The Escape compact SUV is roomy and agile and offered with two different gas engines as well as a hybrid variant. And since the 2020 redesign, buyers have the additional choice of a plug-in hybrid electric vehicle model (or PHEV), which provides an EPA-estimated 37 miles of all-electric driving range.
PHEVs function like a hybrid, except that they have a larger battery and can be plugged into a wall outlet or EV charger. When the battery is fully charged, they can run on mostly electric power (typically for about 20 to 40 miles, depending on the vehicle) until the battery is drained, at which point they switch to regular hybrid operation.
For buyers who are nervous about going all-in for an electric vehicle, a plug-in hybrid could be a logical and cautious step toward electrification. PHEVs make especially good sense if you have a short commute to work, rarely drive long distances, and have the ability to plug in your vehicle at home to charge overnight—it’s bound to save you lots of money at the gas pump. Plus, unlike regular hybrids, a PHEV may be eligible for federal tax credits. Also consider that the average American drives less than 40 miles per day, which means many people will be able to do most of their daily drive on electric power, while reserving the gas engine for longer trips.
In our tests, we found the Escape PHEV to be a pleasant-driving and efficient small SUV regardless of the mode in which it operates. However, if you live where it snows, keep in mind that the PHEV version is only available with front-wheel drive, without the availability of all-wheel drive like in some competitors, such as the Hyundai Tucson PHEV.
The Escape PHEV’s powertrain consists of a 2.5-liter four-cylinder gasoline engine, an electric motor, a 14.4-kilowatt-hour battery, and an electronic continuously variable transmission (eCVT). This provides an ample total system output of 210 horsepower. Once the Escape runs through its electric range and reverts to regular hybrid operation, it transitions seamlessly back and forth between electric and gas power. It managed 37 mpg overall in our testing when operating as a hybrid with a depleted battery, which is even better than the 34 mpg overall of the conventional hybrid version of the Escape (albeit with all-wheel drive) we previously tested.
It takes about five hours to charge the Escape’s battery on a 240-volt connection. Owners can also get away with a regular household 120-volt connection, which extends the charging time to about 10 hours.
A neat feature of plug-in hybrids is the ability for the driver to utilize the electric portion for whenever it best suits their drive. For example, it makes sense to hold onto, or save, the all-electric miles (by switching to the Escape’s “EV Later” mode) if you’re likely to encounter stop-and-go traffic situations toward the end of your drive, rather than blasting down an open highway. You have to make these selections by going through the infotainment screen (rather than just turning a physical knob or pressing a button on the center console), which we found annoying, though we did appreciate the clear naming such as “EV Later” and “EV Now.”
One odd quirk we discovered is that when the Escape is in its electric-only “EV Now” mode, and the driver floors the accelerator pedal to surge forward as quickly as possible, you have to press the “OK” button on the steering wheel to prompt the gas engine to kick on in order to get the full boost of the combined electric and internal-combustion powertrains. Most PHEVs automatically fire up the gas engine if a driver floors the accelerator pedal. Ford’s setup could be an issue if someone needs to merge quickly and forgets they are in EV mode.
The Escape PHEV weighs a substantial 765 pounds more than the Escape hybrid, which brings mixed blessings. On the one hand, the extra poundage likely contributes to the PHEV version’s slightly more compliant ride. But while the Escape is one of the more agile small SUVs, the PHEV’s added weight has degraded some of its handling responsiveness. It still feels eager to take corners, it’s just not quite as enthusiastic about it compared to other Escapes in the lineup. Still, the PHEV acquitted itself well when pushed to its limits on our track.
The Escape is nearly silent when operating in EV mode, with barely any whine from the electric motor. Plus, the gas engine has a pretty cultured sound quality when it kicks on, aided by the way the eCVT mimics the upshift points of a conventional automatic; this keeps the revs from piling high during hard acceleration, an annoying malady that plagues some hybrids.
The front seats were somewhat of a letdown, due to their flat shape, minimal leg support, and limited adjustability. We appreciate the ample headroom and well-positioned left footrest, but the center armrest is positioned much lower than the one on the door, and it’s light on padding. The rear seat has a lot of space, even for adults, which is impressive given the SUV’s small size. Plus, the seat can be moved fore or aft in order to expand legroom or cargo room, and the seatback can be reclined. But, the seat itself isn’t all that comfortable due to the seatback’s nearly flat shape, and longer-legged passengers noted a decided lack of underleg support.
At first blush, the Escape’s cabin looks inviting. We were immediately drawn to the center console’s nicely grained wood-like plastic trim, and we appreciated the muted chrome trim around the gear selector knob and dashboard air vents, both of which make the cabin a little more palatable. The thickly-wrapped steering wheel also feels good in your hands. But there’s simply too much hard plastic scattered about the cabin and the door panels are pretty plain, especially given the Escape PHEV’s nearly $44,000 as-tested price.
Ford recently updated the layout of the Sync 4 infotainment system display. In the process, it eliminated some of the large text and buttons we had previously touted. The controls for just about everything are now located on the 13.2-inch touchscreen, and it’s disappointing that the Escape no longer has physical climate buttons and knobs. At least wireless Android Auto and Apple CarPlay capability are standard.
Automatic emergency braking with pedestrian and cyclist detection, automatic emergency braking that operates at highway speeds, blind spot warning, rear cross traffic warning, lane centering assistance, lane departure warning, lane keeping assistance, adaptive cruise control, and automatic high beams come standard.