Driven: 2015 Ford Escape Titanium AWD

Posted on 13. Dec, 2015 by in Ford Canada

My mother had several certain comments about a new tester, a 2015 Ford Escape, when she returned home after her initial drive.

She remarkable how it “just felt right.” That it was “very gentle and quiet.” And that it was “easy and fun to drive.”

I agreed.

The compress crossover’s interior was a damn good place to spend time. The Escape done a daily work invert reduction about a worry of a day’s work ahead; reduction about a slow-moving traffic; reduction about a bad roads; reduction about a hulk snow, err, ice banks that took over whole lanes; reduction about a winter that only won’t let open be open (damn it!); and some-more about all of what a Mrs. said.

It’s good when a car can do those things.

My exceptionally-comfortable, powered-everywhere, exhilarated driver’s chair was where all a expostulate tranquillity began. Ford creates good seats and a Escape’s bench was understanding and cozy, while it supposing good thigh and shoulder room.

The energy lumbar helped, too, and a seats exhilarated adult discerning on each expostulate by a frigid, snowy exam week. Speaking of heat, it would seem that Ford engineers spent some time on a heating complement in their 2015 rides (at slightest a ones I’ve tested so distant this year).

The Escape, like a Ford Fusion we had a week after and a prohibited white Mustang we are in now (both of that we’ll speak about here in a entrance weeks) exhilarated adult faster than a wiener in a microwave.

I indeed can’t remember a tester ever heating adult as rapidly. It was great.

The “felt only right” also extended down to my right knee, that always complacent absolutely opposite a side of a centre stack; that’s an area that causes me grief in a lot of vehicles, yet not so in a Escape. A happy right knee equals happy me.

I also conclude that, as a driver, we lay adult good a high in a Escape, while being rewarded with an glorious perspective out during all a pleasing open sleet and ice. The spots where my arms complacent were lonesome with soothing materials, while a steering circle felt good in a hands.

The leather in a Escape is not that ‘soft’ yet it looks and feels durable; like it would keep a form and visible interest for many years.

Overall, a coming adult front is both confidant and a bit busy, yet a things that creates it bustling is elementary to use; things like a MyFord Touch shade (area) that might need a bit of a widen to indeed hold it; a same can be pronounced for a dual-zone involuntary meridian controls that are buried low on a centre smoke-stack behind a rigging shifter.

However, we can equivocate a primer work and only use Ford’s SYNC complement and simply ‘ask’ a car to change a song, spin adult a volume or temperature, make a phone call, and most more, all a while gripping your hands on a circle and eyes on a road.

That MyFord Touch complement simply connected my iPhone and offering an unconstrained volume of cold facilities and options; were one desirous adequate to memorize a 100s of commands for articulate to this system, we could have a ton of fun! The Escape’s cabin is about as inside as you’ll find in a segment.

In a behind seat, there’s room for dual adults to lay in comfort so prolonged as they’re not some-more than 6 feet. If you’re are in a six-foot range, leg room will be tight. we fit only excellent behind there and had no complaints about conduct or knee room.

However, a chair pillow was flattering prosaic and low, while it also was not a giver of thigh support like my crony adult front. The kids had copiousness space and a third would fit in a center in a pinch.

I think a pattern of a back chair had most to do with a ability to overlay flat, so enhancing bucket space with a 60/40 seatbacks down. Entry and exit to and from a Escape’s back was an easy charge interjection to wide-opening doors and and low step in/up.

Cargo space behind a chair chair totalled 971 litres and 1,920 litres with a seatbacks folded; entrance to all that space from a high- and wide-opening back induce was done easier by a low bucket building and a energy induce that could open by a elementary feet appropriate underneath a bumper. It worked each time.

The Escape offers 3 engine choices — 2.5-litre Duratec 4-cylinder, 1.6-litre EcoBoost 4, and a 2.0-litre EcoBoost 4 that powered a ride; it was worked by a six-speed Select Shift involuntary transmission.

The 2.0 turbo 4 was rated for 240 horsepower and a delightful 270 pound-foot of torque during 3,000 rpm.

On a road, a Escape felt (and was) both discerning and energetic, even some-more so a latter when we tossed a shifter into competition mode which, in turn, resulted in a some-more manageable powertrain, as it downshifted earlier and hold a gears longer.

I would’ve approaching some ear-piercing distrurbance from a engine when holding those gears or on stifle stomps, yet that wasn’t a case; Ford did a good pursuit in favourable a Escape with copiousness of sound-deadening materials throughout, that complemented an already inside engine compartment.

Its all-wheel expostulate complement done for assured pushing on snow- and ice-covered roads and highways. On some some-more potholed, ice-patched roads, there was some shake in a ride, if we will, and those bumps could be felt in a cabin.

Put it discerning into an off-ramp or spin and a car-like doing bravery shines yet as it exhibits copiousness of composure, with really small physique lean.

On a whole, this compress crossover, that is one of many choices in a hotly-competitive segment, was fun to drive, had good fuel economy (we got 11.5 litres/100km mostly city driving), was totally installed (in a Titanium trim) with quadruped amenities and infotainment features, and supposing a spirited, excellent-handing and protected expostulate experience.

It was an ideal shun from a early-spring winter.

The specs

  • Engine: 2.0-litre EcoBoost I-4
  • Transmission: six-speed select-shift automatic
  • Drivetrain: all-wheel drive
  • Horsepower: 240 @ 5,500 rpm
  • Torque: 270 lb-ft @ 3,000 rpm
  • Fuel economy: 11.4 litres/100km city; 8.4 highway (realized 11.5 mostly city)
  • Steering: rack-and-pinion with electric energy assist
  • Brakes: four-wheel disc, ABS and ESC; front, 12.6-inch vented discs; rear, 11.0 plain discs
  • Wheels and tires: 19-inch alloy; P235/45R19
  • Dimensions: wheelbase, 2,690 mm; length, 4,524 mm; width, 1,839 mm; height, 1,684 mm
  • Cargo volume: 1,920 litres (behind initial row); 971 mm (behind second row)
  • Maximum towing capacity: 3,500 lbs (1,588 kg)
  • Base quell weight: 3,769 lbs
  • Base price: $34,199
  • Price as tested: $41,349 (Includes: Titanium Tech Package ($1,750): HID involuntary headlamps, blind mark showing system, programmed parking system; Touring Package ($2,000): energy breathtaking sunroof, MyFord Touch/Sirius/Nav; discretionary equipment: all-weather building mats ($150); trailer towing/class II ($500); 19-inch amalgamate dash nickel wheels ($650); prejudiced leather-trim bucket seats ($350)
  • Other features: 10-way powered front seats; remote start; push-button start; ambient lighting; 10-speaker Sony audio system; one-touch up/down energy windows; 8-inch LCD colour hold screen; dual USB ports; SD label reader; audio/video submit jacks; rear-view camera; 8 cupholders; 110-volt energy outlet; engine retard heater; and more

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