In its literature, Ford emphasizes the four-wheel-drive capability of the Escape, describing its system as 'Intelligent
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| Without low-range gearing and more abundant low-end torque, I don't foresee the Escape Hybrid tackling major off-road grinds. (Photo: Rob Rothwell, Canadian Auto Press) |
four-wheel-drive'. Within normal driving parameters, torque is issued to the front wheels - without a hint of torque steer I might add. When slippage is detected or predicted by the electronic sensors, power shifts to the rear wheels. Depending on which wheels have the greatest traction, up to 99 percent of the engine's torque can be directed between axles. I have no quarrel with this technology and the traction it provides; however, without low-range gearing and more abundant low-end torque, I don't foresee the Escape Hybrid tackling major off-road grinds alongside Land Rover's new LR3.
Despite not having a true off-road personality, it delivers plenty of control under a variety of conditions, without
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| A recalibration and fortification of suspension parts was necessary to deal with the unique weight distribution of the hybrid system. (Photo: Rob Rothwell, Canadian Auto Press) |
subjecting occupants to the discomfort of a bucking-bronco ride. Ford has struck a real-world balance between work and play in the revised suspension beneath its hybrid. The recalibration and fortification of suspension parts was necessary to deal with the unique weight distribution of the hybrid system, which includes a large flat battery mounted in the floor of the rear cargo area. My tester tipped the scale at a reasonable 1,720 kg (3,785 lb). A similarly equipped, Escape XLT V6 weighs in at 1,587 kg (3,492 lb) - only 133 kg (293 lb) less than the Hybrid.
