FORD Escape 2020

Body, cabin and cargo space

The curvier outlines of the redesigned Ford Escape make it seem smaller, but in fact the exact opposite is true. The big winners in that general increase in dimensions—except for a height loss of 1 cm—are the back-seat passengers, who can enjoy an additional 9 cm of legroom.

The trunk also a gets a slightly longer and lower floor, boosting total cargo space. The rear bench seat can slide forward with the seatbacks up to lengthen the floor, although that also creates a gap between the floor and the back of the seat. Total useable capacity, however, continues to lag behind a number of rivals, mainly because of the narrowness of the compartment.

Up front, the footrest and central stack are less intrusive than before, making for a driving position that will be comfortable for most. The seats are supportive and well padded, although the bottom cushions remain a smidgeon short for taller folks.

The streamlined dashboard and console are nicer looking and more functional than previously. The main controls are within easy reach, although the ventilation controls could be bigger. At least they're totally separate from the multimedia system, which should cut down on the time driver has to spend looking at something besides the road.

The designers couldn’t resist the temptation to stick the touch screen on top of the dashboard. Fortunately that concession to fashion doesn’t exact too high a price when you read or use it. The display stands out for its high resolution and logical arrangement, but response remains slow at times.

The built-in GPS often tried to lead us astray during our test, claiming we were in the middle of the St. Lawrence River between Neuville and Sainte-Croix when we were actually rolling peacefully eastwards on Highway 40.

Unfortunately that was far from the only defect in our test model. Creaking interior trim, vibrating speaker surrounds, rough dials that squeak when turned, misaligned body panels, loose trim—this kind of botched build is hardly reassuring, even for a vehicle that just went into production.

Other highlights

Finish: Disappointing, particularly at the Titanium version price. The dashboard and front-door tops are finished in soft-touch, but most of the other surfaces are cheap hard plastic. The woodgrain trim is unconvincing. Perforated leather and contrasting seat stitching does compensate a little.

Instruments: The Titanium versions’ 12.3-inch digital screen is clear, easy to see, and highly customizable. The optional head-up display on the Titanium is handy, although it projects onto a secondary plastic lens that gets in the driver’s field of view. The other trims go with basic, bare analogue dials.

Convenience features: A touchscreen, Android Auto and Apple CarPlay are all absent from the basic S-version, despite a selling price of over $30,000. The Titanium’s B&O audio system is powerful but not as clear as in the Ford Edge with the same system.

Safety features

• Antilock brakes with electronic brake-force distribution and brake assist
• Stability and traction control
• Front airbags
• Driver knee airbag
• Front side airbags
• Side curtain airbags
• Five adjustable head restraints
• Tire pressure monitor
• Rearview camera
• Forward collision alert with automatic emergency braking
• Lane departure alert with automatic steering assist
• Lane keep assist
• Blind-spot monitoring with rear cross-traffic warning
• Automatic post-collision braking
• Auto high beam
• Adaptive cruise control (standard on the Titanium, included in the SE and SEL’s Ford CoPilot360 Assist package, not available on the S)
• Rear parking sensors (standard on the Titanium and SEL, optional on the S and SE)

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 5 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick

Visibility

Slimmed-down roof pillars (though they’re still wide at the bottom) have improved things to the front, and there are ridges on the hood that show where the corners are. The hulking B- and C-pillars and smallish rearview mirrors make lane changes more harrowing; the blind-zone monitoring system partly compensates.

Headlights: The Titanium version’s LED headlights got an Acceptable grade (3/4) from the Insurance Institute for Highway Safety; they were excellent straight ahead and decent on turns. The high beams of the other models’ halogen bulbs light a long way, but the low beams didn't measure up.

Mechanical overview

Ford’s 2020 remake has changed practically all the mechanical components of the Ford Escape, the sole exception being the optional 2-litre turbo engine. That includes the platform, derived from the latest Focus (a European model that won’t be crossing the Atlantic).

An increase in the use of high-strength steel reinforces its structure and shaves about 100 kg off its predecessor’s weight. The Escape’s aerodynamics have also moved into a new league with a remodelled figure and smooth panels under the floor.

The 2020 model year also brings back the Ford Escape Hybrid after a seven-year hiatus. And that’s not all: A plug-in is in the pipe for later in the year. Either way, the drivetrain combines a new 2.5-litre four cylinder with two electric motors, a continuously variable transmission, and a lithium-ion battery. Battery capacity is listed as 1.1 kWh for the classic hybrid and 14.4 for the plug-in.

Ford promises a range of over 48 km for the plug-in, which delivers a combined 221 hp. That’s 21 more than the classic hybrid, though the regular hybrid weighs 152 kg less. So they’re likely to be pretty much the same when you step on the accelerator.

Both hybrid powertrains drive the front wheels, but only the non-plug-in has optional all-wheel-drive. It’s the same system as the gas-powered versions have, with a traditional driveshaft to direct torque rearwards. By way of comparison, the Toyota RAV4 hybrid’s tail end is powered by an electric motor between the two wheels.

Right now Ford only offers the hybrid system on its top-of-the-line Titanium version. Many buyers will be stuck with the gasoline powertrains that come with the more affordable variants.

And wait till you hear this— the engine under the hood of the S, SE, and SEL versions has only three cylinders, even though these models weigh in at close to 1,600 kg with AWD. But it turns out that the specs stand up pretty well: 1.5-litre displacement with turbocharger and direct injection are all present and accounted for, as in the Chevrolet Equinox, GMC Terrain, and Honda CR-V for instance. Its 181 horsepower and 190 foot-pounds of torque stand up just fine as well.

Short a cylinder it may be, but its combined city-highway fuel consumption of 8.3 L/100 km (Natural ressources Canada) is no better than average for the segment. Even that called for Ford to outfit it with auto stop–start and cylinder deactivation systems.

Three-cylinder engines often have to put in extra effort to measure up to an equivalent four. The odd number of cylinders can also set off conspicuous vibrations. We didn’t get to try the Escape’s, but plenty of sources have in fact made references to noise and a lack of refinement.

If that setup doesn't do it for you, you can always turn to the optional 2 L four-cylinder turbo available on the SEL and Titanium versions. It’s among the liveliest in the segment, at 250 hp and 280 foot-pounds of torque. Bear in mind that those figures are based on premium gas. Ford says there’s a small but unspecified sacrifice in power if you use regular gas.

Both gas-powered engines come with the freshly hatched eight-speed automatic transmission that made its debut with the 2019 Edge. A manual-shift mode is available solely with the 2 L, which itself is only available with all-wheel-drive. AWD is optional at a cost of $1,500 on the three-cylinder models.

Other highlights

Towing capacity clocks in at 680 kg (1,500 lb) for the hybrids, 907 kg (2,000 lb) for the 1.5-litre, and 1,588 kg (3,500 lb) for the 2-litre.

Driving impressions

The 2020 Ford Escape’s rounded lines make it seem more like a high-stepping station wagon than an SUV. Good news—it also drives more like a car than a sport utility.

The steering makes a great first impression, with just the right amount of assistance (read: not too much), precision, and a straightforward response. You can feel your tires gripping (or not gripping) the pavement. For oneness with the road, the only compact SUV that can beat it is the Mazda CX-5.

That sportiness also comes through when you tackle a curve like you mean it. The suspension keeps a tight rein on body lean and the front end is less inclined to run wide—the phenomenon of understeer—than most of its rivals. Handling is equally confident at cruising speed, at which the steering wheel needs few corrections.

The smooth, flexible, spunky 2 L four-cylinder adds to your driving enjoyment. There’s always plenty of power on tap, and the engine is impressively discreet, even during acceleration. Soundproofing is yet another of the Escape's strengths, as it was in the previous generation.

But the new model’s firmer ride is not so great. The frequent bumps and potholes of city roads are shared too scrupulously with the cabin. The previous Escape set the balance between comfort and handling more to the smooth side.

The firm ride tends to undermine the overall sense of refinement, as does the often jerky automatic transmission in the lower gears. A few adjustments might be enough to see that irritant on its way, since the gearbox does respond quickly and smoothly most of the time.

Other highlights

Braking: Very good power, but the pedal bites too hard at first touch. That makes it harder to modulate and can make for uneven city driving.

Driver assistance: Blind-zone monitoring is effective. The lane control alert jumps in abruptly at times. You can program it just to warn you instead of correcting your course.