Ford Escape 2021 urban review

Frankly, Ford's marketing baffles us.

Now known simply as 'Escape FWD', the entry-level ZH-series auto starts from $35,990 before on-road costs, and that's a hefty $5500 leap over the previous base ZG Ambiente FWD auto – or $7K more if you include the sadly now-discontinued manual.

That's not a great beginning, but Ford has actually dropped the base Ambiente grade and gone straight for the mid-grade variant. The question is, why doesn't it just say that by using the established 'Trend' name like in the old, $33,490 ZG Trend equivalent?

The ‘base’ 18-inch alloys do a fine job fooling nosey neighbours you haven’t purchased the cheapest grade. Win. (image: Byron Mathioudakis)

Now, that's still a $2500 jump, but out goes the old 134kW/240Nm 1.5-litre turbo for a blazing 183kW/387Nm 2.0L turbo, still driving the front wheels, but via an eight-speed (rather than six) torque-converter automatic transmission.

This makes the Escape FWD the most powerful new SUV for the least money. To achieve similar performance in a Mazda CX-5 you'll need to find another $10K.

Speaking of the competition, the cheapest FWD auto RAV4 ($34,695 127kW/203Nm 2.0L GX), CX-5 ($32,980 115kW/200Nm 2.0L Maxx), Hyundai Tucson ($32,140 122kW/205Nm 2.0L Active), Nissan X-Trail ($32,040 126kW/225Nm 2.5L ST) and Mitsubishi Outlander ($32,490 124kW/220Nm 2.4L ES) – as well as the AWD-only Forester ($35,190 136kW/239Nm 2.5L 2.5i) – aren't that far behind the Ford nowadays anyway (except for performance), thanks to upward pricing pressure this year.

Additionally, among the bestsellers, only the Tucson Active X and Outlander LS (both of which are about to be replaced) are cheaper mid-range equivalents to the well-specified Escape.

How well equipped, you may quip?

Well, on the safety front, the base Escape doesn't lag behind its more expensive grades, so all the advanced electronic gear is present, like Autonomous Emergency Braking (AEB) with cyclist and pedestrian detection, Rear Cross Traffic Alert (RCTA), Blind Spot Detection, Lane Departure Warning, Lane Keep Assist, Evasive Steering Assist, Forward Collision Warning, Traffic Sign Recognition, Driver Impairment Monitor, Tyre Pressure Monitor, Emergency Assistance and adaptive cruise control with stop/go and speed limiter.

It comes with LED headlights and $1000 extra brings in a Technology Pack with flash Matrix headlights. (image: Byron Mathioudakis)

Furthermore, there's keyless entry/start, a leather-sheathed steering wheel with paddle shifters, LED headlights, the chrome-finish exterior package (rather than the grey plastic found on actual base-model Fords), wireless smartphone charging, a 'FordPass Connect' embedded modem with FordPass App compatibility, an 8.0-inch touchscreen, digital radio, Apple CarPlay/Android Auto compatibility, Bluetooth phone and audio-streaming connectivity, voice command sat-nav, reverse camera, front/rear parking sensors, USB-A and C ports, remote window open/close, auto on/off wipers and headlights, one-touch power windows, driver-seat lumbar support, privacy glass and 18-inch alloys.

Another $1300 buys you a hands-free electric tailgate, $1000 extra brings in a Technology Pack with flash Matrix headlights, adaptive lighting and a heads-up display, while 'Prestige Paint' lightens your bank balance by another $550.

That's fairly generous kit for an opening gambit, making the not-so-base Escape seem especially inviting against similar mid-grade FWD Euro equivalents like the $39,490 Volkswagen Tiguan 110TSI Comfortline (with a 110kW/250Nm 1.4-litre turbo) and $43,990 Peugeot 3008 Allure (121kW/240Nm 1.6T).

Given the circa-$40K price point is where a big chunk of the medium SUV action is, we reckon the Escape FWD's pricing and specification is spot on. All it needs now is a badge saying so, like 'Trend' or 'XLT' or 'GL' or '500' or 'Deluxe' or 'Popular'...

There are two very important things worth remembering about the latest Escape's interior.

Firstly, despite the swoopier styling, no room-related downsides exist compared to before. And secondly, while Ford absolutely missed a trick with what is a timid and derivative dashboard design, everybody who actually used it came away mightily impressed as to how user-friendly and easy every single aspect of the Escape actually is to live with. Function over form rules.

The old model stood so tall it felt like the nosebleed section of your local theatre, but a nifty set of seat-height adjusters and a low floor means that Escape IV does a great job accommodating even the 99th Percentile Male.

The high-seat rear seats are divided into 60:40 portions, with each sliding forward substantially as well as reclining significantly for long-journey comfort. (image: Byron Mathioudakis)

Aiding this is infinite backrest angle adjustment (a boon for pernickety recliners), pillow-soft headrests, lumbar support for better comfort and inviting cloth material. Let's also praise the superb ventilation, plentiful storage all over the place, lovely leather stitched three-spoke steering wheel with remote buttons and paddle shifters, large swivelling sun-visors with illuminated vanity mirrors and helpful side-window blockout.

But why is the Escape's dash so dreary and dated? Like we said earlier, it functions nigh-on perfectly with no complication or intimidation going on here, but is too simplistic and haphazardly presented in an era of space-age multi-touchscreen sophistication. Never mind Mercedes or Tesla; just look at Kia's latest efforts.

Case in point. The Ford's analogue-dial instrumentation is clear and concise – with detailed displays showing navigation, driver-assist system, digital speedometer, trip-computer, audio, Bluetooth and multimedia information – but it actually looks older and more downmarket than the previous Escape's.

Some of the hardy lower plastics look cheap – which is such a shame, because they aren't – while there are lots of small details lifting up the ambience, like the Toblerone-like door trim imprint, brushed-metal-look console surround, pin-stripe seat fabric, classy roof lining and nighttime ambient lighting.

Then there are the helpful little touches to improve the Ford's functionality. Note the storage nets by the lower console, illuminated cupholders, remote window open/close, keyless entry/start, one-touch power windows all-round, locking buttons on both front doors, flocked sunglass holders, wireless phone charging, USB A and C slots front and rear, dual-zone climate-control air-con, dual 12V outlets, door bottle holders, pen and parking ticket holders, auto on/off headlights/wipers, outboard-occupant reading lights, and the overhead grab handles all round. All are very German in their thinking.

The rear doors don't open as widely as some (hello CX-5), but other than one omission, the good news keeps on coming in the unexpectedly roomy second row (offering ample space for six-footers back there as well as sufficient forward and side vision out), with every expected amenity in a mid-grade model like a GXL here in this GX-priced bargain.

For instance, the high-seat rear seats are divided into 60:40 portions, with each sliding forward substantially as well as reclining significantly for long-journey comfort, there are huge face-level air vents, charge ports, map pockets, grab handles, lighting and windows that almost drop all the way down and the reassurance of privacy glass.

Two ISOFIX latches and a trio of behind-backrest child-seat tether points are also fitted.

There are helpful little touches to improve the Ford’s functionality. (image: Byron Mathioudakis)

However, while the centre-middle row is actually pretty accommodating for an average-sized adult, three burly types may find shoulder room very tight. More disappointingly, the lack of a centre armrest means there are no cupholders back there. This might be a deal breaker for some buyers.                                  

Further back, the tailgate opens up high, the cavity is wide and deep, and the floor flat, though the latter is shallow (even though only a space-saver spare lives underneath). There are remote-release handles for both backrests, another 12V outlet, cargo hooks, floor eyelets for strapping stuff down and additional underfloor storage. Capacity ranges from 556L to 1478L.

Finally, a mesh cargo cover is fitted, rising unobtrusively out the way with the tailgate. Its general flimsiness is in stark contrast to an otherwise pleasingly solid and well-made cabin. Get past the dreary and dated dashboard's looks and you'll find that much thought went into how everything works.

With the old 1.5-litre four-cylinder petrol engine dropped, the sole choice until the plug-in hybrid electric vehicle (PHEV) arrives later next year is the 2.0-litre four-pot turbo petrol.

This 1999cc double overhead cam EcoBoost unit with variable valve timing pumps out 183kW at a highish 5700rpm, and 387Nm at 3100rpm, and drives the front wheels via an eight-speed torque-converter automatic. The same transmission also serves the least-expensive all-wheel-drive model – the more overtly sporty ST-Line AWD kicking off from $40,990.

This 1999cc double overhead cam EcoBoost unit with variable valve timing pumps out 183kW at a highish 5700rpm, and 387Nm at 3100rpm. (image: Byron Mathioudakis)

Note that the latter has a firmer chassis tune and a 13mm ride-height drop (to 178mm).

It is unclear whether Australia will see the Escape's 1.5-litre three-cylinder turbo petrol engine offered in other markets, while it's fair to assume that no diesel is planned for the foreseeable future. A series-parallel hybrid just announced for Europe (but as yet unconfirmed for us) would be the more likely candidate, particularly in light of the Toyota RAV4 Hybrid's sensational success in this market.

Necessitating 95 RON premium unleaded, our Escape FWD displayed an indicated 9.5 litres per 100km after a wide variety of driving that included performance testing, but that would most likely drop far closer to the official combined average of 8.6L/100km in more sedate urban commuting.

Fitted with a 57-litre fuel tank, the potential range averages out to be about 660km between refills. For the record, the urban figure rises to 12.6L/100km and the extra urban number drops to 6.3L/100km.

Scoring a Euro V emissions rating, the carbon dioxide emissions figure is 199 grams per kilometre.

Ford offers the industry-average warranty of five-years/unlimited kilometres. Services intervals are every 12 months or 15,000km.

There is also a capped-price servicing scheme under the 'Ford Service Benefits' banner, with the first four years/60,000km of 'A and B' logbook services pegged at $299 per visit.

There is also a Ford loan car program, SYNC 3 map updates and Motoring Club Membership included during that time.