2005 Ford Escape Review

Specifications

A Guilt-Free SUV

There is consensus among the worlds leading scientists that greenhouse gases produced by fossil fuel-reliant societies are depleting the ozone layer and contributing to a global warming trend that could hold devastating results for us all.

That stark reality is often on my mind as I road test gas-guzzling SUVs and the like. This week however, that suppressed sense of guilt was banished from my emotional landscape like liquor at an AA meeting, thanks to the Ford Escape Hybrid.

In terms of versatility, safety and cargo-hauling ability, the SUV is hard to beat. Unfortunately, the flipped coin reveals excessive fuel consumption and choking emissions - until now that is. Fords concept in building the Escape Hybrid was to create a “green” SUV, without compromising the vehicles cargo capacity, on-road performance, towing ability and four-wheel-drive ruggedness.

According to Ford, the Escape Hybrid is not only the worlds cleanest, most fuel efficient SUV (Advanced Technology Partial Zero Emissions Vehicle rating), but despite its hybrid status it can still tow a 1,000 lb load. OK, thats not a ton of stuff, only half that, but its a better tow rating than a front-drive Honda Civic Hybrid or Toyota Prius.

If you didnt already know, the Escape Hybrid is actually the only hybrid SUV available anywhere for the time being. The Lexus RX 400h, out of the Escapes league in size and price, arrives on the scene in a month or two, followed up by the Toyota Highlander Hybrid, also larger, and in the U.S., the Mercury Mariner Hybrid which is actually based on the Escape. In comparison, the Highlander, which is a larger midsize vehicle than the compact Escape, will be capable of towing up to 3,500 lbs.

The technology earning the Escape its Hybrid moniker is a combination of gasoline and electric battery power. On the gas side of the house is Fords 2.3-liter (138 cu in) DOHC 16-valve 4-cylinder mill, meting out 133 horsepower and 129 pound-feet of torque. Across the hall sits a permanent magnet, AC synchronous motor capable of spinning out 94 horsepower at 3,000 - 5,000 rpm. The combined, effective net horsepower of this hybrid system is a healthy, V6-like, 155.

The Escape benefits from what is referred to as full hybrid technology, which is defined by four essential characteristics. Firstly, Engine Stop-Start - the gas engine saves fuel by shutting off when not needed. Secondly, Engine Assist - the gas engine and electric motor combine their respective energy to achieve higher performance. Thirdly, Regenerative Braking - during vehicle braking, energy is recovered and stored in the battery for future use. Lastly, Electric Drive - in certain conditions (below 25 mph) the vehicle will move under electric power alone.

To accomplish the four essentials of full-hybrid operation, a tremendous amount of technology is required, both electrical and mechanical - and I get that. But what really amazes me is how unobtrusively, reliably and seamlessly all the technology works in bringing two distinct power sources, one gas and one electric, into sync; ahh, if only human relationships could function so cooperatively. Human condition aside, driving the Escape Hybrid is very satisfying, once one becomes accustomed to complete silence at stoplights, and when operating on battery power alone.

At one point during my travels, I found myself making a left turn across three lanes of very heavy traffic. When an opening presented itself, I slugged the gas pedal and hoped the little gas mill would fire up, helping thrust me clear of traffic bearing down quickly. Although momentary lag accompanies such manoeuvres, which can be palpitation- inducing when looking down the grille of a Freightliner, the Escape quickly got it together and burst forward.

Well, it wasnt really a burst forward. The Escape Hybrid is sluggish off the line, but once underway it can hold its own. Its 0-60 mph rating is 10.5 seconds. Undoubtedly, the Escape Hybrids slow jump off the line contributes to what appears to be a fairly lethargic showing. However, I was impressed with its passing ability and hill-climbing gusto. Thanks partially to an electronically controlled, Continuously Variable Transmission (CVT), the compact SUV pulls smoothly and linearly from any speed.

Noise, vibration and harshness levels in the five-seat cabin of the Escape Hybrid are very low. Yes, the four-banger can howl slightly when pushed to the max; otherwise, the whole package is remarkably well refined. Unfortunately, the Escape isnt known for Lexus-like levels of road and wind noise, and like many non-premium SUVs, some road noise emanates from the rear portion of the cab.

That said, the drive is a pleasant one thanks to firm, comfortable seats and a fairly high seating position. I dont, however, find the interior design and instrument panel particularly appealing. Some of the plastics used feel lowbrow, and switchgear isnt up to the high quality found in more recent Ford products, such as the Freestyle and Five Hundred.

My Hybrid tester was equipped with a navigation system, which suffered from small screen size, making it difficult to decipher maps at a glance. Interestingly, the same screen functions as a data screen for the hybrid system, depicting the transfer of power from the battery and engine to the wheels and the return of energy to the hybrids battery. Another screen function graphs mileage in real-time. Although these displays are more infotainment than necessity, they add to the hybrid mystique.

The cargo area in the compact Escape Hybrid is very generous given the vehicles diminutive exterior dimensions. Ford is due some serious credit for only losing approximately one cubic foot of cargo capacity in this models transition to hybrid status. Battery cooling vents in the rear quarter panels ate up the missing space, leaving 65.5 cubic feet of stowage with the rear seat folded flat.

In its literature, Ford emphasizes the four-wheel-drive capability of the Escape, describing its system as Intelligent four-wheel-drive. Within normal driving parameters, torque is issued to the front wheels - without a hint of torque steer I might add. When slippage is detected or predicted by the electronic sensors, power shifts to the rear wheels.

Depending on which wheels have the greatest traction, up to 99 percent of the engines torque can be directed between axles. I have no quarrel with this technology and the traction it provides; however, without low-range gearing and more abundant low-end torque, I dont foresee the Escape Hybrid tackling major off-road grinds alongside Land Rovers new LR3.

Despite not having a true off-road personality, it delivers plenty of control under a variety of conditions, without subjecting occupants to the discomfort of a bucking-bronco ride. Ford has struck a real-world balance between work and play in the revised suspension beneath its hybrid.

The recalibration and fortification of suspension parts was necessary to deal with the unique weight distribution of the hybrid system, which includes a large flat battery mounted in the floor of the rear cargo area. My tester tipped the scale at a reasonable 3,785 lbs. A similarly equipped, Escape XLT V6 weighs in at 3,492 lbs - only 293 lbs less than the Hybrid.

Independent suspension at all four corners keeps the Escape Hybrid tracking true and handling predictably; however, evasive manoeuvres are accompanied by noticeable sway due, I presume, to the batterys weight over the rear wheels. Body roll also occurs in aggressive cornering, but its certainly well in line with what one would expect from an SUV. Overall, the Hybrid provides a tight, stable ride complemented by quick turn-in, generated through electrically assisted rack-and-pinion steering.

The final handling dimension to cover is braking. Four-wheel antilock disc brakes are standard equipment and pulled my tester to sure-footed, predictable stops. Unfortunately, traction control and stability control systems are not available to aid Escape Hybrid drivers when roads are slick or when traveling off-pavement, once again confirming that this SUV is not set up for serious off-road confrontation.

When it comes to occupant safety, Ford has installed driver and front passenger airbags, with occupant classification sensing. Fords Safety Canopy technology is available to bolster safety for all occupants by adding side air-curtain rollover protection, and for front occupants, thorax-protecting side-impact airbags. In addition to passive safety, the Escapes front structure has been upgraded to provide increased protection in the event of an offset frontal impact.

Ford has done a commendable job of converting the Escape into a hybrid. As such, it offers the motoring public a means of living guilt-free with an SUV, thanks to ultra-low emissions and remarkable fuel efficiency of 35 mpg city driving and 33 mpg highway driving.

No one can sanely argue against taking care of old Mother Nature. Ford isnt alone in this regard, as Lexus offers a hybrid car-based SUV, the RX 400h, GM plans to offer a hybrid version of its Chevy Tahoe / GMC Yukon line by late 2007, and not to be left in the fumes, DaimlerChrysler is moving ahead with plans for a hybrid Durango.

About the only fly in the proverbial hybrid ointment that I can see is, how reliable will this technology prove to be? What will be the life expectancy of the hybrids Nickel-Metal Hydride battery? How expensive will it be to replace? How will the old batteries be disposed of?

To address the first two concerns, Ford is providing an 8-year / 160,000 km extended warranty on the battery, DC converter and the CVT, over and above the standard 3 year / 60,000 km bumper-to-bumper Escape warranty.