2008 Ford Escape Road Tests

We'd call the Escape a little truck among small SUVs. Its new styling deliberately invokes Ford's larger, truck-based Expedition and Explorer sport-utilities. Escape's ride height and seating position are a bit higher than competitors such as the Honda CR-V, and it can tow up to 3,500 pounds, which is substantially more than most other vehicles in the class.

Yet the Ford Escape still delivers the advantages of unit-body, car-based competitors such as the Honda CR-V. Its smooth ride and agile handling make for enjoyable driving, and its compact dimensions make the Escape easy to park.

The base four-cylinder is adequate for all-purpose driving while the V6 offers quicker acceleration performance. All variants, including the V6 and Escape Hybrid, deliver some of best EPA mileage ratings in the class. All, including the gas-electric Hybrid, are offered with either front- or all-wheel drive. For the most part, the Hybrid drives just like a conventional gas-only Escape. It's a well-executed package. It offers better fuel economy and lower emissions but demands little additional effort or knowledge from the driver.

The new 2008 Ford Escape still provides comfortable seating for four, or five in a pinch, but with noticeably more headroom than in pre-2008 models. Folding the rear seats opens a good sized cargo area with a flat floor, and space behind the seat surpasses that in the trunk of the typical sedan. Interior storage options have improved considerably. The finish is more upscale and pleasing, and feature function and switches are among the best.

Safety features that were extra-cost options on lower-trim models are now standard across the board, including Ford's Roll Stability Control system. Escape now sets the class benchmark for safety features.

There's a Ford Escape model for most tastes and needs. They range from a decently equipped, four-cylinder Escape XLS 2WD for under $19,000 to the leather-upholstered Escape V6 Limited 4WD, with premium audio, navigation, dual-zone auto climate control and reverse sensing for about $30,000. Dollar for feature, Ford Escape prices have dropped considerably the past few years. The premium for the Escape Hybrid has also decreased. It's now less than $2,000 more than a comparably equipped Limited.

The Ford Escape remains one of the more appealing vehicles in its class, regardless of price, and certainly one of the better values. Those shopping for a small SUV should put it on their short list, especially those who appreciate its big-truck styling.

The Escape XLS ($18,580) and XLS 4WD ($21,320) are powered by a 153-horsepower 2.3-liter inline four that generates 152 pound-feet of torque. A five-speed manual transmission is standard, a four-speed automatic ($1,000) is optional. The XLS comes with cloth upholstery, air conditioning, power windows, mirrors and locks, an AM/FM stereo with CD and auxiliary jack, rear window defroster and 16-inch steel wheels.

The Escape XLT ($20,880) and XLT 4WD ($22,360) add more standard features, including upgraded cloth upholstery, a power driver's seat, cruise control, privacy glass and 16-inch alloy wheels. A 200-hp, dual overhead cam 3.0-liter V6 ($1,000) is optional on the XLT, and includes the four-speed automatic.

The Escape Limited ($23,580) and Limited 4WD ($25,330) come standard with the V6 and automatic, plus leather seating, a 6CD changer and automatic headlights.

The Escape Hybrid ($25,075) and Hybrid 4WD ($26,825) are equipped similarly to the Limited models, but add the hybrid powertrain. This so-called full hybrid features a more fuel efficient, 133-hp Atkinson Cycle version of the four-cylinder engine and a 70 kilowatt electric motor. Unlike some mild hybrid SUVs, the Escape Hybrid can run on 100 percent electric power up to about 25 mph.

The Escape offers more option choices than many small sport-utilities, starting with some popular packages. The Cargo Convenience Group ($395) includes a retractable cargo area cover and a compartmentalized rear storage bin. The Audiophile Package ($695) includes a high-power stereo with seven speakers, subwoofer and the in-dash CD changer. The Limited Luxury Package ($795) adds dual-zone automatic climate control, heated front seats and a back-up warning system. The Audiophile and Navigation Package ($2,695) includes the stereo upgrade and Ford's touch-screen navigation system; in the Hybrid, it also adds a meter that graphically and immediately demonstrates the benefits of hybrid drive, and helps the driver maximize fuel economy. Other options include cruise control ($225), CD changer ($295), a power moonroof ($795), floor mats ($55), 16-inch alloy wheels ($375), 17-inch chromed wheels ($695), and a Class II towing package ($345).

Safety features have been upgraded substantially for 2008, making equipment that was previously optional on lower trim levels standard across the board, and setting the class benchmark for small sport-utilities. Passive safety features include front- and side-impact airbags for front occupants and curtain-type head protection airbags for all outboard seats. The side curtains can remain inflated for several seconds in the event of a rollover, and are designed to slide between the side glass and occupants if the people are oddly seated or resting heads against a window. Active safety systems include four-channel antilock brakes (ABS), electronic stability control and Ford's Roll Stability Control system. RSC adds a second gyroscopic roll-rate sensor to the typical stability control package, measuring the Escape's roll angle and roll rate and applying countermeasures (such as braking one of the wheels or reducing power) to increase rollover resistance.

As such, the new Escape has the air of a conventional, truck-based SUV, with a more rugged look than many other small, sedan-platform sport-utilities such as the Honda CR-V. For starters, Escape sits a bit higher than many competitors (8.1 inches of ground clearance), and the high profile is enhanced by its design.

The new grille looks like it was designed for a truck. The headlights are essentially connected to the grille, and shaped to create a family resemblance with Ford's Edge crossover SUV. Yet the grille itself is tall and flat and stacked right on top of a skid plate-type fascia that flows under the bumper. Escape's beltline, or the crease that runs just under the windows, is high, too, and its roof pillars are blacked out. The taillights have a clear band that wraps around the rear corners. The lower bumpers and rocker panels are now painted to match the body on all models, rather than molded in a matte finish. In total, the effect is cleaner and more polished than previous models, and it's all quite handsome.

The trim levels are easy to distinguish from the front of the car. The base Escape XLS has a chrome grille and body-colored fascia from the bumper down. The XLT is identical, except for prominent fog lights in the front bumper. The Limited and Hybrid have grilles painted to match the body, unless you opt for the Chrome Appearance Package. This adds the chrome grille and more, with brightwork flowing down into the skid plate and bumper. It looks like a big, shiny T on the front of the vehicle.

Some changes to the new Escape are functional more than aesthetic. The side mirrors are larger than before, but Ford claims their shape generates less noise as air speeds over them. The roof, too, is designed to reduce interior noise. Recessed channels running its length are intended to move air more quietly over the surface. Horizontal ribs underneath the panel add structure, which limits flex in the metal and reduces booming noise inside at high speeds.

We're fond of a couple of features in back of the Escape. A new step pad on the bumper provides secure footing for anyone who steps up to put something on the roof rack, and the two-piece tailgate is handy. The rear glass can be popped open with the key fob, so dropping small items like a gym bag into the cargo area is much easier than it might be with some competitors, which require hefting the entire gate upward.

This is one of Ford's best interiors in years in terms of the look and feel of materials used. The headliner is plush and molded to the contour of the roof. Our Escape Limited had thick, tautly tailored leather on the seats and hard, glossy black plastic where you might expect fake wood or metal. It looked like the lacquered finish on a fine piano. The satiny black or silver used in lower trim levels isn't bad, either. Yet the highlight is a woven-look, rubberized trim on the dash and console. It looks sporty and suited to a more expensive car. The lowlight is the grained plastic on the door panels, which feels hard and looks cheap. Fortunately, it's not enough to overwhelm the good stuff elsewhere.

The Escape features upholstery cloth made from 100-percent recycled material. You'd never know by its look or feel, and Ford claims that compared to upholstery made from virgin fiber, production will conserve about 600,000 gallons of water and 7 million kilowatt hours of electricity annually, reducing carbon dioxide emissions by 1.8 million pounds.

Escape's front seats have enough cush to prevent numbing and enough support to limit fatigue during longer drives. Overall, though, the seats are smaller than those in a larger sport utility. Drivers with big frames might find them small. There's not an abundance of side bolstering, but that makes it easier to slide into the seats, and there's enough to keep occupants solidly in place during the type of driving a typical Escape owner is likely to undertake.

The gauges are clustered in a shaded binnacle that can be absorbed in a glance: Tachometer left, speedometer right, with fuel and coolant temperature in the middle, along with an easy-to-read trip- and systems-info display. We absolutely loved this, because it includes a menu that allows the driver to easily cycle through and change features such as headlight-off delay and auto-locking.

The gauges and switches feature Ford's new signature backlighting style, which the company calls Ice Blue. No gripe here, as the bluish white is crisper and brighter than conventional green-yellow or orange lighting. The problem is the script on the gauges, and particularly the speedometer. It's muddled and lacks differentiation beyond the big even numbers, so it's hard to tell quickly what speed you're driving unless you are traveling precisely at 20, 40, or 60 mph.

The dashboard is tall and squarish, but it's attractive and fits Escape's little-truck theme nicely. The big vents at the ends move lots of air, and there are two more in the middle near the top of the center stack. These can be aimed to avoid blasting the drivers hands or face with a rush of air. At the very top sits a neat TFT display that shows compass direction, date and time, exterior temperature and, on models so equipped, the two interior temp settings.

When it comes to placement and function of switches, the Escape is first rate, and examples are easy to find. When the driver rests his or her left forearm on the door rest, the window buttons sit almost perfectly at the fingertips. With elbows on the door rest and center console, arms are even and hands rest nicely at 9 and 3 o'clock on the steering wheel. The mirror adjustor sits on the door pillar, and it's easy to reach when the driver's head is in driving position. One easy-to-use stalk controls the blinkers and all wiper/washer functions. The steering wheel controls for cruise and audio work without moving hands from the driving position.

Audio and climate controls work just as well. The volume and station-selector knobs are good sized, but more important, they are raised substantially from the stereo plate, rather than nearly flat to the surface as they are in some vehicles. The radial switches for fan and temperature are also big and easy to find. The pushbuttons to control airflow direction and the rear defogger are small, but they tend to be adjusted less frequently than the others. The audio jack is at the bottom of the center stack, just above a lined bin where you can set an iPod with reasonable assurance that it will stay put for the entire trip home.

The Escape Limited we drove had Ford's optional touch-screen navigation system, which is becoming one of our favorites from any manufacturer. Its biggest weakness is the display screen, which is smaller than those in some other vehicles. Yet the graphics are clear, and easy to read to the smaller details, at night or wearing sunglasses in bright daylight. More important, the system is easy to use with minimal distraction, and easy to learn without pouring over the owner's manual. The software identified obscure roads that others missed. It's an expensive tool, to be sure, but we particularly recommend the navigation system with the Escape Hybrid. In the Hybrid, it includes an energy display that demonstrates in real-time the fuel-saving benefits of hybrid drive. By paying some attention to the graphs, you'll find yourself becoming a more environmentally friendly and fiscally efficient motorist. It can be fun to see how efficiently you can drive.

Storage space is aplenty in the Escape, at least in terms of cubbies within reach of the front passengers. Start with that rubber-lined, slide-proof bin in front of the shifter, which is great for iPods, phones, glasses, a wallet or change. The little rubber mats in this bin and in the cup holder bins can be pulled out for cleaning, a nice feature. Swing-down overhead bins are provided for sunglasses and garage door openers. The glove box is big enough for stuff beyond the owner's manual. Decent-sized bins are molded in the door bottoms, though whatever goes there tends to slide. The crown jewel is the center console, which is large enough to swallow a hand bag or laptop computer. Better, it has two removable trays that allow stacking of smaller items inside. Better still, the trays can be hung outside the console, adding even more storage. These details add to the pleasure of living with the Escape for everyday running around.

The back seats are comfortable, though the seatback is too stra

For 2008, some of the interior dimensions, particularly headroom, have increased. Cargo capacity has decreased slightly, from a maximum of 69.2 cubic feet to 66.3, with 29.2 cubic feet behind the rear seat, compared to 33 previously. The difference is equal to a big duffle bag, and Escape's maximum cargo volume puts it below the leaders in a class that includes the Toyota RAV4, Honda CR-V, Jeep Liberty and Chevy Equinox (73, 72.9. 69, and 67.1 cubic feet, respectively).

The cargo space is easy to maximize and access, however. The rear seat folds quickly, 60/40, and the bottom can be removed to make a perfectly flat load floor. There aren't a lot of frills in back, but the essentials are there: tie-downs, and an optional cargo shade and under-floor bin that's deep enough for a small load of groceries.

Ford invested a lot of time and money making this latest Escape quieter inside than its predecessors. The windshield, for example, has an acoustic laminate sandwiched between two layers of glass. The headliner has more sound-deadening capability, and the carpeting is 50 percent thicker. The net result, according to Ford, is a 20 percent reduction in interior noise at 80 mph.

The Escape is quite pleasant to drive. It handles well and has a firm, comfortable ride, without the roly-poly mush quality or the jarring suspension clanks that can characterize conventional truck-based SUVs with tall, off-road tires and long-travel suspensions. Several improvements for 2008, including an electric power steering system and changes in suspension tuning, raise the level of refinement above earlier Escapes.

Engines in the new 2008 model are carryover from the previous generation, but all are solid performers. Both the four- and six-cylinder engine deliver good response and decent acceleration. The Escape Hybrid delivers essentially the same performance, with very little to give away its hybrid powertrain except improved mileage. Indeed, all Escape models, from front-wheel-drive four-cylinders to all-wheel-drive V6s to the Hybrid, have some of the best EPA mileage ratings in the class (Be sure to compare mileage ratings according to the same model year. The EPA changed its calculation formula for 2008 to reflect something closer to real-world results, which lowered the ratings for 2008 models).

The base 2.3-liter four-cylinder delivers good power at high revs for those who like to wind it up and decent torque for acceleration when you need it at any speed. With a balance shaft to offset vibration, it's also smoother than some of Ford's previous four-cylinder engines. We prefer the 153-hp four-cylinder with the five-speed manual transmission; indeed, a front-drive, manual Escape XLS 2WD might be the most engaging and enjoyable model to drive. At an EPA-estimated 22/28 mpg City/Highway, it has one of the highest EPA mileage ratings of any non-hybrid SUV. With the four-cylinder, maximum towing capacity is 1,500 pounds, sufficient for dirt bikes or a snowmobile.

The 3.0-liter V6 engine offers 200 horsepower for stronger acceleration. It has about as much torque as any small SUV is likely to need. It's available only with the four-speed automatic, but its power band is broad. In day-to-day driving, it never lugs, strains or feels as if it's out of breath. And with the optional Class II towing package, the V6 AWD models can pull a substantial 3,500 pounds, which surpasses most vehicles in this class. Neither the four-cylinder nor V6 powertrain is the smoothest in small SUVs, but neither is course enough to seriously detract from Escape's appeal.

Our gripe in the driveline is the four-speed automatic, and it's not because some competitors now offer five-speeds. While the Escape automatic shifts smoothly, it sometimes shifts slowly, in that it seems to take its time deciding what gear it wants to be in. In particular, it's very reluctant to shift itself down into first gear, which would provide the most immediate acceleration. When rolling out of a parking lot onto a busy road, for example, the transmission will stay in second gear when you hit the gas, even when first is better for the traffic conditions. That's our biggest complaint about Escape's overall performance, and its importance will depend on how you drive.

The Escape handles well, and improvements for 2008 give it a more refined feel. One of those is the electric power-assisted steering system (EPS), which operates with an electric motor rather than a belt turned by the engine. One of the advantages is increased efficiency, because a conventional, belt-driven steering pump takes a bit of the engine's power just to operate. That's power that's not being used to move the vehicle. Another advantage, at least in the Escape's case, is improved steering feel. With the electric steering, there's a nice balance between steering assist at parking-lot speeds and decent feel on the highway. The steering tracks more steadily than before, with less adjustment or correction required over uneven surfaces. It's direct and accurate with no dead spot in the center, and there's enough feeling when you turn the wheel to impart a sense of control. In all, refinements in the steering and suspension improve the 2008 Escape's performance on the road, which wasn't that bad to begin with. Despite its truck-style facade, the Escape delivers a ride-handling balance on par with many sedans. Its ride is comfortable, but never wobbly or floaty, over a variety of road surfaces, including expansion joints and shallow potholes. The tires deliver respectable grip in paved corners, so the Escape stays planted where a lot of SUVs might slide. Transient response is surprisingly good, meaning the Escape maintains its composure in a series of left-right-left lane-change maneuvers. This permits quicker driving that is also smooth, and it won't make passengers feel sea-sick.

Braking performance is good. The Escape stops in plenty of time, with no brake fade in any typical on-road driving circumstances. The anti-lock brake system is well tuned, keeping the brakes right at the threshold between maximum stopping force and wheel lock, and allowing the driver to maintain steering control in a full-panic stop. One of Escape's alleged improvements for 2008 is drum-style rear brakes for all gasoline-powered models. Previously, V6-powered Escapes had disks front and rear. Ford claims this adds durability and reduces the amount of brake dust generated. We call it a cost-saving move, plain and simple, and that's fine. We also believe consumers are smart enough to know whether they like the cost advantage of drum brakes, or not. No need to spin it. Even with all drums, braking performance isn't something that would keep us from buying an Escape.

The Escape Hybrid is a different beast entirely from the gasoline-only models, at least on one hand. On the other, few drivers will notice any substantial, functional differences with the hybrid powertrain in day-to-day driving. The belief may persist that hybrids need down time for charging, but in fact the Escape Hybrid can't be plugged into an electrical outlet. Its battery pack is automatically recharged by the gasoline engine and by regenerative braking, which captures energy that is otherwise wasted when a vehicle loses momentum and sends it to the batte

By combining a four-cylinder gasoline engine with the boost from an electric motor, the Hybrid can deliver a significant fuel-economy improvement and reduce emissions. The Escape Hybrid is a full hybrid, meaning it can run on 100 percent electric power up to about 25 mph to maximize in-city fuel economy. It was the first hybrid-powered SUV available in the United States, and the first hybrid with optional all-wheel drive and significant towing capacity (1000 pounds).

The Hybrid's primary source of power remains the gasoline engine. It's nearly identical to the 2.3-liter four in gasoline-only models, except that it runs on something called the Atkinson cycle, which improves its fuel efficiency but reduces horsepower by 20 (to 133). The companion, 70-kilowatt electric motor can kick in and deliver more torque to the wheels when a driver demands full acceleration or it can power the Escape Hybrid by itself in certain circumstances, such as creeping along in a traffic jam or rolling through a parking lot. Bottom line, the Hybrid model delivers acceleration times comparable to the gas-only V6, with a 55 percent improvement over gas-only four-cylinder models in City mpg, according to the EPA (34/30 mpg City/Highway for the Hybrid 2WD).

On the road, the Escape Hybrid delivers excellent acceleration at lower speeds. Floor it at 20 mph, and it will snap heads back toward head rests. Floor the Hybrid 2WD at a stop sign, and it can squeal its front tires like a hot rod. To be sure, its tires are harder than those on other Escapes and designed for maximum efficiency, which means less rolling resistance, and less grip.

Few drivers will notice any significant difference between the Hybrid and a conventional Escape, except when the Hybrid shuts itself off at stop lights or glides quietly through a parking lot on electric power. Indeed, the Hybrid is a bit quieter, probably smoother, in all circumstances. In order to minimize the power lost as it transfers to the drive wheels, Ford equips the Escape Hybrid with a continuously variable transmission, which has no conventional gears. Instead, it has metal bands that adjust to best match the engine's revolutions. The CVT does offer a low-range setting for increased traction. But in typical driving, there's no hesitation as gears shift, no uneven surges of speed and less variance in the noise coming from under the hood as the car picks up speed. There's just smooth, even acceleration.

With the stereo cranked up to hide engine noise, a driver will have a hard time knowing when the gas engine starts or shuts off at stop lights, when the Hybrid is rolling along on electric power alone, or when the electric motor is augmenting the gas engine for maximum acceleration. The transitions are generally seamless, and for 2008 models, Ford engineers spent a lot of time revising the control software to make the changes even less perceptible.

They've done a great job, but we're not sure what protocol determines when the Escape Hybrid operates on electric power. In fact, it seemed to operate in electric mode less frequently than we might have expected. At times the gas engine ran when we thought it might not have to, and at times it didn't even shut off at a stop light. For the most part, we drove the Hybrid as we would any other test car, which is fairly aggressively, using the accelerator as if someone else were buying the gas, and we still saw some improvement in fuel economy.

But not an incredible improvement. Our normal rounds include more city than highway driving, though rarely in a true rush-hour traffic flog, plus a few extracurricular, test-specific maneuvers. In this routine, by our best calculation, we found an improvement of 10 to 12 percent over what we've seen with a conventional four-cylinder. We expect most consumers will get better fuel economy than we did, at least those with long, traffic-laden commutes. Still, the real-world fuel savings with a hybrid depend heavily on how, where and when you drive. For guestimation, EPA mileage numbers may be the best tool, and the Escape Hybrid still surpasses the other hybrid SUVs that have followed it to the market.

If you want the best fuel economy, and presumably most hybrid buyers will, you'll want to be gentle on the gas pedal. It will maximize the instances when the Escape travels only on electric power. Dip the pedal quickly, or much past a quarter of its travel, and the gas engine restarts immediately to provide what the control electronics determine to be a demand for serious acceleration. Even if a driver is not going to exceed 20 mph, which is well within the limit of electric-only speed, the gas engine will start if the pedal application is too strong. It probably helps to stop slowly, too. Long, steady, coast-down stops, using more engine compression than wheel brakes, are best for charging the batteries. We surmise that short, quick stops from road speeds may be what keeps the engine from shutting off at a red light. The control system may take aggressive stops as an emergency, or just sporting, aggressive driving, and leave the engine fired for more action.

You'll want the optional navigation system for the Hybrid, which includes an energy-meter function that graphically illustrates how well you're doing at saving fuel. It includes instant and average fuel economy readouts, and tells you when the gas engine is running, when the electric motor is doing the work and when the batteries are charging. It's a good tool to learn how to maximize economy with the Escape Hybrid.

Regardless of powertrain, the Escape makes an excellent all-season vehicle in all climates. It does not make an excellent off-road vehicle, despite a bit more ground clearance than some competitors. Ford's optional Intelligent all-wheel drive (AWD) system is tuned for driving more on slippery pavement than dirt or gravel. It monitors vehicle speed, throttle input and steering angle and delivers engine power to the appropriate wheels before any particular wheel can loose traction. It can switch power front to rear or side to side, and theoretically can send 100 percent of the engines power to either the front or rear wheels. The all-wheel-drive system takes stress out of driving on wet, slushy or snowy roads. It helps maximize forward progress on slippery surfaces, and its transfer of power to wheels with the best traction is rarely noticed by the

Off road, the Escape is less than stellar. It's built on a front-wheel-drive platform developed primarily for sedans, and like most small SUVs, the 2WD models are front-wheel drive. With caution, it can handle level gravel or dirt trails. But if there is no graded path, forget about it, and if the way is much steeper than you'd attempt in a car, forget about that, too. Shoppers seeking a small SUV with real off-road potential should consider a competitor like the Jeep Liberty. For every day driving and travel on the road, the Escape is one of the best.

NewCarTestDrive.com correspondent J.P. Vettraino test drove the 2008 Ford Escape in Detroit.