![]() With the latest Escape, Ford’s softened the hot-hatchback lines of the most recent version into something more organic and more friendly. ![]() The 2020 Escape arrives in S, SE, SE Sport, SEL, and Titanium trim levels, and if counted in just the right way, comes in seven different configurations, between its turbo and hybrid drivetrains and its choice of front- or all-wheel drive. This Escape flips and reverses its recent past: The hybrid’s back, the ride’s better than the steering, and the overall package is more than the sum of its parts. There’s the thrifty turbo-3 model, an engaging turbo-4 hustler, and a hybrid (and plug-in hybrid) for anyone with strong feelings about visiting the Wawa more than once a week (we recommend the donuts). The dual-clutch transmission shifts beautifully in test-track mode and does a decent job the rest of the time still, it’s not quite as smooth as it could be, as underlined when we drove a DCT-equipped Kia the week after.The 2020 Ford Escape crossover SUV whistles into a new model year with three distinct personalities. Turbo lag is imperceptible in routine driving and minimal even on a full-bore launch (though we did experience an odd momentary falter in its foot-flat power delivery as the rpm passed through 3,000 rpm). The Escape may be missing a cylinder, but its 1.5-litre displacement matches its four-cylinder turbocharged rivals, and likewise its power (181 hp) and torque (190 lb.-ft.) are comparable both with other turbo 1.5s and with other competitors’ larger-displacement non-turbo engines. Further frugality is achieved by an auto stop/start system that does its thing with exceptional seamlessness. The engine can even drop down to two-cylinder operation on light loads at low speeds, at which point you do sense a low-frequency throb to confirm you’re running at maximum miserliness, but it’s not offensive. With fewer “bangs” per revolution, it seems slower-revving than it is 2,100 rpm on the tach at 120 km/h – already quite relaxed – feels more like 1,600 rpm. Properly balanced like this one, a triple can be surprisingly smooth and avoids the gritty harshness that can afflict four-cylinder engines. It sounds different than a four but, I would argue, not worse. ![]() Open this photo in gallery:ĭon’t let the engine’s unusual three-cylinder configuration put you off. My SEL AWD test stickered at $35,049 base and came to the table with $3,350 worth of options, most notably a panoramic-vista glass roof ($1,750) and an $850 package that adds voice-activated navigation and adaptive cruise control with stop-and-go to the Co-Pilot360 driver-assist suite, which is standard on all Escapes. Pricing starts at $28,549, with all-wheel-drive a $1,500 stand-alone option. The three-banger is standard on the S, SE and SEL trims, each with front-wheel-drive standard. The combo of fewer cylinders and more gears, along with meaningfully trimmed vehicle weight and other measures, lowers fuel consumption by 16 per cent, according to the combined figure from Natural Resources Canada (20 per cent in city driving). The previous Escape also offered a 1.5-litre engine, but this totally new mill totes three cylinders instead of four, partnered with a transmission that grows the ratio count from six to eight. Although the 1.5 is standard on most trims, its appearance at the media preview drive last fall was frustratingly brief, so when a test sample became available on home ground, we seized the chance to get better acquainted. But for those who do care, there are not one but two hybrid options – self-charging and (coming this spring) plug-in.Īnd then there’s the 1.5-litre turbo mainstream base engine. For those who don’t care, you can still buy an Escape with a quick-and-quiet 260-horsepower, 2.0-litre turbo engine. By the mere fact that the Escape is a compact, its carbon footprint is already quite modest, and Ford has amplified that with fuel-saving powertrains. The Escape, on the other hand, will sell in the millions. Nothing against the Aviator per se, but in the climate-emergency era, how relevant is a large $75,000-plus luxury SUV that few can ever afford? The Ford Motor Company did reach the final three, but with the Lincoln Aviator. ![]() But I also think the electorate got it wrong when they didn’t even vote the Ford Escape into the finals. Truth be told, I do fully endorse the eventual winner. In this age when democracy is in jeopardy or retreat around the world, it seems small-minded to take issue with how my fellow jurors voted in the 2020 North American Car, Utility and Truck of the Year awards.
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