(Originally published April 4, 2019) Nearly one year after Ford announced its plans to exit the American passenger car market, the 2020 Ford Escape has landed. And with it, we get a major glimpse into just how Ford plans to sway former sedan buyers to its crossover lineup. How will the company do it? By making their most popular crossover more car like than ever. The fourth generation model represents a significant departure for the Escape. And a return to form. Sort of.
What makes the 2020 Escape so noteworthy? First off, the styling. The first generation resembled the contemporary Explorer. The second generation morphed into its own thing but retained an overall exterior that emulated its sport utility stablemates. And the third gen model bridges the gulf between a car and a truck, just like a crossover should. The new model, however, will forge a different path by bringing a much more car oriented package to the segment. It immediately brings to mind the Porsche Macan and Mazda CX-5, two vehicles that aren’t exactly known for their off-road prowess. Of course, they don’t need to be. And neither does the new Escape.
Despite the rather dramatic styling shift, the Escape retains the same relationship its had with the Focus since 2013. Like its competitors, the Escape is based on its compact sedan counterpart.
And the next generation is basically a raised hatchback variant of the Focus. Same as it ever was. The current Focus, which Americans will not be able to purchase, debuted last year on the all-new C2 platform, an architecture that Ford now brings to the Escape and one we’ll see on future vehicles.
The new model reaffirms Ford’s commitment to EcoBoost technology by exclusively offering turbocharged engines for its non-hybrid variants, an Escape first. The standard gasoline engine is the 1.5 liter “Dragon” three cylinder currently available on the new 2019 Fiesta ST available overseas. In the Escape, output is rated at 180 horsepower and 177 Ib-ft of torque, which is slightly less than the current 1.5 EcoBoost four cylinder. But Ford has compensated for that with a focus on weight reduction and the inclusion of their new eight speed automatic transmission. The new transmission is derived from the nine speed originally developed by General Motors. Ford’s newest three cylinder will also come standard with cylinder deactivation, which will enable the Escape to run on two cylinders whenever possible. Front wheel drive is standard on the 1.5, with all wheel drive available as an option. Towing is rated at up to 2000 pounds for the three cylinder.
The 2.0 liter EcoBoost four will continue to be offered as an upgrade, with its availability limited to the SEL and Titanium trims. Output is slightly higher at 250 horsepower but torque remains unchanged at 275. It’s also paired to Ford’s new eight speed automatic. The 2.0 will also enable buyers to tow up to 3,500 pounds, which is the same rating as the 2019 model. Unlike the current model, buyers will not be able to order the 2.0 with front wheel drive.
In a return to a market segment it left in 2012, Ford will once again offer a hybrid variant of the Escape. The new powertrain is a 2.5 liter Atkinson cycle gasoline engine paired to a 1.1 kWh battery that sits underneath the front passenger seat. All wheel drive will also be available for the hybrid, and unlike some competitors, the system will be mechanical instead of electric, which should enable the Escape Hybrid to retain the same four wheel capability of the gasoline models. Ford says the hybrid powertrain is rated at 198 horsepower and 153 Ib-ft of torque. It is unclear if this is an updated version of the hybrid powertrain offered in the 2012 model or an entirely new design.
In a bit of a twist, Ford will also offer a plug-in hybrid model. This model pairs the 2.5 liter four cylinder with a 14.4 kWh battery pack that enables the Escape to go 30 miles on a single charge. The plug-in is rated at 209 horsepower. Both hybrid batteries do not intrude into the rear cargo area but they do raise the rear floor a bit. They are also rated to tow 1500 pounds. All wheel drive is not available on the plug-in due to packaging restrictions for the bigger battery.
The reintroduction of the Escape Hybrid is a return to form for Ford, as the company made waves when it introduced the model for 2005. It demonstrated that an American automaker could develop fuel efficient technology on par with Toyota, which had already introduced the second generation Prius some years earlier. And for some time it was the most popular hybrid aside from the Toyota. They’re also just as reliable. Numerous publications have reported on their ability to run over half a million miles as NYC taxi cabs with minimum upkeep. When I was selling Fords, cab drivers from NYC would immediately gobble up any Escape Hybrid we put out for sale and simply pay sticker for them since it was such a great value for their line of work. I have considered buying a 2012 Escape Hybrid just to see how far it would go.
But I digress. The saga of the Escape Hybrid is also another history lesson into how the American automakers repeatedly bungled their attempts to innovate while failing to consistently produce innovative and compelling vehicles. While the C-MAX had a more successful run by about 30,000 units when compared to the original Escape Hybrid, Ford decided to devote resources to create an entirely separate hybrid nameplate that ended up not being as fuel efficient as they initially claimed. And they failed to offer an all wheel drive variant, which meant they exited a segment they created, and one where Toyota and Nissan have since entered. And Ford hasn’t really innovated with its hybrid powertrains in over seven years. The Fusion currently packs the exact same hybrid system it came equipped with back in 2012.
| 2015 | 2016 | 2017 | 2018 | |
|---|---|---|---|---|
| Ford Escape | 306,492 | 307,069 | 308,296 | 272,228 |
| Honda CR-V | 348,720 | 359,673 | 378,600 | 379,021 |
| Nissan Rogue | 287,190 | 329,904 | 403,465* | 412,110* |
| Toyota RAV4 | 315,412 | 352,139 | 407,594 | 427,168 |
* also includes Rogue Sport
Misreading the market and letting fresh products grow stagnant has also impacted the current Escape. Just look at how much ground Ford’s competitors have moved since 2015. Not covered is the Chevy Equinox, which outsold the Escape last year for the first time ever. To be fair, it’s still good to be in fifth place in the compact crossover segment, but Ford blew a chance to at least maintain a position it fought hard to achieve.
When Ford introduces class exclusive features like a head-up display and a plug-in hybrid model, the company is doing it because it needs to. And the hybrid models exist because Ford needs to make up for the loss of the Fiesta, Focus, and C-MAX, three fuel efficient vehicles that helped with government fuel economy requirements.
There is another angle to the introduction of 2020 Escape and that is the “Baby Bronco” that is currently slated to be introduced by 2021. Details are scant but the above photo was taken and leaked by someone who attended a presentation Ford gave to its dealers last year. Did you wonder why the new Escape looked so different? Here is your answer. Ford has decided to essentially split the Escape into two vehicles: the on-road urban crossover that is the fourth generation model, and this new off-road oriented utility vehicle that will also use the Escape platform. It’s a notable shift in strategy, especially compared to something like the new RAV4, which explicitly went for an all-terrain vibe without any sort of separate nameplate.
Ford’s new plan of attack brings to mind the Mercury Mariner. The 2020 Escape is essentially the spiritual successor to the Mercury, while the “Baby Bronco” will potentially appeal to customers looking for a small, quasi off-road vehicle. Which is kind of what the first generation Escape represented. Of course having two separate variations of the same product didn’t help Mercury or Ford and it’s not guaranteed to work in the future, but more substantial differentiation between the two models combined with specific target demographics for each nameplate will most likely be the key to both being successful.
The first generation examples of the Ford Taurus, Focus, and Fusion all came about because Ford needed to reverse years of stagnation in their respective segments. The 2020 Escape will arrive at a similar juncture for Ford, an era that has seen the company take some drastic measures in order to cut its losses and prepare for the future. The new model will attempt to make up for the sins of the past, but it remains to be seen whether Ford will learn from its mistakes this time around. Fortunately, with the introduction of the fourth generation Escape, it seems like they’re off to a good start.
Related Reading:
COAL: 2018 Ford Escape SE Sport – Not The Mustang I Wanted by Mdlaughlin
Curbside Classic: 2005 Ford Escape – Fashionably Late To The Crossover Party by Ed Snitkoff
Will the “Baby Bronco” indeed be Escape-based? I’ve read on offroad forums that it will be a BOF design based on the Ranger. Or is that wishful thinking? I’m pleased to see the Escape Hybrid is back; it was always appealing in AWD form, though I never voted with my checkbook. But aside from cabs, they seemed quite popular locally, and with high resale value on the used market.
You’re conflating two vehicles. The new Bronco will indeed be a Ranger-based mid-size BOF SUV, a completely different vehicle from the unibody compact “baby Bronco.” In that one fuzzy shot of the BB, you can see a blocky shadow behind it. That’s all we’ve gotten so far (besides an under-the-sheet pic and a test mule cobbled together from Ranger parts) of the new Bronco.
Got it … thanks. I assumed that even Ranger-based, the new vehicle would be a “baby” compared to the full-size Bronco of yore. It sounds like Ford will be positioning this line similar to Jeep, though not as broad, with the GC (unibody, but otherwise a true SUV), Cherokee/Compass and Renegade.
The regular Bronco is the vehicle that will be body-on-frame. It’s going to use the next generation Ranger platform.
So Ford is making both a Jeep Wrangler and Renegade equivalent.
Great analysis! Just from a design standpoint, the new Escape is already an improvement IMO over the current model. And the baby Bronco is ready to take in those buyers who want something like the original blocky Escape.
Nice analysis.
A quite attractive car. An Energi plug-in would be welcome in the Niedermeyer driveway, although the lack of 4WD is a bit of a bummer.
I read that the hybrids eliminate the rear seat sliding feature, which is a minor trade-off.
Yeah I was definitely disappointed in the lack of AWD with the plug as that would put it at the top of the list for the wife’s next vehicle.
I hadn’t heard of the loss of the sliding rear seat with the Hybrid, I can see the need to eliminated it on the Energi because it has a capacity over a dozen times greater.
Nice looking Kia
That’s what i thought too
And the Subaru Crosstrek
A three cylinder with cylinder deactivation? This just doesn’t sound pleasant at all, but perhaps a drive would change my mind.
The Panhards, the 2CV, the original Fiat 500, and others used the 2 with success for many years. Well, there have been many successful 2 cylinder engines, but none known for power or smoothness. Compared to any other engine in current use, it will probably help mileage greatly for CAFE purposes, if not in regular use.
I believe the current small-block V8 in the Silverado can deactivate all the way down to 2 as well. Clearly not when there is any load on it but for rolling down the freeway it should be fine, I assume there will be some kind of noise cancellation feature just like Honda uses when they make the V6 only run on 3 etc.
Very interesting analysis. Seeing the original Escape reminds me how much I liked the styling of that early car–it was a nice interpretation of the baby off-roader look, which appeals to me. So I’m glad to see it coming back with the Baby Bronco, and I think there will be a market for a vehicle with that style from Ford (should be able to go after some Jeep prospects more effectively).
As for the new Escape, it also looks nice and modern, if a bit generic in the new crossover style. I never warmed up to the current Escape (I’ve rented a bunch of them), because I found the styling too fussy and the interior too low-grade. All those issues look to be addressed with the new one.
I’m betting Ford will do well with both iterations of this vehicle. Their biggest challenge is the fierce competition in the segment, and the willingness of certain companies (looking at you Nissan) to be ultra-aggressive on pricing and discounts, which seems to be effectively building their business, even if the Rogue isn’t a class-leader product wise.
From a wanna be-Aston Martin to a wanna be-Porsche.
I don’t see how the Escape resembles the Porsche more than any other CUV does.
The whole side is almost the same, doors, belt line, fenders, windows, however it’s not a demerit, but the current style has more personality, it’s sort of a step backwards in terms of design like the Civic V to the VI.
The current style looks almost identical to the Toyota Rav4. Same doors, same windows, same upkick in the belt line, same bits of chrome stuck on. The last time the Escape was distinctive at all is when it still looked like a small boxy SUV.
Your comment on the original Escape Hybrid “. It demonstrated that an American automaker could develop fuel efficient technology on par with Toyota, which had already introduced the second generation Prius some years earlier.” Actually, Ford licensed a large portion of Toyota’s hybrid technology to build the first Ford Escape Hybrids. The Ward’s article below is from Mar 12, 2004.
https://www.wardsauto.com/news-analysis/toyota-technology-kick-started-ford-s-hybrid-escape
Also regarding Toyota differentiation versus Ford you wrote “It’s a notable shift in strategy, especially compared to something like the new RAV4, which explicitly went for an all-terrain vibe without any sort of separate nameplate.”
Toyota sells the CHR in the same showroom which to me is targeted to the 2020 Escape buyer. While the Rav4 will most likely be cross-shopped with the new Baby Bronco. Toyota also markets the Lexus UX and NX which have a similar dimension to the Rav4 and Escape. Lincoln only has one small CUV the MKC/Corsair, If anything Toyota has one additional separate nameplate than Ford in this segment. Not including the Toyota hatchback Corolla which may appeal to some Rav4 buyers on a budget.
I forgot that Ford also sells the EcoSport now in the USA which more likely competes directly with the CHR than the Escape. Which puts the Escape now in sort of an odd position stuck in between the EcoSport and the coming Baby Bronco. Once the Baby Bronco debuts and Ford is also working on a 2nd gen EcoSport the Escape will really be in a difficult position.
I guess Ford has two years or so until that happens to retail the heck out of the Escape. Once the new EcoSport and Baby Bronco debut though, I think Hertz and Enterprise will become the primary customer for the Escape if it doesn’t get axed outright.
James,
Ford developed the hybrid tech on their own, but quickly realized their system was so similar to Toyota’s it would result in legal issues. So they traded patents with Toyota. They gave the company some of their direct injection and diesel patent right in exchange for the patents on the hybrid system.
My favorite part about those first Escape hybrids were the batteries. IIRC, they were a bunch of rechargeable D-size cells placed into long tubes. If accurate, I always thought that when the batteries began losing their ability to retain a charge, you could just go out and buy a whole bunch of fresh, D-cell rechargeable cells to replace the old, worn-out cells.
One graphic says it all….
Yes, I know this is a little bit of a set up, and the wheels are doctored, but the comparison definately illustrates the point that there’s a very specific core market everyone’s chasing…
I like that graphic. Judging these cars from a small picture like this, it seems that the only significant point of differentiation is the rear quarter-window shape. Some have an upsweep, some a downsweep, and some go for a more traditional wagon look. Other than that, they look as similar as eggs.
I can tell them apart perfectly fine, even if I don’t especially care about most of them. The constant Greek chorus of “all SUVs/CUVs look alike” is getting tiring. You could do the same thing with 1970s full size sedans, 1980s compact hatchbacks, or 1990s SUVs.
Part of the sameness is that everyone is represented in that graphic. I agree that the domestic full size sedans of the 70’s all kind of looked alike, but you’d never confuse any of them with anything out of Japan or Germany.
@MT Exactly. And the photo montage also misleads by showing them all the same size.
I know, right? There’s a lot of variance! It’s nice to see distinction! 🙂
(In all seriousness, this graphic pointedly ignores the instantly noticeable real-world size difference between something like an Escape and a Traverse or Enclave. If you applied this same resizing to all the cars of the ’40s, ’80s, whatever era, you’d get largely the same result. But hey, why let pesky things like facts get in the way of complaining?)
The original Escape was actually developed by the truck division and was tested to their truck standards at the time…even though it was FWD based, it was marketed as a SUV. The 2012 generation was actually developed by Ford of Europe and basically an updated Ford Kuga, which was prior a unique CUV for Ford. This new generation is again indeed a Euro-lead design and is the new Kuga. The good thing is, as you pointed out, the new “Escape” is now even more CUV and the new “Baby Bronco” will be more SUV so Ford can appeal to both sides of the market! BTW I’m really hoping they name the Baby Bronco “Maverick”, which was ironically last used in Europe on our first generation Escape when imported there.
Also, rumor is the Lincoln Corsair will offer a PHEV version in AWD using an additional rear electric motor. (The Escape doesnt offer AWD on the PHEV because the battery pack would block the needed driveshaft) But Lincoln will bypass that issue and offer even more power exclusively in their offering.
I’m surprised and disappointed there’s no AWD on the Escape PHEV. All it takes is a small motor and differential on the rear wheels. It’s tall enough for some batteries…poor packaging.
AWD’s important for cars like the Escape in many markets like the West.
Turns out the 2020 Prius Prime doesn’t offer AWD either.
I’m hoping for Maverick too, not just because it was used on the rebadged EU Escape (and the rebadged Nissan Terrano before that), and not just because it has history as a compact Ford vehicle, but because it’s just a good name.
I have owned both the 1st and 2nd gen Escapes and were pleased overall. The first handled the blizards of upstate New York with ease and lasted 220k miles. The second has done well on long legged trips.
Now I notice that the Escape has gotten tamer and tamer with the 3rd and 4th generations. I guess the latest edition will be relegated to nothing more than shopping malls and a bit of snow on the ground. With the 3 pot engine only available in FWD and 4 cylinder only in AWD, this is similar to the EcoSport.
For die hard campers and hikers, the Bronco will have to do.
The 3 cylinder can be ordered with AWD.
Good old Ford – it always manages to pull a Model A/49er/Mustang/Taurus/Explorer/Fusion out of its hat in the nick of time.
I’m guessing that we will be able to add this Escape, along with the Bronco and “Baby Bronco,” to that list.
I think it looks very nice and will likely hit Fords profit and volume targets even in a down market. And, for Ford and other manufacturers isn’t profit what cars are for?
Speaking of Fords Past, I’ll predict that the 2020 Escape is about the same height and length as the 1948 Ford.
Not quite. The ’48 Ford Tudor Sedan was 198.2″ long on a 114″ WB, 69.4″ tall, and 73.3″ wide. The new Escape is 180.5″ long on a 106.7″ WB, 66.1″ tall, and apparently 75″ wide. I say “apparently” because 75″ is incredibly wide for a compact CUV (most are between 70 and 73″), and I don’t fully trust the site that gave me that number, because it also claims the previous Escape was 74.1″, when it’s really 72.4″.
Thanks for coming up with those figures. I didn’t know the new Escape dimensions were out, and darned if I could find the height of the ’48 anyplace. Clearly the Escape’s length is much less than it looks to me in the pictures.
I think the 2020 Escape’s 66″ height is most interesting, close to the 65″ height of the ’49 Ford. The observation I was trying most to make is how today’s crossovers are as tall as the early-50’s cars that we now consider ideal in size. No more longer, lower, wider, that’s for sure. As Paul so amply demonstrated in today’s Magnum Opus.
Essentially we’re now seeing the SUV starting to diversify for different tastes. The required dimensions pretty much set, variations on a theme start to appear. I quite like it, first time in a while that newly created segments – car vs. truck-style SUV – actually seems to make commercial and practical sense.
Lets get some facts straight on the Ford Hybrid systems over the years, so far.
1st gen used a 2.3 4cyl with an Aisin built, Ford designed e-CVT. This was exclusive to the 2008 and earlier Escape. While it uses a planetary gear set and two motor generators like the original Prius it has a major architectural difference from the Toyota System.
The Toyota system is a single axis set up, that is the Engine crankshaft and both motors share a common centerline. The Ford is a multi axis system with the traction motor/generator with its own centerline. This allows an additional gear reduction between it and the final drive. That allowed a higher vehicle speed with engine off w/o exceeding the starter motor/generator’s critical speed.
The 2nd gen Ford system was still built by Aisin and was an update of the first gen transaxle, it was teamed with a 2.5 in 2009-12 Escape as well as the 2010 and up Fusion. The significant changes were to motor power and the gear ratios to allow a slightly higher engine stopped speed. The other significant change was to an electric A/C compressor instead of a belt driven as in gen 1 vehicles.
The 3rd generation is built in the US in a Ford owned factory. It continues with the multi axis architecture. It is paired with a 2.0 and is used on all 2013 to present Ford Hybrids with or without a plug. Since it was designed from the start to be a plug in it included provisions for an auxillary electric powered lubrication pump for the plug in version. This also meant setting the gear ratios and motor powers to allow for 85 mph engine stopped operation.
I expect that the 2020 system for the Escape and Corsair will not be a return to the Aisin built units as found in previous Escapes. I fully expect it to be based on the current Ford built units and be built in the same factory that Ford invested a lot of money to set up for in house hybrid transaxles.
On the other hand I do expect the AWD system to be similar to that used on the 2012 and older Escapes in that it will use the same PTU and diff as the ICE only versions.
I’m a convert for my front line vehicles having had at least one of each variation, 2010 Fusion, 2008 Escape AWD, 2013 C-Max and currently 2015 MKZ and 2013 C-Max Energi.
The lack of the ability to have AWD and a plug is disappointing and may be enough to get the wife to agree to the Aviator since the base hybrid is a plug in AWD.
I never knew about the multi-axis system. Thanks for all this juicy engineering detail.
If you want all the juicy engineering detail check out Weber Auto on Youtube. Lots of video of many of the Hybrid transaxles, some of them coming from a complete tear down of a car. Others just used or mfg training donations. The newest addition is that of a Bolt tear down. https://www.youtube.com/watch?v=APhRPSdmdmk&list=PLIn3FrDiB1lzjfZvamYdxYo9uczD2JnTT
May I ask what happened to “Who killed the big American car”?
Super-interesting topic, I started to reading it, now that I want to go on it is gone?
It went up accidentally well before I was finished with it. I put in the wrong publication date. 🙁
It’ll be up in the morning.
Nice writeup, but hard pass on this vehicle. I’m perplexed by the fickle ever-changing vicissitudes of car buyers. This thing is the rounded, tame, obviously car-based hatchback/wagon with all the negative stigma that automakers spent billions creating the CUV segment to avoid. I. Do. Not. Get it.
Anyway, the vehicle itself worries me on paper. Ecoboost 3 cylinder. They couldn’t even get their 1.5L 4 to match the old port-injected Toyota 2.5 in acceleration or fuel economy. Honda is cranking out respectable power and mpgs from their 1.5, but then there’s the oil dilution issue. 1.5L Turbo = bad juju, apparently. If I wanted an AWD family car from Ford, I’d be hunting hard for a remaining Fusion 2.0T AWD. I like that car.
I dunno, I must be a budding Luddite and crank, because despite being a target demographic for this class of vehicle I just don’t find them appealing and I’m immediately suspicious of new powertrain tech that promises the world but delivers 10% fuel economy gains in exchange for more dealership visits and out-of-warranty failures. HUMBUG!
So, I guess that people who want a new Focus can just buy an Escape and get it lowered. Lowered Ecosports will be the new Fiesta and Lowered Edges will be the new Fusion.
+1
I want to be excited about this new Escape but I’ve been burned far too many times with Ford vehicles — and watched others be burned. The PowerShift debacle was truly the last straw for me.
Cheering for Ford is like being a Maple Leafs fan. Some great history — in the sixties — but nothing but disappointments and false hope since then. To me, this vehicle is like watching the Leafs qualify for the playoffs; I no longer care enough to be invested. However, I’ll be vaguely following.
Ford may finally perfect the compact crossover a few years from now — just in time for buyers to shift back to sedans and affordable compact cars; both which they’ve abandoned. Maybe they will become a trucks-only automaker, as some have predicted.
Now that the Escape is at the dealers, the main complaint from reviewers has been the three-cylinder engine. It lacks the refinement necessary for the price Ford is asking. Both Car and Driver and Consumer Reports have mentioned this. Perhaps the wariness of this engine has been justified, at least from a refinement standpoint.
The other complaint has been an interior that shows too much evidence of cost-cutting.
I never really noticed this before, but you write about Ford very often. 🙂
As I stated earlier post, I’m not too impressed with the 4th gen Ford Escape having owned the 1st and 2nd gen. It looks tame and benign.
Since the article was originally issued, The Lincoln Corsair has arrived on the market and I am duly impressed. I understand it shares major components with the 4th gen Escape, but is available with a choice two 4 cylinder turbo engines (and a 4 cylinder hybrid) and contain substantial upgrades.
If feel the Corsair will do very well.
I just saw one of these earlier today, and I honestly thought it was a 2020 Focus. Then I realized that Ford doesn’t sell a 2020 Focus in the US, and realized that it is actually an Escape.
So just a year after Ford announces they’ll no longer build cars, they roll out… a nice car. A station wagon, even! Score one for stealth marketing!
Three blown cylinders and it tows a ton? I think that’s a first, isn’t it?
I test-sat one of these last week. As an avid C-Max owner, I was disappointed. It feels closed-in, with none of the spacious, airy architecture of my Fat Focus. Worst of all, I couldn’t find a good driving position; the wheel was too close, the pedals too distant and the seat a couple inches high. I think I’ll keep my C-Max a long time.