four-channel antilock brakes (ABS), and AdvanceTrac electronic stability control with Roll Stability Control (RSC), which adds a second gyroscopic roll-rate sensor to the typical stability control package, measuring the Escape's roll angle and roll rate and applying countermeasures (such as braking one of the wheels or reducing power) to increase rollover resistance.
The five-passenger Ford Escape is offered with front-wheel drive or fulltime all-wheel drive, and either a four-cylinder, V6, or gasoline-electric hybrid powertrain.
The four trim levels are distinguished by engine and standard features.
The Hybrid Limited versions are equipped similarly to the Limited models, but add the hybrid powertrain.
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.
The XLS comes with cloth upholstery, air conditioning, power windows, mirrors and locks, an AM/FM stereo with CD and auxiliary jack, rear window defroster and 16-inch steel wheels.
There is also Premium sound with seven speakers ($395), a dual-headrest DVD entertainment system ($1,995), Sport Appearance Package ($895), 17-inch alloy wheels ($695), and towing ($345).
This so-called full hybrid features a more fuel efficient, 153-hp Atkinson Cycle version of the four-cylinder engine and a 70 kilowatt electric motor.
Unlike some mild hybrid SUVs, the Escape Hybrid can run on 100 percent electric power up to about 25 mph.
Model Lineup
Ford Escape XLS ($20,515); XLS 4WD ($22,265); XLT ($23,540); XLT 4WD ($25,290); Limited ($25,270); Limited 4WD ($27,020); Hybrid ($29,750); Hybrid 4WD ($31,500); Limited Hybrid ($32,260); Limited Hybrid 4WD ($34,010).
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Model Tested
Ford Escape Limited 4WD ($27,020).
-New Car Test Drive
Options As Tested
Package 302A ($2,250), includes moonroof, Premium audio system with seven speakers, dual-zone automatic air conditioning, reverse-sensing system, rear-view camera, and universal garage-door opener; navigation w/ Premium sound ($1,995); 17-inch alloy wheels (695); towing ($345).
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Summary
NewCarTestDrive.com correspondent J.P.
-New Car Test Drive
For all-purpose, reasonably efficient daily transport on the road, the Escape rates among the best smaller SUVs.
Fuel mileage for all models, and towing capacity, rank with the best.
The Escape offers front-wheel drive, all-wheel drive, competitive four- or six-cylinder engines and the Hybrid package, which works essentially as the conventional models do.
The Ford Escape is one of the best vehicles in Ford's lineup, and competitive in a crowded field of small sport-utilities, regardless of price.
Vettraino test drove the Ford Escape in Detroit.
Yet model for model and feature for feature, the Escape prices are very good.
Tag Line
A terrific compact SUV.
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Walkaround
The grille looks like it was designed for a truck.
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The side mirrors are large, but their shape generates little noise as air speeds over them.
We're fond of a couple of features in back of the Escape.
A new 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.
For starters, the Escape sits a bit higher than many competitors, and the high profile is enhanced by its design.
Horizontal ribs underneath the panel add structure, which limits flex in the metal and reduces booming noise inside at high speeds.
In total, the effect is cleaner and more polished than previous models, and it's all quite handsome.
Recessed channels running its length are intended to move air more quietly over the surface.
The Escape has the air of a conventional, truck-based SUV, with a more rugged look than many other small, sedan-platform sport-utilities such as the Honda CR-V.
The Escape's beltline, or the crease that runs just under the windows, is high, too, and its roof pillars are blacked out.
The headlights are essentially connected to the grille, and shaped to create a family resemblance with Ford's Edge crossover SUV.
The lower bumpers and rocker panels are now painted to match the body on all models, rather than molded in a matte finish.
The rear glass can be popped open with the key fob, so dropping small items like a gym bag into the cargo area is much easier than it might be with some competitors, which require hefting the entire gate upward.
The roof, too, is designed to reduce interior noise.
The taillights have a clear band that wraps around the rear corners.
Yet the grille itself is tall and flat and stacked right on top of a skid plate-type fascia that flows under the bumper.
