Upgrades keep Escape competitive

Ford has proclaimed 2005 the year of the car, but they haven’t forgotten which side their bread is buttered on.

Which is to say, don’t expect the Blue Oval trucks and SUVs to go away any time soon.

Our subject today is Ford’s baby SUV, the Escape. Introduced in 2000 to compete with such powerhouses as the Toyota RAV4 and Honda’s CR-V, the Escape is sold in 140 countries and has become one of the most important vehicles in the Dearborn stable.

Changes for the ‘05 model year fall short of a total makeover, but Ford has made key improvements designed to keep the Escape high on the list of those shopping for a small sport-ute.

The most important upgrade is the availability of a four-cylinder hybrid version that improves fuel efficiency by roughly 30 percent, while reducing emissions and providing the acceleration of a six-cylinder engine.

We haven’t yet tested the hybrid, so a full review will have to wait; however, the basics of the setup are well known, since Ford licensed Toyota’s technology, which is found in the Prius, a car we’ve driven and enjoyed.

Improvements don’t end with the hybrid, though. Ford also has given the Escape a new, more powerful base engine, an improved all-wheel-drive system, substantial exterior enhancements and a significantly revised interior.

Some key points for starters:

First, the Escape shares a platform and mechanicals with Mazda’s sportier Tribute.

Second, both the Escape and the Tribute are built on a purpose-built unibody, so they enjoy carlike ride and handling.

And finally, like the majority of its competitors, save only Jeep’s Liberty and the Nissan Xterra, the Escape is not intended for serious off-roading.

The ‘05 Escape features a new, egg-crate grille, integrated fog lamps and quad headlights with “jewel-effect” clear lenses. The rear has been updated, as well, though not as dramatically.

Slip into the Escape and you’ll notice improved seat cushions; the fabrics and leather coverings are improved this year and Ford has minimized the so-called pressure points, where fatigue is most likely to occur.

Also new this year is a “flow-through” center console with improved cupholder placement, large storage bin and 12-volt power point.

The new arrangement allowed Ford to move the automatic transmission gear selector from the steering wheel column to the console, eliminating the old one’s tendency to block the instrument panel.

A revised gauge package has a black-on-white color scheme that’s both stylish and easy to read. The instrument panel is thoughtfully arranged to provide maximum ease of use and the switchgear feels substantial.

These are not trivial ramblings; it hasn’t been all that long since small domestic vehicles played also-ran to their larger and more profitable stablemates. Such details as fit-and-finish and the feel of the switchgear never made the radar screen.

Big folks will find plenty of room up front; the Escape’s back seat is diminutive but offers nearly as much room as many midsize SUVs.

There are 33 cubic feet of storage space behind the rear seat, which this year is split 60/40. Fold it down, and there are 65 cubic feet. The spare tire has been moved from the cargo area to beneath the rig for added space.

Ford has increased sound insulation materials and bolstered the window seals, cutting exterior noise, although some road and wind noise is audible at freeway speeds.

For the first time, curtain-style airbags are an available option.

The new engine is a 2.3-liter four that turns out 153 horsepower, easily besting its 127-hp predecessor. The result is easier acceleration to freeway speeds and modest gains at passing speeds.

The old engine was so underpowered Ford offered it only with a manual transmission; the new engine produces enough power that it can be had either with the five-speed stick or four-speed automatic. It boosts the Escape’s towing capacity from 1,000 to 1,500 pounds.

The 200-hp six-cylinder is a carryover from last year, although it has been tweaked to provide better mid-throttle response. It’s available only with the automatic and will tow up to 3,500 pounds.

Both four- and six-cylinder versions can be had with front- or four-wheel-drive. The 4WD system is new and offers fully automatic operation; when conditions warrant, it slips seamlessly from front-drive to 4WD. There is no low range, nor can the front and rear axles be locked for maximum tractability.

On the road, the Escape produces sedan-like ride and handling; it’s stable and agile, the steering is quick and accurate and the all-independent suspension smoothes out most road-surface irregularities.

The Escape is stable through high-speed turns and at freeway speeds.

It’s available in five trim levels, with prices ranging from $20,040 for a FWD, four-cylinder XLS to $25,495 for a FWD Limited and $27,445 for the Hybrid. The 4WD feature fetches a $1,750 premium.

Standard equipment on all Escapes includes air conditioning, AM/FM/CD stereo and power windows, mirrors and door locks. XLT and Hybrid models add 16-inch alloy wheels, power driver’s seat, upgraded cloth upholstery, cruise control and an in-dash changer. XLT, XLT Sport and Limited editions all come with the six-cylinder engine.

Although it’s more expensive than the others, the Hybrid offers fuel economy ratings of 30 city/35 highway, which takes a lot of the sting out of today’s gas prices. Others, who have driven it, say the combination of a 133-hp gas engine and 94-hp electric motor produces the acceleration of a six-cylinder.

Credit Ford for confronting the imports head-on, then going them one better with hybrid technology. The Bard said all the world’s a stage, and the Escape belongs there with the best of them.