The revised exterior styling introduced for 2023 is elegant and certainly more original the its Porsche-inspired predecessor. The cabin is a very conservative design and very much in the current Ford styling idiom. Premium trims are equipped with a transistor film technology gauge cluster, a large info-screen dominates the top centre of the dashboard and the climate and audio controls are straightforward. Cabin and cargo space are good for this class. Two familiar engines, a 1.5L turbo triple and a 2L turbo four, are available. A conventional hybrid model employs a 2.5L normally aspirated four as well as electric motors to furnish 198 total system horsepower. An Escape PHEV is also available. The PHEV is rated at 209 horsepower. Power reaches the the wheels via a conventional eight-speed automatic transmission on the gasoline models and an electronic CVT on the hybrids. Driven briefly in 2L form, the Escape is fast, flexible, and is more refined than many of the 2L turbos powering luxury brands. The lusty 2L four is hooked up to a conventional hydraulic eight-speed automatic transmission that is well matched to the power characteristics of the engine. The steering of the Escape is light but precise and the ride-handling compromise arrived at by Ford reflects a lot of hard work. The APA had an opportunity to drive an Escape powered by the segment-first three-cylinder engine. With 180 horsepower, the 1.5T accelerates with vigour, revs eagerly and cruises at low revs. While the engine delivers in terms of performance, smoothness is another matter. Around town, the engine sounds like a quiet diesel. The harmonic imbalances inherent with the three-cylinder layout are most evident in the 1500 to 2000 rpm range, which corresponds with top-gear operation at most posted speed limits. Most passengers asked what the sonic rumbling was. Certainly the new 1.5L triple is not as smooth as the 1.5L turbo four that was the mainstream engine in the previous Escape. Turning up the audio system does not eliminate the the imbalance as it is felt as well as heard. The eight-speed automatic transmission seeks the highest possible gear, a common strategy to log the best fuel economy possible on U.S. government fuel economy tests. The transmission upshifts smoothly and downshifts eagerly. Ford will have to work harder to eliminate the sonic rumbling of the 1.5L three but could have also altered gearing to get the engine out of its rumbly rev. zone at most posted speed limits. Instead of restarting when the driver lifts their foot from the brake, Ford requires the driver to place their foot on the gas pedal to get the engine moving again. The automatic transmission has no creep feature when in Drive, requiring the gas pedal to be pushed to move when maneuvering the vehicle at low speeds. Observed fuel economy of 10.3L/100 km in mild, late spring conditions, was no better than four-cylinder competitors, essentially nullifying any advantage inherent with the three-cylinder layout. Ford has arrived as a pleasant ride-handling compromise. Steering is nicely weighted and quick, but does feel just slightly nervous at highway speeds. The Escape has comfortable seats and abundant space, Cargo space is ample. The Escapes air-conditioning works well enough and both the seat heaters and heated steering wheel warm very quickly. Towing capacity ranges from 690 kilograms (1500 lbs.) to 1587 kilograms (3500 lbs.), depending on the powertrain.

All-wheel drive, optional on the Active and ST Line trims, is priced at $2600. The base Active trim, with the Ford Co-Pilot 360 safety suite, power driver’s seat, a power liftgate, L.E.D. headlight and deep tint glass, is very well equipped. Upgrading to the ST Line is priced well beyond the value of its content and could easily just be folded into the Active trim. The exclusively all-wheel drive ST Line Select upgrade adds a heated steering wheel, heated seats, fog lights, remote starting, ambient cabin lighting, a garage door opener and the the powerful 2L four-cylinder turbo engine at a fair price. The Platinum upgrade includes rear parking sonar, active cruise control with stop and go, wireless cellphone charging, a 360 degree camera system, evasive steer assist, a 10-way power driver’s seat and six-way power passenger seat, an alarm system and a memory system, at a bargain price. The ST-Line Elite range-topper doesn’t really add anything of note over the Platinum and should just be eliminated. The conventional hybrid, powered by a 2.5L normally-aspirated four and the electric motor, is not offered on the base Active model, costs $6300 on the ST-Line with front-wheel drive and another $2600 to add all-wheel drive. Opting for hybrid power on the all-wheel drive on the ST-Line Select, Platinum and ST-Line Elite trims. The front-wheel drive only PHEV, is only offered in a single trim not really aligned with the conventional hybrid. Rebates of $2500 from Quebec and $5000 from the federal government for the PHEV version.

Reliability is unknown on this all-new vehicle. The 2L turbo is a known quantity but the 1.5L turbo triple, the hybrid and the new eight-speed automatic transmission, are unproven.