ENGINE CHOICE MAKES DIFFERENCE
New 1.5L EcoBoost engine disappoints in comparison to optional 2.0-L unit
One of the top-selling compact crossovers in the most popular and competitive vehicle segment in Canada gets a makeover for 2017. And from the revisions involved, it’s obvious Ford already liked what it had and didn’t want to screw up a good thing, making just enough changes to keep the Escape fresh and on the buying public’s radar.
The heart of the Escape’s mid-cycle upgrades is more driver-assist technologies and connectivity, and a change under the hood in the form of a new 1.5-litre EcoBoost four-cylinder engine to replace last year’s 1.6-L engine. Tweaked is the larger 2.0-L EcoBoost while the 2.5-L normally aspirated four base engine is unchanged.
The exterior revisions to the crossover are quite mild, consisting of a redesigned hood and raised trapezoidal grille, which provide a bit more personality. The optional black rims — the main component of the $1,500 SE Sport Appearance package — are a nice touch, contrasting with the tester’s metallic white paint.
I drove the 2.0-L Eco Boost powered Escape SE at the annual TestFest of the Automobile Journalists Association of Canada. I liked it enough that I thought it was the best of the four compact crossovers competing in the Best New Small Utility Vehicle category (the others were the Subaru Forester, Toyota RAV4 Hybrid and Kia Sportage.)
Now driving the SE model with the 1.5-L EcoBoost, I would have a different opinion if it had been the one entered.
While I appreciate the engineering that’s gone into the smaller four-cylinder — getting a 1.5-L engine to reliably pump out 176 horsepower and 179 pound-feet of torque is no mean feat — the result is less than ideal. In simplest terms, it is one busy power plant; as long as you’re stepping on the gas pedal with anything more than a feather foot, you’re going to hear it growl.
As much as I applaud Ford for offering the Escape with a variety of engines, I can’t see much upside to choosing the 1.5-L over the far more powerful 2.0-L (245 hp on 93 octane). For the extra $1,000, the 2.0-L provides the Escape with better acceleration (7.6 seconds to 100 km/h versus 9.9), better passing power and not that big a loss in fuel economy (10.2 L/100 km combined for the 2.0 versus 9.6 for the 1.5, according to Natural Resources Canada).
The EcoBoost is hooked up to a six-speed automatic transmission with a Sport mode and paddle shifters. I preferred leaving the shifter in Sport, which holds on to the gears longer before shifting up.
Auto start/stop technology is standard with both EcoBoost offerings, shutting off the engine during stops and restarting automatically when the brake pedal is released. It’s not overly intrusive in its operation. While it contributes to lower emissions, its effect on fuel economy is negligible. Speaking of which, I averaged 13.0 L/100 km in an even mix of highway and suburban driving conditions during my time with the tester. (Just for comparison, I averaged 12.4 L/100 km in a 2016 SE with the 2.0-L EcoBoost in a similar driving cycle.)
The Escape’s handling is competent. There’s good weight to the steering and decent communication with the road surface. The suspension has enough firmness that you’ll feel things like tar strips and frost heaves, but not so harsh as to make the ride unpleasant.
Changes in the cabin include a new push-button electronic parking brake, which replaces last year’s hand-actuated parking brake.
The shifter is repositioned rearward for better access to the climate controls on the centre stack, and a media bin is added at the bottom of the stack, offering access to a USB port and covered power outlet. The steering wheel now includes easier-to-work buttons for audio and climate controls, and a new swing-bin glovebox provides easier access to stored items.
The Escape is still on the tight side when it comes to roominess, notably for taller rear-seat passengers.
Although not the top-end Titanium trim, the mid-level SE tester still carried a MSRP of almost $36,500, yet it still came with cloth seats, not leather as would be found on many of the Escape’s rivals. The same goes with push-button start; the Ford still uses a key in the ignition.
That said, the SE has the requisite modern conveniences as expected of a vehicle in its price class: heated seats, dual-zone air conditioning and the usual power accoutrements.
With 34 cubic feet (963 L) of space behind the rear seats, the Escape sits in the middle of the pack when it comes to cargo capacity. The rear seats fold almost flat, which doubles the space when needed. Opting for a powered liftgate will set you back $500.
Clearly, I’m not a fan of the 1.5-L four-cylinder. It belongs in compact cars, not a crossover tipping the scales at about 1,650 kilograms.