Tough Love: Ford Escape (2007)

Déjà Vroom

Déjà vu. This time, it wasn’t just a feeling; we had been here before, under similar circumstances. We made our way, early morning, to the Batangas Racing Circuit, to drive the second Ford vehicle in as many weeks, both on the racetrack, and on a specially-designed off-road course.

This time, there was a crucial difference: with the Ranger, we expected the off-road punishment, but didn’t expect to also give the pickup a workout on the track. With the 2007 Ford Escape, it’s the other way around: track work expected, off-road a surprise.

The 2007 Escape debuts with a substantially revised drivetrain. The 2.3 liter 16-valve inline-four engine feels much livelier, thanks to variable valve timing and a drive-by-wire electronic throttle. Fuel economy should also improve with the new setup. Output is 154 horsepower and 203 Nm. The engine is coupled to a four-speed automatic transmission. The gearlever is now floor-mounted, for easier operation.

The Escape has a quality rare among compact “off-roaders”: it can actually go off-road. The new all-wheel drive system automatically transfers torque between the axles as needed. The default mode is front-wheel drive. When the system detects slippage at the front wheels, it automatically engages a hydraulic clutch to feed torque to the rear wheels. The previous “Auto / 4WD ON” button has been deleted, and the system is now fully automatic.

What gives the Escape an edge on truly slippery surfaces is its center-differential lock. By pressing the dash-mounted button, you mechanically lock together the front and rear axles. Without it, 4x4s will start spinning a wheel as soon as that wheel loses traction. With the center-diff lock engaged, the Escape confidently tackled terrain that seemed to be suited more to a Caterpillar than an SUV with just 200 mm of ground clearance.

The specially-prepared dirt course looked like Ranger territory; indeed, it was originally designed for the pickup. The Escape’s wheel articulation, sufficiently powerful engine, and four-wheel drive system allowed it to cross muddy trails, climb 45-degree dirt slopes, and bounce around on basketball-sized rocks, all on street tires. Only the deep-water sections were blocked off. Any sensible person would know that light vehicles like the Escape are not designed to traverse deep floods. But it’s comforting to know that it can handle other obstacles that will have most compact SUVs quaking.

Experimental forays into the jungle aside, city streets are where most Escapes will be rolling. Aside from the aforementioned engine improvements, the brakes have also been upgraded. Four-wheel disc brakes with ABS and EBD replace the old disc/drum setup. Stopping power and brake feel are much better than before, with a consistently firm pedal.

Hammering the Escape on the BRC, including tight slalom sections, resulted only in responsive, predictable behavior. Its MacPherson strut front, multi-link rear suspension kept it planted on course. Suspension settings are heavily tuned for comfort, but the car doesn’t exhibit any floaty feel. Wind noise was pleasantly low.

Because of its compact dimensions and good visibility, the Escape is a piece of cake to park. Aiding the process further is a new back-up sensor. Its small footprint contains a voluminous, versatile load space. This one was proven with a load-the-Escape contest. With its rear seats folded flat, the luggage bay swallowed a surprisingly large assortment of suitcases, boxes and coolers.

The new interior features a two-tone dashboard: black upper, dark-brown lower. Leather seats and steering wheel are standard on the 4×4 model. The center console is a large panel integrating HVAC and audio systems. The CD player (with in-dash changer on the 4×4) plays MP3 files.

For now, the 2.3 liter mated to all-wheel drive, is the top variant. The 3.0 liter V6, while delivering delicious doses of acceleration, comprised the minority of Escape sales; the V6 bows out due to the pressure of high fuel prices. Warranty is now at three years / 100,000 kilometers.

Though the car’s profile is still familiar, the front fascia has been revised with new bumpers, hood, headlights, and grille. Taillights are individual round lamps under clear lenses. Two-tone paint is standard on the four-wheel drive XLT, as are the now de-rigueur sideview-mirror mounted turn signals. The overall look is reminiscent of the previous-generation Range Rover, down to the split-three-spoke alloy wheels; the dark green color of our test unit must have added to this impression. Thanks to its timely update, the Escape’s surprising off-road ability and on-road comfort was not just a case of déjà vu. – Jason K. Ang.

Rejuvenation

Let’s settle on one fact: the Ford Escape isn’t exactly the newest compact SUV out there. Originally launched in the early 2000s, the Escape endeared its way to Filipinos (us included) with its impeccable combination of space, comfort and of course, the Ford tough SUV styling. Six or so years on, it’s ripe for a major nip and tuck procedure to keep it fresh and rejuvenated for the next couple of years before its all-new replacement bows in. Has it worked? That depends on how you look at things.

If you demand that a mid-cycle facelift requires a complete overhaul of its body panels, then you’re out of luck. From just about every angle, the 2007 Ford Escape is exactly like its originating forbearer. There are some elements already launched a couple of years back with the Escape’s ultra-minor revision: dual bulb headlamps and the retractable antenna. Of course now, more changes enter the fray. For instance, there’s more bright work: a horizontally slat chrome grille (as seen in Ford’s other SUV line-up), chrome detailing on the door handle (shared with the Mazda Tribute) and chrome on the rear lift gate. The side mirror now incorporates turn signal repeaters as well–but perhaps the ones on the front fender should have been deleted for the sake of aesthetics. Perhaps the only real gripe comes from the rear lamp cluster. Although incorporating nice new LED brake lamps, it looks too tacked on, too Banawe especially with the reverse lamps shrugged off to the lower side of the bumper. Overall though, the new Escape looks more mature and toned down while keeping the rugged and tough look. Some may find the styling too dated, but SUV purists will certainly like the no nonsense styling.

The interior was the Escape’s biggest weak point before and it was addressed the most with this iteration. The column shifter finally disappears and replacing it is a new floor-mounted system. Although it robs some space for the front occupants, everyone but the truly obese will find it comfy. The center console’s also been replaced with a rotary dial heavy system. The integrated audio system is quite nice with four 5 x 7 inch (plus 2 tweeters on the XLT) speakers with 45 watts PMPO. By OEM standards, that’s generous. Both model variants receive MP3 capable systems, with the XLT receiving a 6-disc in-dash changer unit. Sadly though, an auxiliary input isn’t present. The gauges have also been replaced with easier to read dials with blue lightning. Dubbed “Ice” lighting, it’s Ford’s lighting system also seen in its other North American SUVs. Overall interior quality is up compared to before with nice and sturdy plastics and high-quality leather (fabric on the XLS). There are still minor trim issues, but it’s a very big leap from before.

Rear accommodation is similar to the previous Escape so expect bags of room for five. However, take note that there’s only 2 headrests at the back and the middle occupant has to make do with a 2-point lap belt. On the plus side though, the new Escape still has its trademark rear seat meal tray with cup holders.

The same can be said about utility where the 60/40 split-fold rear seats fold flat completely. It’s not a single button or lever affair though as removal of the rear seat headrests and folding of the cushions is necessary. The XLT comes with additional luggage security thanks to a retractable cargo cover. The full-sized spare tire has been dumped in favor of a temporary spare tire–a move that may add some inconvenience for some, but does add much more luggage space than before.

Although the Ford Escape’s first drive was held on a closed track, there have been noticeable improvements. First up is the engine–where an electronic throttle makes the most of the Escape’s 157 horsepower 2.3-liter inline-4. Still mated to a 4-speed automatic unit, the Ford can actually accelerate pretty decently with minimal lag. Although acceleration only improves modestly, it’s in the braking that the new Escape really shines. The previous version already had best-in-class stopping distances (tests done by other US magazines), and that was when it was still equipped with a disc/drum set-up. The new Escape now has a four-wheel disc brake set-up complete with anti-lock brakes, EBD and brake assist for all variants. It feels quite controlled during heavy braking, but expect some noticeable brake fade after numerous hard stops. The pedal feel is something left to be desired though as there’s still a long travel before the brakes really bite.

The old dash-mounted rotary dial that controlled the Control Trac-II all-wheel drive system has been deleted in favor of a fully automatic system. However, instead of going for a fully electronic affair like Honda’s Real-Time All-Wheel Drive system, the Escape still relies on a mechanical (read hydraulic) actuation. Although it makes the Escape more capable off-road, it does mean that fuel mileage may suffer a bit.

Though pricing has yet to be announced, the biggest shocker for the 2007 Ford Escape is the unavailability of the 3.0-liter V6. Without a 200 horsepower fighter, the Escape will only be available with one engine and two drivetrain choices. There’s little reason to fret though as the Escape V6’s voracious appetite for fuel may have caused its untimely demise.

In the end, although the Escape’s concentration of internal rather than external changes may pique little interest for some buyers, the Escape will still continue to cater to those who want a much more traditional, more rugged family transport. There may be little going by way of looks for the Escape, but actually going behind the wheel will change any preconceived notions to the contrary. The Escape exists between the much more capable, but more truck-like Everest and the sportier but much smaller Focus. As long as the price is right, this is where the new Escape will shine. Although it faces a daunting fight ahead of it, the Ford Escape’s surreal ability combined with unparalleled toughness may make it a seller. – Ulysses Ang.

By Jason K. Ang and Ulysses Ang | Photos By Ulysses Ang and Jason K. Ang