I, for one, welcome our partially electrified overlords.
After spending some quality time with the hybrid variants of Ford and Toyota’s recently redesigned compact crossovers, I came away with one major conclusion: these are two extremely competent vehicles that will no doubt satisfy their owners for many years. They’re also fierce competitors that are quite evenly matched.
But is there a standout among them? And is $38,000 too much to pay for a non-luxury compact crossover?
Introduction
Ford and Toyota introduced redesigned versions of their compact crossovers within one year of each other. The Escape, which sits on the Blue Oval’s C2 platform, arrived in 2019 as a 2020 model. Toyota released the Rav4, which now sits on the Toyota New Generation Architecture (TNGA) modular platform, in 2018 as a 2019 model.
Both automakers decided to pair their 2.5 liter four cylinder gasoline engines to one or more electric motors, with a 1.1 kWh (Ford) – 1.6 kWh (Toyota) battery thrown into the mix. Hooked up to each model is what both call an eCVT. In actuality, these transmissions are planetary gearsets. Ford and Toyota developed these systems independently of each other and they share no components whatsoever.
Styling Comparison
However, one thing these crossovers seem to share is styling. While they don’t look exactly alike, there’s some surprising similarities between the two. Both feature horizontally oriented tail light packages with nearly identical layouts and aesthetically similar tailgates.
Things are a bit different when you look at their sides though. More on that in a bit.
Ford Escape Exterior
Although the original Escape looked like a miniature SUV, subsequent models pivoted away from that aesthetic. The 2017-2019 Escape seemed designed to visually tie the compact crossover to Ford’s larger utility offerings, which may have been some type of intentional course correction. The new model does no such thing. Instead, it adheres to the design language espoused by the new Ford Focus. There’s soft curves and a big ol’ smiley face out front. When a current generation Focus swapped fluids with a Mazda CX-5 and a Rav4, this is what popped out nine months later.
Clearly, it’s designed to attract Ford car and crossover owners on both sides of the Atlantic. This is a stealthily radical entry in the crossover world, as even models like the Honda HR-V and Mazda CX-5 feature more aggressive front end styling.
Toyota Rav4 Exterior
By contrast, Toyota used the latest Rav4 redesign to shape it into a miniature 4Runner. There’s no doubt in my mind that at least several thousand 2019+ Rav4 owners drove away from the dealership thinking they purchased a vehicle that can keep up with its larger sibling once the pavement ends. This is an aggressive design that instantly elevates the nameplate to new heights, as pretty much everything since the first generation sported inoffensively bland styling. The raised edges around the hood that rise up before tapering off make the entire front end look squared off when you’re sitting in the driver’s seat. It’s a brilliant way to fool people into thinking they’re driving an actual SUV.
Ford Escape Interior
Before I received the Escape, I was skeptical that any higher tier mainstream crossover could realistically compete with their luxury branded rivals. Now I know why there’s not a regular hybrid variant for the Lincoln Corsair, which is based on the Escape. Everything you regularly interact with is soft to the touch. The controls have heft and feel substantial and I don’t think something like a Volvo XC40 would be noticeably superior. Additionally, I had no problems getting used to the rotary dial shifter.
Ford decided to slightly update the interior chimes and noises they’ve employed since around 2013 or so, and they still sound pleasant. I also liked the head-up display.
Getting into and out of the Escape is easy since Ford opted to integrate the grab handle into the side armrest. It begins behind the window switch controls, which you can kind of make out in the picture. Overall, the controls are well placed throughout the cabin. The Escape also has LED interior lights and full LED head lights.
Seat comfort was great. That being said, it did take me a while to find the right settings for my body. But once I did things were fine. I was not offended by Ford’s “ActiveX” synthetic leather seats and I highly doubt most people will notice or care. They felt good and were a bit firm. The seats felt specifically designed for my 5′ 6″ 145 pound frame. But it should be noted that my 5′ 10″ 215 pound father also liked the seats.
Back seat comfort also impressed. This was mainly due to the Escape’s reclining and sliding rear seats, which allow back seat occupants extra options when finding a good position for themselves.
Toyota Rav4 Interior
Like the Escape, the Rav4 features an abundance of soft touch materials you won’t find in less expensive trims. I especially liked the rubberized knobs for the audio and temperature knobs. Less enjoyable were the constant beeps that sounded every time I did something the Toyota didn’t like. Aside from not sounding as nice as the ones featured in the Escape, the Rav4 felt compelled to BEEEEEEEEEP every time I wanted to exit the powered-down crossover with the windows in any other position than fully up. Apparently, Toyota thinks their customers need a quasi-car alarm noise thrown at them every time they want to let the cabin in their vehicles get some fresh air while they sit in the driveway.
Perhaps my favorite section of the Rav4’s interior was this storage shelf above the glove compartment. It’s handy for storing things and holding phones. Plus, it’s illuminated, at least at night. There’s another little space dug out to the left of the steering wheel but that’s far less useful, as it’s a bit small.
Surprisingly, getting into and out of the Toyota is an experience. The Rav4’s doors are perhaps the heaviest I’ve ever encountered. Or not. Their weight may have felt more substantial because Toyota installed the Rav4’s door handles as far forward as humanly possible. As a result, it requires significantly more effort to pull the doors shut.
Toyota also designed mirror and door lock controls that are too small. They’re more difficult to use than the ones in the Escape. Additionally, Toyota deemed it acceptable to leave the window switch controls unlabeled. This might be okay in a $23,000 Corolla. In a higher end Rav4 though? It’s questionable, at best. Plus, all interior lights in the Rav4 feature traditional incandescent bulbs, as do the exterior fog lights.
Like the Escape, the Rav4 features synthetic leather seating, or in this case, “SofTex” seats. These felt softer to the touch than those in the Ford and less like real leather, but they also failed to convince me that genuine cow hide would be superior. Seat comfort was very good and I was instantly able to feel comfortable in the driver’s seat. They were a bit wide for my frame though. These felt like more traditionally “American” seats than the ones in the Escape, which seemed like thrones more suited for European vehicles. Nothing wrong with either approach, but your mileage may vary.
Rear seat occupants in the Rav4 cannot slide or recline their seats, but legroom is generous.
Ford Escape Infotainment & Technology
All Ford Escape models from SE up feature an 8 inch touchscreen with Sync 3. The system was responsive when called upon to do something and had no problem with my Samsung Galaxy S20+ or my iPod Touch. Voice commands were easy to use and call quality was excellent. Please note that the screen looks good in person – the phone just couldn’t capture the screen in a competent manner.
Ford gets major points for including a USB-A data port in the center storage compartment. This allowed me to keep the iPod plugged in and safe from prying eyes.
There’s also a USB-C data port up front, which I used for my phone when I wanted to use Android Auto. Newer Titanium models have a wireless charging pad to the left of the port, but my loaner was an older 2020 that didn’t have it.
Toyota Rav4 Infotainment & Technology
I’m going to focus on the positive aspects of Toyota’s system first. My phone and iPod worked well with the system and the Rav4 listened to my voice commands.
Unfortunately, the experience is marred by a slow working system that boasts graphics from roughly 2010. The factory navigation is slow and not terribly intuitive. Toyota decided to install buttons around the screen, but a touchscreen interface could easily accommodate those functions if designed correctly, as Ford did with Sync 3. The phone section also requests four favorite contacts to feature prominently, which looks messy and is unnecessary with the advent of voice activated calling.
Toyota installed two USB-A charging ports in the center console that do not connect to the infotainment system. I prefer Ford’s setup in the Escape, as I am one of the 14 people left in America who enjoy having a dedicated music player for specific cravings, and podcasts.
Ford Escape Hybrid Information Systems
Standard on every hybrid Escape is a 12.3 inch digital instrument cluster. It’s a crisp, high resolution display that effectively explains what the hybrid powertrain is doing, or what it will do if throttle inputs increase. While not present in the above picture, there is a blue bar for pure EV operation that expands or contracts based on driving habits. A bracket forms around a portion of that bar to indicate when the gasoline engine will kick in. More on that later.
Owners also have the ability to summon a very slick hybrid information system on the infotainment screen. It will explain why the gasoline engine is on with text below the vehicle graphic. Additionally, the wheels spin when the Escape is in motion.
Toyota Rav4 Hybrid Information Systems
Standard on the XSE Hybrid and unavailable on lower trims is Toyota’s 7 inch digital Multi-Information Display. Physical gauges flank the screen. Unfortunately, the left gauge is completely useless. It’s basically a tachometer without any useful information. It moves up towards the top when you’re on the gas and down when you’re off it. There is no indicator to explain where or when you might trigger the gasoline engine.
As for the digital display, it is a noticeably lower resolution than what Ford equipped in the Escape. To make matters worse, Toyota cluttered up the display with information that’s far too small. And if that’s not enough, Toyota designed a hybrid information system that cannot adequately explain what the hybrid powertrain is doing or how the driver can avoid starting the gasoline engine. Sure, there’s an EcoZone, but it’s just a bar that fills up. There’s no Ford-like bracket to show when the engine will kick on. And if you want to know if the Rav4 is operating in full EV mode, you have to squint to make out the tiny symbol placed awkwardly in the wasted space that is the fake digital semicircle.
Toyota also designed a hybrid information layout in their infotainment system. But again, it doesn’t actually explain why the hybrid is doing certain things.
Ford Escape Driving Dynamics
If you want to know why Ford cancelled their passenger car lineup, you’re looking at it. On the road, the Escape is composed, with a firm suspension setup that easily acquits itself over bumps or road imperfections. It does not isolate you from them, but the chassis is well sorted enough to make rough roads feel smooth. Rough roads fail to stymie the Escape in any meaningful way. The Escape loves tackling twisty roads and is quite willing to take corners a bit faster than drivers normally would. There doesn’t seem to be a comfort penalty for selecting the 19 inch 225/55 tires either, which are optional on the SE Sport and standard on the Titanium.
Steering is electrically assisted but probably about as good as you’ll get in a non-luxury vehicle. Feedback is great and there is progressive buildup when turning the wheel.
The Escape’s driving dynamics should please Focus and Fusion owners, as it apes both of them when it comes to its ride and handling characteristics.
Toyota Rav4 Driving Dynamics
While the Escape can be compared to a seasoned salsa dancer that can effortlessly show off her moves in several minutes or less, the Rav4 is best described as the dedicated student who’s taken every lesson to heart. It does not protest curvy roads but neither does it say it wants more. But it is willing to tackle them. As for steering feel, the system is responsive to inputs but pretty numb in terms of offering feedback.
The big let down here is the suspension. All XSE trimmed models come equipped with a “sport-tuned” suspension. In truth, it feels more like a “sport utility tuned” suspension. The Rav4 bounces over bumps instead of absorbing them and the rear end will move laterally over poorly paved roads. It behaves like a body-on-frame SUV in those respects. But it does drive nicely over smooth roads. I don’t think the 18 inch 225/60 tires helped soften the relatively unsorted suspension. Body roll is also more pronounced in the Rav4.
It should be noted that the Escape might have a built-in handling advantage with its all-wheel drive system. Hybrid Escapes come equipped with virtually the same mechanical all-wheel drive system as the gasoline models. The system can send up to 50 percent of engine power to the rear wheels regardless of whether the front wheels are slipping. By contrast, the Rav4 hybrid uses an electric motor to power the rear wheels. That motor is powered by the battery and can only activate when the system detects the front wheels slipping.
Ford Escape Hybrid Operation
Overall, the Escape’s hybrid system is seamless. Transitions between all-electric and hybrid power aren’t felt. Speaking of power, the Ford offers plenty of it, although acceleration from a stop in certain modes lagged behind the Toyota. Eco and Sport modes felt extremely similar but Sport perfectly mimics a gasoline powered car. In that mode, the Escape accelerates as fast as the Rav4 does in its Normal mode. Ford seems to have programmed the hybrid’s transmission to feel like a traditional automatic in Sport mode too.
The hybrid’s regenerative brakes are extremely grabby and take some getting used to, but the learning curve is small because it’s backed up by actual stopping power. It’s worth noting that Sport mode eliminates the immediately strong braking setup for a more progressive buildup not unlike a non-hybrid car.
When powered on, the engine is barely felt in the cabin, but the 2.5 liter four cylinder is a bit noisy when going up hills.
Toyota Rav4 Hybrid Operation
Like the Escape, the Rav4 seamlessly transitions between EV and hybrid power. Although the Toyota transmitted more engine vibrations into the cabin and the steering wheel. Power is abundant from a stop. Unfortunately, Toyota missed the mark on the brakes. My gut tells me their engineers wanted the brakes to feel as “normal” as possible and as such designed them to feel a bit light. It felt like the regenerative braking system helped recapture energy but failed to actually slow the vehicle down except when pressed hard. Essentially, the Toyota’s regen brakes will feel like they’re slowing down the vehicle but actual stopping power isn’t there. As a result, more braking power is needed right as you’re getting pretty close to the vehicle in front of you. Much to my dismay, abrupt stops were pretty common in the Rav4.
I noticed no difference in power or driving behavior in any of the Rav4’s driving modes.
Conclusion
In terms of powertrain refinement, the Ford and Toyota hybrids are basically equal. They excel in any mode they’re in and are most likely the superior options when compared against their regular gasoline counterparts. As for the all-important gas mileage figures, I averaged 43.9 mpg in the Escape, which you can see above, and 45 mpg in the Toyota, after about 200 miles of driving. Either way, both seemed poised to easily deliver on their EPA rated numbers.
Are there any victors in this match up? I think so. Overall, the Escape is the better hybrid, because it offers drivers actual explanations for how the hybrid powertrain is operating and for disclosing how many miles they’ve traveled under EV power. It also boasts superior driving dynamics. And it’s the better option for those who regularly have rear seat passengers.
That being said, the Toyota is a solid choice for those who just want a fuel-efficient utility vehicle that looks, feels, and operates like a “real” SUV. The Rav4 operates less like a “Rav4 Hybrid” and more like a Rav4 that just so happens to come equipped with a hybrid engine. With a bit more cargo capacity behind the second row, it’s also the better option for people who regularly haul stuff.
If you’re in the market for compact crossover, don’t discount the hybrid variants. And if you’re convinced that an Escape or Rav4 hybrid is in your future, make sure you test drive the other one first. Heck, if any of you are looking for a new vehicle priced between $28,000-$38,000, these need to be on your list.
Toyota loaned me the Rav4 XSE Hybrid for one week. It was the same situation with the Ford. Each came with a full tank of gas.
Additionally, I had a two day overlap with both vehicles.
It’s good to see you were able to have some seat time in both, especially with there being an overlap. It does allow for a more thorough comparison.
Having driven a gas powered 2020 Escape SE a few times (reviewed prior in these pages) these are nice rigs. Sadly, I have not spent any time in the RAV-4 (or any RAV-4, ever, come to think of it) although I would enjoy doing so. Visually I prefer the Toyota. Not because it’s more butch looking but rather the odds of being able to see the front corners of the vehicle while driving it appear to be greater. It’s a benefit to know how close you are to things when in tight confines.
Ed, thanks for this as I suspect there will be a compact C/SUV in my future. My daughter is preparing to play her harp(s) professionally and she will need something large enough to haul them in the back. The largest one is just over six feet tall and add a few inches once inside its case. She won’t be able to use just anything, especially by the time she adds the harp dolly, music, and other assorted items.
Now, for a pointed observation…All the infotainment and hybrid status business is nifty but also a grand distraction. What is the purpose of using these vehicles – is it to drive them or to be entertained? Using a phone, monitoring all the informational outputs, and using all the other related items are a distraction to the task at hand. Inattentive driving has overtaken drunk driving as the leading contributor of fatalities on the roadway. I guess I’m just a cranky middle-aged guy but those items are the modern version of non-collapsable steering columns and undersized, bias-ply tires. The primary difference is one is not the fixed entity the other was.
On a less downer of a note, it’s good to see the continual improvement in hybrid systems and these small S/CUVs. They are versatile vehicles.
I definitely should have mentioned that you can see the sides of the Escape in the review. They’re curved, but they’re there.
Now I don’t know about the newest Escape but on previous Ford Hybrids the intention of the Hybrid information was to help the driver learn how to drive a Hybrid most efficiently. However on the older Ford Hybrids and likely on these you can choose what you want it to display. Once you’ve learned the regen/friction threshold and to anticipate when the vehicle could shut off the engine and go into EV mode by letting off the throttle slightly for a second then they have served their purpose and you can select something else. For me it is the tach and temp gauge. For my MIL’s I’ve set it to distance to empty in big numbers.
In that technophobic spirit, I wouldn’t buy either if they didn’t have an option to turn the center screen off. The Escape does, but it’s hidden behind two menu steps. My C-Max has an easy-to use button just for that, and it was the car’s only unexpected feature that make me squeal out loud with delight! (Get the pun?)
While I agree with your overall sentiment, there are reasons why I am convinced all this info(tainment) is bad news. It’s not technophobic; it is knowing details of what has happened from many instances when people let themselves drive distracted.
Most systems are programmed to not let you make certain selections while the car is in motion, mostly to do with settings or other stuff like that that really takes concentration.
This Toyota one with the buttons on the side edges seems to be somewhat better than some others in that while one may glance over to select a menu item at least one could realize which button needs to be pushed and then there’s a tactile feedback loop without having to watch your finger hit the correct square inch of screen, eventually one might develop the memory that the Audio is the third button on the left etc. The two knobs are volume and tuning, located higher than most normal radios would be, and also duplicated on the steering wheel as a volume rocker and a radio preset selector rocker.
In their defense and as much as everyone derides them, these two screens happen to both be placed high and pretty much in the line of sight of a driver, in both cases actually higher than the main vehicle instrument cluster. I can just as well recall people looking all the way down toward the bottom of the center console to adjust the radio or fan speed or light a cigarette or whatever as well in the olden days, these at least seem to have the HVAC functions separate and fairly high as well whereas others duplicate those controls on the screen and as buttons and knobs.
Most functions can also be controlled by voice, especially and most easiest the phone, but of course not every person chooses to use them that way.
Lots of people drive distracted without screens as well as you’ve surely noted, eating, drinking, reading, applying makeup, doing hair, popping zits, smoking various things, attending to kids, texting, etc. I think that genie was out of the bottle well before screens made their way into cars.
The Toyota screen can be turned off with two steps as well, presumably similar to what John says about the Escape’s but rare is the person that would (or would want to, for generally valid reasons). Saab at one point had the blackout option for everything but the speedometer dial unless it needed to alert the driver which was interesting too.
In the end I think it comes down to a driver’s own personal responsibility. Either they will do a good job and not let themselves get unduly distracted or they won’t and it doesn’t matter if it’s a Tesla with one big screen or a Chevette where they fumble with their left hand for the window winder to crack the window while lighting a Parliament Menthol with their right hand and steering with a knee. At least some newer vehicles have accident avoidance tech (standard in every single RAV4, not sure about the Escape or I missed it in the review and curiously absent on almost any US-branded 2020 model year pickup at a less than $45k price point) that while perhaps not perfect and perhaps not something you or I think we absolutely need, I’m awfully glad that a lot of other drivers have it to help them avoid running into me and can admit that I’d rather it be there to help me in case I do something stupid one day. If the F150 that rear-ended my Subaru at the traffic light a few years ago had Active Emergency Braking that wreck would have very likely been avoided.
That’s reassuring to know about the screens having limited function while in motion although I can’t say I’m surprised either.
Indeed there have always been distractions (such as the woman who was the passenger and got her head caught under the steering wheel – think about it for a second) but the variety and number of temptations have grown.
The problem with all this is I am concerned about sounding preachy. I’m not and really don’t want to be perceived that way. I suppose I’ve simply been privy to too much over time.
You don’t sound preachy, but should do what’s best for you and yours. It’s never a bad idea to be willing to learn about stuff though in order to make the best decision – not saying you are guilty of this, but plenty of others make snap judgments without even trying something. I even sampled broccoli a few times from a few different cooks. Now my (correct) opinion on the vile weed actually has merit.
Gaaah! My eyes!
I like the Ford styling. Some might call it bland, but I’d call it grown up and a vast improvement on the transformer style we’ve been cursed with of late. Until this it’s only been Mazda with the nerve to market graceful curves on a CUV.
Ford’s synch 3 is excellent, and that’s a high recommendation from a known Luddite like me.
Interesting review, two major players using different design but similar tech to get to the same place, i.e. build popular vehicles that are more fuel efficient than the majority of other vehicles at prices that don’t break the bank. Just think, at 15,000 miles per year, with gas prices as they are around here currently, the outlay for gasoline would be just over $60 per month or $2 per day. Magnificent. The overwhelming majority of buyers likely won’t even realize or care how their rear wheels are powered, never mind how it goes around corners besides the ones in the drive-thru joint.
I think Toyota is perhaps deliberately choosing to make the experience of the hybrid seamless, the Prius had (and still does have if I am not mistaken) an easily found very good representation of power flow, the little Lexus UX hybrid had it too in one of the menus, but perhaps here and on other cars they are looking to make Hybrid the norm rather than something “diffferent” (?). You are correct that it’s at the point where you really can’t tell by the seat of your pants anymore how exactly the car is powered at any given moment in normal driving. I’m not sure of course as to their intentions but for example in Japan there are many more hybrid variants of Toyotas on the streets and the majority of new ones seem to be so equipped, and now over here as well it seems that Toyota is expanding the tech to many more of their vehicle lines than in the past as well.
Lastly, it’s interesting how Escape and RAV4 have evolved to basically switch places as regards soft vs butcher styling in their fourth generations as opposed to how they both started.
You can definitely feel the difference between EV and hybrid modes. When talking about seamless operation I was referring to when the hybrids transition between those modes.
I’d like to see a review of Toyota’s new Venza. It seems to resolve some of your complaints about the Rav-4. For instance the door panel pulls are set towards the center of the door and the screen in the center of the dash is bigger and less cluttered.
One unusual thing about the Venza is the optional glass roof is “fixed” with a retractable shade. It doesn’t look like there is a traditional sunroof available. At least not yet.
Just my two cents but if I had to choose between the Rav-4 and Venza, I would pick the Venza based on the fact that it is designed from scratch to be a hybrid vehicle. The Rav-4 and Escape are designed to serve two masters with ICE and Hybrid configurations. That leads to half-baked decisions such as a tach-based “Eco-Gauge” and small lights indicating “EV-Only Drive.”
Speaking of half-baked, that “Eco-Gauge” reminds me of a similar gauge found in full size Pontiac’s from about 1975-1986. Pictured is one from a 1977 Grand Prix. “Everything old is new again.”
Loaded Venza’s are $43,775 which is not a huge difference in price from the Rav-4 especially if the cars are being financed or leased which the majority of vehicles are these days. The Venza starts at $32,470 so there are ways to option it at less than or equal to the $38,000 price tag of the Rav-4.
Regarding the Ford Escape’s design history, the first two generations were co-developed with Mazda and were given a more “SUV-lite” exterior appearance. The third generation was an American built version of the European-designed Ford Kuga which is why it inherited a softer more car-like exterior. The fourth generation continues to be co-developed with the European Ford Kuga.
The Venza is no more designed to be a Hybrid from scratch than the RAV-4. Both are built on the TGNA-K platform along with the Highlander, Camry and even the Sienna. So all were designed from the beginning to have a spot for the traction battery pack the only part of the Hybrid system that doesn’t reside in the same volume as the ICE only powertrains.
Toyota chose to not make the gas version available in the US. In Japan, the Harrier (as Venza is called there) is available in both gas-only and hybrid variants.
Indeed. From what I read, Ford deliberately chose a very car-like design and driving style for the new Kuga/Escape. And it’s a safe play here in the ‘States because they’ll also have the Bronco Sport on hand, which will use the same basic running gear and platform as the non-hybrid, but will satiate buyers looking for a more traditional SUV profile. And, as a matter of fact, the Bronco Sport looks uncannily like a second-generation Escape from the sides, back when that model was more rugged-looking.
Ooof, $38K? I’d look at a base model luxury brand or CPO luxury brand before I looked at these. The dealer experience is vastly different with the luxury brands. My ex has an Audi and their level of service makes the step up worth it. They come pick up the car for service, drop it off, or give you a loaner, and their overall attitude is very different.
That being said, I would not have a hard choice between an Escape and a Rav4. Firstable, I’d buy a minivan for the lower cost and larger space, more accessibility, more practicality, v6, but that wasn’t one of the choices. The Escape drives much better according to the review. I have disliked immensely almost all of the Toyotas I’ve ever driven, except for the Avalon for their generally floppy dynamics and I’m not a sporty driver at all. I spend enough time in the car that the added benefit of some driving pleasure versus a Novocained Toyota would be worth whatever penalty in resale value/reliability/durability there might be.
I can see why the passenger sedan is disappearing. Automakers couldn’t sell the traditional “wagon” so they butched it up, put it on tall wheels, and called it a CUV and they suddenly sell. They’re roomier, more comfortable because of the taller seating position, and much more practical for your warehouse club trips than trying to cram a 36 pack of paper towels into the gunslit trunk of a modern sedan. I’m sure neither Ford nor Toyota could sell in realistic volumes a Camry or Fusion approaching these prices but they can sell these.
I selected the Toyota Sienna Limited Premium as the vehicle that I would own for free for 10 years a few days ago. The MSRP is over $51,000. There are obviously less expensive minivans available. But minivan does not equate to “lower cost” anymore. Especially with the Dodge Grand Caravan going away in 2020. I’d expect the market to become more “niche” and the prices will begin creeping up. Just like Toyota increased the 4-Runner pricing after the Nissan X-Terra, Original Chevy Trailblazer, and Mitsubishi Montero were all cancelled.
An approximate $600/mo. car payment, and it looks like either of these? Woof.
Interesting reading, especially as I had just nominated a RAV4 Hybrid as backup to a Model Y as my choice for a free car for ten years. And I never even thought about the Esape. That said, I put almost 100K miles behind the wheel of our Gen 2 Prius, a few days behind the wheel of a rental CMax Hybrid, four years in my 2016 Tacoma with the top-of-the-line infotainment system, and some recent seat time in a MY 2020 Ford with Sync 3. My takeaways have been that none of these systems, whether infotainment or hybrid information, are useful or intuitive. And yes, I know it does take time to get familiar with them, and yes, I sound like a curmudgeon, but I agree with Jason’s analogy to bias tires and impaling steering columns. Familiarity and personal preference obviously come into play, but I wonder how much usability testing these systems get from diverse real users.
Great reviews. Looking forward to a CC review of the hybrid-only Sienna.
Very nice comparison of two popular CUVs. While the winner in most areas seems to be the Escape, there’s one caveat: it’s a Ford. I’ve had less-than-great experiences with their latest products and won’t buy another. Too bad, because it definitely seems to be superior to the RAV4 with better attention to details (something Toyota used to be quite good at) like properly located door-pulls, well-labeled window swtiches, and pleasant chimes that aren’t constantly ringing for inane things (lowered windows? c’mon, man). But, then, that’s pretty much the case with most Toyotas these days. Toyota has been living off their quality reputation for decades, and the latest RAV4 is no exception.
As SavageATL’s comment points out, at these prices, a much smarter buy would be a minivan. If you can live with FCA quality, the Pacifica Hybrid easily beats both of these in practicality at similar pricing (after the $7500 federal tax credit) and, in most cases (urban driving), you wouldn’t be using any gas ‘at all’.
And if you’re not up to constantly plugging-in, the new Sienna Hybrid would work better than the Escape or RAV4, too.
You won’t be getting 40+ MPG in the Sienna and I’m sure it will be just as expensive as the RAV-4 when both are the same trim level.
Sienna pricing should be released Wednesday. Supposedly, even with the non-removable 2nd row seats, a 4×8 piece of whatever will fit in the new Sienna. That’s a make or break deal for me.
I’d expect them to be ~$5K more than a RAV4 at similar trim levels. Two sliding doors and fancy 2nd row seats with integrated ottomans aren’t cheap.
I would be willing to bet those integrated ottomans are a big reason the Sienna Hybrid’s 2nd row seats are non-removable.
Maybe. I’ve also read that Toyota moved the airbags from the above the side windows to the seat, and didn’t want customers disconnecting airbags to remove seats.
From my perspective the non-removable second seats defeats the purpose of a minivan. Several times a year or so I take out the second row, fold the third row into the floor, and help someone move or shove three bicycles or 4×8 sheets in the back, which will fit with the rear hatch closed. It must be that Toyota is aiming for the luxury people hauler market and away from the DIY market.
I didn’t have any issue with the door pull location, window switches (what needs to be labelled on those, by the way?), or other such interior details in the RAV4 I test drove recently. It’s a nice cabin, particularly in this XSE trim.
Regarding interior chimes, they can get surprisingly annoying if done poorly. I hope the update Ed mentions is a big improvement over the recent (2016-2019) Ford pickups I’ve been in, which “bing-a-boo!” if you make serious mistakes like putting the thing in Drive one-quarter second before releasing the parking brake. It’s loud and the bing-a-boos come in a long trio that won’t stop even if you correct the issue in the middle of the first chime. The recently acquired Ford car sitting in my driveway chimes for no discernible reason at all (I think it’s tied to the remote keyless and some invisible offense like opening or closing the driver door at the wrong time). I counted NINE sequential chimes the other day for no evident reason. I’m considering trolling the forums for a fuse to pull :/
Those are the exact sounds the Escape makes and I personally find them quite pleasant.
LOL, I suppose the divergence in opinion just goes to show how difficult a job such a seemingly minor part of vehicle development is.
There should be a QOTD about favorite/least favorite door chimes. I feel strongly about certain ones.
Thankfully someone else mentioned the F150 before I had to. I’m no luddite, I drive plenty of newer cars with all kind of tech, but the last time I spent a week with an F150 Lariat I have never cursed at a vehicle so much in my life. Every single time I went to get out of it; “What, what the f@$% are you beeping about now!?!?”
Beeping because I’m pulling into a parking spot, beeping because I put it in drive, beeping because there’s a road with traffic next to the parking lot, beeping because even I thought about driving it…
Thanks, I’m glad I’m not the only one!
Nice comparison. The Escape is a compelling package. The strategy of having two similar-sized CUVs, one less “butch” makes a lot of sense.
Yup if you want the “butch” styling your Ford dealer will be happy to show you the Bronco Sport, at least in a few more weeks. I’ve heard that it will also eventually be available with the Hybrid powertrain too.
The dual-focus of the Escape seems like an intelligent approach. I’ve no interest in this egg-shaped Escape, but the styling of the Bronco Sport and its reasonable off-pavement specs make it more appealing to me than just about anything in the class, including the RAV4 TRD and Adventure.
A hybrid version of the Bronco Sport would be very nice.
Nice review, I particularly like the juxtaposition of the RAV-4 and the dumpster for styling comparison.
That instrument cluster on the RAV-4 is hideous looking with the appearance of a screen stuck on top of the gauges.
I thought that I read somewhere that Toyota had adopted a gas and go algorithm so that it will put some power to the rear before the front wheels spin. Maybe that is only on their mechanical systems.
Too bad you didn’t get the plug in versions of both. That is what the wife is interested in. Unfortunately on the Escape you won’t be able to power the rear wheels if it has a plug as the larger battery pack blocks the path for the driveshaft. Of course they could do a 3rd motor like the RAV-4 but Ford has decided to put that behind the Lincoln Paywall.
I’m tired of the “aggressive” Transformer look. Enough with the angry Pokemon faces, already!
That said, it is nice to see an American brand succeeding here. Buying local is especially good for the environment and for our economy. Especially for those considering these factors in purchasing a hybrid.
Having owned a 2005 Escape and currently a 2012 Escape, I cannot warm up to the current edition. Used to be something that could haul family, sod, dog, and bikes with little concern for getting dirty as part of its job duties.
The current model has drifted so far aware from the original concept, I’d wouldn’t consider it a valid replacement. A Jeep Cherokee would be a better selection.
Ford’s got you covered, you just need to wait a bit longer for this variant of the Escape to arrive:
https://www.motortrend.com/cars/ford/bronco-sport/2021/2021-ford-bronco-sport-first-ride-review/
From the side, the Bronco Sport sure looks like my 1st gen Ford Escape or a Land Rover Freelander II.
I’m beginning to feel the same way about the current crop of CUV as I do about the bicycle. Not since the introduction of the modern derailleur in 1964 has there been significant change to the overall design of the bicycle. And the reason is that it’s effectively been perfected. Slight changes in materials or manufacturing methods, sure, but a time traveler from 1968 would be able to identify every component of the design of a modern bicycle.
Now perhaps the current crop of CUV isn’t *perfect* – but it appears that most major manufacturers of these vehicles are in agreement on the same basic formula. It’s really gotten to the point that I have to read the badges to know who made any particular vehicle.
I’m okay with this. It’s a design that (almost) maximizes the useful interior space for a given footprint – with consideration for aerodynamics added. As a practical guy, I’m a fan of practical cars, and I could probably live happily with either of these CUV, or pretty much any other.
One advantage of RAV4 hybrid’s electric rear axle is negligible parasitic loss from the AWD hardware in FWD mode.
I don’t often say this, but I like both the interior and exterior of the Escape better than the RAV4, and it seems mechanically it is a bit superior as well.
I should add that my daughter has a 2015 Escape with the 2 liter Ecoboost that impresses me every time I drive.
I also like that Ford isn’t afraid to put a smiley face on a car; haven’t seen as nice a one since the Mazda 3 and Miata of a few years ago.
I think this round goes to Ford.
I agree that the Escape is a better experience. But I do not like its design *at all*, and that would color my decision if I were looking at one of these.
This is an excellent piece.
For all the choices that are out there, these would be at the top of my CUV list. I do agree with a commenter above who reminds us that earlier generations of the Escape don’t mind getting a bit dirty.
Imagine getting together and doing a review-a-thon of all the CUV brands. A car review TV show once did a review of the twelve leading compact cars, a few years ago, (2012) having driven each one and stacked up their features. Once can’t seem to find something like that easily. Sorry for the low res screen grab.
Hey Moparlee,
That looks like Lacey Elliott and Zach Spencer of http://www.drivingtelevision.com. They had some good reviews over the years.
Correct. The show seems to be off the air now, that Zach has moved to Motoring TV. I used to PVR it every week to make sure I got every episode. Some old reviews are on the website as you pointed out. Great show.
That Scotty guy of youtube says the non-hybrid versions will be more economical over time because of complexity and repairs that will come later
that said I’d bet the Toyota will be more reliable and retain more value than the Ford, making the Toyota the more economical choice for those that buy
No one has mentioned a spare tire! I was about to purchase a Honda CR-V Hybrid and found out there is no room for a spare? The dealer said most people no longer care if there is a spare. Is that true?
Most people in US can’t change a spare even if it had one.
“Hello, AAA, um like my tire is flat can you like come soon?”
“I’ll be next door at Krispy Kreme.”
“Thanks.”
AAA: “OK Karen, we’re on the way.”
The last time I had a flat on any of my vehicles was in…the ’80s.
With all the subdivision construction in my area, I have had nail penetration tire leaks quite a few times in the past few years. However I have not needed a spare in more years than I can count. Less weight to carry and less cost to the manufacturer.
Spares are getting less common every year. Even cars that have a space for a spare often get a “tire mobility kit” (fix-a-flat and a compressor) with the compact spare and tools an option.
“The dealer said most people no longer care if there is a spare. Is that true?”
Can’t answer for others, but no spare in the CR-V would be a deal breaker for me. I get flat tires annually in this town. Two years ago I found a nail in the tire shoulder of the 4Runner when we were at a campground. Easy dirt road getting there, the type of thing anyone would and could and do take a CR-V on, but it was out of cell range and miles from any roadside assistance dispatch. Not interested in trying my luck with a fix-a-flat kit given what a PITA it would have been if it didn’t work.
I’d run the risk of this for an in-town and highway vehicle if it was otherwise exceptional, but we’re talking about a run of the mill crossover with competent competitors.
Both the Escape and RAV4 hybrids have a spare tire.
I want the Ford!
Just from the single rear interior pic, it seems the RAV4 has better C-pillar visibility than the Escape. We’ll have to see how the nicely squared-off Bronco Sport does in that department.
For me, the Ford is better looking, has a nicer interior and drives better. Some of this is subjective but the objective elements are close enough to let these be decision makers. Maybe a Toyota in a more flattering colour would have a different impact, but the style is aiming at “bulk” not “elegance” IMHO
Of course, YMMV.