2020 ford escape phev titanium2/16/2024 ![]() While there are no second-row USB ports, an available wireless charging pad up front does help. I appreciate all the possible ways to deliver fuel economy figures-not to mention the gamification of fuel saving itself, with a little eco-score provided. The graphics are eye-catching, and it’s plenty customizable. The Titanium also features a 12.3-inch fully-digital instrument panel. SYNC3 is one of the better mainstream infotainment systems on the market: the graphics are clear and it’s quick to respond. Ford’s adaptive cruise control is a straight-forward piece of kit, and it does a good job keeping the Escape in its lane without constant adjustments. There’s the usual raft of (standard) safety equipment for starters, and the Titanium trim comes with LED headlights too, helping the car earn an IIHS Top Safety Pick rating. I easily fit my new bike into the trunk for an impromptu adventure with room to spare.SEE ALSO: 2020 Ford Escape Titanium Reviewįord has obviously prioritized technology in the new Escape. It’s mostly an issue of depth: the loading zone is wide and has a low lip height of just over 27 inches. That swells to 60.8 (1,721) with the second-row laying flat. Unfortunately, there are no USB ports in the second row, an odd omission for a family vehicle.Įven with those rear seats pushed all the way forward, the Escape has a smaller trunk than the others in the class, at 34.4 cubic feet (974 liters). The low beltline and that afore-mentioned sunroof keeps things bright and airy in the back too. Buyers can slide them forward if they need a little extra trunk space, or push them all the way back for when adults, not children, are in the second row. The large, optional panoramic sunroof of my tester helps with the impression of space, letting plenty of light in.įord’s decision to allow for six inches (150 mm) of fore-aft sliding for the rear seats is a huge boon. Ford has also made the fourth-gen Escape wider than any of its competitors, providing plenty of space for wide shoulders. While it isn’t best-in-class in any one measurement, the long 106.7-inch wheelbase does ensure it’s close to the top in leg- and headroom. You’d be forgiven for thinking the Escape’s curvaceous, car-like styling would eat into interior room. At higher speeds, however, the Escape produces more wind noise than expected, specifically around the side mirrors. Helpfully, it does settle down nicely on the highway. Blame the 19-inch wheels and their low-profile tires for exacerbating this. It jiggles over speedbumps, and large potholes send a shudder through the wheel. The Escape is yet another example of how little change there is when making the switch to electrified drivetrains.SEE ALSO: 2020 Ford Escape Hybrid vs 2020 Toyota RAV4 HybridĪround town, the Escape’s suspension can be slightly too stiff for mall-crawling duty. ![]() The only real cues you’re driving a hybrid come visually (from the instrument panel) or audibly. ![]() ![]() Crucially, the pedals both feel natural, with no blunted mapping for the throttle nor awkward regen feel for the brakes. The steering is light and accurate, making it easy to place on the road. While it’s a far-cry from the blue-collar heroics of the dearly-departed Fiesta ST, the compact crossover does at least respond well to more committed driving. The Escape is more than just its remarkable fuel economy figures. From a seat-of-the-pants angle it feels roughly on par with the 1.5-liter gas model. It never feels quick, but it’s enough for any day-to-day needs. There’s 155 lb-ft of max twist here, but that number doesn’t truly illustrate the amount of instant-access torque the Escape has when pulling away from an intersection. Unlike its chief rival, the RAV4 Hybrid, the Escape can come in front-drive form as well.SEE ALSO: 2020 Toyota RAV4 Hybrid Review: The Dependable Oneįord quotes an even 200 ponies for the Hybrid-the plug-in version is slightly stronger at 209 hp. It all runs through a continuously-variable transmission (CVT), sending power to all four corners. A pair of electric motors provide added thrust, drawing from a small 1.1-kWh lithium-ion battery pack. In their place is a 2.5-liter inline-four running on the leaner Atkinson cycle. The latest Escape Hybrid eschews the turbocharged EcoBoost engines found elsewhere in the lineup. Then along came the third-generation Escape in 2013, with Ford banishing the electrified option from the lineup. Please allow me some artistic license with that sub-header: the first two generations shared a platform. Technically, this is the third iteration of the Escape hybrid.
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