Ford touts its new Escape as the smartest, best-performing, most versatile ever
Race for the pennant LOUISVILLE, KY. – Ford touts the 2020 Escape as the smartest, best-performing, most versatile iteration of its compact SUV ever, but will the changes incorporated into this fourth-generation model be enough? The competition in the compact SUV segment is fierce, with such heavy hitters as Toyota, Honda, Hyundai, Nissan and others punching it out for buyers’ approval. Today, consumers can choose among 22 nameplates – and more are expected as the segment continues its rapid growth — so here are 27 stats that may garner Escape a Gold Glove. ▲
Swinging for the fences? No one officially mentioned any benchmark Ford was chasing as they made the product presentations during the media preview here in Louisville, the home of the Louisville Slugger bat and the Escape’s assembly plant. However, in post-drive debriefings, my co-driver and I were asked several times how we felt the all-new Escape compared with the Toyota RAV4. Clearly, this product is seen as a prime competitor by the Ford folks. ▲
Home run power I have yet to drive the new RAV4, but my driving partner had – and his significant-other owns one (and loves it) – so I’ll lean on his well-qualified expertise here. He says the new Escape stacks up so well against the Toyota SUV he’d be hard-pressed to make a choice. In fact, it might simply come down to which dealer they would be most comfortable working with to close a sale. ▲
Fit and trim for the stretch run This new Escape is slightly lower, longer and wider than the current generation (right), with subtle design changes, such as a lower beltline to improve the driver’s all-around view. A-pillars have been narrowed to improve visibility, but they’ve also been made stronger with the use of ultra-high-strength Martensitic 3D rolled steel. In fact, the addition of more high-strength steel, plus the use of aluminum in such components as the hood, spare wheel and front lower control arms, have contributed to a 90.7-kg reduction in weight, despite the vehicle’s larger footprint, while improving torsional strength by 10%. ▲
More athletic stance Externally, there’s new-look front end featuring a trapezoidal grille and new lower fascia that Ford says borrows design cues from the Ford GT supercar. While the side silhouette isn’t much different, the rear end and liftgate do have fresh new styling. By widening the track by 20 mm, the Escape gains a more athletic stance. Larger wheels – up to 19-inches – and tires add to that look. ▲
Open up on the inside The interior has been tidied up, resulting in a clean-flowing, uncluttered design. The console-mounted rotary shifter knob for the transmission took a bit of getting used to, but ultimately, I adapted. Ford designers say this shifter opens up more interior space for the multiple devices and other stuff we find essential for car travel these days. I didn’t check, but apparently there’s now 15 litres of useable storage space in the front row alone. ▲
Ready source of information An 8-inch digital touch screen is standard on all but base trim. It can be linked to an available 12.3-inch digital instrument cluster that can be customized to driver preferences. There’s also an available 6-inch head-up display, although it’s the Mazda-like pop-up variety. I found it a handy source of information such as speed that’s readily viewable without having to take your eyes off the road, but surely Ford could have built a “real” display that projects onto the windshield. This one looks like a cheap alternative. ▲
Assistance as needed Ford’s Co-Pilot360 suite of driver assistance technologies is standard across the lineup. It includes auto high-beams, blind-spot monitoring with cross-traffic alert, pre-collision assist with automatic braking, pedestrian detection, forward collision warning, dynamic brake support, rear-view camera and lane-keeping assist. The latter became a bit of an issue on the narrow secondary roads in Kentucky. The system kept trying to nudge the vehicle away from the centre line – a good thing, except there was nowhere to nudge to, as the unmarked edge of the pavement was barely a car’s width from the centre stripe. The solution: turn off the system. ▲
Addresses disgruntled fans A repeated complaint from current Escape owners was the lack of people space and limited cargo capacity. Ford has addressed these concerns, with more headroom, shoulder and hip room front and rear, despite the lower roofline. ▲
Comfort and room for all The rear seats now sit on tracks that allow the bench to slide fore and aft 15 cm. With the rear bench fully extended rearward, there’s now 8.9 cm more legroom than the previous Escape; in fact, the new model has more legroom than in the rear seat of a Chevy Suburban. The front seatbacks have also been carved out to provide additional knee room for rear-seat occupants. The 60/40-split rear seatbacks also recline, creating a space I found quite comfortable. ▲
Plenty of room for equipment There’s also more space for cargo. With the rear seat in its full forward position, there’s 1,062 litres available for stowing stuff. That’s enough to load up four golf bags (there were actually six stashed in the demonstration model) or a full-size (36-inch) dog crate. ▲
Solid stance at the plate A couple of areas where the new Escape may surpass the competition are ride quality and cabin quietness. A new suspension system with refined shocks, springs and bushings has been tucked under the Escape. The new system provides an additional 2.5 cm of suspension travel, with increased jounce travel over rough roads. ▲
Sure footedness The wider track has lowered the centre of gravity for improved handling, while steering is assisted by a new electric power unit. I found the steering not quite as precise as Mazda’s setup, for example, requiring more input when driving through some twisty areas. I also found the 4-wheel disc brakes were touchy, difficult to modulate with nearly zero pedal travel. Still it was something one got used to over time – and certainly preferable to the alternative (too much pedal travel). ▲
No hitch in its swing A new rear subframe underpins the rear end and it’s isolated by rubber cushions, not mounted directly to the unibody as in previous generations. The result is a structure that soaks up road impacts, rather than transferring the impact to the cabin. The improvement in ride and quietness was noticeable. ▲
Noise isolation top and bottom Further enhancing the reduction in noise transfer is the acoustic laminated windshield and front side glass. A full-length undershield also helps deaden sound, as well as reducing aerodynamic drag. Even the use of perforated leather seating surfaces helps reduce interior noise, as does the slick shape of the new body. That sleekness also boosts aerodynamic efficiency. ▲
Lots of choices Buyers of the 2020 Escape, which is available in four trim levels (S, SE, SEL and Titanium), can choose among four new powertrains – two turbocharged Ecoboost gas-fuelled engines and a pair of hybrids. The engines are paired with a new, extremely smooth-shifting, 8-speed automatic (replacing the 6-speed in the current generation), while the hybrids deliver their output through an e-CVT. With the touch of a button on the console, drivers can select one of five drive modes: Normal, Eco, Sport, Slippery and Sand/Snow. Front-wheel or all-wheel drive is available throughout the lineup. ▲
Above average run production Ford says every powertrain is expected to deliver an EPA-estimated range of at least 644 km per tank. The standard hybrid is targeted to deliver a best-in-class EPA-estimated range of 885 km. ▲
Leading off The engine lineup starts with a high-efficiency 1.5-litre EcoBoost 3-cylinder. It generates 181 hp and 190 lb-ft of torque (using 93 octane gas). Ford says this engine is 20% more fuel-efficient than the current generation base unit, due in part to Ford’s first North American application of cylinder deactivation technology. It shuts down a cylinder when power demands permit, reactivating it in 14 milliseconds when necessary. ▲
Top of the order The other gas engine is a new 2.0 L EcoBoost 4-cylinder with an output of 250 horses and 280 lb-ft of torque, again using premium fuel. When coupled with the available trailer towing package, this powertrain enables the Escape to tow up to 1,451 kg. It also delivers 10% quicker acceleration in the 0-100 km/h sprint, versus the outgoing 2.0. ▲
Back from the disabled list The big news for 2020 is the return of the Escape Hybrid, which puts it in direct competition with the RAV4 Hybrid. Ford introduced the hybrid powertrain to the compact SUV segment in 2005, but when that generation body style underwent a complete redo, the hybrid was dropped. Now it’s back, featuring advanced battery technology and efficiency. The development of the battery alone is worth noting – the original GEN 1 battery was a heavy, 90-kg nickel-hydride air-cooled unit that filled the floor of the cargo area and required extra venting and other cooling techniques. ▲
Compact zone The new GEN 4 battery is lithium-ion; it’s 60% smaller, about the size of a briefcase, and weighs just 27 kg. It’s liquid-cooled, eliminating the need of added cooling devices. Since it’s so compact, it can be tucked under the floor behind the front seat, eliminating any compromise of interior space. With its low location, it also helps lower the Escape’s centre of gravity, thereby helping enhance the vehicle’s handling dynamics. I guess it is that easy being green. ▲
Efficient and powerful The battery works in conjunction with a new 2.5-litre Atkinson-cycle 4-cylinder engine combined with two electric motors. The system’s output is 200 hp (gas/electric combined) and 152 lb-ft of torque (gas only) – enough to earn the Escape Hybrid a towing capacity of 680 kg. It’s also capable of propelling the vehicle to a top speed of 137 km/h in electric-only mode. ▲
Ready for spring training In the spring, a plug-in hybrid model will be available with an estimated combined output of 209 hp. It’s expected to be capable of travelling more than 48 km solely on electric power, which would be best in its class. The PHEV will be eligible for the $2,500 federal rebate, plus any available provincial rebates. ▲
In the wheelhouse Driving the standard hybrid Escape, the acceleration on launch was adequate. However, when accelerating to pass or merge, there seemed to be more noise than acceleration, due no doubt to the CVT. Still, the powertrain was generally quiet. There was a hint of electric whine at the start that quickly disappeared, then reappeared as it slowed to a stop, but overall it wasn’t objectionable. The transition between gas and electric power was nearly unnoticeable – I only heard the gas engine kick in if I was specifically listening or checking for the change on the display screen. ▲
Wastes little energy During my 73-km stint of normal driving on urban, secondary and multi-lane roads, the hybrid travelled 43.3 km on electric power and delivered a fuel consumption rate of 5.5 L/100 km. My colleague switched from Normal to Eco mode and recorded a fuel rating of 4.8 L/100 km over a 45-kilometre run. He covered 23.6 km of that drive on electric power. Eco mode reduces throttle response and will alter the climate control fan speed when set at A/C max. There are, however, no adjustments to the transmission. ▲
MVP numbers A drive with the 2.0-litre EcoBoost produced satisfying results. I found the turbo four delivered good acceleration on demand and its 8-speed transmission has to be one of the smoothest-shifting units on the market today. As mentioned previously, there was minimal intrusion of wind and road noise, while the engine was especially quiet. In terms of fuel efficiency, the 2.0 delivered 9.1 L/100 km over a range of roads. ▲
Going the distance Not surprisingly, the 1.5-litre engine didn’t have the peppy feel of the 2.0 during a brief drive on mainly urban streets. My colleague did manage to chirp the tires – accidently – once, while pulling away from a stop sign, but I think it was more the result of the transmission’s low first gear than raw engine power. There was also more engine noise, more of a buzz, and also better fuel economy, with the “three” better around town than the “four” — 1.5 FWD: 8.7 L/100 km city, 7.1 highway, 7.8 combined; 1.5 AWD: 9.0/7.6/8.4; 2.0 AWD: 10.2/7.6/9.0. ▲
Outstanding in the field Pricing for the base Escape S starts at $28,549 in front wheel drive (the AWD model starts at $40,049) and ranges up to the Titanium 2.0L with AWD, starting at $40,049. The Titanium Hybrid starts at $36,549 (FWD) or $38,049 (AWD). Destination and shipping fees are an additional $1,850 throughout the lineup. The 2020 Escape is arriving now in dealers’ showrooms – and that’s when consumers will determine if this all-new compact SUV has what it takes to beat back the competition. ▲
Keyword: Does 2020 Ford Escape have the bat-speed to outswing RAV4?