2011 Ford Escape
2011 Ford Escape Expert Review: Autoblog
The Ford Escape Hybrid was the first mass-produced battery-assisted SUV on the market when it launched in 2004, and from day one it's delivered on Ford's promise of class-leading economy. It also offered similar performance and handling to its gas-powered counterparts with virtually no compromise. Sales have steadily risen each year and The Blue Oval even began eeking out some profit after trimming production costs by 30 percent. It's now seven years later and the Ford Escape Hybrid is a well established product that seems to have risen above the hoopla of being a hybrid. It's just a good CUV with great fuel economy. Even the president thinks so, having traded in his V8-powered Chrysler 300C for an Escape Hybrid during the run-up to the 2008 presidential election.
Ford gave the entire Escape line a visual makeover back in 2008. A year later it revamped each model's drivetrain, giving the gas-powered models new or updated engines and transmissions while also upgrading the Escape Hybrid's powertrain with a larger, more powerful 2.5-liter four-cylinder engine and new nickel metal hydride battery pack that was 20-percent smaller and significantly lighter.
But for some reason, all of those changes haven't translated into increased sales. In fact, sales have dropped each year since the redesign. A certain global financial meltdown is probably to blame, but newer entries in the small CUV segment have also given potential Escape buyers something to think about. We spent a week with a fully loaded 2010 Ford Escape Hybrid Limited 4WD model to find out if Ford's top-of-the-line hybrid CUV is still a serious contender.
Photos by Chris Shunk/ Copyright ©2010 Weblogs, Inc.
When the Ford Escape was first launched back in 2001, rear-wheel-drive, body-on-frame sport utility vehicles ruled the roost. So the Escape, which rides on a unibody front-wheel-drive platform, was designed to closely resemble the traditional two-box SUV. Ford designers did find a way to give the Escape some manner of style, with rounded lines and some relatively tasteful lower body cladding, but the Escape has never been a head-turner.
The current Escape doesn't look all that different from the very first model, save for being slightly bigger and wearing edgier sheetmetal. The front grille was given a very healthy dose of chrome that, quite frankly, is a bit over the top for our tastes, though we do like the much cleaner aesthetic of the Escape's hind quarters and the new-look taillights bring some extra class to the small crossover equation. The only visual cues that our Steel Blue Metallic tester is of the hybrid variety is a small badge above the rear bumper and a pair of badges on the front doors and front quarter panel. Not exactly Toyota Prius levels of hybrid awareness, which is exactly the point.
The Escape is like a good mullett on the inside, with the tactile-but-hard plastics on the dash representing the "business up front" and the comfy seats and excellent Ford infotainment navigation representing the "party in the back." Don't get us wrong, the Escape Hybrid's interior is a fine place in which to while away the hours, but we expect higher grade materials in a $37,535 crossover (Note: The 2010 Escape Hybrid starts at $29,860 before destination charges). Even the high gloss, black center stack, which looks great at first glance, is a finger print and dust magnet that's difficult to clean even with a bottle of Windex and a pile of cloth rags.
Among the highlights are supportive leather seats, a commanding ride height that helps the driver easily see the road and Ford's infotainment system with the latest iteration of SYNC. Switches and knobs are easily accessible and avoid the button overload that can steal the driver's attention away from the road. We're also quite fond of Ford's redundant steering wheel controls, which provides easy access to cruise functions coupled with one button access to SYNC and your Bluetooth phone. The interior is also spacious enough to cart around four adults and some of their stuff, but the back seat is a bit narrow, which makes seating for five a bit unrealistic.
The Escape Hybrid shines a bit brighter on the open road though, as its 2.5-liter Antkinson Cycle four-cylinder delivers 155 horsepower at 6,000 RPM and 136 pound-feet of torque at 4,500 RPM. That's not really enough power to motivate the 3,823 pound Escape Hybrid all by itself, but our tester's powertrain is aided by a 94-horsepower electric motor drawing power from a 330-volt nickel metal hydride battery pack. We estimate 0-60 miles per hour comes in under 10 seconds, which is par for the course in four-cylinder crossover country. The battery pack, electric motor and petrol engine all play very well together, and electric mode comes and goes with almost no noticeable strain.
In fact, we didn't feel like we were sacrificing at all during our week with the Escape Hybrid, which we're thinking is exactly how Ford planned it. When describing any of the Escape Hybrid's attributes, we don't feel the urge to qualify many statements with the phrase, "...for a hybrid." Sure, we have issues with the vague, uncommunicative steering and high center of gravity (the extra 300 lbs of the hybrid system doesn't help), but we'd qualify those statements with "...for a crossover."
The only time "...for a hybrid" comes into play is in regards to the Escape Hybrid's braking prowess. Regenative brakes and low rolling resistance tires make for less than ideal stopping partners, and the brake pedal feels spongy and unresponsive. It only took one instance of driving too close to the motorist in front of us to understand that added distance was required between vehicles in case someone ahead of you brakes hard. We took that as a hint that we shouldn't try hyper-miling the Escape... ever.
Driving a hybrid means increased fuel economy and the battery-assisted Escape Hybrid provides some encouraging stats to substantiate its relevance in this regard. The Environmental Protection Agency claims that the Escape Hybrid is 70 percent more efficient than its non-hybrid sibling. And if saving Mother Earth from an ice cap-melting Armageddon isn't your bag, we'll arm you with some more "down to earth" facts about fuel economy.
We achieved 29 miles per gallon during mixed driving, about six mpg better than a standard Escape equipped with the four-cylinder engine and 4WD. Estimating 12,000 miles per year at $2.75 per gallon gasoline, that averages out to about $300 in savings at the pump each year. If the price of fuel goes up (likely) or you drive more than 12,000 miles, the savings quickly increase. You'd likely need to drive the Escape Hybrid for 20 years to make up the minimum $4,000+ price premium over its non-hybrid sibling (assuming gas prices don't rise sharply, which they may), but keep in mind that an Escape Hybrid will fetch more money on the used car market than a conventional Escape. Over time you're looking at a decent value equation, provided the very expensive battery pack holds up over time.
And while we'd still very much prefer a fire-breathing sports wagon for our family trips, a hybrid provides its own manner of entertainment. The game is maximizing fuel economy without annoying your fellow motorists on the road, and it takes a little practice to perfect. To get the most out of the Escape Hybrid, all one needs to do is pay attention to the battery assist gauge located in the center instrument panel. The gauge isn't nearly as fancy as the growing tangle of green vines in the Fusion Hybrid's LCD gauge display, but we were glued to the battery assist gauge every time we got behind the wheel.
Now we'll pass along some tips for optimizing your Escape Hybrid driving experience. If you want to cruise in electric only mode, attempting to accelerate from a stop at a reasonable speed is generally a non-starter. Ditto if you're on even the slightest of uphill grades. After a bit of trial and error, this writer found it easiest to propel the battery-assisted escape up to about 35 miles per hour and then lift your foot off the pedal while engaging cruise control as soon as power switched to battery-only mode. That sounds like a lot of effort for only a mile or two of petrol-free propulsion, but after a few tries it feels like old hat. And forget about traveling at the Escape's 44-mph EV-only top speed. Even at 40 mph we managed only a few hundred yards propelled by just the electric motor.
Running in EV-only mode with any regularity also wears down the 330-volt nickel-metal-hydride battery in a big, fat hurry, so we found it very useful to discover the best-possible methods for charging the over-sized Duracel. The best way is through regenerative braking, where the electric drive motor acts as a generator to convert the forward motion of the vehicle into electricity for storage in the battery pack. That doesn't mean the best way to charge the battery is traveling at maximum speed until the last possible second before braking. Driving like that falls under the, "Cutting off your nose to spite your face" category, because the Escape Hybrid also charges its batteries through simple deceleration without braking. We found that letting off the gas early when approaching stops not only charged the battery, but it temporarily decommissioned the engine as well.
The Escape Hybrid's electric motor can also aid in acceleration, giving the little Ute more of a V6 kick. The trick to properly utilizing electric assist for vehicle launches is to refrain from slowly creeping off the line. Hit the gas with authority and watch the efficiency gauge needle bury itself into "assist" mode as the 94-horsepower electric motor provides a steady yet seamless boost to the 2.5-liter engine. We guarantee you won't feel pinned to the driver's seat, but you'll notice the difference all the same. Sure, nailing the go-pedal to the floor will quickly deplete both your battery and your overall fuel economy number, but it's nice to know that you've got bent-six power on the ready if it's ever needed.
So does the Escape Hybrid have what it takes to occupy a permanent spot on every CUV buyer's consideration list? We think so because it delivers outstanding fuel economy, five-star safety ratings and no compromises in a package that feels almost un-hybrid from behind the wheel. Sure, a base Escape Hybrid is over $4,000 more expensive than the starting price of the top shelf, gas-powered Escape Limited ($29,860 vs. $25,625 with no options added), and it will take forever and a day to make up that difference at the pump. But the Escape Hybrid's residual value is higher and your time between fill ups will stretch longer and longer as you practice-makes-perfect yourself into a better hybrid driver. And hey, if the Escape Hybrid is good enough for the First Family, it's probably good enough for you.
Photos by Chris Shunk/ Copyright ©2010 Weblogs, Inc.
New Car Test Drive
A terrific compact SUV.
The Ford Escape looks like a little truck among small SUVs. 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.
Yet the Ford Escape still delivers the advantages of unit-body, car-based competitors such as the Honda CR-V. Its smooth ride and agile handling make for enjoyable driving, and its compact dimensions make the Escape easy to park.
The standard four-cylinder engine is adequate for all-purpose driving while the V6 offers quicker acceleration performance. All variants, including the V6 and Escape Hybrid, deliver some of the best EPA mileage ratings in the class. All models are offered with front-wheel drive or all-wheel drive.
For the most part, the Hybrid drives just like a conventional gas-only Escape. It's a well-executed package. It offers better fuel economy and lower emissions but demands little additional effort or knowledge from the driver.
The Escape provides comfortable seating for four, or five in a pinch. 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. There are lots of interior storage spaces, the finish is upscale and pleasing, and feature function and switches are among the best.
Escape was redesigned for 2008. For 2010, changes are minor. 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. All the features improve safety and reduce driver distractions.
The Ford Escape remains one of the more appealing vehicles in its class, regardless of price, and certainly one of the better values. Those shopping for a small SUV should put it on their short list, especially those who appreciate its big-truck styling.
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 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. A five-speed manual transmission is standard, and a six-speed automatic ($1,210) is optional. 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.
Options for the XLS include remote start ($345), SYNC ($395), side step bars ($345), and a security system ($250).
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.
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. 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).
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.
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).
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 Hybrid Limited versions are equipped similarly to the Limited models, but add the hybrid powertrain. 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.
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), 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 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. For starters, the Escape sits a bit higher than many competitors, and the high profile is enhanced by its design.
The grille looks like it was designed for a truck. The headlights are essentially connected to the grille, and shaped to create a family resemblance with Ford's Edge crossover SUV. Yet the grille itself is tall and flat and stacked right on top of a skid plate-type fascia that flows under the bumper. The Escape's beltline, or the crease that runs just under the windows, is high, too, and its roof pillars are blacked out. The taillights have a clear band that wraps around the rear corners. The lower bumpers and rocker panels are now painted to match the body on all models, rather than molded in a matte finish. In total, the effect is cleaner and more polished than previous models, and it's all quite handsome.
The side mirrors are large, but their shape generates little 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.
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. 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.
This is one of Ford's best interiors in terms of the look and feel of materials used. The headliner is plush and molded to the contour of the roof. Our Escape Limited had thick, tautly tailored leather on the seats and hard, glossy black plastic where you might expect fake wood or metal. It looked like the lacquered finish on a fine piano. The satiny black or silver used in lower trim levels isn't bad, either. Yet the highlight is a woven-look, rubberized trim on the dash and console. It looks sporty and suited to a more expensive car.
The Escape features upholstery cloth made from 100-percent recycled material. 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.
The Escape's front seats have enough cushion and support to limit fatigue during longer drives. Overall, though, the seats are smaller than those in a larger sport utility. Drivers with big frames might find them small. 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.
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. 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.
The gauges and switches feature Ford's new signature backlighting style, which the company calls Ice Blue. No gripe here, as the bluish white is crisper and brighter than conventional green-yellow or orange lighting. The problem is the script on the gauges, and particularly the speedometer. 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.
The dashboard is tall and squarish, but it's attractive and fits the Escape's little-truck theme nicely. 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. These can be aimed to avoid blasting the driver’s hands or face with a rush of air. 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.
When it comes to placement and function of switches, the Escape is first rate, and examples are easy to find. 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. The mirror adjustor sits on the door pillar, and it's easy to reach when the driver's head is in driving position. One easy-to-use stalk controls the blinkers and all wiper/washer functions. The steering wheel controls for cruise and audio work without moving hands from the driving position.
Audio and climate controls work just as well. 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 radial switches for fan and temperature are also big and easy to find. The pushbuttons to control airflow direction and the rear defogger are small, but they tend to be adjusted less frequently than the others. 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 Escape Limited we drove had Ford's optional touch-screen navigation system, which is becoming one of our favorites from any manufacturer. Its biggest weakness is the display screen, which is smaller than those in some other vehicles. Yet the graphics are clear, and easy to read to the smaller details, at night or wearing sunglasses in bright daylight. More important, the system is easy to use with minimal distraction, and easy to learn. It's an expensive tool, to be sure, but we particularly recommend the navigation system with the Escape Hybrid. In the Hybrid, it includes an energy display that demonstrates in real-time the fuel-saving benefits of hybrid drive. By paying some attention to the graphs, you'll find yourself becoming a more environmentally friendly and fiscally efficient motorist. It can be fun to see how efficiently you can drive.
Storage space is aplenty in the Escape, at least in terms of cubbies within reach of the front passengers. Start with that rubber-lined, slide-proof bin in front of the shifter, which is great for iPods, phones, glasses, a wallet or change. The little rubber mats in this bin and in the cup holder bins can be pulled out for cleaning, a nice feature. Swing-down overhead bins are provided for sunglasses and garage door openers. The glove box is big enough for stuff beyond the owner's manual. Decent-sized bins are molded in the door bottoms, though whatever goes there tends to slide. The crown jewel is the center console, which allows stacking of smaller items inside.
The back seats are comfortable, though the seatback is too straight for some tastes. There's plenty of knee room, and noticeably more headroom than before. 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. 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.
Cargo capacity is 66.3 cubic feet, with 29.2 cubic feet behind the rear seat, and the cargo space is easy to access. The rear seat folds quickly, 60/40, and the bottom can be removed to make a perfectly flat load floor. 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.
Ford invested a lot of time and money making the Escape quiet inside. The windshield, for example, has an acoustic laminate sandwiched between two layers of glass. The headliner has extensive sound-deadening capability, and the carpeting is quite thick. The net result is a quiet, relaxing interior.
The Escape is truckish as the current crop of small sport utility vehicles go, but not in a bad way. 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.
The Escape is quite pleasant to drive. 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. An electric power steering system and careful suspension tuning give a level of refinement in ride and handling.
The engines are all solid performers. Both the four- and six-cylinder engine deliver good response and decent acceleration. The Escape Hybrid delivers essentially the same performance, with very little to give away its hybrid powertrain except improved mileage. 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.
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. With a balance shaft to offset vibration, it's also smoother than some of Ford's previous four-cylinder engines. 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. At an EPA-estimated 22/28 mpg City/Highway, it has one of the highest EPA mileage ratings of any non-hybrid SUV. With the four-cylinder, maximum towing capacity is 1,500 pounds, sufficient for dirt bikes or a snowmobile.
The 3.0-liter V6 engine offers 240 horsepower for stronger acceleration. It has about as much torque as any small SUV is likely to need. It's available only with the six-speed automatic, but its power band is broad. In day-to-day driving, it never lugs, strains or feels as if it's out of breath. 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.
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.
The Escape handles well. 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. 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. Another advantage, at least in the Escape's case, is improved steering feel. With the electric steering, there's a nice balance between steering assist at parking-lot speeds and decent feel on the highway. The steering tracks steadily, with little 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. Despite its truck-style facade, the Escape delivers a ride and handling balance on par with many sedans. 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 Escape stays planted where a lot of SUVs might slide. Transient response is surprisingly good, meaning the Escape maintains its composure in a series of left-right-left lane-change maneuvers. This permits quicker driving that is also smooth, and it won't make passengers feel sea-sick.
Braking performance is good. The Escape stops in plenty of time, with no brake fade in any typical on-road driving circumstances. 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 Escape Hybrid is a different beast entirely from the gasoline-only models, at least on one hand. On the other, few drivers will notice any substantial, functional differences with the hybrid powertrain in day-to-day driving. 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.
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. 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. 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).
The Hybrid's primary source of power remains the gasoline engine. 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. 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. 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.
On the road, the Escape Hybrid delivers excellent acceleration at lower speeds. 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. 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.
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. Indeed, the Hybrid is a bit quieter, probably smoother, in all circumstances. 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. Instead, it has metal bands that adjust to best match the engine's speed to vehicle speed. The CVT does offer a low-range setting for increased traction. 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. There's just smooth, even acceleration.
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. In fact, it seemed to operate in electric mode less frequently than we might have expected. 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. 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.
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. 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. We expect most consumers will get better fuel economy than we did, at least those with long, traffic-laden commutes. Still, the real-world fuel savings with a hybrid depend heavily on how, where and when you drive. 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.
If you want the best fuel economy, and presumably most hybrid buyers will, you'll want to be gentle on the gas pedal. It will maximize the instances when the Escape travels only on electric power. 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. It probably helps to stop slowly, too. Long, steady, coast-down stops, using more engine compression than wheel brakes, are best for charging the batteries. We surmise that short, quick stops from road speeds may be what keep the engine from shutting off at a red light. The control system may sense aggressive stops as emergencies, or just sporting, aggressive driving, and leave the engine running for more action.
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. 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's a good tool to learn how to maximize economy with the Escape Hybrid.
Regardless of powertrain, the Escape makes an excellent all-season vehicle in all climates. It does not make an excellent off-road vehicle, despite a bit more ground clearance than some competitors. Ford's optional all-wheel drive (AWD) system is tuned for driving more on slippery pavement than dirt or gravel. It 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 all-wheel-drive system takes 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.
Off road, the Escape is less than stellar. 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. With caution, it can handle 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. For every-day driving and travel on the road, the Escape is one of the best.
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. Yet model for model and feature for feature, the Escape prices are very good. 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. Fuel mileage for all models, and towing capacity, rank with the best. For all-purpose, reasonably efficient daily transport on the road, the Escape rates among the best smaller SUVs.
NewCarTestDrive.com correspondent J.P. Vettraino test drove the Ford Escape in Detroit.
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).
Kansas City, Missouri; Avon Lake, Ohio.
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).
Ford Escape Limited 4WD ($27,020).
2011 Ford Escape Information
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