2020 Ford Escape Titanium AWD: working-class hustler

Ford

The new Escape is slightly wider, longer and lower with more back-seat legroom for the sliding and reclining second-row seats.

Ford

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The new Escape is slightly wider, longer and lower with more back-seat legroom for the sliding and reclining second-row seats.

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By Mark Maynard

UPDATED: March 15, 2020 at 12:01 PM PDT

Ford refocused its redesigned Escape for a four-prong punch into the popular and populated compact SUV segment. The 2020 Escape will have appeal for a diverse group of drivers, with its engine choices that range from a thrifty turbocharged three-cylinder, a potent turbocharged four-cylinder, a gasoline-electric hybrid and a plug-in hybrid.

Ford ended production last year of the compact C-Max hybrid and plug-in hybrid (its first hybrid-only line of vehicles) and updated the systems for the new Escape. There had been an Escape Hybrid from 2004 to 2012, of which 114,000 were sold. (And I still own a 2008 model that has been returning 30 mpg since I bought it in 2012.)

The redesign

The Escape’s redesign was all-encoming to bring it to competitive levels with such choices as the Toyota RAV4, Mazda CX-5, Chevrolet Equinox or Nissan Rogue.

The styling is sleeker and more aerodynamic with a great-looking rear end. It is more than 200 pounds lighter, in part because of more high-strength steel in critical areas of the body, an aluminum hood and what appears to be lightweight (cheaper) carpeting and some plastic pieces. Its footprint is slightly wider, longer and lower. The added length allowed more back-seat legroom, with sliding and reclining second-row seats.

Front-wheel drive is standard, but all-wheel drive is available on all models for $1,500. The gas engines are paired with eight-speed automatic transmissions and the hybrids use a traditional CVT, or continuously variable automatic.

Starting prices for the gas models, including the $1,195 freight charge from Louisville, Ky., range from $26,080 for the front-drive S with 181-horsepower 1.5-liter three-cylinder engine, to $37,630 for the Titanium AWD with the 250-hp, turbocharged 2.0-liter engine.

The gasoline-electric hybrid is sold in two front-wheel-drive levels, starting at $29,460 and $34,745. Front-wheel-drive hybrid models have fuel-economy ratings of 44/37/41 mpg city/highway/combined; AWD models are 43/37/40 mpg. The liquid-cooled, lithium-ion hybrid battery sits below the floor of the second-row seats. The briefcase-shape battery (in the standard hybrid) measures less than a third the size of the old Escape Hybrid battery.

The debut of the plug-in model, with an anticipated 30 miles of battery driving before switching to the gas engine, will be late spring. The plug-in option, available on SEL and Titanium models, has a Level 1 and Level 2 AC charging port, for home charging. Using a 110-volt household plug (Level 1) would take 10-11 hours to fully charge or 3.5 hours with Level 2.

Today’s Titanium tester with the optional 2.0-liter engine seemed pricey at $39,125, but it was loaded with semi-autonomous driving technologies and a flotilla of safety features. Among the technologies are Ford’s Co-Pilot360, which includes automatic emergency braking with pedestrian detection, blind-spot information system, lane-keeping system, rear backup camera and auto high-beam dimming.

The Titanium package, $1,495, adds head-up display and panoramic Vista roof. Other features on the tester included keyless entry and push-button ignition, a wide rearview camera, leather-trimmed upholstery, heated steering wheel, 10-way power driver seat, six-way power enger seat, B&O 10-speaker audio system and adaptive cruise control with stop-and-go and lane centering, 12.3-inch digital instrument cluster.

The Titanium interior covers up some of the utility presence to the base model. There is decent assembly-line fit and finish to most interior elements, but despite the Titanium’s leather-trimmed upholstery and classier interior accents, the lightweight carpeting and dominant black plastic throughout do not communicate “,” as can be seen in the Honda CR-V or Hyundai Tucson.

A better value might be the midrange SEL with the big engine and a few options for an as-tested price of $32,390. I prefer the ActiveX synthetic seating material (it looks more high-end than the leather), the cargo shade, and the Co-Pilot360 Assist is worth the $695 for its adaptive cruise control with stop-and-go and voice-activated touch-screen navigation system with SiriusXM Traffic and Travel Link.

Power

The 250-hp turbocharged and direct-injection 2.0-liter engine provides stunning performance with 275 foot-pounds of torque at 3,000 rpm. The fuel- and emissions-saving stop-start at idle function can be switched off. All-wheel-drive keeps the traction hooked up without a lot of scramble and the eight-speed automatic is an eager partner, but not always smooth in upshifts.

fuel is recommended for peak fuel-economy ratings of 23 mpg city, 31 highway and 30 mpg combined, but 87 octane is acceptable. With the Titanium’s curb weight of 3,566 pounds, I was averaging just 22.3 mpg, but it did not go below 21 mpg in my test week, according to the computer readout. The 15.8-gallon fuel tank is good for at least 360 miles.

The sporting Ford DNA is apparent in the keen cornering and stable evasive maneuvers. You might be surprised in the first big exit loop at how balanced this AWD ute performs. And that’s with the hard-riding, 19-inch Bridgestone Ecopia low-rolling-resistance tires and steel-spring suspension. (These tires have a very high (hard) treadwear rating of 700, which could mean a 70,000-mile lifespan, but these original equipment tires do not get high marks from owners.)

The ride quality is comfortable, but there is tire noise at highway speeds and ambient interior noise, typical of a raised ride height.

But the ride height allows comfortable entry and mostly good sightlines. The windshield pillars at the broad side mirrors can complicate cornering views when watching for pedestrians in crosswalks.

The Titanium’s semi-autonomous driving provides precision lane centering and the other driver-assist and warning systems work subtly and without frightening alerts to potential danger.

Interior designs

Headroom is tall at 40 inches, or slightly less with the Vista roof. Ford’s Sync3 infotainment system is a snap to connect a phone, and it works with Apple CarPlay or Android Auto. Driver controls are smartly grouped and there are several areas for small-item storage, including an e-bin on the shift console with a charging USB and 12-volt plug. The armrest box has another USB.

The back seat is quite roomy, with 39.3 inches of headroom and a max of 38.9 inches of legroom. The raised bench and low hump to the transmission-exhaust tunnel allows comfortable space, such as for ride-hailing engers. The seats slide (for extended cargo length) and have several inches of recline. But there are no charging ports, just a 110-volt, 150-watt household plug.

Cargo

The liftgate has good leverage for easy opening, or just waggle a foot at the rear for automatic opening. The cargo opening is wide at 40 inches, square and reasonably low for tailgating. Fold the seats for about 5.5 feet of length and a fairly flat floor. But there are no handy seatback releases and just one bag hook. A roller-cover “cargo shade” to shield from prying eyes is a $135 accessory.

There are appreciable improvements to the new Escape and obvious budget savings, but it’s a solid working-class hustler.