The powetrain
Under the hood, the 2.3-liter, 133-hp Atkinson-cycle 4-cylinder remainsunchanged, as is the 94-hp electric motor. The battery under the cargo areafloor is also the same as before. The Escape Hybrid produces a net output of155 horsepower, and the electric motor actually produces more torque than thecombustion engine. The CVT transmission is also unchanged.
Ford's David Gabriel, HEV Product Design Engineer, flaunted the new Hybrid'ssmoother mode transitions, and fuel economy is also improved thanks to the pureEV mode that kicks in more frequently.
Ford invited us journalists to a fuel economy competition--basically followingtheir traced route and coming back with the lowest fuel consumption. We didn'twin, but we were proud of our final average of 7.6 L/100 km (another teamachieved 6.5 L). The Escape Hybrid can go up to 48 km/h on battery power alone,before the electric motor asks the combustion engine for backup, the latterfiring up instantly and almost seamlessly.
The drive
As we crept away from stoplights at a snails' pace--remember, we don't want toneedlessly use the engine--you can hear the mechanicals creaking underneath asthe vehicle moves forward, something you'd never be able to hear in aconventional car or truck. But since the Hybrid can only run a few kilometreson battery power alone, the combustion engine inevitably comes back to life inorder to regenerate juice for the electric motor.
This exercise was quite fun, but I'm not sure I would drive that way on aregular basis. Matching the published fuel consumption ratings requires you todrive painfully (and dangerously) slow, because when a smart fortwo istailgating you, you know you ain't goin' fast enough. I've also been honked atby a taxi driver.
Besides the hybrid setup, the electrically-assisted steering is communicative,the ride is cushy and you don't feel anything at work when you use the brakepedal, when energy is actually being regenerated.
Conclusion
There are so many factors that need to be checked out when evaluating a hybridvehicle, such as driving in the dead of winter to see how the mechanicals stackup. Until a full road test is scheduled, I think the Escape Hybrid has theright stuff to continue its prolific career. And together with the CanadianGovernment's $2,000 tax break, it should sell in even greater numbers than theprevious model.
Be warned, though: if you mainly drive on the highway, or if you're not up todriving at an extremely slow pace in the city, you might want to check outconventional Escapes instead.
photo:Philippe Champoux
Under the hood, the 2.3-liter, 133-hp Atkinson-cycle 4-cylinder remainsunchanged, as is the 94-hp electric motor. The battery under the cargo areafloor is also the same as before. The Escape Hybrid produces a net output of155 horsepower, and the electric motor actually produces more torque than thecombustion engine. The CVT transmission is also unchanged.
 |
| The Hybrid powertrain offers a combine net output of 155 horsepower. |
Ford's David Gabriel, HEV Product Design Engineer, flaunted the new Hybrid'ssmoother mode transitions, and fuel economy is also improved thanks to the pureEV mode that kicks in more frequently.
Ford invited us journalists to a fuel economy competition--basically followingtheir traced route and coming back with the lowest fuel consumption. We didn'twin, but we were proud of our final average of 7.6 L/100 km (another teamachieved 6.5 L). The Escape Hybrid can go up to 48 km/h on battery power alone,before the electric motor asks the combustion engine for backup, the latterfiring up instantly and almost seamlessly.
The drive
As we crept away from stoplights at a snails' pace--remember, we don't want toneedlessly use the engine--you can hear the mechanicals creaking underneath asthe vehicle moves forward, something you'd never be able to hear in aconventional car or truck. But since the Hybrid can only run a few kilometreson battery power alone, the combustion engine inevitably comes back to life inorder to regenerate juice for the electric motor.
This exercise was quite fun, but I'm not sure I would drive that way on aregular basis. Matching the published fuel consumption ratings requires you todrive painfully (and dangerously) slow, because when a smart fortwo istailgating you, you know you ain't goin' fast enough. I've also been honked atby a taxi driver.
Besides the hybrid setup, the electrically-assisted steering is communicative,the ride is cushy and you don't feel anything at work when you use the brakepedal, when energy is actually being regenerated.
Conclusion
There are so many factors that need to be checked out when evaluating a hybridvehicle, such as driving in the dead of winter to see how the mechanicals stackup. Until a full road test is scheduled, I think the Escape Hybrid has theright stuff to continue its prolific career. And together with the CanadianGovernment's $2,000 tax break, it should sell in even greater numbers than theprevious model.
Be warned, though: if you mainly drive on the highway, or if you're not up todriving at an extremely slow pace in the city, you might want to check outconventional Escapes instead.
 |
| You will have to be very mindful of your driving in order to obtain the advertised fuel consumption numbers. |
photo:Philippe Champoux
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