While the Escape has undergone periodic changes since it went on sale in 2000 as a 2001 model here in the United States, this is its first real departure from its initial boxy design.  With its sleek new bodywork, the new Escape looks the part of a crossover, even if it’s marketed as an SUV.  It also resembles the Honda CR-V crossover, an attribute which may or may not hurt its sales.

Outside, the new Escape shares a lot of its design paradigm with the new 2012 Ford Focus, including sleek lines, with a trapezoidal lower grille, swept head and taillights, steeply-raked windshield, and a roofline that drops as you get to the liftgate in the back.  The side panels feature a creased character line which rises slightly from the front to the back, hiding some of the Escape’s bulk.  Some of the rear evokes thoughts of the Subaru Tribeca B-9, but in a less stretched manner.  The wheels look like up-sized Focus wheels, featuring an attractive design and satin finish.  Dual exhaust outlets in the rear fascia lend a sporty look.

Inside, a one-piece dash looks like a cross between the new Explorer and Focus dashboards, while nicely-bolstered seats should prove helpful when corner-carving, if you so desire.  Those new seats, as well as a lot of the Escape’s interior, feature recycled materials which save weight while reducing the carbon footprint of Ford’s redesigned small SUV.  Several of Ford’s favorite interior bits make an appearance, from MyFord Touch, first seen in the new Explorer and Edge, as well as a 4.2″ LCD screen between the speedometer and tachometer.  The LCD screen shows plenty of vehicle information, from trip odometers to system-specific readouts such as oil life and instantaneous MPG readouts.

Having not been inside a new Escape, I can only tell from the pictures, but the materials all look luxurious, something we haven’t seen a whole lot of in the small SUV / crossover market.  Creature comforts like automatic climate control and touch-screen navigation add to the luxury factor as well.

Under the hood, the base 2.5-liter 4-cylinder engine carries over from the 2012 model, albeit upgraded with new fuel-efficient technologies.  New to the Escape are two EcoBoost engines – in 2.0 and 1.6-liter variants.  The EcoBoost engines are part of a Ford initiative to offer EcoBoost technology in 90% of its vehicles by 2013, and give owners bragging rights at the fuel pump.  For anyone not familiar with Ford’s EcoBoost, it’s their way of marketing direct-injected twin-turbocharged engines that provide superior fuel economy without sacrificing power.

The 2.0-liter EcoBoost will deliver 237 horsepower and 250 lb-ft of torque, while the 1.6-liter EcoBoost will have 173 horsepower and 177 lb-ft of torque.  While the EPA has not yet certified the engines in the new Escape, Ford is expecting class-leading fuel economy, and up to 5 mpg better than the current engines.  Stealing another bit of tech from the Focus, Escapes optioned with the 1.6-liter EcoBoost or base 2.5-liter engines will feature grille slats that close and open based on speed and engine temperature, helping to reduce drag, which increases fuel economy.

Beyond the new engines, the Escape features a host of technology, from Ford’s love-it-or-hate-it MyFord Touch, which was recently updated to improve its user experience, to a hands-free power liftgate, which incorporates a sensor underneath the rear bumper to open and close itself.  In between, the new Escape will feature BLIS, front and rear parking sensors, a backup camera, and parking assist, where the SUV will parallel park itself.  The 4WD (four-wheel drive) system has been upgraded, and in actuality is an AWD (all-wheel drive), using wheel speed sensors to transfer engine power front and rear to help the driver keep control.

In all, the new changes should help the Escape sell in quantities it never has.  With competitive features, fuel economy and good looks, the Escape presents a compelling product for anyone needing utility and people-moving capabilities without wanting to spend a ton of money at the gas pump.  The 2013 Ford Escape should go on sale in the spring of 2012, after a short 2012 model year in its current guise.

Video of the new Escape’s optional hands-free liftgate:

by John Suit

Source: Ford

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When Ford announced that the 2011 Explorer would no longer be truck-based, many of its fans scoffed at the idea.  Then it became known that the new Explorer would keep a lot of its off-road capability, and things quieted down.  Through a series of announcements, Ford made it known that the engine offerings for its bread-and-butter SUV would be revamped, as would the interior, exterior, and of course, the electronics.

We’ve seen plenty of pictures and specifications for the new SUV, which is more crossover than SUV anymore, but until now, it was anybody’s guess as to the efficiency of the new powertrains.  I predicted 16/23 city/highway for the new V6, but they beat even my guess, which is fantastic.

With its new EPA rating, the Explorer should win over a lot of people who want a go anywhere, do anything vehicle, without sacrificing at the pumps.

When the EPA rates the EcoBoost 4-cylinder which expected later in the 2011 production cycle, you can be sure I’ll have a report for you on it!

Show Press Release

by John Suit

Source: Ford

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There are several technologies which Ford added to its newest Explorer design, in order to keep its current SUV customers happy, while stealing away buyers from its competitors.  The highlights of this laundry list are the following:

Efficiency:

1. Aerodynamics: The design for the new Explorer was optimized in a wind tunnel to produce the least amount of drag, one of the biggest problems with large SUVs trying to gain fuel efficiency.
2. EcoBoost Engine: Ford’s name for its powerful but efficient engines, which all employ Direct Injection and Turbocharging, boosting fuel efficiency and power, respectively.  Also, at cruising speeds, the turbocharger isn’t needed, which also boosts efficiency.
3. Lighter Vehicle Weight: By using aluminum and high-strength steels, engineers were able to remove about 100 pounds of weight, compared to the 2010 Explorer.
4. Low Rolling Resistance Tires: Special rubber in the tires lessens the waste heat generated when a car is moving.  These tires are usually standard equipment on hybrid vehicles.
5. New Air Conditioner: A “variable displacement” air conditioner, which works more like the engine in a car, in that it only produces as much energy as is needed.  This is used again to boost fuel efficiency without sacrificing power.

Overall, Ford is expecting its V6 Explorer to have a 20% increase over 2010 models, and the EcoBoost 4-cylinder should be closer to 30% more efficient.  This should lead to 18/26 city/highway mileage numbers for the turbo 4-cylinder, and probably 16/23 city/highway for the V6 model.

Safety:

1. RSC, or Roll Stability Control, helps keep the Explorer from rolling over, while Curve Control keeps the vehicle moving in the intended direction.
2. BLIS and Cross Traffic Alert help in lane changes and parking lots, respectively.  Adaptive Cruise Control helps keep your distance while on the highway.

The new Explorer will employ all of Ford’s standard safety features, as well as the latest and greatest innovations, the highlights of which are listed above.  This should lead to a pretty safe SUV.

Quiet:

Using their NoiseVision technology, Ford’s engineers found the “hot spots” where noises are generated as wind flows around the vehicle, and engineered these noises out during the design phase.  This leads to a much quieter ride that requires less sound deadening materials.

Other:

1. Unit-body Construction: The new Explorer rides on a platform similar to that of the Ford Flex, Taurus, as well as the Lincoln MKS and MKT.  This means it will have a more car-like ride to it, but retain all the ruggedness of its predecessors.
2. Intelligent 4WD: Ford has equipped the new Explorer with an intelligent 4WD system, capable of handling most types of off-road terrain via a driver-selectable knob.
3. Towing: The new Explorer, when equipped with a V6 engine, will be able to tow up to 5,000 pounds, and a rear-mounted camera with zoom capability will aid drivers in hooking up their toys.

While it may have a car-like ride on-road, and be based on car and crossover DNA, the new Explorer should be no slouch when the going gets tough.

Summary:

Beyond all the aforementioned improvements and features, Ford will of course be offering its MyFord Touch system, as well as an audiophile-grade sound system by Sony.  Also, a lot of you are probably wondering why Ford even bothers, as the new Explorer closely resembles one of the myriad of crossovers they are already producing.  The answer to that question lies in the intelligent 4WD system, not found on any Ford crossover.  It allows drivers to go places crossovers simply can’t – namely mud, sand and deeper snow.

When the new Explorer goes on sale, which should be sometime later this year, I think it might actually cannibalize some of Ford’s crossover sales, especially the Edge, and if it’s as quiet and luxurious as their PR department says it is, look for the already fairly slow-selling Lincoln MKX and MKT crossovers to take a hit as well.  With any luck, Ford is already designing a Lincoln-ized version of the new Explorer, which should include Bridge of Weir leather, nicer interior materials, its own bodywork, and some of the other touches that differentiate Lincoln vehicles from their Ford brethren.

Image Gallery:

by John Suit

Source: Ford

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Besides the oomph provided by the optional 4.0-liter V6, the vehicle I had for review was an SXT model.  This trim level comes with heated mirrors, automatic dimming rear-view mirror, and a host of other goodies.  When a buyer checks off the box for the 4.0-liter V6, they also get a firmer suspension, which I found to handle rather well, especially for a tall, boxy SUV.  The combination of power and handling works very well, giving the Nitro a sure-footed stance, especially when fitted with optional 20″ chrome wheels.  A lot of SUVs trade power and handling to keep the gas mileage up, but Dodge has definitely provided an option package for those who want to do more than be bystanders in traffic.  While the base Nitro engine is a 3.7-liter V6, which should provide adequate acceleration, the 4.0-liter V6 in the tester was simply thrilling.  Edmunds writes in their review that the Nitro didn’t have enough power, handling, or proper steering, but based on my time with the Nitro, I have to disagree with them.

Commuting through rush hour traffic, the Nitro was a willing and able partner.  A stab of the gas pedal allows the Nitro to squeeze into openings in adjoining lanes, and the visibility from the driver’s seat is fabulous, except for one thing: the side-view mirrors are about an inch too narrow, which requires you to move your head to see the entire lane on either side of you.  An SUV that has power and handling needs steering to make it a complete driving package, and in this regard, Dodge almost succeeded.  The steering effort is almost perfect at commuting speeds from 30 MPH on up, but is a little heavy when navigating parking lots.  As with a lot of other vehicles these days, the Nitro also features a manual mode for its automatic transmission.  A tug of the gear shift lever to the left downshifts, a useful feature when traversing through hilly terrain.  The 5-speed automatic transmission is smooth in its actions, and is set up to give good acceleration from a stop light, but be easy on the gas at highway speeds.

The exterior is boxy but attractive, with a bulldog-like face that lets you know what the Nitro’s purpose is.  The wheels are moved farther out from the center of the vehicle, and require flared fenders, which just add to the aggressive look Dodge was going for when they designed it.  The aforementioned chrome wheels play nicely off of the optional Inferno Red paint, creating a very eye-catching vehicle.  As the ambient light around the Nitro changes, you can see the difference in the paint.  In the sunlight, the paint looks almost orange, but under cloudy skies, the red really shows through.

Inside, this paradigm is continued.  There are no extra buttons or gadgets to play with, outside of the touch screen navigation system and 8-speaker Infinity sound system, both optional.  Most of the interior is rugged plastic, a bit disheartening on a $32,000 vehicle.  Thankfully, Dodge used soft-touch plastics on the center console and arm rests.  They also added cubbies and trays into several areas of the interior, which add to its appeal for drivers who spend a lot of time behind the wheel, which is leather-wrapped and comfortable to hold.  The cloth seats are all fairly firm, but comfortable to sit in for long stretches.  The driver’s seat features only 6-way power adjustments, the seat back angle being controlled by a lever on its side, and no lumbar support.  Behind the steering wheel are stalks for the headlights, turn signals, front and rear windshield wipers, and one for cruise control.  The controls at your fingertips all feel good and are all easy to use, once you have a few minutes to familiarize yourself with them.  Looking over to the center of the dash, the controls are all ergonomically friendly, but too low to be of much use while driving.  Changing the temperature controls is easily accomplished, but requires a stretch of the arm.  The upside is that the navigation screen and accompanying voice prompts is easy to use and doesn’t require much fiddling with while driving.  Once you have everything set, driving the Nitro is void of distractions, even if you receive a phone call.  As part of the optional Navigation Convenience Group, the Dodge Nitro is equipped with uConnect, Dodge’s Bluetooth hands-free phone controls.  The available voice commands are shown on the 6.5″ navigation screen, and make life easier for users who are new to the system.

Despite being classified as a compact SUV, the Nitro has plenty of room for passengers and cargo.  While you won’t want to put three adults in the back seat for more than a few miles, two fit comfortably, with plenty of leg and head room.  Behind the second row of seats, a rather large and square cargo area awaits.  With a false floor useful for hiding valuables or other small items, the cargo area also hosts the subwoofer for the premium audio system.  There’s plenty of room for whatever you might need to haul, especially with the rear seat folded down and four tie-downs on the floor to help keep things in place.

Being based on the Jeep Liberty, the Dodge Nitro has plenty of ground clearance and off-road capability.  Whereas the Jeep means you can go anywhere, the Nitro is more road-friendly, with a smoother ride and more refined drivetrain.  Also, when driving at night, either on or off-road, visibility is good.  The headlights are bright, illuminate plenty of the road ahead, and the high beams extend that view far off into the distance.  As mentioned before, the Nitro I tested featured an upgraded suspension, which while firm, is nowhere near jarring.  You feel bumps in the road, but the SUV never feels out of control, and goes exactly where you point it.  Driving on wet tarmac presented no problems either, as long as the speeds are kept reasonable.  The traction control on the Nitro steps in early to keep drivers out of trouble, but I only encountered it when starting off with too much gusto.  Once up to speed, braking response is progressive, and seemed to be speed-sensitive.  At highway speeds, the brakes require more effort to slow the vehicle, which is expected, but at slower speed they are quite effective and confidence inspiring, a good thing if any Nitro owners have to commute in DC-area traffic, which comes to a sudden halt at the most random of times.

Conclusion:

The Dodge Nitro is a compelling vehicle.  In a segment of underpowered tall boxes with handling that is reminiscent of boating, Chrysler has a vehicle that has plenty of oomph and is capable of handling corners with ease.  While it doesn’t have a lot of convenience features, the Nitro offers a driving experience that commuters should love.  Based on the same platform as the Jeep Liberty, the Nitro is a much smoother and more refined alternative to its corporate sibling.  Dodge should put a little more money into marketing the Nitro, because optioned like the tester I drove, it’s a great people hauler and is a lively partner for driving on almost any terrain.

Competitors: Chevrolet Equinox, Ford Escape, Jeep Liberty, Nissan Rogue

As-Tested:

Year: 2010
Make: Dodge
Model: Nitro SXT

EPA Fuel Mileage: 16/20 City/Highway

Base Price: $24,895.00

Options:

$225: Inferno Red Crystal Pearl Coat Exterior Paint
$185: Convenience Group (which includes Remote Start System)
$2,295: Navigation Convenience Group (which includes includes 8 Amplified Speakers Plus Subwoofer, GPS Navigation, Media Center 730N CD/DVD/MP3 Radio, 30GB Hard Drive with 4250 Song Capacity, 6.5″ Touch Screen Display, SIRIUS Traffic, 1-Year SIRIUS Traffic Service, Uconnect Phone with Voice Command, Automatically-Dimming Rear View Mirror w/Microphone, ParkSense Rear Park Assist System, 5-Speed Automatic Transmission, 3.21 Axle Ratio)
$2,395: 4.0-Liter V6 SOHC Engine (which includes 20″ x 7.5″ Aluminum Chrome Clad Wheels, P245/50R20 VSB All Season Tires, Performance Suspension)
$895: Power Sunroof

Total: $30,890

Destination: $745

As-Tested Price: $31,635

Chrysler has an online Window Sticker viewer.  Click here to view the Window Sticker for the actual test vehicle.

Special thanks to Steve Fransisco and Century Dodge Chrysler Jeep of Mt. Airy, MD for loaning the tester to Road Reality.  Click here to view their web site.

by John Suit

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