2008 Ford Escape Limited

If you're looking at buying a hybrid vehicle, one of the most important things to consider is that they're not all alike. Their hybrid systems can differ, and most important, just because they all share the "hybrid" badge, it doesn't mean they all deliver equally.

In other words, the Ford Escape Hybrid isn't going to give you the fuel economy of a subcompact car. What it does, instead, is provide performance that's somewhere between the conventional four- and six-cylinder Escape models, at a price that's lower than the most expensive V6, and with fuel economy that undercuts the gasoline-only four-cylinder.

It's virtually indistinguishable from the conventional models save for its badges, and offers the same seating and cargo capacity as its non-electrified siblings.

However, not everything is quite the same as on a conventional model, and it takes time to get used to some of this hybrid's quirks. My last Escape Hybrid was a 2006 model – all Escapes are completely redesigned for 2008 – and I remember liking it better than this one.

The Escape's makeover uses some clever sleight of hand: although it looks much bigger than its predecessor, it's virtually the same size. Even more unusual for a revamp, the Hybrid – which is available in two- or four-wheel drive – gains no more than 4 kg over the old model. Ford says that fuel economy improves as much as 14 per cent over the previous hybrid model.

Like the conventional Escape, the Hybrid uses a 2.3 L four-cylinder gasoline engine, which is then mated to an electric motor with battery pack. It's a "full" hybrid, meaning that it can run on its battery alone under certain circumstances, unlike "mild" hybrids such as the Saturn Vue Green Line. Like all hybrids currently available, it also charges its own battery pack: you don't plug it in.

Where it really shines for urban drivers is in its auto-stop feature. When most vehicles sit and idle, the Escape's engine shuts off completely under most circumstances, providing the battery is sufficiently charged and the outside temperature isn't too cold. Electrical amenities such as the heater and radio continue to operate. When it's time to take off, Escape either runs on its battery or turns on the gasoline engine, depending on how hard you hit the throttle. The electric motor starts the gasoline one, so there's no conventional starter to wear out.

In addition, the electric motor takes over when full power isn't needed, such as when coasting to a stop or driving at low speeds, to increase fuel economy. The transition is fairly seamless and often only the only clue is a gauge that indicates when the engine stops running.

It uses a CVT, an automatic transmission intended to keep the engine at its ideal speed for maximum fuel economy. Here, the engine revs are so high, even at idle, that I initially thought there was something wrong with it. Acceleration will send the tach up to 6000 r.p.m., with an accompanying buzzy sound to the engine.

The power steering is too light for my liking. Although it makes the Escape easy to spin around parking lots – this is a surprisingly nimble truck for its size – it feels artificial and requires numerous little corrections on the highway.

The regenerative brakes help charge the battery pack; most hybrids now have a more natural brake feel, but Escape's are very firm and it takes time to get used to them.

While the layout of the interior is nicely done, there's no getting around it: beige plastic looks cheap, and my tester had a lot of it. The seats are comfortable, though, and what I really like is that the upholstery is made of 100 per cent recycled materials. Ford says it believes it's the first automotive application of such fabric, and I hope to see more in future: environmentalism is not just reduced emissions.

Both front and rear seats are roomy, although the truck could use assist handles, and it's tough to fit your hand between the cushion and the door to adjust the power driver's seat.

With the rear seats up, the cargo space is 89 cm long. The seat cushions tumble forward and the backrests fold flat, but you must remove the head restraints first; this lengthens cargo space to 152 cm. Finally, the rear cushions can be removed entirely, which gives up to 170 cm in length.

I averaged 9.0 L/100 km, against official figures of 5.7 in city driving and 6.7 on the highway, in very cold weather – my vehicle seldom stopped running at a light, as the ambient temperature was too low. In a conventional V6 Escape, in much warmer weather, my consumption was 11.2 L/100 km.

Those figures don't undercut smaller hybrid vehicles such as the Prius, but not everyone wants a four-door sedan.

While there are some aspects to the Escape that I thought could be better, those who want a small SUV for the city should find its relatively low starting price and improved fuel economy eventually paying off in the long run.

Looks can be deceiving, but the tape measure tells the truth.

Ford's Escape gets a whole new look for 2008, and the first time I saw it, my heart sank: I was fond of the old Escape's compact size and I was disappointed to see that it had bulked up.

But a check of the specs revealed the truth: although the rugged design makes the new Escape look bigger (and more like the Explorer), it's actually slightly smaller than the model it replaces, save for an extra 2.5 cm in width. That helps maintain its nimble, easy-to-drive-and-park qualities that could have been lost had its footprint grown into its looks.

Escape's powerplants remain untouched: there's still a 2.3-litre four-cylinder, as well as my Limited's 3.0-litre V6, although the manual transmission offered with the four-cylinder in 2007 is gone (Escape's sister vehicle, the Mazda Tribute, retains it). Both engines now mate exclusively to a four-speed automatic. All-wheel-drive, which runs in front-wheel until it detects slippage and sends power to the rear wheels, is available with both engines, and is the sole choice on the Limited.

The four-cylinder starts at $23,999, while V6 models begin at $26,499. My Limited had a base price of $34,499, but its options, including a $2,300 navigation system, pushed it to a high of almost $37,500. That's comparable to a Honda CR-V with navigation, but with a four-cylinder, and less than a V6 Toyota RAV4 with no electronic map.

But the Escape's still hefty for a compact SUV, in my books.

Compared to 2007, this new Escape has a smaller "greenhouse" – taller doors, with shorter windows – and you sit deeper inside it, instead of perched up high as before. Visibility is still fairly good, but the rear seat is tall and its tombstone head restraints reduce the view out the back window.

The V6 remains a good choice for this trucklet: it's strong and fairly quiet, and the transmission doesn't hunt for a gear on hills, although its four cogs are now "old hat" in relation to the five- and six-speed automatics that are becoming industry standards.

New for 2008 is speed-sensitive electric power steering. It's well done; there's no need for constant correction to keep it on its path, and there's none of the vagueness electric systems can sometimes display.

Safety items have also been upgraded, and some that were unavailable or optional in 2007 are now standard: all models include anti-lock brakes, side and curtain airbags, tire pressure monitor and electronic stability control.

The chassis has been refined, and the new Escape drives more like a car than an SUV, with a quieter and smoother ride. Most buyers will appreciate the difference, although I must admit that I found the old model's "truckiness" to be part of its charm. There's some character missing in this smoothed-out new version.

Ford has been working on its interiors, and has done a great job on the Escape: it's attractive, and the fit-and-finish is good. Green cluster lighting has been replaced by an appealing "Ice Blue" that's easier to see, and the information display has been moved to the top of the centre dash.

The centre console is large enough for a laptop, and comes with two inserts for smaller items. Two cupholders are well behind the shifter, and one's deeper than the other to hold a larger cup; there are several cubbies, although the glovebox is tiny.

All models come with a stereo auxiliary jack, and it's at the bottom of the centre stack with a cubby under it, so you can tuck your iPod out of the way.

My Limited included dual-zone automatic climate control, but I found it difficult to use. The dials spin endlessly, and you must look at that dash-top display to see what settings you've reached. If I want to turn the fan off, I should just turn the dial to the left until it stops: simple is always better.

The Limited also includes leather seats, but the fabric in the lower trim models is made from 100 per cent recycled materials, which the company estimates saves about 2.2 million litres of water and 7 million kilowatt hours of electricity annually over using virgin fibres. The seats themselves are comfortable, even in the back seat, which has fairly good legroom.

The rear seats flip and fold, opening the cargo area from a length of 88 cm to 150 cm, but the head restraints must be removed first; plastic backing on them would also be more practical than their carpeted surface. There's a cargo bin under the floor, but grocery bag hooks are missing. Should you just want to toss items in the back, the hatch glass opens separately.

This new model is the Escape gone to college: its looks are more mature, its manners are better, and its interior is improved considerably. But the best part is the size: it doesn't have to be bigger to be better.

GATINEAU, QuE.–Like most things in life – marriage proposals, catching a bus, betting on ProLine – timing is everything. Take Ford's original Escape.

When the auto maker launched its compact sports-utility vehicle six years ago, essentially, its timing couldn't have been better.

With established sales successes like Honda's CR-V and Toyota's RAV 4, the public was getting accustomed to the idea of compact car-based, tall wagons masquerading as shrunken SUVs. Minivans were losing what little cool they ever had. And specifically for Ford, owners were jumping out of their truck-based mid-sized Explorers and into smaller-sized competitors.

The 2001 Escape also came with a then rare-for-its-class V6 engine. Ample road feel, rugged styling, a roomy interior, Ford's solid reputation as a truck maker and the Escape's "just right size" were additional reasons why Canadians made Escape the best-selling compact SUV in Canada.

But six years is a long time in today's rapidly evolving market.

Original Escape competitors have been recently updated. Plus there's a surfeit of fresh competition from every car maker looking to jump onto the popular compact SUV bandwagon.

More telling, even though 2006 was Escape's best sales year to date, many of those units needed incentives to make their way off the showroom floor.

However, with this new model, current Escape fans (Escapists?) shouldn't be worried that Ford got left behind.

Fundamentally, the new 2008 Escape delivers on all the same promises that made Ford's cute-ute almost as ubiquitous on Canadian streets as Tim Hortons.

The '08 Escape's five-door wagon, all-independent suspension unibody chassis – originally derived from the 1998-2002 Mazda 626 sedan – is primarily a carryover from the '01 model. As are the three available powerplants: a 153-horsepower 2.3-litre four-cylinder; a 200 hp 3.0L V6; and a 155 hp gasoline-electric hybrid.

As the five-speed manual transmission is now a U.S. market exclusive, gasoline Escapes now come only with a four-speed automatic. Hybrid Escapes retain their continuously variable transmission.

Similar to the last generation Escape, front-wheel drive is standard and all-wheel drive is optional across the board.

Building on the previous model's success, for '08, Ford focused on updating the new Escape's looks, refining the interior, improving fuel economy and adding safety features.

Regardless of how you feel about the cleaned-up looks outside, the heavily revised inside of the '08 Escape is a pretty nice place to be.

Although Ford is bragging that its new cloth seats are recycled from post-industrial materials, I spent the majority of my time in an Escape V6 AWD Limited ($34,499) that had optional heated leather seating. Complementing an already good driving position, the seats are comfortable and supportive. The revised driver's instrumentation is straightforward and clear, and the centre stack controls are well organized, with different shapes and sizes for ease of recognition.

The only complaints are the placement of the trip computer's buttons, hidden ahead of the driver's left knee, a steering wheel that doesn't telescope and panel gaps in some dash pieces that were uneven and quite large.

Notable is the front-disc/rear-drum brakes setup on gasoline engine Escapes (hybrids get discs all-around for regenerative braking purposes).

Nonetheless, whether it's the base model Escape XLS FWD ($23,999), or the $9,870 more expensive top-of-the-line Escape Hybrid AWD, Ford has increased the safety factor.

Two-row curtain airbags, first-row side airbags and an anti-lock braking system are all standard on every '08 Escape. Gasoline models get traction control and a roll stability control system.

Ford wants to increase the proportion of Escape four-bangers beyond the current 20 per cent of total sales to take on the CR-V and Hyundai Tucson. Yet there were no four-cylinder Escapes on hand at the preview held here on the Quebec side of the Ottawa River.

So it was off into the foothills of the Gatineau Park, and then to the streets paved with our taxes (not gold) of downtown Ottawa, in what Ford says is its most popular Escape, one with a V6 and AWD.

Too bad the V6 is lethargic and aurally unpleasant. It doesn't help that with only four speeds – where most competitors have five – the Ford's slush box sometimes hunts between gears.

The company's claim that interior noise has been quieted in the new Escape by 12 per cent seems credible. And the suspension seemed less noisy over the bombed-out roads near the Quebec town of Wakefield.

Like its crossover big brother the Edge, Ford has given the Escape a heavy, truck-like driving feel. Especially in stop and go traffic. Unlike the last generation Escape, the new model cornered relatively flat. The roll stability control system was appreciated when the 235/70-16 Continental Contitrac all-season rubber couldn't handle some of the sharper corners that had sandy shoulders.

Overall, Ford has made thoughtful upgrades to an already (very) popular vehicle.

With competitors seemingly being added to this burgeoning category every month, only time will tell if new sheet metal, a nicer cockpit and added standard safety equipment is enough to keep the 2008 Ford Escape at the top of the compact SUV sales charts.

editors@straight-six.com