The Escape's top option is the 2.0-liter EcoBoost turbo four, which puts out 240 hp and 270 lb-ft of torque. The Mazda CX-5, at 26/35 mpg for front-drive versions, is a gas-mileage leader-but as we've seen, performance from its 155-hp four is lacking, which isn't so much the case with the Escape's 178-hp four, and its estimated 0-60 mph times of 8.5 seconds. While performance is close to that of the base four, the turbo's gas mileage of 24/33 mpg trounces the non-turbo four, and matches that of the smaller Hyundai Tucson and Kia Sportage, while outpacing the Honda CR-V's 22/30 mpg. It spools up 178 horsepower and 184 lb-ft of torque. At the top of this Matterhorn of modernity, ironically, is a CD slot-the one relic of the past decade we can spot inside the new Escape from a dozen feet away.Ī 1.6-liter turbocharged "EcoBoost" four-cylinder with direct injection is standard in the Escape SE and SEL. A wide ribbon of high-gloss grey plastic, like the mixed-emotion stuff found in the Chevy Volt, loops around these controls. Oddly, there's another horizontal air vent beneath the LCD screen that seems to exist to cool the climate controls and knee caps. The cut-tube gauges occupy their own nacelle the audio and climate controls nest in the center stack with a piano-style set of controls and tall, skinny air vents. The cabin's lost the open, airy feel of the first-generation Escape, and the raked form and safety needs of the day mean the pillars are thickly built too-as is the dash itself, which looms larger than in some similarly sized crossovers. The Escape now looks the part of a modern crossover from the outside-with lots of passing resemblances to the new Hyundai Santa Fe Sport-and it rings even more truly modern inside. Other available features include an improved but still complex MyFord Touch a navigation system HD and satellite radio Bluetooth with audio streaming pushbutton start leather seating all-wheel drive, with or without a 3,500-pound-rated towing package and a panoramic sunroof. The cargo hold's larger, and the back seat folds and flips down its own headrests for better storage space-and the new hands-free tailgate option opens and closes the hatch at the swing of a foot. The seats are slimmed down and firmed up, which may not be everyone's taste we're in their camp, fans of the long-distance support they offer. An inch of room in front is now granted to the folks in back. The Escape's larger than before, but passenger space isn't changed much. The cockpit has its fair share of grey glossy plastic and tangential styling themes on the balance, it's exciting, not chaotic. The running-shoe styling only wears thin at the front, where the skinny grille and gaping air inlets need to find some common ground and call a truce. The performance pairs well with the Escape's new track suit. On the Escape Titanium we drove, ride and handling were the ideal counterparts for the turbo's dartlike power we can't think of a single compact crossover that steers with more precision or tamps down ride motions as smartly as the Escape, except maybe the 155-hp Mazda CX-5. All versions come with a six-speed automatic all are estimated at more than 30 mpg in highway fuel economy. At the peak of power is a 2.0-liter turbo four with 240 hp, estimated at 0-60 mph in under 8.0 seconds. The base engine's a carryover 2.5-liter four meant for fleets, while the mainstream choice is a 178-horsepower, 1.6-liter turbo four with straight-line acceleration competitive with its chief rivals, the Honda CR-V and four-cylinder Toyota RAV4. In escaping its own past, Ford's compact crossover turns first to a trio of four-cylinders to replace its former four- and six-cylinder engines and the much-loved but discontinued Ford Escape Hybrid.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |