The Escape is a clean and contemporary styling job. 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 gas engines, a 1.5L turbo triple and a 2L turbo four, return for 2025. A conventional hybrid model employs a 2.5L normally aspirated four as well as electric motors to furnish 192 total system horsepower. Ford had a failed launch of an Escape PHEV but finally released it and it is now generally available. The PHEV is rated at 210 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 but is mechanically smooth as it revs. 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, aware that Escape had an unusual engine. 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. The auto-start system can be turned off. 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. Ford has arrived as a pleasant ride-handling compromise. Steering is nicely weighted and quick, but does feel just slightly nervous at highway speeds. With comfortable seats and abundant space, the Escape is a worthy travel capsule for full-sized adults. Cargo space is ample. The Escape’s 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.

Massive model lineup with more variants than are necessary or practical. Front-wheel drive is still available, increasingly rare in this segment. All-wheel drive costs as extra $2600 on the Active and ST-Line models and is standard on other gas-engined models. The Active base model includes the wireless iOS-Android cellphone interface, deep tint glass, forward collision warning, autonomous emergency braking, blind spot, rear cross traffic and lane departure warnings, a lane keep assist system and alloy wheels. The ST-Line adds a power driver’s seat and tailgate. The ST-Line Select upgrade includes the 2L turbo four, a heated steering wheel and wireless cellphone charging. The Platinum trim features a 13.2 inch infotainment screen, navigation and a power passenger seat. Moving up to the ST-Line Elite adds active cruise control. The base active trim is not offered with hybrid power. The supplement for hybrid power is $6300 for the ST-Line, $8300 for the ST-Line Select and $4300 for the Platinum and ST-line Elite. The PHEV model is sold in a single, well-equipped trim. Quebec offers a $2500 rebate for the PHEV Escape, with the federal government stumping up $5000.

Reliability is unknown on this all-new vehicle. The Ford turbo fours, marketed as EcoBoost, lack durability. The eight-speed automatic transmission is unproven. Historically, the Ford hybrid drive systems have been reliable.