Ford Escape VS Volkswagen T-Roc
Ford Escape
Likes
- Good genuine electric driving range
- Decent packaging
- Palatable price
Dislikes
- Why ST-Line spec?
- Make sure your use case fits the limitations
- A lot more expensive than petrol-only ST-Line
Volkswagen T-Roc
Likes
- Easy and fun to drive
- Sturdy, quality feel
- Value without options
Dislikes
- Options become pricey
- Minor ergonomic quirks
- Might feel outdated to some
Summary
Ford Escape
We might have been excited to see the new generation Ford Ranger and Ford Everest models in 2022, but the real star of the show for the Blue Oval brand could well be this - its first electrified model to make it to Australia, the new Ford Escape PHEV.
If you’ve seen the letters PHEV before and not understood what it meant, don’t stress - you’re not alone. It stands for Plug-in Hybrid Electric Vehicle. And what that means is that this car comes with a battery bank and electric motor, a port to plug it in and recharge it to drive on EV power only, and it also has a petrol engine to make sure you’re not stuck when you run out of charge.
I’ll run through all the details on the drivetrain below, but think of it this way - if you want a Toyota RAV4 Hybrid but want the possibility to drive on dedicated electric power for up to (and in excess of) 50 kilometres on a charge, this could be the right car for you…
| Safety rating | |
|---|---|
| Engine Type | 2.5L turbo |
| Fuel Type | Hybrid with Premium Unleaded |
| Fuel Efficiency | 1.5L/100km |
| Seating | 5 seats |
Volkswagen T-Roc
For a small SUV that technically starts under the $40,000 mark, the 2024 Volkswagen T-Roc has a fair bit going for it.
It’s still in its first generation, but updates have made some parts of the T-Roc feel properly up to speed. And the parts that haven’t? Well, maybe that’s not such a bad thing.
We’re driving the mid-spec Style 110TSI, which sits above the base CityLife, but below the R-Line. Then of course, there’s the wicked R variant.
Read more about
- This is the Volkswagen Amarok SUV, a sibling to the Ford Everest 4WD that's yet to become a production model
- Hi-po electric Kombi! 2025 Volkswagen ID. Buzz GTX revealed ahead of Australian arrival where it will take on the Mercedes-Benz EQV and LDV Mifa9
- 2024 Volkswagen Golf 8.5 facelift revealed, confirmed for Australia: Tweaked styling, an updated hybrid system, and upgraded software highlight changes for the brand's key Toyota Corolla and Hyundai i30 rival
But is this a Euro that could replace your trusted Japanese small SUV?
| Safety rating | |
|---|---|
| Engine Type | 1.4L turbo |
| Fuel Type | — |
| Fuel Efficiency | 6.3L/100km |
| Seating | 5 seats |
Verdict
Ford Escape7.8/10
The Ford Escape PHEV is a good option for a customer who knows they’ll live within the parameters set by the car. That’s the case with any plug-in hybrid, really, so in that regard, this new model is hardly a standout.
And it isn’t particularly outstanding in any other way either. I personally would have appreciated it if Ford had decided to add the plug-in powertrain to the Vignale flagship model instead - that model is more about luxury than sportiness, and would better fit the character of this powertrain in my opinion.
It’s a decent addition to the brand’s SUV range, and a welcome one to the segment, though it won’t be on its own for long.
Volkswagen T-Roc7.8/10
So that’s the T-Roc, a bit of Euro style that’s still priced to take the fight to some small SUVs from Japan or Korea.
Is it the cheapest style-forward small SUV you can get? No, but it’s far from the expensive end of things.
Plus, if you can resist ticking some option boxes, it beats some value-focused rivals and looks good doing it.
If the feeling of a sturdy fit-out and a confidence inspiring drive is important to you, I reckon the T-Roc should be an entry on your shopping list.
Design
Ford Escape
I haven’t really warmed to the “I wish I was a hatchback” styling of the Escape, which has a softer-edged look to it than most of its rivals. I mean, compared to a Hyundai Tucson or Toyota RAV4, the Escape looks like a blob.
That mightn’t be an issue for you, and it’s hardly a reason not to buy the car, but I was also a bit disappointed that there’s no real specific highlights to make you realise you’re buying the PHEV model, which - at $15,000 more than the equivalent petrol version - should have something to differentiate it other than the addition of a small badge and the additional filler cap on the front quarter panel for the plug.
Even a different set of wheels would have sufficed. Alas, it’s an identical looking Escape to the petrol. That means the ST-Line trimmings, such as black highlights on the grille and bumper, side skirts, a rear spoiler, and those 18-inch wheels and lowered sports suspension.
The interior, as mentioned in the pricing section, does have a few changes over the petrol version, but they’re hardly game-changing additions.
Volkswagen T-Roc
The T-Roc subtly stands out without being garish, avoiding becoming part of the highway or suburban camouflage without relying on extreme design decisions.
For example, the LED daytime running lights that wrap around the shapes below the LED 'I.Q' headlights where vents would otherwise be on the R performance variant are quite cute.
In fact, the whole front end of this small SUV has a friendly look, even if there’s nothing specific that’s particularly exciting about it.
This 'Petroleum Blue Metallic' colour is a $700 option, but anything other than white costs extra.
However, the black roof two-tone look is a standard for the Style, as are the black mirror caps and its 18-inch alloys.
There are roof rails up top, tinted privacy windows for rear passengers and for the rear window and a sloping roofline at the rear that adds a touch of ‘sport’ to the silhouette along with a small spoiler at the top.
Practicality
Ford Escape
The Ford Escape looks like it has all the bits to make a midsize SUV buyer happy. And while a fair few of the boxes are ticked, there are some elements that could be better.
The big party trick is that the second row is on rails, so you can slide it forwards or backwards to improve the space for receipt occupants or improve your boot space. The maximised cargo area is 556 litres to the ceiling, while if prioritise second-row occupant space there is easily enough room for a 182cm / 6’0” adult to fit behind someone of a similar size.
In the boot there are remote levers for the second row seats to fold down, a 12 V outlet, and a soft parcel shelf which is easy to remove, too.
During my time with the car I had the seats slid back as far as they go to maximise cabin space, though I did test out whether it was worth having them forward and the boot space was appreciably better especially for a pram and some baby stuff.
The second-row is a 60:40 split for the backrest, with the smaller portion on the driver’s side. That may sound trivial, but we had our baby seat set up behind the passenger, and had to move it to the driver’s side when we picked up a large parcel as it wouldn’t fit with the smaller portion folded down. There are dual ISOFIX child seat anchor points for the outboard positions, and three top-tether hooks.
The boot space is good too, considering it has some extra hardware to contend with under the body, there is also a space-saver spare wheel under there which is nice. However, there is no dedicated hidey hole for the charge cable, and it doesn’t come in a nice stowable bag either - just a plastic ziplock thing.
Perhaps the biggest letdown of the interior is the fact that you still get the tiny little tablet-style 8.0-inch touchscreen media display, despite there being a big 12.3-inch digital instrument cluster. The two screens almost look at odds with one another, and what’s even more frustrating is that the driver information screen cannot be configured to include the energy flow screen that you see on the smaller tablet style unit.
That means you can’t watch what’s happening between engine, electric motor and battery, or a combination where you might expect to see that - instead it can only be seen in illustrative form on the smaller central screen. Big issue? Maybe not, but if you’re an eco-conscious customer who wants to know what their car’s high-tech powertrain is doing, while also wanting to use sat nav, or Apple CarPlay or Android Auto, or change the radio station… Well, you’re out of luck.
There is a much more basic and rudimentary display on the driver info screen that shows a small icon of an engine and battery and illuminates them when each part is in use, but really, Ford should have used the real-estate of the big driver info screen better. Toyota, Kia and Hyundai know how to do it better.
The material quality is okay, but it certainly doesn’t feel like a very special environment.There are rubberised liners on the doors which don’t look terrific or feel fantastic, and why there are soft plastic elbow pads, and up high on the dashboard, it is not of the most pristine quality.
Storage is pretty good. There are bottle holders in the doors and two cupholders in the centre console, and the storage nook in front of the shift dial houses a wireless phone charger and two USB ports, plus a 12-volt plug. There is a strange little shelf section in front of the centre console bin, which is not fantastic in terms of size. There are rear bottle holders in the doors, map pockets and a flip-down arm-rest with cup holders.
That rotary dial shifter which does take a little bit of getting used to. Unlike some others, there is no ‘P’ for park button - instead you have to dial it all the way left.
Volkswagen T-Roc
Inside the T-Roc is a bit of an interesting dichotomy.
Some of what’s in here is ‘old-gen’ Volkswagen stuff, but it still holds up today against even some recently introduced models.
The dichotomy is that while it’s very usable and slick, some of its materials and surfaces let it down a touch.
The good points are that the cabin tech is a perfect level of physical and digital. The buttons and controls are easy to use and feel solid and even though the climate controls could be more physical, they’re still good as far as touch panel style controls go.
The older VW gear is arguably better than a lot of what’s found in newer models where some use of touchscreens and haptic panels has drawn negative feedback from customers.
The multimedia software managed via the 8.0-inch touchscreen is more simple and sensible than the new version, plus the Digital Cockpit Pro display for the driver is clear and, importantly, customisable. It’s a similar cockpit system that used to seem quite impressive in high-end Audis.
But what doesn’t feel very high-end is some of the plastic and the decisions around function in the rest of the space.
The leather on the seats is not a cheap option box to tick at $3450, but it feels a little cheap to the touch. It’s a tad hard and even has a bit of a rough look to it.
That option also makes them heated and electrically adjustable, though, which is welcome in winter. Otherwise, cloth seats without the optional leather or heating would be absolutely fine, and that means you get a storage space under them, too.
This central space between the driver and front passenger, too, is a little awkward with the cupholder placement. It’s behind the shifter meaning a tall bottle will be in the way and it’s got slightly odd sizing for bottles or cups with nothing to stop them wobbling.
I am, however, a fan of the angled-away phone slot under the climate controls to minimise phone screen visibility (and distraction) and the traditional shifter itself is welcome.
Look up, and (in our test car) there’s an optional ($2000) panoramic sunroof there. It’s yours if you want it, and it does have an electric blind, but some Japanese and Korean cars at this price point get that as standard.
An average-sized adult will find the second row is spacious enough and relatively comfortable. There’s an armrest, dual-directional vents and two USB-C ports.
Behind that, boot space is generous at 445L with the seats up thanks to an adjustable floor, which is very useful for tall items and even manages to fit a space saver spare tyre under it.
It’s a total of 1290L with the split-fold seats down, too, though they’re not super flat with the adjustable floor down.
Price and features
Ford Escape
It’s hard to consider the Ford Escape ST-Line PHEV to be tremendous value with a price tag of $53,440 (MSRP), especially considering it attracts a circa-$15k premium over the equivalent petrol-powered ST-Line version of the Escape. And that price will rise once more from July 1, to $54,440, as Ford says it will increase the ask due to “continued material and freight cost increases”.
But it does offer a few little extras over that petrol model in terms of standard gear, including partial-leather seat trim, a 10-way power-adjustable driver’s seat, and a 10-speaker sound system. That’s in addition to the standard kit you’d find on any ST-Line Escape, which includes 18-inch alloy wheels, LED headlights, sporty-looking front and rear bumpers, lower suspension, keyless entry and push-button start, wireless phone charging, a 12.3-inch digital instrument cluster, flat-bottom steering wheel, Ford’s 8.0-inch touchscreen media system with sat nav, digital radio, Apple CarPlay and Android Auto connectivity, and also a reversing camera and front and rear parking sensors.
There are plenty of other safety inclusions that you’d expect at this price point - check the safety breakdown below for more info.
If you need additional gear to make your ST-Line feel even more special, you can choose the ST-Line Pack option, which adds a power tailgate, heated front seats and matrix-style adaptive LED headlights. That pack costs $1950. Really, it shouldn’t be an option on this top-dollar Escape.
Other plug-in hybrid models close to the Escape PHEV include the Mitsubishi Eclipse Cross Plug-in Hybrid EV (starting from $46,990), but it’s a fair bit smaller, and so is the Kia Niro PHEV (from $46,590).
In the same size bracket as the Escape, there’s only the still-to-arrive Mitsubishi Outlander PHEV (likely to be $60,000 or more) and the MG HS Plus EV, which kicks off at $46,990 drive-away. Soon there’ll be the Mazda CX-60 PHEV, but it’ll likely play closer to the Kia Sorento PHEV (which kicks off at $80,330).
In short, there’s not too much competition, and that could play to the Escape’s advantage. But does it deliver real-world fuel economy savings that you can’t get with, say, a Toyota RAV4 Hybrid (from $36,900)? More on that below.
If your curious about colours, there are three no-cost options - Frozen White, Blazer Blue and Agate Black - while the optional premium paint options include Blue Metallic, Magnetic grey, Solar Silver, White Platinum and Rapid Red, as seen in this review, all of which will add $650 to the bill.
Volkswagen T-Roc
The specific Style test vehicle being reviewed here is priced at $38,890, before on-road costs. But it's worth noting a new example of the Style will cost you $39,790 at the time of writing, as its price has since ours was 'delivered'.
While the Style features some older VW fitout, it comes with a decent list of features.
A set of 18-inch wheels, self-levelling headlights (with cornering function), some cute LED DRLs plus chrome highlights with black contrast trim are the best way to spot a Style from the outside.
Inside, there’s an 8.0-inch touchscreen for multimedia paired to the driver’s 'Digital Cockpit Pro' display.
The multimedia screen is last-gen VW gear, but that’s not a bad thing.
There’s also dual-zone climate control with an allergen filter, ambient lighting, a six-speaker sound system, wireless phone charger and wireless Android Auto and Apple CarPlay.
There are a few options on our test car that nudge the price up quite quickly, like the metallic paint, leather upholstery, sunroof, plus the keyless entry or ‘Easy open and close package’.
All this brings the total price as-tested to $45,640, before on-roads.
The good news is you don’t need to tick all, or any, of those options for this to still be a compelling option.
Under the bonnet
Ford Escape
The Escape PHEV is the only model in the range to get a 2.5-litre petrol engine, which runs on the more efficient Atkinson cycle, and has a continuously variable transmission feeding power to the front wheels - that’s right, this Escape is 2WD/FWD.
The tricky bit is that it also houses a clever electric motor and generator, which is teamed to a 14.4kWh battery pack - which is big for a plug-in hybrid car.
The electric motor is capable of 96kW of power, while the petrol engine can produce up to 112kW. All told, the combined system output is pegged at 167kW, though there is no peak torque output figure. Even so, that amount of power is a sizeable number for any midsize SUV, even if this particular one weighs in at more than 1800kg.
Speaking of weight, the PHEV is the least capable towing vehicle in the Escape range. It has a maximum braked towing capacity of 1200kg, where all the others can tow up to 1800kg. Unbraked capacity is unchanged, at 750kg.
Volkswagen T-Roc
The engine in the T-Roc - as with most Volkswagens - does what it says on the tin. Essentially, a 110TSI means there’s 110kW of turbocharged VW happening, in this case a 1.4-litre four-cylinder that also makes 250Nm of torque.
It’s paired to an eight-speed torque converter, which will be music to the ears of those who have been scorned by older VW dual-clutches.
It drives the front wheels only, and there’s no hybridisation or 48-volt system.
Efficiency
Ford Escape
Beware the PHEV fuel consumption figure. That’s a great thing to keep in mind if you’re shopping for one of these cars.
That’s because the combined cycle official figure only takes into account a mix of conditions across 100km of driving. That’s right - only the first 100km. So the best case scenario, for a car that is designed to use its battery to run emissions free until it runs out, before sparingly using the petrol engine to keep going.
As such, it is no surprise that the official combined cycle fuel consumption is just 1.5 litres per 100 kilometres, with CO2 emissions claimed at just 33g/km. That takes into account the WLTP battery range of 56 kilometres stated on Ford’s website.
For reference, I completed my test of the car with a total of 462.7 kilometres travelled, of which, the trip computer stated 292.3km was fully electric. Meaning the remaining 170.4km was driving using petrol.
The indicated energy efficiency was 20.0kWh/100km, which isn’t great against a claimed EV driving efficiency figure supplied by Ford, of 14.8kWh/100km to 15.6kWh/100km.
While the indicated fuel consumption average was 3.1L/100km, so more than double the windscreen sticker’s indicated economy.
However, when I did the maths, I used a real-world average of 3.9L/100km of petrol ($36.15 worth of petrol) and 43.2kWh of electricity (meaning a cost of $9.82 based on the NSW average energy price of $0.2274c/kWh).
So, to do 462.7km I paid $45.97. I think that’s okay, but bear in mind I included several longer trips (Sydney to Glenbrook, Glenbrook to the Southern Highlands and back, and Glenbrook to Sydney and back).
As is always the case, if your intended operation for a PHEV is to use it primarily for urban running within its EV range capabilities, you will be better off than if you push it beyond and use the petrol engine excessively.
For reference, the fuel tank size is 45 litres, which is 12L less than the petrol-only versions. It can run on E10, but only if you can find E10 that is also 95RON premium unleaded.
If you wish, there’s also an app called Ford Pass Connect, which allows you to monitor your car’s state of charge, adjust its start and finish times for recharging and even works as a key for the car to allow remote access, too.
Worth noting the maximum charge rate on a 10-amp plug at home is 2.3kW, while on public charging (which typically runs a higher amperage rate) the max rate is 3.7kW.
Volkswagen T-Roc
A lack of electrification in a relatively small engine and a traditional drivetrain shouldn't scare you too much, in this case.
Combined cycle fuel consumption is a claimed 6.3L/100km. On test in mostly urban areas or for spirited driving we saw the fuel use rise a little higher than that but not by as much as you might think.
After a mix of primarily urban, some highway and a stint of dynamic test driving, the trip computer admitted to a figure of 8.1L/100km.
Driving
Ford Escape
Being the ST-Line grade, you - like it or not - have to deal with the lowered ride and sportier suspension, which makes this car ride a bit more firmly than you might want.
I found the suspension to be the biggest detracting element in terms of the drive experience – the suspension picked up a lot of the small inconsistencies in the road surface and transmitted them into the cabin. It was fidgety a lot of the time, and on road surfaces with very poor quality, it could be a bit uncomfortable.
The steering was also bit too tuned for sportiness for a car that doesn’t really need to be quite so aggressively angled that way. It took a bit of getting used to – it was somehow both twitchy on centre but not quite as responsive across the radius of lock to lock as I’d thought it might be, given the initial steering response.
Having said all that, I threw it through a couple of twisty corners and there was a nice handling balance from the chassis and decent grip from the tyres, but I did notice that - being front-wheel drive, with all that power going through the front tyres, there were some instances of it scrabbling for traction, notably on wet roads and looser surfaces but also out of offset driveways.
Other gripes included brake pedal response that was quite abrupt and very sensitive to stopping inputs.
Now, let’s consider the driving modes.
There are different drivetrain setups depending on what you plan to do. EV Auto does the thinking for you, dipping between EV, hybrid and petrol modes. EV Now prioritises electric driving. EV Later saves your battery charge for when you think you’ll need it. And EV Charge means you’ll use petrol power to drive, and also to replenish the battery pack.
The throttle response was decent in EV mode, and in hybrid mode it is nice and quiet, and it drives in a very smooth way unless you really plant your foot hard, then it can be a bit vocal - but less raucous than a RAV4 under full throttle.
The transition between the different drive modes was relatively seamless, as it will readily go between petrol or electric as required, and the four-cylinder is mostly hushed enough so that you won’t hear it too much, especially if you’re driving at higher speeds when it does.
Indeed it was relatively quiet for the most part, though the tyre noise was quite excessive at higher speeds on very coarse-chip surfaces. And in those instances I noticed I could feel the road surface through the steering wheel and the suspension, as it was quite jittery at times.
There is a low speed warning sound that is omitted below about 25km/h and it was quite handy while driving in enclosed car parks - no more accusations of creeping around silently at the shops.
Further, there are multiple drive modes, including Normal, Eco, Sport, Slippery, and Snow/Sand Assist, all of which are designed to make different situations easier to deal with. They will adjust engine transmission and steering response as well as stability and traction control limitations. I kept it in Normal, though a dabble in Sport showed that you’re allowed a bit more aggression from the powertrain in terms of acceleration.
Volkswagen T-Roc
The T-Roc is essentially a previous-generation Golf-turned-small SUV in terms of its platform, and that’s a great thing for anyone who likes driving.
The Golf 7.5 was a benchmark for everyday driving as far as hatchbacks are concerned, and even though the current Mk8 might be a bit more up to date, the T-Roc’s use of the platform it rides on is practical and fun.
It’s not as nimble as a Golf, but the T-Roc in front-drive Style guise, with a responsive turbocharged engine and no all-wheel drive system weighing it down, is not only more dynamically capable than most rivals, it’s also easy to access that capability.
The 1.4-litre engine feels well-tuned for its two modes accessible through the shifter - calm but not lazy in ‘Drive’ and eager but not thrashy in ‘Sport’.
It works well with the transmission on the move, picking right gears fairly accurately, though there are paddles behind the wheel for those who prefer to take charge.
The drive modes are also more customisable than just those on the shifter, with 'Individual' selections for steering and drivetrain able to be used rather than the standard 'Eco', 'Normal' or 'Sport' full-system modes.
While the steering wheel itself is a little thick and the feedback, while adequate, isn’t the most telling, it’s accurate and inspires confidence in cornering.
The T-Roc handles turn-in and exits well, even soaking up bumps and not becoming unsettled when braking.
Its safety systems are relatively subtle, and the active cruise control is well sorted, though the automatic braking at car park speeds can be overzealous. Something I’ve experienced in VW Group models several times over the years.
The main culprit for the T-Roc was a shrub beside my driveway that, while not touching the car, would set off the automatic braking system. Still, better than letting the car roll back if there was a proper obstacle or someone who could be hurt in the way.
Aside from that, the Volkswagen T-Roc is fun and easy to drive, and the work that’s gone into that puts its price into perspective a little more.
There are more expensive cars available that are less impressive, some even disappointing.
Safety
Ford Escape
Standard safety equipment for the Escape PHEV is on par with the majority of rivals in the class.
It has front autonomous emergency braking (AEB) with pedestrian detection (not cyclist detection, though), adaptive cruise control, lane departure warning and lane-keeping assist, blind-spot monitoring and rear cross-traffic alert, driver fatigue monitoring, traffic sign recognition and a rear-seat occupant reminder system that’ll chime in to tell you to check the back seat before you get out.
There are six airbags - dual front, front side and full-length curtain airbags, but unlike some newer rivals there is no front centre airbag to prevent head clashes.
Volkswagen T-Roc
In 2017, ANCAP gave the T-Roc five stars for safety. For most people, that says enough, plus the list of features the SUV comes with is fairly comprehensive even in the Style.
While its rating is getting on in years, the only real downside to the T-Roc’s age when it comes to safety is it only having six airbags - front and side for the front passengers, plus curtain airbags for front and rear passengers.
But the list of tech isn’t lacking, with driver fatigue detection, pedestrian monitoring, parking bay and parallel parking assistance, pedestrian monitoring, side assist, rear cross-traffic alert and lane assist.
Ownership
Ford Escape
As with the rest of the Ford range, you get a five-year/unlimited kilometre warranty on the car, while the battery pack has its own eight-year/160,000km warranty plan.
And just like most other models in Ford’s range, there is a lifetime capped-price servicing plan, with the first four maintenance visits (due every 12 months/15,000km, whichever occurs first) incurring a $299 fee, which is cheap for the class.
You also get up to seven years of roadside assist if you service your car with Ford’s dealers.
Volkswagen T-Roc
Volkswagen’s five-year/unlimited kilometre warranty is pretty standard for a premium-leaning brand, with VW also offering roadside assistance for the warranty period.
In terms of servicing, VW offers care plans of three years or five years, covering servicing for $1515 or $2770 respectively. That's an average of $505 or $554 per workshop visit.
Otherwise, servicing costs at 12-month/15,000km intervals can cost from $470 for some to $1104 to the biggest service if you don’t go with the locked-in package.