I will say that my tester's $395 Rapid Red paint really pops in the sun. It's no Bronco Sport, that's for sure, but you also can't get a Bronco Sport PHEV, so there's that. Sure, it's a little fishy up front, and my tester's shiny Titanium grille evokes middle-school trips to the orthodontist, but I think it's fine.
There are people who don't mind or don't care about how it looks, and then there are people who truly do not like it. I have discovered that there are two schools of thought surrounding the latest generation of Ford Escape. Andrew Krok/Roadshow You're not buying this for aesthetics Sync isn't the newest system on the block, but it's reliably good. Charging is a breeze for everyone, with a Qi wireless device charger under the climate controls and a pair of USB-A and USB-C ports for each row. My tester also has a head-up display, but it's one of those systems that uses a little pop-up plastic thing, which looks kind of cheap and is mounted too low for my preference. Both screens are responsive and good at highlighting pertinent information. The SE and SEL trims have a 6-inch LCD screen in the gauge cluster, but the Titanium replaces that with a flashy 12.3-inch digital instrument cluster that I really like.
Ford escape 2021 phev android#
Every plug-in trim comes standard with Ford's Sync 3 infotainment system on an 8-inch touchscreen, which packs all the usual fripperies like Apple CarPlay, Android Auto and SiriusXM satellite radio, and the Titanium trim beefs that up further with embedded navigation. Since my Escape PHEV tester is decked out in its top Titanium trim, I'm granted access to all the tech Ford has to offer on this particular car. Andrew Krok/Roadshow Plenty of tech on offer The engine's not going to win any beauty contests, either. When the charge finally depletes, you're not out of luck - at that point, the Escape PHEV just acts like a standard gas-electric hybrid, delivering short bursts of electricity as the car deems necessary. The slower and steadier, the more blood you can get from that stone. I'm able to eke even more efficiency out of it while (almost literally) crawling through peak Chicago rush-hour traffic, covering some 23 miles on half a charge, but without any coaching on my part, it'll absolutely chew through its capacity if you let it drain on a long highway drive, where electric motors are less efficient. The feds estimate that the Escape PHEV's battery can deliver about 37 miles per charge, which aligns with my experience. It doesn't exactly sound great doing so, either, but that's why the stereo has a volume knob.
That's a little lower than the 250 hp the Escape's EcoBoost-toting sibling produces, and while power delivery can be a little pokey to start, the plug-in has no problem getting up to speed on the highway or zipping through surface-road traffic. At the heart of the Escape PHEV is a 14.4-kilowatt-hour lithium-ion battery, which combines with an electric motor and a 2.5-liter Atkinson-cycle inline-4 to produce a net 221 horsepower, all of which is sent to the front wheels by way of a continuously variable transmission.
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