Let’s delve into the world of electric trucks, focusing on a new electrifying addition to the Canadian marketplace, the Ford F-150 Lightning. Before we dive into the nitty-gritty, let’s get a sense of the pricing:
XLT 4WD SuperCrew 5.5′ Box:
LARIAT 4WD SuperCrew 5.5′ Box: $90,000
Platinum 4WD SuperCrew 5.5′ Box: $121,000
Remember, you can also uncover the Invoice Price for free, giving you even more control over your purchasing decision. Now, onto the good stuff!
The Electric Revolution: F-150 Lightning:
With the rise of electric vehicles (EVs), Ford has stepped up with the F-150 Lightning, bringing together the ruggedness and reliability of the classic F-150 with the eco-friendliness and cost-effectiveness of electric power. The Lightning defies typical F-150 expectations. Floor the accelerator and you’ll encounter an instantaneous, forceful torque that pulls you back into your seat as if you’ve been rear-ended by a Peterbilt truck.
Power and Performance Under the Hood:
Underneath its familiar exterior, the Lightning is an all-wheel-drive powerhouse with an Extended-Range battery that supports up to 580 horsepower. At the test track, this super truck went from 0-60 mph in a lightning-fast 4.0 seconds. EPA estimates suggest a driving range between 370 Km with the standard battery and up to 514 Km with the larger one.
Economic and Environmental Impact of EVs:
Now here at the Car Magazine we have crunched the numbers on the cost of travelling 100 Km in Canada in 2023 with an average gas price of 1.60$ a Liter. Currently a normal 2023 Ford F-150 will cost roughly 16$ in gas for 100 Km whereas the lightning cost only 2.37$ per 100 Km, over a couple of years those are some huge savings!
The Pros and Cons of an EV:
One cannot ignore the holistic benefits of an electric vehicle (EV) like the Ford F-150 Lightning when considering its impact on both your wallet and the environment. Operating an EV typically leads to lower costs over time, thanks to cheaper maintenance, no oil changes, and reduced fuel costs. In fact, the cost of ‘refueling’ an EV can be significantly less than filling a gas-powered vehicle. Moreover, EVs produce zero tailpipe emissions, contributing to cleaner air and a healthier environment. However, it’s important to also consider a potential downside. While the F-150 Lightning boasts impressive ranges under normal driving conditions, it’s worth noting that towing heavy loads over long distances can significantly decrease the battery range. This could result in more frequent stops to recharge during lengthy trips, which could potentially extend your travel time. That said, as charging infrastructure continues to improve across Canada, the inconvenience of finding a charging station is becoming less of a concern.
Value and Practicality in Design:
The Lightning is not all about raw power. Ford has crafted this vehicle with practicality in mind. Even with the steep price increase over last year’s model, the XLT trim provides substantial value. The Extended-Range battery pack adds $10,000 to the total, but it’s a worthy investment for long-distance journeys or regular towing. The XLT model, coupled with the 312A High package, boasts a variety of desirable features, including adaptive cruise control, the Pro Power Onboard generator, heated front seats and steering wheel, a power-operated tailgate, in-dash navigation, and much more.
Storage Solutions in the Lightning:
And let’s not forget storage. The Lightning pairs its practical cabin with an innovative frunk storage area and continues the F-150 legacy with a 66-inch cargo bed.
Maintaining the Classic F-150 Look:
On the outside, the Lightning retains the signature F-150 look, offering familiarity amidst change. It’s the perfect truck for Canadians keen to join the EV trend without losing the classic design they’ve come to love.
So, from an auto enthusiast’s perspective, the Ford F-150 Lightning offers an appealing blend of power, practicality, and environmental consideration to the Canadian market. It’s a vehicle worth considering if you’re passionate about trucks and open to the undeniable benefits of electric power. A spin in the Lightning feels like a leap into the future of the automotive industry – and it promises to be a thrilling journey.
Discover the Lightning MSRP & Invoice Price right here
Delve into Factory Incentives, Lease Rates, and Finance Rates right here
Searching for comprehensive details on Vehicle Specifications? Uncover them here
“We’re thrilled and honored to earn both Truck and Utility of the Year from the NACTOY jury for the Ford Maverick and Bronco, especially among such a strong field of competitors,” stated Kumar Galhotra, president, Americas & International Markets Group, Ford Motor Company. “But we’re also proud because these awards are well-deserved recognition for the tremendous amount of work, focus and energy our teams have invested in designing, engineering and building exciting vehicles for our customers. This also reflects the overwhelming reception we’ve had from our Maverick and Bronco customers alike.”
To earn this highest honour, the Civic edged out the redesigned Volkswagen Golf GTI and Golf R, which are basically the same car in different trims (there’s no longer a regular Golf for 2022), plus the stunning new Lucid Air electric luxury sedan, a recent competitor to the Tesla Model S and Porsche Taycan.
“The Honda Civic has long set the standard by which other compact cars are measured and this all-new Civic raised that bar in every conceivable way,” said Michael Kistemaker, assistant vice president of Honda national sales, American Honda Motor Co., Inc. “We’re especially proud for the Civic development team in Japan and our production associates at our plants in Greensburg, Indiana and Alliston, Ontario where the 2022 Civic Sedan, Hatchback and Si are built.”
Where the new Civic gets a dramatic styling update, its other changes are more evolutionary than revolutionary, which was a smart choice for a car that outsells every competitor most months, but the two new Fords are completely new additions to the domestic brand’s lineup, and necessary considering they no longer sell many cars. The Bronco goes head-to-head with the Jeep Wrangler as a serious 4×4-capable off-roader, while the Maverick is forging into an entirely new car-based compact pickup truck segment, only shared with Hyundai’s new Santa Cruz.
The Maverick beat the Santa Cruz in the final NACTOY showdown, as well as the larger Rivian R1T electric truck. It comes standard with a hybrid drivetrain, is available with a potent turbo, decent fuel economy, and features some smart cargo carrying innovations.
The Bronco didn’t have an easy fight in its SUV category either, with the all-new Genesis GV70 and pure-electric Hyundai Ioniq 5 challenging. While none of these specifically compete against each other in real life, they all excel in the sport utility sector, and only one could be the winner.
“This year’s group of semi-finalists includes some of the most interesting and innovative cars, trucks and utility vehicle candidates in recent memory,” said NACTOY President Gary Witzenburg, “and a larger number of new trucks than we’ve seen in many years. And it features more electric vehicles than we’ve ever seen, all of which our jurors will continue to test and evaluate prior to our next vote.”
More than 50 automotive journalists from the U.S. and Canada took part as jurors in this year’s NACTOY awards. To qualify, a vehicle needs to be completely new or significantly updated for the current model year. All finalist evaluations are based on design, driver satisfaction, innovation, performance, safety, technology, and value.
There’s no hotter segment in today’s car market than the compact crossover SUV. Having started in 1994 with the Toyota RAV4, a model that was joined by Honda’s CR-V the following year, and Subaru’s Forester in 1997, this category has been bulging at the seams ever since.
Not long ago, Honda’s CR-V owned this segment, but Toyota’s RAV4 has ruled supreme since introducing its hybrid variant in 2015 as a 2016 model. This allowed Toyota to stay just ahead of the popular Honda, although introduction of the latest fifth-generation RAV4 in 2018, which now even comes in an ultra-quick plug-in RAV4 Prime variant, has helped to push the roomy RAV4 right over the top.
With deliveries of 67,977 examples in 2020, the RAV4’s sales dwarfed those of the next-best-selling CR-V by 17,842 units, plus it more than doubled the rest of the top-five contenders’ tallies last year.
Interesting as well, Toyota was one of only three models out of 14 compact crossover SUV competitors to post positive gains in 2020, with total deliveries up 4.18 percent compared to those in 2019.
Without doubt, the new RAV4’s tough, rugged, Tacoma-inspired styling is playing a big role in its success, not to mention duo-tone paint schemes that cue memories of the dearly departed FJ Cruiser. Likewise, beefier new off-road trims play their part too, as well as plenty of advanced electronics inside, a particularly spacious cabin, class-leading non-hybrid AWD fuel economy of 8.0 L/100km combined when upgrading to idle start/stop technology (the regular AWD model is good for a claimed 8.4 L/100km combined), and nearly the best fuel economy amongst available hybrids in this segment at 6.0 L/100km combined (not including PHEVs).
Another feather in the RAV4’s cap is top spot in J.D. Power’s 2021 Canada ALG Residual Value Awards for the “Compact Utility Vehicle” category, meaning you’ll hold on to more of your money if you choose a RAV4 than any other SUV on this list.
This feat is backed up by a 2020 Best Retained Value Award from the Canadian Black Book (CBB) too, although to clarify the Jeep Wrangler actually won the title in CBB’s “Compact SUV” category, with the runners up being the Subaru Crosstrek and RAV4. The fact that these three SUVs don’t actually compete in the real world gives the RAV4 title to CBB’s Best Retained Value in the compact crossover SUV category, if the third-party analytical firm actually had one.
The RAV4 was also runner-up in the latest 2021 J.D. Power Vehicle Dependability Study (VDS) in the “Compact SUV” class, while the RAV4 Hybrid earned the highest podium in Vincentric’s most recent Best Value in Canada Awards, in the Consumer section of its “Hybrid SUV/Crossover” category, plus the same award program gave the RAV4 Prime plug-in a best-in-class ranking in the Fleet section of its “Electric/Plug-In Hybrid SUV/Crossover” segment.
The 2021 Toyota RAV4 starts at $28,590 (plus freight and fees) in LE FWD trim, while the most affordable RAV4 Hybrid can be had for $32,950 in LE AWD trim. Lastly, the top-tier RAV4 Prime plug-in hybrid starts at $44,990 in SE AWD trim. To learn about other trims, features, options and pricing, plus available manufacturer financing/leasing rates and other available rebates and/or dealer invoice pricing, check out the CarCostCanada 2021 Toyota RAV4 Canada Prices page and the 2021 Toyota RAV4 Prime Canada Prices page.
Honda claims a solid second-place with its recently refreshed CR-V
Lagging behind arch-rival Toyota in this important segment no doubt irks those in Honda Canada’s Markham, Ontario headquarters, but 50,135 units in what can only be considered a tumultuous year is impressive just the same.
This said, experiencing erosion of 10.42 percent over the first full year after receiving a mid-cycle upgrade can’t be all that confidence boosting for those overseeing the CR-V’s success.
Too little, too late? You’ll need to be the judge of that, but the CR-V’s design changes were subtle to say the least, albeit modifications to the front fascia effectively toughened up its look in a market segment that, as mentioned a moment ago, has started to look more traditionally SUV-like in recent years.
Of note, the CR-V took top honours in AutoPacific’s 2020 Ideal Vehicle Awards in the “Mid-Size Crossover SUV” category, not that it actually falls into this class. Still, it’s a win that Honda deserves.
The CR-V is also second-most fuel-efficient in this class when comparing AWD trims at 8.1 L/100km combined, although the Japanese automaker has chosen not to bring the model’s hybrid variant to Canada due to a price point it believes would be too high. Hopefully Honda will figure out a way to make its hybrid models more competitor north of the 49th, as an electrified CR-V would likely help it find more buyers.
The 2021 Honda CR-V starts at $29,970 in base LX 2WD trim, while the top-line Black Edition AWD model can be had for $43,570 (plus freight and fees). To find out about all the other trims, features, options and more in between, not to mention manufacturer rebates/discounts and dealer invoice pricing, go to the 2021 Honda CR-V Canada Prices page at CarCostCanada.
Mazda and its CX-5 continue to hang onto third in the segment
With 30,583 sales to its credit in 2020, Mazda’s CX-5 remains one of the most popular SUVs in Canada. What’s more, it was one of the three SUV’s in the class to post positive growth in 2020, with an upsurge of 10.42 percent.
Additionally, these gains occurred despite this second-generation CX-5 having been available without a major update for nearly five years (the already available 2021.5 model sees a new infotainment system). This said, Mazda has refined its best-selling model over the years, with top-line Signature trim (and this year’s 100th Anniversary model) receiving plush Nappa leather, genuine rosewood trim, and yet more luxury touches.
Its Top Safety Pick Plus ranking from the U.S. National Highway Traffic Safety Administration (NHTSA) probably helped keep it near the top, an award that gives the CX-5 a leg up on the RAV4 and CR-V that only qualify for Top Safety Pick (without the Plus) status.
At 9.3 L/100km combined in its most basic AWD trim, fuel economy is not the CX-5’s strongest suit, but Mazda offers cylinder-deactivation that drops its city/highway rating to 9.0 flat.
The CX-5’s sleek, car-like lines buck the just-noted new trend toward truck-like ruggedness, while, as noted, its interior is arguably one of the most upscale in the segment, and overall performance very strong, especially with its top-tier 227 horsepower turbocharged engine that makes a commendable 310 lb-ft of torque.
The 2021 Mazda CX-5 is available from $28,600 in base GX FWD trim, whereas top-level 2021 100th Anniversary AWD trim starts at $43,550 (plus freight and fees), and the just-released top-line 2021.5 Signature AWD trim can be had for $42,750. To learn more about all the trims, features, options and prices in between, plus available no-haggle discounts and average member discounts thanks to their ability to access dealer invoice pricing before negotiating their best price, check out the CarCostCanada 2021 Mazda CX-5 Canada Prices page.
Hyundai holds onto fourth place despite slight downturn
With 28,444 units sold during the 12 months of 2020, Hyundai is so close behind Mazda in this category that its Tucson might as well be tailgating, and that’s despite losing 5.42 percent from last years near all-time-high of 30,075 deliveries.
Sales of the totally redesigned 2022 Tucson have only just started, however, so we’ll need to wait and see how well it catches on. Fortunately for Hyundai fans, and anyone else who appreciates things electrified, a Tucson Hybrid joins the fray in order to duel it out with Toyota’s mid-range RAV4 Hybrid.
This last point is important, as the conventionally-powered 2022 Tucson AWD is only capable of 9.0 L/100km combined, making the Tucson Hybrid the go-to model for those who want to save at the pump thanks to 6.4 L/100km. Of note, a new 2022 Tucson Plug-in Hybrid is now the fourth PHEV in this segment.
The 2022 Hyundai Tucson starts at $27,799 in its most basic Essential FWD trim, while the conventionally powered model’s top-level N Line AWD trim is available from $37,099. Moving up to the 2022 Tucson Hybrid will set you back a minimum of $38,899 (plus freight and fees, before discount), while this model is substitutes the conventionally-powered N Line option for Ultimate trim, starting at $41,599. The model’s actual ultimate 2022 Tucson Plug-in Hybrid trim starts at $43,499 in Luxury AWD trim, while that SUV’s top-level Ultimate trim costs $46,199. To find out about all the trims, features, options, prices, discounts/rebates, dealer invoice pricing, etcetera for each of these models go to CarCostCanada’s 2022 Hyundai Tucson Canada Prices page, 2022 Hyundai Tucson Hybrid Canada Prices page, and 2022 Hyundai Tucson Plug-In Hybrid Canada Prices page.
Nissan Rogue sees one of the biggest sales losses in the segment for 2020
While top-five placement from 25,998 sales in 2020 is nothing to sneeze at, Nissan’s Rogue is a regular top-three finisher in the U.S., and used to do just as well up here as well.
The last full calendar year of a longer-than-average six-year run saw the second-generation Rogue’s sales peter out in 2020, resulting in a year-over-year plunge of 30.73 percent. In fact, the only rival to fare worse was the Mitsubishi Eclipse Cross that lost 40.66 percent from the year prior, and that sportier model isn’t exactly a direct competitor due to its coupe-crossover-like profile. On the positive, that unique Japanese crossover earned best in its Compact XSUV class in AutoPacific’s 2021 Vehicle Satisfaction Awards, which is something Mitsubishi should be celebrating from the rooftops.
Fortunately, an all-new 2021 Rogue is already upon us, and was doing extremely well over the first half of this year, with Q2 sales placing it in third. That model provides compact SUV buyers a massive jump in competitiveness over its predecessor, especially styling, interior refinement, ride and handling, electronics, plus ride and handling, while its fuel economy is now rated at 8.1 L/100km with AWD.
The new Rogue’s overall goodness was recently recognized by the Automobile Journalist’s Association of Canada (AJAC) that just named it “Best Mid-Size Utility Vehicle in Canada for 2021”, even though it falls within the compact camp.
For those who just need to know, sixth in this compact crossover SUV segment is Ford’s Escape at 23,747 unit-sales, although deliveries crashed by a staggering 39.89 percent from 2019 to 2020, and that’s after a 9.37-percent loss from the year before, and another 9.0 percent tumble from the 12 months prior. Back in calendar year 2017, the Escape was third in the segment, but for reasons that are clearly not related to the Escape Hybrid’s best-in-class fuel economy of 5.9 L/100km combined, the Escape Plug-in Hybrid’s even more miserly functionality, or for that matter the industry’s recent lack of microchips that seem to have crippled Ford more than most other automakers, the blue-oval brand is losing fans in this class at a shocking rate.
And yes, that last point needs to be underlined, there can be many reasons for a given model’s slow-down in sales, from the just-noted chip shortage, as well as the health crisis that hampered much of 2020, to reliability issues and the age of a given model’s lifecycle, while styling is always a key factor in purchasing decisions.
All said, Volkswagen’s Tiguan sits seventh in the compact SUV category with 14,240 units sold in 2020, representing a 26.02-percent drop in year-over-year deliveries, while the aforementioned Forester was eighth with 13,134 deliveries over the same 12-month period. Chevrolet’s Equinox was ninth with 12,502 sales after plummeting 32.43 percent in popularity, whereas Kia’s Sportage capped off 2020’s top 10 list with 11,789 units down Canadian roads after a 6.71-percent downturn.
Continuing on, GMC’s Terrain was 11th with 9,848 deliveries and an 18.09-percent loss, Jeep’s Cherokee was 12th with 9,544 sales and a 30.27-percent dive, Mitsubishi’s Outlander (which also comes in PHEV form) was 13th with 7,444 units sold due to a 30.43-percent decline, and finally the same Japanese brand’s Eclipse Cross was 14th and last in the segment with 3,027 units sold and, as mentioned earlier, a sizeable 40.66-percent thrashing by Canadian compact SUV buyers.
Ford’s Bronco Sport newcomer already making big gains
The Rogue wasn’t the only SUV to shake up the compact SUV class during the first six months of 2021, incidentally, with the second honour going to the Bronco Sport that’s already outselling Jeep’s Cherokee at 2,772 units to 2,072, the Cherokee being the SUV the smaller Bronco most specifically targets thanks to both models’ serious off-road capability.
The Bronco Sport was actually ranking eighth overall when this year’s Q2 closed, beating out the Sportage (which will soon arrive in dramatically redesigned form) despite its two-position move up the charts, this displacing the Forester (which dropped a couple of pegs) and the Equinox (that’s currently ahead of the Forester).
The Cherokee, in fact, moves up a place due to sluggish GMC Terrain sales, but to be fair to General Motors, both its Chevy and GMC models (which are actually the same under the skin) would be positioned in eighth place overall if we were to count them as one SUV, while the Hyundai–Kia pairing (also the same below the surface) would rank third overall.
Make sure to check out the gallery for multiple photos of each and every compact crossover SUV mentioned in this Top 5 overview, plus use the linked model names of each SUV above to find out about available trims, features, options, pricing, discounts (when available), rebates (when available), financing and leasing rates (when available), plus dealer invoice pricing (always available) that could save you thousands on your next new vehicle purchase.
Story credits: Trevor Hofmann
Photo credits: Manufacturer supplied photos
Just as the glitter and confetti from all our New Year celebrations is being swept up, Ford and Hyundai have been sweeping up 2021’s North American Car, Utility and Truck of the Year (NACTOY) awards.…
Just as the glitter and confetti from all our New Year celebrations is being swept up, Ford and Hyundai have been sweeping up 2021’s North American Car, Utility and Truck of the Year (NACTOY) awards.
Yes, it appears as if 2021 is the blue-oval brand’s year to shine as two of its vehicles drove away with class wins, the always best-selling F-150 earning 2021 Truck of the Year honours, and the controversially named Mustang Mach-E silently accepting 2021’s Utility of the Year.
Car of the Year went to Hyundai with its new 2021 Elantra, the reality of which might cause some in Dearborn to wonder what might have happened if the much-lauded (in Europe and other markets) new Focus had been made available in our market.
Notably, the just-noted Truck of the Year finalists are merely significantly upgraded trims of models already available in 2020, leaving the winning F-150 as the only entirely redesigned model entered into this year’s North American Truck of the Year class. How this may have impacted the Truck of the Year results is not known.
I promised myself not to harp on Ford for giving up on the midsize pickup truck market segment eight or so years ago, because they know how much that decision has cost them better than any critic, so let’s just say it’s great to have them back as a key competitor to Toyota’s Tacoma, Chevy’s Colorado, GMC’s Canyon, Jeep’s new Gladiator (the latter of which more than makes up for the loss of the Dakota that Dodge/Ram should nevertheless bring back as well), Honda’s Ridgeline, and (speaking of not investing in this market for the past decade) Nissan’s Frontier.
This said, when first laying eyes on it in the Philippines about five years ago, I quickly understood why Ford chose not to initially import this Australian-designed and Thailand/South Africa/Argentina/Nigeria/Vietnam-built third-generation (fourth-gen to us) Ranger T6 to its North American markets. The mid-size truck is big. Instead of completely retooling the previous Ranger’s St. Paul, Minnesota and Edison, New Jersey assembly plants to accept the entirely new design, Ford felt it could fill the outgoing Ranger’s void with a lower priced F-150. This was true to a point, but the lack of a small truck to suit differing tastes also opened up a hole in Ford’s lineup that was quickly filled by the trucks mentioned above.
To be clear, the new mid-size Ranger, while considerably larger than the old compact one, is nevertheless dwarfed by even the smallest 13th-generation F-150, a truck that will soon be replaced by the 2021 14th-gen version that grows a bit larger in some dimensions. As it currently is, the 2020 F-150 SuperCab 4×4 with its 6.5-foot box measures 536 mm (21.1 in) lengthier with a 462-mm (18.2-in) longer wheelbase, 167 mm (6.6 in) wider, and about 155 mm (6.1 in) taller than a similarly configured 2020 Ranger SuperCab 4×4, while the F-150 SuperCrew takes up even more real estate comparably.
Our Canadian-spec Ranger T6 measures 5,354 mm (210.8 in) long with a 3,221-mm (126.8-in) wheelbase, 1,862 mm (73.3 in) wide without mirrors, and a respective 1,806/1,816 mm (71.1/71.5 in) tall for the SuperCab/SuperCrew, by the way, which is actually a smidge shorter than the best-selling Tacoma (and a lot shorter than the long-wheelbase Toyota pickup), plus its narrower albeit a hair’s height taller, so it’s not like the Ranger T6 isn’t an ideal fit for the North American mid-size pickup truck market, now or back in 2011 when it debuted throughout the rest of the world.
The Ranger is Ford’s primary pickup in most global markets, unlike here in North America where F-Series trucks dominate all blue-oval deliveries, not to mention the production of all competitive pickups. The current third-gen global Ranger, that’s now built in Wayne, Michigan, and available to us as of model year 2019, is actually a nicely facelifted version of a Ranger T6 introduced back in 2015, so even this refreshed truck is no spring chicken.
Still, the current third-gen Tacoma has been around a while too (it arrived in 2015), so it’s not like the Ranger, updated the same year, feels in any way outdated, while its powertrain was totally revamped for its 2019 debut in North America. Looking back, the first version that caught my eye was the particularly attractive Ranger Wildtrak found in Asian markets (check out the Wildtrak in the gallery above), but most will probably see the newer Ranger Raptor as the model’s most desirable trim. So far Ford of Canada hasn’t announced this smaller Raptor for our market (we’ve got more Ranger Raptor photos in the gallery), leaving us with base XL, mid-range as-tested XLT, and top-tier Lariat trims.
My test truck was an XLT SuperCrew 4×4 in eye-catching Lightning Blue paint, which when optioned up with an available Sport Appearance package and FX4 Off-Road package, looked mighty good, if not as aggressive as the two foreign models. The Sport Appearance package adds a darkened grille surround and Magnetic-Painted (dark-grey) 17-inch alloy wheels to the exterior, plus a leather-clad steering wheel and shifter to the interior, plus power-folding side mirrors and an auto-dimming rearview mirror inside. These are both included in the 302A package, incidentally, while a Bed Utility package added the drop-in bedliner and 12-volt in-bed power adaptor, and an FX4 package added those sweet looking red and grey/black decals on the rear sides of the box.
Of course, there’s a great deal more to the FX4 package than a couple of cool stickers, such as specially tuned off-road monotube shocks, a set of rugged 265/56 Hankook Dynapro AT-M tires, an electronically locking rear differential, Trail Control, that lets you set a given speed between 1 and 30 km/h to crawl over rugged terrain via throttle and braking management, and a Terrain Management System that, via Grass, Gravel/Snow, Mud/Ruts, or Sand modes, utilizes all of the Ranger’s off-road technologies to overcome light to extreme trail surfaces. Additionally, the FX4 package includes a steel front bash plate below the front bumper, plus skid plates cover the electric power steering system, the transfer case, and the fuel tank. Lastly, the FX4 package lets the Ranger’s driver monitor pitch, roll and steering angle info from inside.
Setting the Ranger 4×4’s high and/or low gearing ratios is ultra-easy thanks to a rotating dial on the lower console next to the standard SelectShift 10-speed automatic’s shift lever. Yes, we counted correctly. The Ranger comes standard with 10 forward gears, which is the most offered in its class. This, along with standard auto start-stop that turns the engine off when it would otherwise be idling, provides the Ranger with segment-leading 11.8 city, 9.8 highway and 10.9 L/100km fuel economy too, which is mighty impressive.
We shouldn’t expect this kind of economy when off-road, but it should still allow you to go deeper into the woods (or desert) than its non-diesel competitors, which is saying something. What’s more, its 226 mm (8.9 inches) of ground clearance, while not as lofty as the Tacoma’s 239-mm (9.4-in) capability, should get you over most rocks and roots, while its 28.7/25.4-degree approach/departure angles will likely do the same through deep ruts and muddy swamps (the Tacoma’s approach/departure are a respective 29 or 32 to 23 degrees front to rear, depending on trim).
All of this suspension travel results in a comfortable ride, at least as far as body-on-frame trucks go. It feels pretty tight through fast-paced corners too, again as far as pickups are concerned, not exactly the best for snaking quickly through the slalom. Still, the Ranger’s standard 2.3-litre turbocharged EcoBoost four-cylinder is a blast off the line and anywhere else you step on it, thanks to 270 horsepower and 310 lb-ft of torque, the former a bit less than the Tacoma’s power output yet the latter substantially more.
The aforementioned 10-speed autobox runs through its gears quickly enough, allowing for good performance all-round, and I have to say it was smoother in this Ranger than in a turbo-four Mustang I previously tested, while the rocker switch integrated onto the shift knob was once again a good way to manually swap cogs.
Activating the Sport setting is the best way to improve performance, this allowing higher engine revs between shifts for stronger acceleration, while the transmission even held onto its chosen gear when hitting redline, very unusual yet a welcome feature when pushing the limit on pavement, not to mention holding a given gear when off-road.
In order to maintain its sporty feel and ultimate safety through fast-paced corners, Ford employs Curve Control that detects when a driver enters a turn too quickly, and then adjusts the Ranger’s speed by reducing engine torque, adding braking and increasing stability control automatically. This feature might make you feel a bit more comfortable when lending your truck to a teenage child or employee.
Together with that nice ride mentioned a moment ago, the Ranger XLT 4×4 I tested provided impressive comfort and plenty of interior room front to back. The model in question came with Ford’s largest SuperCrew cab, which includes regular full-size doors in the rear, as well as more second-row legroom. A smaller SuperCab body is standard Ranger fare, with both configurations available in XL and XLT trims, and the top-line Lariat only offered with as a SuperCrew.
The smaller SuperCab has a longer six-foot bed, incidentally, while my as-tested SuperCrew uses a five-foot bed. Also important is the Ranger’s 707-kilogram (1,560-lb) payload, which is much better than the Tacoma’s 425- to 520-kg (937- to 1,146-lb) payload rating, as is the Ranger’s 7,500 lbs (3,402 kg) of towing capacity, which beats the Toyota by 502 kg (1,107 lbs). Trailer sway control is standard, by the way.
Speaking of standard, the base Ranger XL SuperCab starts at $32,159 plus freight and fees, which is an increase of $1,090 from the same model in 2019, while an XLT SuperCab can now be had for $36,529 or $38,329 for the as-tested XLT SuperCrew, but seeing a price increase of $890 since last year. Lastly, the Lariat SuperCrew is now available from $42,619, which is only an increase of $230.
Incidentally, CarCostCanada is showing factory leasing and financing rates from 0.99 percent on their 2020 Ford Ranger Canada Prices page, plus up to $4,000 in additional incentives on 2019 models. Before speaking with your local Ford retailer, make sure to check CarCostCanada to learn more about available rates from all brands, plus manufacturer rebates and even dealer invoice pricing that could save you thousands. Also, make sure to download the free CarCostCanada app from Google Play Store or the Apple Store so you can access all of their valuable information anytime and anywhere you need it.
The Ranger’s pricing structure compares very well to this year’s Tacoma, incidentally, which has rocketed up in price by $5,625 from $31,825 last year to a new base of $37,450 for the 2020 Access Cab and $38,450 for the 2020 Double Cab, due to losing its 4×2 drivetrain in Canada, while its top-line Limited trim starts at $50,750. Yes, the Japanese truck is in an entirely different pricing league, but give the Ranger a little more time (plus King Ranch, Platinum, Limited and/or Raptor versions) and it will likely catch up.
As it is, the current Lariat model adds exterior chrome detailing, LED headlights, and front parking sensors to the XLT’s rear ones, as well as passive keyless access with a pushbutton ignition system, illuminated vanity mirrors, a universal garage door opener, three-way heated front seats with eight-way power, leather upholstery, etcetera.
Features as yet unmentioned on the XLT include 17-inch alloy wheels (in place of 16-inch steel rims from the base model), fog lights, carpeting with carpeted floor mats (the base XL truck’s flooring is rubber), six-speaker audio, auto high beams, lane keeping assist, and more, while a Technology package adds navigation and adaptive cruise control.
As for the base XL, notable features include auto on/off headlamps, a four-speaker stereo, a USB charge port, 4G LTE Wi-Fi connectivity, a capless fuel filler, plus a pre-collision system with automatic emergency braking and blind spot warning with rear cross-traffic alert.
While only a mid-range truck, my Ranger XLT tester offered up a well put together interior with comparably good fit and finish. If you’re wondering whether this praise includes pampering padded leatherette or even soft-touch synthetic surface treatments, don’t look any further than the armrests and seat upholstery, the latter finished in a woven black fabric dressed up with sporty cream-coloured contrast stitching.
The driver’s seat featured two-way powered lumbar support that actually fit the small of my back ideally, a rare occasion for sure, while the Ranger XLT’s overall driving position was very good thanks to more than ample reach from the tilt and telescopic steering column. It includes a comfortably cushy leather-clad rim, while all controls fell easily to hand.
As is the case with all competitors, the Ranger utilizes a cluster of backlit analogue gauges for optimal visibility no matter the exterior light. The differentiator are its aqua-blue pointers that look particularly refreshing, while a high-resolution, full-colour 4.2-inch multi-information display beats most rivals when it comes to wow factor and functionality.
Speaking of dash flash, a strip of pewter-tone trim brightens up the dash on each side of those primary instruments and ahead of the front passenger, not to mention the upper door panels, while the just-mentioned gauge pointers nicely match the soft blue background of Ford’s 8.0-inch Sync 3 infotainment touchscreen atop the centre stack of this XLT and Lariat models. Even after all the years Ford has offered this system, I still find it graphically attractive and quite advanced due to tablet-like tap, swipe and pinch gesture capability, the inclusion of Android Auto and Apple CarPlay smartphone integration, and myriad audio features such as satellite radio, Bluetooth audio streaming, etcetera, while my test model included a navigation system that got me where I was going more than once, plus XM travel link, dual-zone automatic climate control, and a reverse parking camera with dynamic guidelines.
Now that we’re looking rearward, the Ranger SuperCrew’s second row of seats is certainly roomier than in the SuperCab, and therefore quite comfortable, especially in the window seats, but this mid-range model isn’t as well featured as some rival trucks. I’m not talking about a lack of rear seat warmers, these normally only offered in top-line trims, but Ford doesn’t even provide rear air vents. At least XLT and Lariat owners receive a pair of USB-A charge points on the rear panel of the front centre console, plus a handy 110-volt household-style power outlet.
Then again, my Ranger XLT didn’t come standard with integrated bumper steps for climbing up on the bed, such as those provided on GM’s trucks, but you can pay extra for a really nice kick-down step from the blue-oval accessories catalogue, an item high on my list of extras for sure.
Although a long time coming, I think the wait was worth it. Yes, that means I have no problem recommending the Ranger to anyone looking for a mid-size pickup truck, as it looks and feels well made, has excellent electronic interfaces, is roomy and comfortable, and is plenty of fun to drive. I think Ford would be wise to bring the sportier Ranger Raptor to our market too, plus other more luxurious models in order to price it higher and attract more premium buyers, but they’ve got a relative hit on their hands as it is, so we’ll need to wait to see how they want to play our market. I’m betting they’ll quickly expand the Ranger range and give sport truck and luxury buyers what they want, instead of potentially losing profits to mid-size truck competitors.
Review and photos: Trevor Hofmann
Photo editing: Karen Tuggay
FYI, there are fewer new Ford Flex SUVs still available for sale than I had initially expected, although dozens are spread across most of the country. This means anyone wanting to get their hands on a…
FYI, there are fewer new Ford Flex SUVs still available for sale than I had initially expected, although dozens are spread across most of the country. This means anyone wanting to get their hands on a new example of this wholly unique three-row crossover utility needs to act quickly, because dealer-level discounts will be deep, plus according to CarCostCanada, Ford is offering up to $5,500 in additional incentives for this final 2019 model.
Yes, the unconventional Flex is being ushered off the stage after more than a decade of service and only a couple of years of reasonably good sales. Its first calendar year of 2009 resulted in 6,047 units down Canadian roads, and the next 12 months (2010) was good for 4,803 deliveries, but it saw lacklustre sales performance after that, with a high of just 3,268 units in 2012 and 1,789 in 2015. Strangely, year-over-year Flex sales picked up by 13.4 percent from 2017 to 2018 and 9.6 percent in 2019, so there’s still interest in this wonderfully unusual family hauler, but nevertheless its days were done as soon as the revitalized fifth-generation Explorer came on the scene in 2011 (hence the Flex’s immediate drop-off in sales that year).
For a bit of background, both the Flex and Explorer share a unibody structure based on Ford’s D4 platform architecture, which is a modified version of the original Volvo S80/XC90-sourced D3 platform. Looking back a bit further, the first D3 to wear the blue-oval was Ford’s rather bland Five Hundred sedan that quickly morphed into today’s Taurus (or should I say, yesterday’s Taurus, as it was recently discontinued as well, and therefore also benefits from up to $5,500 in additional incentives as per CarCostCanada). The Flex’s familial lineage harks back to the 2005–2007 Freestyle that was rebadged as the ill-named Taurus X for 2008–2009.
The just noted people movers don’t get much respect anymore, yet they were comfortable, nicely sized, reasonably agile, and quite innovative for their era. Each was amongst the first domestics to use a continuously variable transmission (CVT), and the Five Hundred and Freestyle were certainly some of the largest vehicles to do so before that point (the Nissan Murano beat them by a couple of years). Interestingly Ford soon abandoned the CVT for its large vehicle lineup, choosing a six-speed automatic for all Flex and fifth-gen Explorer model years, which has proven to be a reliable transmission.
Now that we’re talking mechanicals, the Flex received two different versions of Ford’s ubiquitous 3.5-litre V6 when introduced, which still carry through to today’s model. While the base Duratec engine made 262 horsepower and 248 lb-ft of torque from onset, output grew to 287 horsepower and 254 lb-ft of torque in 2013, which moved the three-row seven-occupant SUV along at a decent clip. A 355 horsepower 3.5-litre Ecoboost V6 making 350 lb-ft of torque became optional in 2010, and that turbocharged mill transformed the somewhat sedate five-door estate wagon into a rarified sleeper, while another 10-hp bump to 365 made it one of the most potent family conveyances available from a mainstream volume brand right up to this day.
That’s the version to acquire and once again the configuration I recently spent a week with, and it performed as brilliantly as it did when I first tested a similarly equipped Flex in 2016. I noticed a bit of front wheel twist when pushed hard off the line at full throttle, otherwise called torque steer, particularly when taking off from a corner, which is strange for an all-wheel drive vehicle, but it moved along quickly and was wonderfully stable on the highway, not to mention long sweeping corners and even when flung through sharp fast-paced curves thanks to its fully independent suspension setup and big, meaty 255/45R20 all-season rubber. I wouldn’t say it’s as tight as a premium SUV like Acura’s MDX, Audi’s Q7 or BMW’s X7, but we really can’t compare those three from a price perspective. Such was the original goal of the now defunct Lincoln MKT, but its styling never took off and therefore it was really only used for airport shuttle and limousine liveries.
Like the MKT and the many three-row Japanese and European crossover utilities available, the Flex is a very large vehicle, so no one should be expecting sports car-like performance. Combined with its turbo-six powerplant is the dependable SelectShift six-speed automatic mentioned earlier, and while not as advanced as the 7-, 8-, 9- and now even 10-speed automatics coming from the latest blue-oval, Lincoln and competitive products, it shifts quickly enough and is certainly smooth, plus it doesn’t hamper fuel economy as terribly as various brands’ marketing departments would have you believe. I love that Ford included paddle shifters with this big ute, something even some premium-branded three-row crossovers are devoid of yet standard with the more powerful engine (they replace the lesser engine’s “Shifter Button Activation” on the gear knob), yet the Flex is hardly short on features, especially in its top-tier Limited model.
I’d recommend leaving manual mode alone if you want to achieve the best fuel economy, however, but even the most potent V6 on the Flex menu does reasonably well at 15.7 L/100km city, 11.2 highway and 13.7 combined, at least when compared to similarly powered SUVs. It’s not much worse than the base engine either, with the AWD version going through an estimated 14.7 L/100km in the city, 10.7 on the highway and 12.9 combined, and the FWD model slurping back 14.7 city, 10.2 highway and 12.7 combined.
The Flex continues to be available in base SE, mid-range SEL and top-level Limited trim lines for the 2019 model year, with the majority still not spoken for being SELs (but don’t worry, there are plenty of SE and Limited models still around too). According to CarCostCanada, where you can find all pricing and feature information about most vehicles sold into the Canadian market, the Flex starts at $32,649 (plus freight and fees) for the SE with front-wheel drive (FWD), $39,649 for the SEL with FWD, $41,649 for the SEL with AWD, and $46,449 for the Limited that comes standard with AWD. All trim lines include the base engine, but for an additional $6,800 those opting for the Limited model can access the more formidable turbo-V6 (take note that other features are thrown in for this price too).
This means, for a retail price of $53,249 before adding any other features, you get a 2019 Flex Limited Ecoboost AWD that comes well equipped with all of the performance upgrades mentioned plus standard 19-inch silver-painted alloys on 235/55 all-season tires, HID headlights, fog lamps, LED taillights, a satin-aluminum grille, chromed exterior door handles, stainless steel bright beltline mouldings, a satin aluminum liftgate appliqué, a powered liftgate, bright dual exhaust tips, power-folding heatable side mirrors with memory feature and security approach lights, rain-sensing wipers, reverse parking sensors, and that’s only on the outside.
You can use remote engine start to warm things up or cool them down before even entering the Flex Limited, plus proximity-sensing access (or Ford’s exclusive SecuriCode keypad) to get inside, pushbutton ignition to keep things running, Ford MyKey to keep things secure when valets or your kids are at the wheel, while additional interior features include illuminated entry with theatre dimming lighting, a perforated leather-wrapped steering wheel rim with a genuine hardwood inlay, Yoho maple wood grain appearance appliqués, power-adjustable foot pedals with memory, perforated leather upholstery on the first- and second-row seats, a 10-way powered driver’s seat with memory, a six-way powered front passenger seat, heatable front seats, an auto-dimming rearview mirror, an overhead console with a sunglasses holder, ambient interior lighting with seven colours including default Ice Blue plus soft blue, blue, green, purple, orange and red, plus Ford’s Sync 3 infotainment system, a great sounding 12-speaker Sony audio system, SiriusXM satellite radio, dual USB charging ports (in the front console bin), dual-zone automatic climate control, rear manual HVAC controls, four 12-volt power points, a 110-volt household-style three-prong power outlet, Blind Spot Information System (BLIS) with Cross-Traffic Alert, and more.
For such an old vehicle the Flex appears right up to date when it comes to electronics due to its Cockpit Integrated Display that houses two bright, colour, high-resolution TFT displays within the primary gauge cluster (it was way ahead of its time) while the just noted Sync 3 infotainment system is nothing to sneeze at either, thanks to a large graphically stimulating and highly functional touchscreen with ultra-fast capability and excellent usability, the functions including extremely accurate optional navigation and a very good standard backup camera with active guidelines (but an overhead 360-degree surround view camera is not available), plus standard Apple CarPlay and Android Auto smartphone connectivity, the ability to add more apps, plus much more.
Over and above the list of standard Limited features it’s possible to add a $3,200 301A package that includes a heatable steering wheel rim, really comfortable 10-way powered front seats with three-way ventilation, adaptive cruise control, Collision Warning with autonomous emergency braking, and Active Park Assist semi-autonomous parking capability, but take note that all 301A features already come standard with the more potent engine, as does a unique set of 20-inch polished alloys, an engine block heater, a power-adjustable steering column, and a one-touch 50/50-split power-folding third row with tailgate seating.
You might have noticed that my tester’s wheels are hardly polished alloys, or at least they’re not silver, the glossy black 20-inch rims included as part of a $900 Appearance package that also adds a gloss-black exterior treatment to the centre grille bar, side mirror caps, and liftgate appliqué, plus Agate Black paint to the roof pillars and rooftop, while the interior gets a unique leather-wrapped steering wheel with Meteorite Black bezels, an exclusive graphic design on the instrument panel and door-trim appliqués, special leather seat upholstery with Light Earth Gray inserts and Dark Earth Gray bolsters, and floor mats with unique logo.
My tester’s multi-panel Vista panoramic sunroof has always been a standalone option for $1,750, while it’s still strange to see its voice-activated navigation system (with SiriusXM Traffic and Travel Link) as an individual add-on (nav systems are almost always bundled into top-tier models), while the glossy black roof rails can also be individually added for only $130, but take note you can get the roof rails (also in silver) as part of a $600 Cargo Versatility package that also combines the otherwise $500 Class III Trailer Tow package (good for up to 4,500 lbs or 2,041 kilos of trailer weight) with first- and second-row all-weather floor mats (otherwise a $150 standalone option) for a much more utile SUV.
Now that I’ve listed everything available with my tester, you can also add a refrigerated centre console for $650, or upgrade the otherwise 60/40-split second row bench seat to captain’s chairs with a centre console for just $150 (although I prefer the standard bench seat because its 40-percent section auto-folds from the rear in all trims), while $250 inflatable second-row seatbelts improve rear passenger safety, and a dual-screen rear entertainment system will add $2,100 to the bottom line.
Now that I’ve covered all of the Limited trim’s features, many of which are pulled up from base SE and mid-range SEL trims, it’s important to mention that the Flex cabin isn’t quite as refined as what you might find in the new 2020 Explorer, for instance. This said, I remember how blown away I was with its refinement when it came out, which just goes to show how far Ford and all other carmakers have come since 2009. The new Edge, for instance, which I recently tested in top-line trim, is probably better than the older Lincoln MKX, now replaced by the impressive Nautilus, whereas this Flex’s interior is a lot like the previous Edge inside.
It gets the big, clunky, hard plastic rocker switches for the powered locks instead of the more sophisticated electronic buttons, and certainly has a lower grade of hard composites throughout the interior than more recently redesigned Ford SUVs. Then again its dash-top features a nice soft-touch surface treatment, as do the door uppers front to back, while the door inserts get the cool graphic inserts noted earlier along with nice, large padded armrests.
All said, interior space might possibly be this SUV’s most noteworthy attribute, the Flex getting its name for its combination of minivan-like seating and cargo storage capability. First, let’s get real about overall space. The Flex’s maximum load carrying capacity of 2,355 litres (83.1 cubic feet) when both rear rows are folded flat pales in comparison to the old Ford Freestar minivan’s 3,885 litres (137.2 cu ft) of total cargo volume, but it’s good as far as three-row SUVs go. The Flex provides 42 more litres (1.5 cu ft) of maximum storage than the old 2019 Explorer, for instance, which is one of the largest SUVs in its class. Then again, the 2020 Explorer manages a maximum of 2,486 litres (87.8 cu ft) with its two rear rows folded, which beats both older utes.
The rear hatch powers open to expose 426 litres (15.0 cu ft) of dedicated cargo space behind the third row, which is actually 169 litres (6.0 cu ft) shy of the outgoing Explorer, but drop the second row down and the Flex almost matches the Explorer’s available capacity perfectly with 1,224 litres (43.2 cu ft) compared to 1,240 litres (43.8 cu ft). A handy feature mentioned earlier allows the third row to be folded in the opposite direction for tailgate parties, but you’ll need to make sure the headrests are extended as they might uncomfortable otherwise.
Total passenger volume is 4,412 litres (155.8 cu ft), which means every seating position is roomy and comfortable. Really, even third row legroom is good, while headroom is generous due to a tall roofline and the Flex’s width makes sure no one feels claustrophobic. The open-airiness of the panoramic sunroof really helps in this respect too, and its three-pane design is also smart because it provides the structural rigidity such a large vehicle like this needs. Thoughtful features I really like include the massive bottle holders in the rear door panels, which are really useful for drive-thru excursions, especially considering the grippy cupholders in the centre armrest are a bit on the small side.
As you can probably tell, I have a soft spot for this unorthodox box of an SUV, and appreciate Ford for having the courage to build it in the first place. While it’s old and feels a bit dated inside especially, plus is missing some features I’d appreciate having such as rear outboard seat heaters and USB ports in the back, it’s hard to knock its value proposition when factoring in the potential savings. Of course, choosing this old SUV when it’s parked next to a new 2020 Explorer will be difficult, but a similarly equipped version of the latter SUV will set you back another $10k before the aforementioned discount, while Ford is only offering up to $2,000 in additional incentives on this newer vehicle (which is still pretty impressive). That’s a difference of more than $13k, so therefore choosing a fully loaded Flex might be ideal for those on more of a luxury budget.
Before the COVID-19 outbreak I would have recommended rushing to your dealer in order to make sure you get one of the last remaining new Flex SUVs before they’re all gone, and while they will certainly disappear in due time you’ll probably need to deal with your Ford retailer digitally these days. Nevertheless, it’s a good idea to do your homework first before making the call, so be sure to visit the 2019 Ford Flex Canada Prices page at CarCostCanada, where you can check out all the trims and pricing, plus see if there have been any updates regarding manufacturer discounts, rebates and/or financing/leasing packages, while a membership to CarCostCanada will also provide otherwise hard to get dealer invoice pricing (the price the dealer actually pays the manufacturer), which will give you the best chance possible to negotiate a great deal. Your Ford retailer will have your Flex prepared (while wearing hazmat suits, masks and gloves no doubt), after which you can simply pick it up at your convenience.
So if this oddball SUV is as special to you as it is to me, I recommend taking advantage of the great model ending deals to be had. It might be an old entry amongst a plethora of seemingly more enticing new offerings, but keep in mind that its moderate popularity means that it’s remained fairly fresh despite its years (you won’t see many driving around the corner toward you or parked beside you at the mall), while its decade of availability and well-proven mechanicals make certain that reliability will be better average.
I first saw the original EcoSport in São Paulo, Brazil where I was trying to expand my automotive content syndication business back in 2007/2008, just before the Case-Shiller home price index reported…
I first saw the original EcoSport in São Paulo, Brazil where I was trying to expand my automotive content syndication business back in 2007/2008, just before the Case-Shiller home price index reported the biggest price drop in its history and the U.S. housing crisis commenced and market corrections followed. The financial upheaval and concurrent industry fear wiped away most of my income in one fell swoop, therefore causing me to hightail it back to Canada in order to rescue what I could.
Back then, Brazil was one of the up-and-coming BRIC nations, and most of us should know how that bit of geopolitical market hype turned out for the South American country as well as Russia, with the two largest populations benefiting more from what global investment was available after the usual coffers temporarily dried up, finalizing in China staking claim to most of that investment once the U.S. Federal Reserve’s money-printing taps were turned on full blast. I never received any of that liquidity and most likely neither did you, or you probably wouldn’t be reading about one of Canada’s most affordable SUVs.
Interestingly, we’re now poised below a bigger bubble than in 2006-2008, not only incorporating subprime mortgages and other nefarious banking instruments, but despite being devoid of qualitative fundamentals we’re witnessing record-breaking stock market growth that identically mirrors the amount of quantitative easing the aforementioned Fed is pumping into the fake economy (yes, we’ve been smack dab in the middle of QE4 since September of last year, and the Fed’s spending spree is much more generous than it ever was back in Obama’s day), which (other than naming its new electric SUV “Mustang”) will make Ford look pretty damn intelligent when the poop finally hits the fan.
What am I referring to? I’m talking about the demise of Ford’s slower selling passenger car business, the real Mustang aside, and the liberated funds invested into much stronger selling crossovers and SUVs like this relatively new EcoSport, right at a time when the majority of investors appear as bullish as bullish can be (as they always are before a crash), and plenty of mainstream pundits are calling for a major recession within the next year or so (the U.S. Treasury 10-year/three-month yield curve inverted last March, and recessions normally follow this trigger within an average of 18 months). The unprecedented debt load of every single vertical is dumbfounding to contemplate, with auto loan balances alone totalling more than $1.2T USD this year (that’s trillion).
While Ford will still be globally mandated (especially in Europe and China) to invest billions into EVs like the just-noted new Mustang Mach-E, and smart to do so as its NYSE share price (sitting at $9.14 USD at the time of writing, compared to Tesla at $572.20 USD) and overall market cap (now at $36.36B USD compared to $103.14B for Tesla) reflect a supposed forward-thinking investment strategy (and the amount of U.S. taxpayer money gets pumped into NASDAQ tech stocks like Tesla, Amazon, Google, Apple, etcetera, that all directly follow the Fed’s monetary easy trajectory like Olympic-level synchronized swimmers), at least it won’t be losing money on the continually shrinking passenger car market.
Speaking of making money, Ford’s smallest SUV, having just entered our market for the 2018 model year, will soon be the oldest in its growing arsenal, thanks to the big three-row Flex heading out to pasture once the 2019 model year fades to dust. In other words, the EcoSport’s initial investment was paid off many years ago, so now any new money made is mostly profit.
All of Ford’s other SUVs have been more recently refreshed or redesigned, incidentally, its crossovers including the entirely new 2020 Escape compact, the recently updated (2019–present) Edge mid-size five-passenger, and the all new 2020 Explorer three-row, while the fairly new (2018–present) Expedition full-size three-row body-on-frame SUV will be second oldest in the brand’s relatively fresh utility lineup (Ford’s luxury division Lincoln has seen a similar renewal, although it doesn’t include a subcompact luxury SUV like Lexus’ new UX, BMW’s X1, or Volvo’s XC40).
Ford will soon add two new models to its SUV fleet, including the misnamed albeit impressive Mustang Mach-E near-mid-size electric crossover, and the even more alluring (to this outdoorsy journo at least) off-road capable, Ranger-based, body-on-frame Bronco compact. Supposedly a smaller baby Bronco is being designed to go up against Jeep’s subcompact Renegade in the same way its Bronco will duel it out with the Wrangler, so SUV fans will have much more to talk about in the near future.
Of course, Ford will continue producing its relatively new (to our market at least) just-noted Ranger mid-size pickup and industry best-selling F-Series trucks, not to mention its commercial market dominating Transit full-size vans, plus its classic Econoline cutaway chassis cab, and Transit Connect compact van, while the fabulous $450k GT supercar is still being handcrafted by Markham, Ontario-based auto supplier Multimatic Inc., thanks to an additional 350 units (for a limited total of 1,350) that extend its life into 2022 (which may also have something to do with Ford’s need to continue selling enough of them for competitive series sports car homologation—you’ve gotta love a brand so heavily involved in motorsport). Lastly, the Fusion (which is still ultra popular, having grown its Canadian sales by 37.8 percent last year, resulting in 8,753 units and third place in its mid-size sedan segment) will be with us for one more year before getting killed off like the Fiesta, Focus (along with their brilliant ST and RS performance trims—RIP) and Taurus just did (and its potent SHO model).
Back to the Oakville, Ontario-built Flex, the single-generation crossover has been more or less unchanged since it arrived in 2008. It was an interesting experiment that was pretty daring when new and actually garnered a fairly strong following in its first full year of sales (2009) with 6,047 new owners, but having only received minor updates since introduction its consumer take-rate gradually faded away with just 2,492 finding Canadian homes last year (which incidentally was up 9.6 percent over 2018 sales, which were 13.4 percent stronger than 2017—are you sure you want to get ride of this SUV, Ford?)
When the last Flex is gone (Ford sold just 45 in December and 10 in November), this EcoSport will be the only ancient (in automotive years) blue-oval SUV left, the second-generation model you see on this page dating back to the 2013 model year (and 2012 production) in its numerous global markets, a full six years before we received it as a new offering (it’s also become quite popular in the Philippines, where I now reside part of the year, a market that’s also seen the Thailand-designed and built Ford Ranger T6 do very well in since its 2011 inception—the ASEAN-market Wildtrak version is really hot).
How has the EcoSport aged? Very well, at least for a seven year old model. Fortunately it was fairly well conceived when new, wearing Ford’s most recently abandoned design language last seen on the 2019 Escape and 2018 Edge models. This means it’s not so out of date as to warrant an immediate refresh, but Ford won’t want to wait long. According to unconfirmed reports, a new Fiesta-based subcompact crossover, positioned below the aforementioned baby Bronco, will replace the EcoSport in 2021 as a 2022 model, so we can rest assured this 2019 version and the mostly unchanged 2020 EcoSport won’t be disappearing for at least another couple of years.
I’ve got to hand it to Ford, the EcoSport has done a lot better on the sales charts than I initially guessed it would. After selling just six units in its first month of December 2017 (likely due to a lack of available units), the tiny blue-oval-badged SUV found 6,315 buyers in 2018 and 7,438 customers last year, showing a significant 17.8-percent year-over-year gain. While not bad for any car in today’s market, these results are only so-so for a new subcompact SUV.
Consider for a moment that Nissan’s Qashqai entered the Canadian market earlier in 2017, only to amass 8,970 new customers that partial year, plus 19,662 buyers in 2018, with a slight 5.8-percent dip to 18,526 units last year, albeit that was only because the Japanese brand’s even smaller and less expensive Kicks model (the Juke’s replacement) won over a total of 16,086 subcompact SUV customers in 2019, resulting in 268.8-percent growth over its partial-year sales of 4,362 units in 2018. If you think that’s good, and it is when factoring in that Nissan led Canada’s subcompact SUV sales with a total of 34,612 unit sales through 2019, Hyundai’s new Kona went from selling 14,497 units in its first partial calendar year of 2018 to earning 25,817 new buyers last year, for a 78.1-percent gain.
Still, as dismal as the EcoSport’s success appear when compared to these much better subcompact SUV models, it’s doing better than Toyota’s relatively new C-HR that only found 7,283 buyers last year; Chevrolet’s long-in-tooth Trax that actually gained 18.6 percent year-over-year to post its second-worst-ever sales of 5,298 units; Kia’s Niro that found just 4,338 new owners, yet improved its position by 63.1 percent compared to 2018; the pricier near-premium Mini Countryman that won over just 2,275 new customers (but is priced much higher); Jeep’s previously noted Renegade that lost 44.3 percent on the sales charts to claim a rather pathetic 664 takers (hopefully the baby Bronco will do better here); and that Jeep’s brother-from-another-mother Fiat 500X that (wait for it) only managed to coax 50 wayward buyers (some of which were likely Fiat dealer principals) to drive this pretty decent little SUV off the Italian automaker’s Canadian lots. Feeling pretty frisky now, aren’t you Markham (Ford’s Canadian HQ)?
The EcoSport was also spitting distance away from upstaging Mitsubishi’s RVR that sold just 7,463 units last year, and came mighty close to passing by Jeep’s Compass that could only muster 7,652 new buyers. As yet unmentioned competitors in this smallest of SUV classes include the Buick Encore with 9,724 Canadian sales through 2019 (and up to $5,390 in additional incentives available right now), the Mazda CX-3 with 10,850 deliveries over the same 12 months, the Kia Soul with 11,868 examples down the road last year, the Honda HR-V with 12,985 units sold, and finally the Subaru Crosstrek with 15,184 sales, this popular model just behind the previously mentioned top three that once again (for memory’s sake) include the Kicks, Qashqai and Kona.
And if you think that’s a lot of subcompact entries doing battle, consider that Hyundai is stepping up this year with a new 2020 Venue that’s smaller than the Kona (more along the lines of Nissan’s Kicks) and starts at just $17,099, while Kia is following suit with its Kona-sized 2020 Seltos. Likewise, Volkswagen will bring us a renamed version of its South American Tarek and Chinese Tharu sometime in 2021. On top of this we can expect new versions of this segment’s oldest models to show up sporadically over the next couple of years, plus fresh new entries from brands like Toyota that blew their chance to pull in entry-level SUV buyers due to almost entirely missing the mark with the aforementioned C-HR, as well as variations on the subcompact SUV theme to arrive from brands not yet included in this category, such as Dodge and GMC. Did I miss any?
If you’re wondering why I’ve just laid out the most longwinded intro ever written ahead of a supposed new car review, it’s because the EcoSport wasn’t the most impressive new vehicle I’ve driven in recent memory, and thus I’ve been putting off my critique. Of course, considering the seven years of availability having passed since its introduction, with very few notable updates, you all should be surprised I’m not giving it both thumbs down. In fact, the EcoSport has a number of redeeming attributes, the first of which is reasonably good fuel economy thanks to standard auto start-stop technology that automatically shuts off the engine when the EcoSport would otherwise be idling in order to reduce fuel consumption and lower emissions, before restarting it when letting off the brake pedal.
This little Ford comes standard with the brand’s excellent turbocharged 1.0-litre three-cylinder that was first tested by yours truly in the Fiesta subcompact hatch. It’s a surprisingly sporty entry-level engine and good for a claimed 8.6 L/100km in the city, 8.1 on the highway and 8.4 combined, whereas this even more potent 2.0-litre four-cylinder version does well enough with an estimated Transport Canada rating of 10.2, 8.0 and 9.3 respectively.
Then again, the EcoSport falls a bit short when compared to its most efficient rivals, the Honda HR-V managing to eke out 8.4 L/100km city, 7.0 highway and 7.8 combined from its larger 1.8-litre base four-cylinder with FWD, and a respective 8.8, 7.5 and 8.2 when that engine is hooked up to all-wheel drive, while the best-selling Kona is good for a claimed 8.6 city, 7.0 highway and 7.9 combined from its four-cylinder in FWD, or 9.2, 7.8 and 8.6 when adding AWD to the same 2.0-litre base engine. How about the runner-up Qashqai and third-place Kicks? The Qashqai automatic gets a claimed 8.6 city, 7.2 highway and 8.0 combined with FWD, or 9.1, 7.6 and 8.4 with AWD, whereas the FWD-only Kicks is good for an ultra-stingy 7.7, 6.6 and 7.2. Had enough punishment yet, EcoSport?
OK, while the EcoSport’s fuel economy is good, it’s nowhere near segment best, but it does deliver in other ways. For instance, it’s fairly inexpensive in base S trim at just $22,349 plus freight and fees, with its ritzier SE, SES and Titanium trims starting at $25,449, $29,849 and $31,349 respectively, with AWD adding $2,500 to the base S and second-rung SE trim lines, and coming standard with the SES and Titanium models.
Even better, become a CarCostCanada member and you’ll find out about additional incentives for savings up to $4,500 on this 2019 EcoSport, or alternatively Ford is offering factory leasing and financing rates from 3.99 percent on the newest 2020 model, which barely changes by the way. Check CarCostCanada’s 2019 and 2020Ford EcoSport Canada Prices pages for more details, such as trim, package and individual option pricing (and the ability to configure/build the SUV, and all of its competitors—click any vehicle name link in this review to open a given model’s page), available rebates, factory financing and leasing rates, plus dealer invoice pricing that could save you thousands more when it comes time to negotiate.
I know that selling on price is a lousy way to make money, but I’m not actually selling the EcoSport so this is Ford’s problem. Then again, as I mentioned earlier there’s more to be had from this little runabout than relatively low running costs and a good initial deal. In fact, both the turbocharged 1.0-litre and naturally aspirated 2.0-litre direct-injected engines make for reasonably quick acceleration off the line and more than adequate highway passing power, their respective horsepower and torque ratings equaling 123 and 166 ponies apiece, plus 125 and 149 lb-ft of twist, the smaller engine making all of its torque between 1,500 and 4,500 rpm, compared to a minimum of 4,500 rpm for the doubly large mill.
What’s more, both engines only require regular unleaded in order to perform at their quoted capabilities, plus they’re not hamstrung by lacklustre continuously variable transmissions (CVTs) or power-robbing conventional automatics thanks to coming standard with Ford’s highly advanced six-speed SelectShift dual-clutch automated manual gearbox, which might not be the most reliable transmission on the market, but certainly provides the most driving enjoyment this side of an actual DIY manual. Then again it includes a set of steering wheel-mounted paddle shifters, resulting in a level of hands-on engagement few in this class can provide, plus the convenience of not being forced to shift a manual box in the city.
Making the EcoSport even more fun to drive is a fully independent suspension setup with MacPherson struts up front and a multilink design in back, plus stabilizer bars at both ends. Ford utilizes a set of twin-tube hydraulic gas-pressurized shocks for the front wheels and progressive-rate springs with mono-tube hydraulic gas-pressurized shocks at the rear, while electric power steering provides easy-to-turn manoeuvrability in tight parking garages and around town, plus reasonably direct performance through fast-paced twisting backroads and on the open freeway. It really is a fun little SUV to drive on all road surfaces and through varying conditions, Ford’s impressive AdvanceTrac traction control with RSC (Roll Stability Control) making sure it stays shell-side up, and four-wheel discs with ABS delivering ample stopping power.
The EcoSport’s driving dynamics would have been reason enough for almost seven and a half thousand Canadians to buy one last year, although I could understand why some might merely be smitten by its impishly cute and pudgy yet perky good looks. My third-tier SES tester wore eye-catching Lightning Blue paint and plenty of blackened trim bits (albeit not this model’s available black hood and roof decals), its sharp looking Dark Tarnish Metallic-painted 17-inch alloy wheels worthy of multiple backward glances on their own.
This said its interior colour combination was downright bizarre when factoring in my tester’s exterior paint choice, its mostly Ebony Black theme not an issue yet its copper metallic-painted trim (more suited to the EcoSport’s similar Canyon Ridge exterior colour) quite obviously chosen by a team of colour-blind product managers. I would’ve preferred a similar blue to the exterior or even simple silver/white/grey highlights, but they didn’t ask. The partial leather seat upholstery includes copper orange stripes on the stain resistant ActiveX cloth inserts for continuity’s sake, so therefore if you don’t like it, don’t buy the SES (although new versions of the SUV are said to include grey seat stripes and silver trim, so maybe those aforementioned Ford product planners were reading my mind when I was initially put off by their odd colour combining).
This would mean forgoing its sport-tuned suspension and 17-inch alloys, however, not to mention those aforementioned steering wheel-mounted paddles, plus rain-sensing wipers, an auto-dimming rearview mirror, blind spot monitoring, an 8.0-inch centre infotainment display with Ford’s Sync 3 touchscreen interface, a very accurate navigation system (that worked flawlessly during my test), decent sounding seven-speaker audio (that could use more bass response), and a handy household-style 110-volt power outlet, but many of these items can be found in the even fancier Titanium model if you really must have them.
The Sync 3 infotainment system remains very good considering how long it’s been available, making the EcoSport as up-to-date as most others in this class. Other than the extras noted, its features include the usual tablet/smartphone-style tap, swipe and pinch gesture capability (the latter especially useful when adjusting the map’s scale), Android Auto and Apple CarPlay smartphone integration, easy Bluetooth connectivity for phone use and streaming audio, voice activation, 4G LTE Wi-Fi hotspot capability, and of course the ability to play AM, FM and satellite radio. Speaking of satellite, Sirius Travel Link is included too, plus plenty of apps, while it’s all laid out in a convenient tile design with wonderful white on light blue graphics that are easy on the eyes. Ford will probably want to update the look of its Sync interface at some point, just to offer something different, but it certainly doesn’t need to.
My SES tester was missing dual-zone automatic climate control, but single-zone auto HVAC systems are often as good as it gets in this segment, and its front seats are only four-way manually adjustable, another inconvenience that I didn’t particularly care about. They were inherently comfortable and supportive, plus I fit in well thanks in part to good reach from the tilt and telescopic steering wheel, making the EcoSport a winner ergonomically.
It’s roomy too, especially for tall folks. Both front and rear seats are generously accommodating, just leave the centre seatbelt in back unoccupied when four large adults are onboard. Likewise, the cargo compartment is pretty spacious thanks to 592 litres (20.9 cubic feet) of room behind the 60/40-split rear seatbacks and 1,415 litres (50.0 cu ft) when they’re laid down, but the resulting load floor is nowhere near as flat and useful as most rivals, let alone the segment’s most innovative Honda HR-V.
Worse, Ford limited the ease of the EcoSport’s cargo carrying access by installing a side-swinging door, and one that squeaked annoyingly to boot. I can’t say for sure it was the door making the irritating noise, because the commotion occurred while driving, not when opening or closing it, but the squeaking sound came from the general direction of the rear door, and it’s certainly a heavy beast that puts a lot of weight on its side-mounted hinges. In fact, it was so noisy while driving slowly over bumpy pavement that it seemed as though the EcoSport was about to break apart.
At least it opens on the correct side for North American markets, unlike some others (Jeep Wrangler) that make loading from curbside near impossible, let alone dangerous if forced to step out into traffic with arms full. It opens easily due to gas struts, but you’ll need a lot of space behind in order to swing it out, so if someone happens to park too close while you’re shopping you’ll be out of luck when returning. No, give me the shelter from inclement weather that hatchbacks provide, plus their ease of use, and I’d be a lot happier. Is this a deal killer? I imagine it could be for some people, hence why no other subcompact SUV in our market swings its rear door from the side anymore (the last one to do so was the Nissan Cube, need I say more).
Another complaint could be interior refinement, not because of poor workmanship, but more so because it only includes a soft-touch dash top, the padded armrests being the only other pliable composite surfaces. I can live with that if you can, but some others do a better job of pampering with padded stitched leather-like instrument panel bolsters, soft front door uppers, and other niceties. At least the EcoSport’s soft synthetic dash top bends downward to the horizontal halfway mark of the instrument panel, while the rubbery surface treatment covers most of the primary gauge cluster hood too, the gauges below quite nice thanks to a large multi-info display and bright blue backlit needles.
Speaking of those stylish pointers, while bringing it back to Ford’s press fleet operators I noticed the gas gauge had somehow dropped nearly a quarter tank from full after a 20 minute commute. Normally this trip wouldn’t affect the gas gauge at all, but nevertheless I decided to top it up at the closest station to where I was dropping it off. I gave the cashier $5 thinking it would be enough, but after just $2 the pump clicked off, and when I tried to squeeze in a bit more it spilled over. After cleaning that off the paint, getting my change and slipping back into the driver’s seat I noticed the gauge was still pointing to three quarters, showing it’s not very accurate.
To summarize (finally), Ford’s EcoSport does a good job of bridging the gap between economy and performance, and therefore lives up to its bipolar name. It’s comfortable, extremely roomy, well equipped, and fairly stylish (if not a bit dated looking) inside and out, with my particular example’s annoying squeaking, and the model’s less than convenient rear cargo access, being its only negatives. Once again, the latter issue has obviously not been an issue for thousands of Canadian subcompact SUV buyers, so it might not be a problem for you, especially when factoring in the generous discounts available to those buying the 2019 model that’s already priced well.
With an all-new 2020 Escape already showing up at Canada’s blue-oval dealerships, it’s time to say goodbye to a third-generation Escape that’s been with us since 2013. The version seen here was…
With an all-new 2020 Escape already showing up at Canada’s blue-oval dealerships, it’s time to say goodbye to a third-generation Escape that’s been with us since 2013. The version seen here was dramatically refreshed to look more like its larger Edge sibling for 2017, and it’s served its many owners well since then.
Of course, with a redesign arriving there’s opportunity to save money on the outgoing 2019 model, and being that it’s still so very good, and that plenty of Ford retailers still have various trims new in stock, you may want to consider your options. At the time of writing, CarCostCanada was reporting $1,200 in additional incentives over and above any personal discount you can work out with your friendly local sales manager, which is a great conversation starter you can back up further by knowing the 2019 Escape’s actual dealer invoice price before arriving at the dealership. The best way to do this is by going to CarCostCanada where you can also discover the various features and prices of each trim, options package and individual upgrade. You can also check out pricing and features for the new 2020 Escape and even last year’s 2018 model, making CarCostCanada a vital resource when buying a new vehicle.
The top-line 2019 Escape Titanium you’re looking at has changed one iota since introduced in 2016, as witnessed by my 2017 Ford Escape Titanium AWD Road Test, a compact crossover SUV that was virtually identical to this new one, even down to its Ingot Silver exterior colour. Don’t worry, as smart as silver or white is for resale values (more people buy these shades than any other), Ford offers this 2019 model in seven additional colours, with some of the standard no-cost hues even quite vibrant such as Sedona Orange and Lightning Blue, while $450 Ruby Red and $550 White Platinum look downright rich.
I can’t say I liked this 2017-2019 grille design as much as its 2013-2016 predecessor, which was totally unique and even futuristic looking when it debuted. I remember how taken aback I was, not sure what to think initially yet warming up to it quickly enough, so that it quickly became my favourite small SUV. I understand why Ford changed up the look, both from a prospective customer’s need for something new and a requirement to visually align its SUV lineup, but for reasons not necessarily related to styling the Escape has lost a little ground to the now top-selling Toyota RAV4 and Honda CR-V in recent years.
Only four years ago the Escape was number one in this class, a position it had held for years. In fact, look back a bit further and the Escape nearly doubled annual sales of the RAV4 and CR-V, but it’s been on a steady slide downhill since this refresh, from a high of 52,198 units in 2014 to 47,726 in 2015, the last time it topped the category, falling to 46,661 deliveries in 2016 when the RAV4 leapt to number one, and then 47,880 sales in 2017 when both the RAV4 and CR-V passed the 50,000 threshold. The two Japanese branded SUVs kept luring in more and more new customers in 2018 when each models’ sales neared 55k, but the Escape only managed 43,587 deliveries that year, while at the close of September 2019 the Escape only pulled in 30,817 new buyers to the CR-V’s 43,464 and RAV4’s 49,473, the redesigned Toyota on target for another record year.
While this 2019 Escape is starting to show its age, especially when put beside that new RAV4 and the entirely new 2020 Escape that Ford hopes will inspire its once loyal customer base to come back to the domestic brand, it’s still a very good compact SUV that can be had for considerable savings. You won’t have your choice of colours, while available trims will come down to what’s left in stock, but with such a wide variety to choose from there’s bound to be something you’ll like.
At the start of this 2019 model year the Escape was available in base $26,399 S trim, as a $29,349 SE and $30,849 SEL, the latter designation added this year, and finally top-line $37,699 Titanium. The Titanium comes standard with all-wheel drive, while the SE and SEL can be had with AWD for an extra $1,500, and the S is only available in front-wheel drive.
If this wasn’t confusing enough, the Escape offers the choice of three gasoline-fueled four-cylinder engines, and strangely not one of them is electrified despite this model being first to market an SUV hybrid. The base model labours forward with Ford’s dozen-year-old 2.5-litre mill making 168 horsepower and 170 lb-ft of torque, which are respectable numbers for a base model, but most Escape buyers will pay a bit more for one of the brand’s turbocharged Ecoboost engines, the 1.5-litre making 179 horsepower and 177 lb-ft of torque and standard in SE and SEL trims, and the 2.0-litre version good for a very spirited 245 horsepower and 275 lb-ft of torque, this one standard with as-tested Titanium trim and available with the SE and SEL. So as you can likely imagine, just what you’ll find at your local Ford retailer will be anyone’s guess, although if you’ve got your heart set on a particular trim powered by a specific engine they can phone around to other dealers on your behalf.
At least the Escape’s sole six-speed SelectShift automatic makes your choice of transmission easier, which is two speeds less impressive than the new 2020 model’s eight-speed automatic, but the outgoing gearbox is proven reliable and certainly capable enough when fitted to either Ecoboost engine. The 2020 Escape will get the 1.5-litre turbo-four as standard equipment, with auto start-stop technology no less, which shuts the engine off when it would otherwise be idling, while the 2.0-litre continues to provide a performance option in a compact SUV class that’s in dire need of some excitement.
Speaking of drivetrain options, the long lost Escape Hybrid I previously complained about not being available is finally back for 2020, which is great news for those willing and able to spend more for better air quality, let alone saving some money on fuel.
While Ford isn’t providing fuel economy numbers for the new 2020 Escape just yet, the 2019 model does quite well in all trims. The 1.5-litre is the best choice for those on a budget, with the FWD version achieving a claimed 10.2 L/100km in the city, 7.8 on the highway and 9.1 combined rating, and that engine with AWD good for an estimated 11.2 city, 8.4 highway and 9.9 combined. The FWD-only base S, on the other hand, does pretty well despite its age with a rating of 11.0 city, 8.0 highway and 9.6 combined, and finally the top-tier AWD-only Titanium is extremely thrifty considering all the performance available, with a claimed rating of 11.5 city, 8.7 highway and 10.2 combined.
Looking past the 2019 model’s aging body style and just as classic interior design, its quality of materials, fit and finish, and general goodness is hard to argue against. Even its electronic interfaces are better than a number of more recently redesigned competitors, its primarily analogue gauge cluster filled with a very crisp, clear and colourful high-resolution multi-information display at centre, and its centre stack-mounted Sync 3 infotainment touchscreen soldiering on as one of the more graphically attractive and easy to use, not to mention wholly functional. It’s incorporated Android Auto and Apple CarPlay smartphone integration longer than most rival systems, while its navigation/route guidance is amongst the sector’s more accurate, the system’s tap, pinch, and swipe gesture controls working ideally with the nicely detailed map, and dynamic guideline-equipped backup camera easy on the eyes. There’s much more to it, such as Bluetooth streaming audio, mobile apps, voice control, a WiFi hotspot, 911 assist, etcetera, so only those looking for premium-level options like overhead surround cameras and Near Field Communication (NFC) short-range wireless connectivity will find themselves wanting.
The centre display provides all the expected audio functions too, like AM/FM/satellite radio plus MP3 and WMA compatibility, but no HD radio, although the 10-speaker Sony system it all plays through is very good for this class. Some quick access controls sit on an angled interface just below the touchscreen, this just above a large user-friendly dual-zone automatic climate control panel, all the kind of premium equipment expected in a luxury brand, and the Escape’s top-tier Titanium trim line. Still, compared to some competitors that have digitized these controls under touch sensitive interfaces, the Escape’s look pretty dated, but a tiny pull switch for engaging the electromechanical parking brake makes it clear that Ford did everything it could to keep this model current.
Advancements in mind, my tester featured a $2,500 optional Safe and Smart + Roof Package including a panoramic sunroof, rain-sensing wipers, automatic high beams, adaptive cruise control, forward collision warning with automatic brake support, blind spot monitoring with rear cross-traffic alert, plus lane departure warning with lane keeping assist. A number of these features are also available as part of a separate package in the two mid-range trims, so you don’t need to go full tilt with a Titanium model in order to benefit from these advanced driver assistive systems.
I’m not going to bother going into each and every standard and optional feature with this SUV, because as explained earlier it’s now a WYSIWYG affair, but over and above everything already mentioned this Titanium includes 18-inch alloy wheels, HID headlights with LED signature lighting, a heatable steering wheel, leather upholstery, an auto-dimming centre mirror, front parking sensors, a 110-volt household-style power outlet, a foot gesture-controlled hands-free liftgate and plenty more, while highlights pulled up from lesser trims include extra chrome exterior trim, a leather-wrapped steering wheel, a powered liftgate, rear parking sensors and more from the SEL; fog lamps, body-colour exterior details, proximity-sensing keyless access with pushbutton ignition, Ford’s exclusive keyless entry keypad, one-touch up/down power windows all around, a 10-way power-adjustable driver’s seat, dual-zone auto HVAC, heated front seats plus more from the SE; and finally auto on/off headlamps, a windshield wiper de-icer, remote engine start, keyless remote entry, MyKey, variable intermittent wipers, powered windows, air conditioning, an overhead console with sunglasses holder, SOS Post-Crash Alert System, all the usual airbags including one for the driver’s knees, and much more from the base S model.
Some Escape Titanium materials quality highlights include a mostly soft-touch dash top that nicely wraps all the way around the infotainment controls before crossing over to the front door uppers. The door inserts and armrests are nicely padded too, as is the centre armrest/bin lid, while at least the mid-door panel niceties extend into the rear seating area as well, but that’s about it for soft synthetic pampering. Ford spiffs up the instrument panel with some piano black lacquered trim that extends across the dash and down each side of the centre stack, while a tasteful assortment of aluminized accents added a bit of brightness to my tester’s mostly black cabin, but other than a touch of blue and red for the temperature controls, the lovely aqua blue needles within the gauge cluster, the dark blue and sky blue backgrounds used for the multi-info display and centre touchscreen respectively, this Escape won’t exactly stimulate one’s colour-craved senses.
The leather upholstery is nice, and features what looks like cream-coloured contrast stitching, while the driver’s seat is plenty comfortable and the SUV’s driving position much better than some others in this class. In fact, I’d call its ergonomics excellent thanks to a tilt and telescopic steering column with enough rearward reach to make my long-legged, short-torso frame feel right at home. This isn’t always the case, as anyone who reads my reviews regularly will know, but you’ll be hard pressed to find a competitor with as much driver adjustment as this Escape. Visibility is excellent all-round too.
The rear seating area is spacious and reasonably comfortable too, especially if positioned in the outboard window seats, but take note you don’t exactly sit in the seats, but rather on top of them, and there’s not much lateral support at all. Fortunately, taller teens will have no problem fitting in thanks to reclining seatbacks, while the folding armrest at centre improves comfort and provides a place for drinks. Rear ventilation can be found on the backside of the front console, where the aforementioned 110-volt outlet features a more useful three-pronged socket. I was surprised not to see heatable seats in back, especially in this top-of-the-line model, but those wanting such luxuries can ante up for Lincoln’s MKC, soon to be renamed Corsair, which is basically a 2019 Escape Titanium with more glitz and glamour.
The rear hatch powers up out of the way via foot-activated gesture control as noted earlier, revealing a sizeable 964 litres (34.0 cubic feet) of cargo space behind the 60/40-split rear seatbacks, or 1,925 litres (68.0 cu ft) when these are lowered. I’d prefer a 40/20/40-split, or even a centre pass-through to provide room for longer items like skis down the middle while rear passengers enjoy the more comfortable and scenic window seats, but such configurations are rare outside of the premium sector, so this can hardly be seen as a deal-breaker. Ford doesn’t include any mechanisms for automatically folding the rear seats down while loading in cargo either, unlike some rivals, but on the positive a flap drops down to cover the gap between seatbacks and cargo floor so smaller items don’t slip between the cracks, so to speak, and the expanded cargo area does provide a fairly flat load floor.
Before it starts sounding like I’m beating up on this poor old Escape, the fact of the matter is it remains a very good compact crossover SUV with the best performance in its class by far. Its arguably old school transmission might be short a couple of gears compared to some competitors (and its own replacement), but it goes about its business with a level of smooth refinement that would make a JATCO engineer proud, although my tester’s steering wheel-mounted paddle shifters combined with a manual mode affecting real gears makes it a lot more enjoyable to drive than most competitors that are now using continuously variable transmissions (hence the JATCO reference, which is one of the world’s largest suppliers of CVTs). The Escape’s shifts are comparatively crisp and quick, resulting in a much more engaging experience than any of its top challengers, all of which use CVTs.
On this sportiness theme, a slightly firmer suspension means the Escape Titanium isn’t the smoothest riding model in its compact SUV class. It’s hardly rough or uncomfortable, but you’ll notice each bump and road imperfection in a fairly pronounced manner, unlike a RAV4 or CR-V that better isolate driver and passengers, but keep in mind the Escape Titanium’s more capable driving dynamics will have you smiling at speed on a winding back road. Of note, all Escapes incorporate torque-vectoring control and Curve Control that senses if you’re going to fast when entering a corner and, if so, automatically slows you down via throttle reduction and anti-lock braking.
That pretty well sums up the 2019 Escape, particularly in Titanium trim. It remains a solid competitor that’s stood the test of time because it was well conceived in the first place, and would be a good choice for someone who’d rather save money than be seen in the most modern compact SUV currently available. I can’t say whether or not its replacement will be worth paying more for as I haven’t even sat in it, but it make gains mechanically and now offers a hybrid, plus its infotainment systems appear to have made a step upward as well. This is important, because it will need to last for six years as well if Ford plans to follow its past upgrade schedule, which is one year longer than its main rivals. Now we’ll have to see how well it does against the RAV4, CR-V and an ever-improving crop of compact SUVs.