When a vehicle has been marketed for eight long years it’s well past retirement age. Ford, however, has chosen to extend the life of its Escape SUV via minor cosmetic restyling, one so subtle it’s hardly distinguishable. Built on a car (rather than truck-oriented) chassis, the Escape offers mediocre full-time all-wheel drive performance that’s still, surprisingly, marginally acceptable. It’s archaic, bland and long in the tooth ... but nondescript can be virtuous.
Underhood
The $25,890 base price test Escape's motivating force was a 3.0 liter, 200 HP fuel-injected Duratech V6. With four valves per cylinder, this regular unleaded sipping engine offers no special features. Observed mileage coupled to an extremely smooth but archaic four-speed automatic transmission with lockup torque converter was 16 city and 19 highway (EPA 17/22). Acceleration from 0-60 on this top line model averaged 10.2 seconds. These objective figures, measured repeatedly with an accelerometer, reside at the bottom of its class. Even Honda’s four cylinder CR-V will beat these numbers by 20 percent.
The Interior and Safety
During a week of road testing, the Escape’s interior eventually impressed its occupants as plain but not stark. The cabin is extremely quiet and pleasant, its twin leather power-operated front buckets shaped well for long trips. The fold-flat removable rear bench offers more legroom than most vehicles in this class; there's plenty of cargo area, too. The standard roof rack and rear window defogger will also please.
Well-designed cupholders keep drinks secure, the glovebox locks and a minimal number of analog gauges occupy the dash. The steering wheel is large and thick; electrically operated power assist, new this year, dampens wheel kickback. There's a between-seats console, too, and dual front, side and side curtain airbags are standard. AdvanceTrac with Roll Stability Control helps keep passengers safe. Four-wheel antilock brakes work hand-in-glove with the built-in tire pressure warning system. Keyfob entry and an overhead console add to convenience. Avoid the optional for $795 P225/65R17 all season tire package. Buyers will do much better hunting premium rubber at nearly any tire emporium.
Handling
After nearly a decade of improvement by rivals the Escape’s handling no longer rates near the class leaders. With its turning circle of 38 feet this 3,547 pound steel beast needs more than average U-turn acreage. Stopping distances are comparatively long, a surprise as adequately sized power front disc/rear drum antilock brakes are standard.
The vehicle is handicapped in this area by hard-compound mud and snow radial tires. Ground clearance is 8.1 inches, much more than on normal cars and in keeping with the Escape’s tough off road image ... even if it’s not reality. With the optional $345 Towing Package you can pull 3,500 pounds. Remember, however, there’s no Hi/Lo transfer case. This vehicle is built for inclement weather use, not off-road bashing.
Ride
With a sophisticated, standard 4-wheel independent suspension ride remains close to the best in category. Frost heave and potholes are taken with little fanfare. Just don’t expect it to iron out every single bump.
The standard CFC-free air conditioning worked well, as did the AM/FM/CD/MP3 sound system. A Sirius Satellite Radio with a six-month subscription is just $195, a bargain. Power windows, electric locks and much more help make the Escape Limited a comfortable place to spend time.
Despite the Escape's advanced age it remains an acceptable family choice. It’s slightly less expensive than many rivals, an attribute which definitely makes a second look worthwhile.
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