2017 FORD ESCAPE
Subtle fixes to a cash calf
The Ford Escape is a cash calf for the company as its biggest seller next to the FSeries pickup, its cash cow. So it’s no wonder why Ford keeps its compact-class Escape updated and with access to a range of advanced safety and driver-aid technologies. It brought out a “freshened” 2017 Escape with some customer-derived tweaks, and improvements with another layer of technologies.
The redesigned hood and raised grille provide a wider setting and were intended to give a more confident and rugged stance. Inside, the gear shifter was moved rearward for an easier reach to climate-control buttons. And a charging bin was added ahead of the shifter with a USB port and 12-volt plug. The cup holders were repositioned and a there is a longer driver’s armrest and an electric, push-button parking brake.
The Escape is sold in four trim levels in front- or four-wheel drive with a choice of three four-cylinder engines and a six-speed automatic transmission. Starting prices range from $24,495 to $29,995 for the top-line Titanium 4WD; pricing includes the freight charge from Louisville, Ky. There’s also a $1,750 customer incentive for some models if bought before Jan. 3, 2017.
Today’s tester is a midrange, front-wheel drive SE Sport. The Sport package ($1,295) adds black painted wheels, black exterior trim, leather-wrapped steering wheel and shifter and leather and fabric seat upholstery. The tech package ($1,395) added blind-spot detection, reverse-sensing system, SYNC3 connect and black roof rails. With the power liftgate ($495), panoramic vista roof ($1,495) and voice-activated navigation touch screen, the sticker was $31,470 (not including the incentive).
The base engine is a 165-horsepower, 2.5liter four-cylinder with fuel economy ratings of 21 mpg city, 29 highway and 24 mpg combined. The step-up engine is a turbocharged and direct-injection 179-hp, 1.5-liter with mileage of 23/30/26 mpg on 87 octane. To stretch fuel economy, this engine integrates active grille shutters (to maximize aerodynamics) and automatic stop-start at idle. I was averaging just 23.5 mpg over more than 200 miles.
The power is adequate and focused on fuel efficiency, but I switched frequently to Sport mode to sharpen acceleration to help hold my line in the commute. For my driving style, I’d likely prefer the 245-hp, twin-scroll turbocharged and direct-injected 2.0-liter. Its mileage ratings drop 1 mpg from the 1.5, but the engine may not work as hard to get the mass moving, even if it does require premium fuel.
The ride quality can be trucky (stiff ) with wobbly head-toss when turning into angled driveways. There is some tire noise at highway speeds and road harshness transmitted through the floor. All models have fourwheel disc brakes, but the 2.0-liter and 1.5liter AWD models get the larger 12.6-inch vented front discs, compared with 11.8 inches for front-drive models. Rear discs are 12.4 inches. The tester’s braking seemed adequate but not overengineered.
The Escape interior is roomy, with tall headroom of almost 40 inches without the vista roof and long legroom at 43.1 inches. Sightlines over the hood feel somewhat cloistered by a large upper dashboard and windshield pillars that arc inward at the base. And the rising exterior beltline constricts over-the-shoulder views. But the large rearview camera mitigates backing issues and correct placement of side and rearview mirrors solves lane-change concerns.
The driver’s area is smartly organized and ergonomic to help keep eyes on the road and hands on the wheel. Seat support is quite good with side bolsters that actually enhance comfort but do not interfere with entry or exit. The SE has a 10-way power driver’s seat, but the front passenger gets no height adjustment.
Connectivity is quick and painless with Ford’s Sync3 infotainment system, which is now integrated with Apple CarPlay or Android Auto.
There are plenty of useful storage areas and a couple of clever features. The glovebox door, for one, is angled to allow an easy reach for the driver — and the space is large. And something I’ve not seen before is a side pocket on the upper left side of the front passenger seat. It is innovative — but I’m not sure how I’d use it.
Back-seat space is more compact than in the front. The seat bottoms are short and the seatbacks are fairly erect without recline. The floor is flat with a very low center exhaust-transmission hump, which boosts center footroom.
The cargo area is wide and square with a flat floor when the 60/40 seatback is folded, and some basement compartments for storage.
The basic elements of the hardware are well-engineered, but the “software” of plastics and other materials has a budget feel and appearance, when compared with some of the competitors. The tester, for example, which had been driven 5,629 miles, had frayed edges at the edge of the headliner where it meets the windshield (but it is the same way in my 2008 Ford Escape). And the seat fabric was beginning to rumple and the single-needle stitching looked vulnerable to wear and tear.
The tester’s options created a well-connected and contemporary car. It’s not always elegant or graceful, but it is always eager to please.