![]() ![]() ![]() of torque at a reasonable 3,000 rpm. 240hp is available from any run-of-the-mill manufacturer now, but 118hp per liter bears mentioning. It’s a relatively small engine that somehow manages to to churn out 240hp, and more importantly, 270-lb.ft. In the old V-6’s place is a sophisticated, remarkably quiet EcoBoost 2.0-liter GTDi four-cylinder. At that time, gas was relatively cheap and plentiful, but even as the economy improves, we’re paying $3.45 a gallon for fuel, and at least in high volume vehicles like the Escape, fuel economy is the brass ring manufacturers are striving for. The powerful, relatively low-tech Duratec V-6 is long gone. Second, it was the most horrendously uncomfortable vehicle I’d ever taken on a long trip.īoth of those observations are long past. I drove a really early model to the New York International Motorcycle Show at the Javits Center in late 2000, and I came away with two things that never really went away through two generations of the Escape: One, it offered a 205hp V-6 which seemed insanely powerful and thrashy at a time when Al Gore was suing to be president. Despite all the advances in the CR-V, though, the Ford Escape is going to be tough to catch up to.įord introduced the Escape model for the 2001 model year. It’s interesting that I had the last remaining 2014 Ford Escape Titanium this week, because I was making my way toward Massachusetts’ cranberry country to drive the all-new 2015 Honda CR-V, which is its lead competitor. ![]()
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