Ford Escape 2006 Review

Local Launch

2006 Ford ZC Escape

Not so much
Jittery ride on four-cylinder model
No manual or dual-range options
Basic front seat design

It therefore should have hit the ground running and stayed ahead of the pack save for the fact its local launch was delayed until March 2001. This meant the Escape (and its Mazda Tribute twin) ran  almost headlong into all-new Subaru Forester, Honda CR-V and Toyota RAV4 models that lifted the bar. The 2006 upgrade is Ford's long overdue response to win back some of that ground.

If it wasn't for the fact that Escape rivals have faced major upgrades virtually every year and the RAV4 has been replaced by an all new model within the same time period, the 2006 improvements would have been enough to give the Escape a convincing lead. Instead, it only brings the Escape level with the frontrunners at best.

This helps explain why Ford has delivered a triple-edged upgrade: major styling changes, mechanical improvements and price cuts that shave $2000 off the entry level and deliver an Escape for under $30,000 for the first time. If that is still not enough to generate a second look, big improvements in V6 fuel economy should be the clincher.

Unlike other Ford-badged models shared with Mazda, the Escape was developed in parallel with the Tribute and was therefore never a Mazda wearing a Ford badge or vice versa. As a result, the four-cylinder engines were derived from the shared Duratec range seen in later Mazda and Focus models. In the latest four-cylinder Escape, it's a variation of the bigger Mazda 3 SP23 engine.

The V6 is from Ford's powerful mainstream US Duratec engine range first seen locally in the full-size Taurus. The V6 defined a neat line between four-cylinder rivals and the bigger Toyota Kluger and Ford Territory. The latest upgrade achieves an even better middle line for both four-cylinder and V6 engines with the added advantage of a substantial 1600kg towing capacity for the V6 in a compact package.

The winning edge of the Escape/Tribute twins remains a unique all-wheel drive system. Where some rivals almost have to dig their front wheels into a hole before the rear can make a difference, the Escape's drivetrain allows the driver to lock equal drive to both front and rear axles with a touch of a button before either axle loses grip. Add better than usual ground clearance and short overhangs, and the Escape is almost a match for a proper four-wheel drive in the conditions that most family owners would want to access.

Its offroad performance is so good for this type of vehicle that the lack of downhill engine braking in the auto-only drivetrain and the absence of dual range is more of a frustration than it otherwise would be.

The Escape's biggest handicap was the US-market styling that linked it to the Explorer and left it looking decidedly second-rate against the local Mazda Tribute version.

Last year, production for the Australian market was moved from Japan to Taiwan. Both the interior and exterior were revamped under the supervision of Ford Asia Pacific and Africa Chief designer, Paul Gibson. For 2006, Gibson has created a much stronger link with the Ford Territory.

All are cheaper except for the Limited V6 (previously $41,750) with both four-cylinder models losing at least $2000 off their sticker prices. Extra features and mechanical upgrades add to an already appealing value equation.

There is the price-leader XLS 2.3 and the rest when it comes to features.

The main intention was to give the Escape a more car-like feel to the controls, cabin layout and ambience which starts with a pleasing two-tone instrument panel that is a big advance over the black hole in previous model.

All except the XLS 2.3 get cruise control, electric aerial, foglights, cargo blind and swing net, overhead sunglass holders, external temperature display, map lights, leather wrapped steering wheel, and a six-disc dash-stacker CD player which is upgraded from four speakers to six in the Limited.

The standard air-conditioning in the XLS 2.3 is also upgraded to climate control in the other levels. Add the fact that the XLS 2.3 is the only model that doesn't get a wheel upgrade and steering wheel controls and the $29,990 price tag starts to look a little empty. However, all levels get roof racks with cross-bars, electric windows and rear mud spats.

The Limited comes standard with premium leather trim and sunroof. All rear seats now recline with a folding centre armrest and there is a 12 volt power source in the rear section.

All models gain a central transmission lever with revised two-tiered centre console storage, street directory sized door pockets, soft feel armrest and more convenient handbrake location that brings the lever over from the passenger's side to the driver's side of the centre tunnel and raises it.

There are two covered storage areas in the dash including a lockable glovebox, both important security features. All interiors have been substantially upgraded with more luxurious suede-feel fabrics, sportier instrument pack with blue instrument and centre console lighting and a three to four decibel reduction in noise levels at highway speeds.

Illuminated vanity mirrors in all models are a neat touch except lifting their covers is not as easy as it should be.

New dash insulators, body damping sheets, foam filled pillars and seals are part of a comprehensive attempt to build a more substantial and quieter luxury feel into a body structure that was already one of the toughest in this price range.

Major centre dash switchgear has been upgraded with more stylish rotary switches and the sound system controls are located above the climate-system controls for easier access.

Although the overall effect is far more uplifting than the previous, more sombre, cabin, certain cabin materials remain cheaper-feeling and more utilitarian than some sedans in this price range and the plasticky interior door handles spoil the effect.

Instrument panel highlights vary according to level with a rich woodgrain look in the Limited. It ultimately remains a clever tweak of what was already there but in the context of the efficient use of space and the Escape's more rugged approach, it is a fair compromise.

Outside, the same more upmarket approach is evident with lots of chrome in a bolder grille, separate high and low beam chrome-ringed headlights, extra front and rear skid plate differentiation for the V6 models, stylish new rear LED lights, new alloy wheel designs, classy outside door handles and new colours.

The Limited model is further differentiated with Mercedes-Benz style repeater lights in the exterior mirrors.

The overall body architecture which remains the same as the previous model retains the useful flip-up glass as well as the normal liftback. For urban dwellers where space is at a premium, the absence of an external mounted spare wheel is a plus.

Talking of which, the spare wheel situation is intriguing. The XLS and XLT 2.3 models have a full-sized spare in steel and alloy respectively, while the V6 models have a temporary steel spare with the same size tyre as the four-cylinder models.

The spare is critical in a getaway vehicle. Although there isn't a nasty toy wheel barrow spare in sight, the V6 models are compromised for some owners by not having five wheels the same. This begs the question whether the fatter and taller tyre from the V6 models will sit in the spare wheel well if you get a flat.

COMFORT
The starting point for the Escape comfort package is a rigid body that is 1825mm wide, substantially wider than rivals still tied to the Japanese 1700mm width limit. In terms of hip space for big Australians, the Escape does it better than several much larger four-wheel drives and pricier crossover models. If stretching space for three across the rear seat in a compact 4470mm package is a priority, the Escape is a compelling choice but it is still some way short of a Territory.

This width is balanced by a sensible height (1760mm for the 2.3 and 1775mm for the V6) with a wide track stance on the road. This generates less sway and a tighter feel on the road than larger models. However, there are different wheel specification and suspension settings for the four-cylinder and V6 models which give them a discernibly different feel.

The V6 has an extra 15mm clearance hence the different heights. It also has different spring and damper settings from the four as well as larger tyres that provide extra rubber between the road and wheel rim. These specifications have not changed over the previous model.

The Escape V6 specifications were always more compliant than the equivalent Mazda Tribute. Where the V6 feels a more substantial vehicle and soaks up choppy bitumen at highway speeds, the four feels more European in the way it reacts to any surface variation.

Keen drivers will like the edgier four-cylinder feel, most will find it too jiggly. It almost feels as though the four is running Mazda settings.

Although the quality of the seat trim varies in the progression up the range, the seats don't. The anti-submarining front seats feature tilt adjustment on all models for good thigh support. They are relatively flat and while they don't seem to generate any sore spots, the one good thing that can be said about their lack of sideways location is that they are easy to get in and out of.

Keen drivers will find them lacking. Yet for older owners and passengers, this could be a real plus when the Escape offers an almost ideal hip height for occupants who need to slide in and out, not climb. The grab handles feel substantial and the presence of door and centre armrests are a real plus as soon as you leave the bitumen.

The slightly old-fashioned shape doesn't pander to the latest trends like the latest RAV4 for example. It retains its deep side windows, square upright rear section supported by  thin pillars for clear rear vision and a deep windscreen, all of which still make the Escape's all-round vision one of the best in class for all occupants.

SAFETY
Safety remains one of the primary considerations in this class. The big news is the new four-wheel disc brake system instead of the previous rear drums.

Front discs are boosted to 303mm from 278mm while the new rears are 302mm. ABS is standard and Emergency Brake Assist is now standard on both four-cylinder and V6 models.

A lap-sash centre seat belt and extra headrest has been added for the centre rear passenger. Driver and front passenger airbags are standard while only the top of the range Limited comes with front seat-mounted side airbags. The age of the design is starting to show with the lack of curtain airbags even as an option.

Ford claims the installation of energy-absorbing knee bolsters below the instrument panel help reduce the risk of leg injuries to front seat occupants.

Child seat anchors are mounted in the roof along with the centre seat belt's retractor. Both keep the relatively short but still spacious luggage area free from clutter and prevents loads from interfering with vital safety equipment.

MECHANICAL
This is the main area where Ford has made useful gains. After choosing to skip the early 2.0-litre version for the local market, Ford launched the bigger 2.3 four in the local Escape as recently as January 2004. Although it offered useful gains over the original Tribute four-cylinder version, it was lacking in midrange punch. On paper, this engine gains a single kilowatt for a 109kW total while torque drops 2Nm back to 199Nm but it peaks 500rpm earlier at 4000rpm.

In isolation, these figures are misleading. The addition of variable valve timing for the inlet valves has made a radical difference to the 2.3-litre four, almost halving times in vital midrange acceleration.

The 20-40km/h dash drops from 4sec to 2.6 and the 40-50km/h split drops from 3sec to 1.8. The extra urge is immediately apparent.

The auto has been recalibrated, a more efficient alternator added and a drive-by-wire electronic throttle replaces the previous system. Fuel consumption increases slightly to 10.5lt/100km (previously 10.2), a product of Euro III emission compliance.

Quoted figures for the 3.0-litre V6 remain the same at 152kW/6000rpm and 276Nm/4750rpm but a major rework of the transmission has transformed this package with new shift points, a more efficient torque-converter and lock-up mechanism.

Together, these have dropped fuel consumption from 12.2 to 10.9lt/100km. It's a classic case where a more relaxed and bigger V6 engine can almost match the economy of a smaller four-cylinder as both haul a vehicle approaching 1600kg.

For a 0.4 litres/100km improvement, Escape buyers really need to weigh up whether the loss of performance and less substantial feel on the road of the four-cylinder model are worth it.

The standard four-speed auto does an outstanding job covering its lack of ratios. Like earlier Mazda transmissions, it still has an overdrive button which can be used to lock out the overdrive and preserve the transmission under heavy loads.

The switch from column to a central floor mounted selector did not bring a manual override function but in this case it is not missed when the auto has been set up for smooth changes, not fast manual ones. Even shifting the selector to a lower gear will fail to deliver any appreciable engine braking under steep descents but more of that shortly.

The previous all-wheel drive system continues. Ford claims it automatically senses when the rear wheels start to slip and instantly transfers torque to the rear wheels through a seamless hydraulic connection. While it is more progressive than other systems, it is far from instant but in this case it doesn't matter. It has a clever electro-magnetic coupling that allows the driver to lock it into delivering traction equally to both axles.

Until the arrival of the latest Suzuki Grand Vitara, the Escape was the only vehicle at this end of the market with an AWD system that can function as a permanent and part-time system. It is frustrating that a more adventurous driver can't combine it with low range or a manual.

COMPETITORS
The Escape is a heavyweight contender in one of the most fiercely contested segments in the market yet none of its rivals are directly comparable.

All vary their passenger room versus luggage space, different lengths and wheelbases versus front and rear overhangs, extra luggage space versus a spare hung outside, and then vary the balance between car-like on-road behaviour and extra offroad capability. It is really important that usage and priorities are identified before tackling these confusing but outstanding choices.

There is a compact Hyundai Tucson and its Kia Sportage twin nipping at the Escape's underbelly while a new and much improved Santa Fe takes a swipe at the upper levels. All are compelling value-loaded choices but not as polished around the edges.

The brand new Toyota RAV4 is generally more expensive and doesn't offer a V6 although there is a manual and a punchier four that scribes a middle line through the two Escape engines

The Ford's most formidable and closest rival is the Honda CR-V which offers a better compromise between luggage and passenger space when it hangs its spare outside. It's pricier but its four is punchier and there is a manual but no V6. It is also set up slightly better for highway use than the Escape's more rugged all-road approach.

The Suzuki Grand Vitara is always worth a look when it pushes the offroad quotient even further than the Escape. A brand new model has reduced the onroad compromises that this has brought in the past. Suzuki’s pricing is competitive and there is an Escape-matching choice of a four and V6, although both are slightly smaller. The availability of a proper dual range and manual option is a reflection of the more rugged emphasis.

The Nissan X-Trail is probably the closest to the Escape's balance between onroad and offroad capabilities. It offers a manual and a 2.5-litre four with a healthy 123kW but no V6. Its base auto pricing starts where the top of the Escape 2.3 range finishes and it doesn't look as fresh as the new Escape.