The 2024 Ford Bronco has made a triumphant return, captivating adventure enthusiasts with its rugged capabilities and iconic design. It starts at $49765 and ranges up to $114275. The Bronco boasts an impressive array of features, with its off-road prowess being one of its most popular attributes. Its advanced 4×4 system, electronic locking front and rear differentials, and available front stabilizer bar disconnect allow drivers to conquer challenging terrain confidently. The Bronco’s removable roof and doors have generated significant buzz, offering an exhilarating open-air driving experience perfect for soaking in the great outdoors. Furthermore, the Bronco’s suite of advanced technology, including trail mapping features, off-road navigation, and a terrain management system, empowers drivers to explore quickly and precisely. It’s no wonder the Ford Bronco has quickly become a top choice for thrill-seekers and outdoor adventurers alike.
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The 2024 Ford Escape is a popular choice in the compact SUV market. It offers a winning combination of style, performance, and practicality, with prices ranging from as low as $33049 to as high as $47879. One of its most popular features is the hands-free, foot-activated liftgate, which makes loading and unloading cargo a breeze. Additionally, the Escape’s advanced safety features, such as the Ford Co-Pilot360 system, have garnered praise from critics and drivers alike. Lastly, its efficient and powerful EcoBoost engine options provide impressive fuel economy without sacrificing performance, making the Ford Escape a top choice for those seeking a well-rounded and capable SUV.
CarCostCanada members get access to the exclusive Price Report, which includes detailed information about retail and wholesale prices, cash rebates, finance rates, leasing rates, standard features, and technical specifications.
Members can access all the information they need to make an informed decision. Access a sample of the price report for free.
The 2024 Ford F-150 is a remarkable vehicle that stands out from the competition with its impressive features. Twenty-six different versions are available, ranging in price from $49995 to $106975. The hybrid powertrain of this vehicle combines fuel efficiency with impressive towing capacity, making it a great performer on the road. The versatile tailgate can be configured in several ways to suit your needs, making it an excellent choice for carrying all your cargo. Lastly, the 2024 Ford F-150 features an advanced infotainment system with a large touchscreen display and support for Apple CarPlay and Android Auto, making it the perfect blend of power, utility, and technology. The 2024 Ford F-150 will surely exceed your expectations with these features.
CarCostCanada members get access to the exclusive Price Report, which includes detailed information about retail and wholesale prices, cash rebates, finance rates, leasing rates, standard features, and technical specifications.
Members can access all the information they need to make an informed decision. Access a sample of the price report for free.
The 2024 Ford F-150 is a remarkable pickup truck that stands out from the competition with its impressive features. Twenty-six different versions are available, from a low of $49995, and continuing to a high of $101990. The hybrid powertrain of the F-150 combines fuel efficiency with impressive towing capacity to enhance its performance on the road. The F-150’s versatile tailgate can be configured in several ways to suit your needs, making it an excellent choice for carrying all your cargo. Lastly, the F-150 features an advanced infotainment system with a large touchscreen display and support for Apple CarPlay and Android Auto, which makes it a perfect blend of power, utility, and technology. With these features, the 2024 Ford F-150 will surely exceed your expectations.
CarCostCanada members get access to the exclusive Price Report, which includes detailed information about retail and wholesale prices, cash rebates, finance rates, leasing rates, standard features, and technical specifications.
Members can access all the information they need to make an informed decision. Access a sample of the price report for free.
The 2024 Ford F150 is a rugged vehicle with advanced technology, robust and efficient performance, and enhanced comfort — the twenty-six versions of the F150 range from a high of $101990 to a low of $49955. There are five additional model styles in the F150 Lightning model range. The F150 provides a range of powertrain options, off-road capability, and innovative towing features. The exterior is rugged and refined, while the cabin combines practicality with luxury. Safety features include Ford’s Co-Pilot360™ suite of driver-assist technologies.
It’s a formidable workhorse with impressive towing and payload capacities. The F150 has been Canada’s best-selling light vehicle for over fifty years. In conclusion, the 2024 Ford Canada F150 Pickup Truck sets a new benchmark in the pickup truck segment and is worth considering. CarCostCanada members have reported average savings of over five thousand dollars, and they always receive outstanding customer service at these popular Ford dealers in the Edmonton area: Kentwood Ford, Sherwood Ford, Team Ford and Waterloo Ford.
CarCostCanada members get access to an exclusive Price Report which includes detailed information about retail and wholesale price, cash rebates, finance rates, leasing rates, standard features, technical specifications.
Members get access to all the information they need to make an informed decision. A sample of the price report members receive with their free membership is available here.
The 2024 Ford Canada F150 Pickup Truck is a versatile vehicle with advanced technology, robust performance, and enhanced comfort — the twenty-six styles of the F150 range from $49955 to $101990. There are five additional model styles in the F150 Lightning range. The F150 provides a range of powertrain options, off-road capability, and innovative towing features. The exterior is rugged and refined, while the cabin combines practicality with luxury. Safety features include Ford’s Co-Pilot360™ suite of driver-assist technologies.
It’s a formidable workhorse with impressive towing and payload capacities. In conclusion, the 2024 Ford Canada F150 Pickup Truck sets a new benchmark in the pickup truck segment and is worth considering. CarCostCanada® members have reported average savings of over five thousand dollars, and they always receive outstanding customer service at these popular Ford dealers in the Greater Toronto Area: East Court Ford Lincoln, Heritage Ford, Leggat Discovery Ford and Summit Ford.
CarCostCanada members get access to the exclusive Price Report which includes detailed information about retail and wholesale price, cash rebates, finance rates, leasing rates, standard features, technical specifications.
Members get access to all the information they need to make an informed decision. A sample of the price report members receive for free is available here.
Ford’s Ranger is a great looking new entry into Canada’s mid-size pickup truck segment, especially in XLT SuperCrew 4×4 trim.
Exactly why Ford chose to offer this fabulous mid-size truck in nearly every other market than Canada and the U.S. for eight years before bringing it here is difficult to surmise, but rather than beat them up for handing their previous lead in this market segment off to competitors like Toyota’s Tacoma and General Motors’ Chevy Colorado and GMC Canyon, let’s celebrate that Dearborn’s decision makers finally came to their senses.
They’re not alone after all, the powers that be in Auburn Hills still waffling on whether or not to bring back the once class-leading Dakota (it was supposed to be here by now, but crickets). Maybe the final decision is stuck in Fiat’s Turin sede centrale or possibly les bonnes gens du Groupe PSA— Citroën, DS, Peugeot et Vauxhall-Opel—in Rueil-Malmaison), the leadership of semi-domestic automaker having been in regular flux, but either way the Ram Dakota seems to be a no-brainer, while on the other hand Nissan’s 16 year-old Frontier is an automotive zombie that should’ve mercifully been put down or replaced a decade ago.
This beefy new Ranger 4×4 is fully capable off-road.
Despite Nissan trudging along in the mid-size pickup segment during all the years Ford escaped (the Frontier still sells better than Honda’s Ridgeline, which is a sad testament to its Japanese rival), the two automakers actually share similar short-term small truck histories. Two years after Ford killed its then 14-year old third-generation compact Ranger in its domestic market in 2012, and introduced the current third-gen T6 to international buyers in 2011, Nissan offered up a redesigned Navarro to international customers. That attractive model was good enough to serve as the base for Mercedes-Benz’s now-defunct X-Class pickup as well as Renault’s Alaskan (not to mention Dongfeng’s oddly named Rich 6), but for some reason Nissan’s North American operations couldn’t figure out a way to bring it here, and alas they’ve been marginalized out of contention.
Rugged skid plates help protect the Ranger’s underbelly.
Nissan and its Frontier don’t have anywhere near the name brand recognition, marketing clout, or dealership real estate to relaunch a new small truck, whereas Ford had unwittingly built up an army of ready and willing loyalists that quickly pushed the 2019 Ranger into high volume Canadian sales of 6,603 units, slotting into third place after the Tacoma that managed 12,536 deliveries throughout calendar year 2019, and the Colorado with 8,531 (when GM’s Chevy and GMC sales are combined it was number one with 14,067 units down the road last year. That’s pretty decent for its first year (and a partial-year at that), boding well for even greater future success.
Nice details give the Ranger a premium appearance.
It also says a lot for the truck’s initial design. After all, it’s no spring chicken, having arrived on international markets nine years ago and only undergoing a refresh for last year’s introduction. Compare this to the full-size F-150, which probably gets more updates than any other model in Ford’s lineup, plus trim levels and special editions infinitum, and the Ranger’s initial showing on 2019’s sales charts is pretty impressive (although it has a long way to go before nudging the F-Series off its top pedestal that saw 145,210 examples delivered in 2019). Even both GM trucks couldn’t touch that (they totaled 94,683 units), just barely passing Ram’s 89,593-unit pickup total.
Exterior finishing is very good.
The new Ranger fits into the mid-size pickup truck segment ideally, being that it’s quite a bit larger than the old compact version and significantly smaller than the F-150. By the numbers, the 2020 F-150 SuperCab 4×4 with its 6.5-foot box is 536 mm (21.1 in) longer with 462 mm (18.2 in) more wheelbase, plus 167 mm (6.6 in) wider, and about 155 mm (6.1 in) taller than a similarly optioned 2020 Ranger SuperCab 4×4, whereas the F-150 SuperCrew is a whole lot bigger.
Specifically, the Ranger is 5,354 mm (210.8 in) long with a 3,221-mm (126.8-in) wheelbase, 1,862 mm (73.3 in) wide (without mirrors), and 1,806 or 1,816 mm (71.1 or 71.5 in) tall for the SuperCab or SuperCrew, which makes it slightly shorter than the aforementioned Tacoma (and much shorter than the long-wheelbase Toyota), while its also narrower and a smidge taller.
The Ranger XLT’s cabin isn’t luxurious, but it’s executed well and filled with features.
As noted, the Ranger received an international mid-cycle update for 2019, which included a new 2.3-litre turbocharged EcoBoost four-cylinder engine and a SelectShift 10-speed automatic transmission as standard equipment, good for 270 horsepower and 310 lb-ft of torque.
My tester was in XLT SuperCrew 4×4 trim and attractive Lightning Blue paint, which when combined with an available Sport Appearance package and FX4 Off-Road package, looked great, if not as ruggedly handsome as the Ranger Wildtrak if first saw in Asia, and the newer international-spec Ranger Raptor I’ve only seen in celluloid form (and hopefully here at some point in the near future).
The cockpit is well laid out with all features coming easily to hand (and feet).
The domestic-market Sport Appearance package includes a darker grille surround and Magnetic-Painted (dark-grey) 17-inch alloys, as well as a leather-wrapped steering wheel and shifter. Power-folding side mirrors and an auto-dimming rearview mirror are included too, with the latter two also part of the 302A package, while a Bed Utility package adds a drop-in bedliner and 12-volt in-bed power adaptor, and the FX4 package provided my tester’s stylish red and grey/black decals to the rear corners of the box.
There’s quite a bit more to the FX4 package than two decals, like uniquely tuned off-road monotube shocks, tough 265/56 Hankook Dynapro AT-M tires, an electronically locking rear differential, Trail Control that allows you to set a given speed between 1 and 30 km/h to crawl over rugged terrain via throttle and brake management, and a Terrain Management System that, via Grass, Gravel/Snow, Mud/Ruts, or Sand settings, utilizes the Ranger’s many off-road technologies to lay waste to all types of trails, from light-duty to extreme. What’s more, the FX4 package features a steel front bash plate under the front bumper, and skid plates covering the electric power steering system, transfer case, and fuel tank. Finally, the FX4 package provides pitch, roll and steering angle monitoring from the driver’s seat.
The gauge cluster is attractive and includes one of the segment’s better multi-info displays.
Unlike some 4x4s, setting the Ranger’s high/low gearing ratios requires no tugging on secondary shift levers, but rather only needs the subtle twist of a rotating dial on the lower console next to the shift lever. When set to its most capable off-road setting, you shouldn’t have any problem overcoming all types of rocks, roots and what-have-you, thanks to 226 mm (8.9 inches) of ground clearance, plus approach and departure angles equalling 28.7 and 25.4 degrees. For reference, the Tacoma offers more ground clearance at 239 mm (9.4 in), while its approach/departure angles range from 29 or 32 degrees up front to 23 degrees in back.
The Ranger’s generous suspension travel provides a comfortable ride for a truck, and I must admit it felt quite good through high-speed corners too, within reason. Even better, the new Ranger’s powertrain is really fun to dig your right foot into, and the 10-speed gearbox (with more forward speeds than any competitor) was plenty smooth and quick shifting, even providing a rocker switch on the side of the shift knob for flicking through the gears manually.
Ford’s Sync 3 infotainment interface has aged gracefully.
If things are sounding sporty, that wasn’t by accident. Ford increases performance further via a Sport setting that allows the engine’s revs to rise higher between shifts, while the transmission even holds onto a given gear when the engine arrives at redline, welcomingly unusual.
Helping add to that sporty feeling through corners, plus improving at-the-limit safety, Ford utilizes Curve Control for detecting when a driver enters a curve too quickly, and then makes automatic adjustments to the Ranger’s speed by lowering engine torque, adding braking power, and increasing the stability control function.
Performance is a Ranger highlight, with the shifter even including a manual-mode rocker switch.
Along with that easy-going ride I spoke of a moment ago, my Ranger XLT 4×4 tester provided good comfort and sizeable cabin space from front to rear. The SuperCrew cab is the Ranger’s largest, and features regular front-hinged doors in back, plus additional rear legroom than the smaller base SuperCab model. Both configurations are available in XL and XLT trims, while the top-line Lariat is only offered as a SuperCrew.
The base SuperCab body style includes a longer six-foot bed, while my SuperCrew tester had a shorter five-foot bed. The Ranger is good for 707 kilos (1,560 lbs) of payload too, which is considerably better than the Tacoma’s 425- to 520-kg (937- to 1,146-lb) payload maximum. This same scenario plays out for towing capacity as well, with the Ranger capable of 7,500 lbs (3,402 kg) of trailer compared to the Toyota’s 502-kg (1,107-lb) rating. Trailer sway control is standard with the Ranger, too.
The Ranger’s seats are comfortable and supportive.
Without a trailer in tow, and being mindful of your right foot it’s possible to achieve a class-leading fuel economy rating of 11.8 L/100km in the city, 9.8 on the highway and 10.9 combined, this partially thanks to standard auto start-stop that shuts the engine off when it would otherwise be idling.
The base Ranger XL SuperCab starts at $32,159, by the way, plus freight and fees of course, which makes it $1,090 pricier than the same model last year, while the XLT SuperCab now starts at $36,529. The as-tested XLT SuperCrew sees an increase of $890 since last year for a new price of $38,329, while the top-line Lariat SuperCrew only goes up by $230 for a new price of $42,619.
As for features, the 2020 Ranger Lariat adds more chrome detailing to the exterior, plus LED headlamps, front parking sensors (to the rear sensors already on the XLT), proximity-sensing entry, pushbutton start/stop, illuminated vanity mirrors, a universal remote, three-way heatable front seats with eight-way powered adjustment, leather upholstery, and more.
The rear seat flips up to store gear in back.
Yet unmentioned features on the XLT include 17-inch alloys (instead of the 16-inch steel wheels found on the base XL model), fog lamps, carpeting and carpeted floor mats (the base truck gets rubber flooring), a six-speaker stereo, automatic high beams, lane keep assist, plus more, while you can add a Technology package featuring a navigation system and adaptive cruise control.
Finally, the base XL includes auto on/off headlamps, a four-speaker audio system, a USB charging port, 4G LTE Wi-Fi, a capless fuel filler, and a pre-collision system that includes automatic emergency braking along with blind spot warning and rear cross-traffic alert.
Need to haul a load? The Ranger’s standard payload and tow ratings are impressive.
Although my Ranger XLT test model was only a mid-range offering, it was nicely finished inside and well-constructed. The seat and armrest upholstery was a nice woven black cloth with creamy-grey contrast stitching for a sporty effect, while interior trim included the usual assortment of brushed and bright metallic surfaces, but no padded soft-touch synthetics.
The front seats are comfortable, with the driver’s featuring two-way power lumbar support that fit the small of my back nicely, while I found my XLT’s driving position good due to plenty of reach from the tilt and telescopic steering column. The steering wheel gets a comfortably soft leather-wrapped rim, and all interior controls were within easy reach. s
The Ranger’s instrument cluster is mostly analogue with nicely backlit needles and indices, the former sporting an attractive aqua-blue colour for dramatic effect, while a full-colour, high-resolution 4.2-inch multi-information display is more advanced than the majority of Ford’s competitors.
The Ranger’s 2.3-litre EcoBoost turbo-four really gets up and goes, while its 10-speed auto helps eke out class-leading fuel economy.
The just-noted gauge cluster needles match up with the sky-blue background of Ford’s 8.0-inch Sync 3 centre touchscreen nicely, this upgraded system coming standard in XLT and Lariat trims. While this system has been on the market for many years, it’s still a good-looking layout that works well. It even includes Apple CarPlay and Android Auto smartphone integration, plus loads of audio features including satellite radio and Bluetooth streaming, while my tester featured an accurate navigation system, as well as XM travel link, a dual-zone automatic climate control system, and a backup camera with active guidelines.
Looking rearward, my Ranger SuperCrew tester’s rear bench seat was plenty spacious and adequately comfortable, particularly in the outboard positions, but it didn’t include the types of features I expected to see, not even rear air vents. XLT and Lariat buyers can expect two USB-A charge ports on the backside of the front centre console, as well as a convenient 110-volt household-style power outlet.
The Ranger is devoid of those handy integrated bumper steps found on GM trucks, that are really useful for climbing up on the bed, but fortunately my test model featured a kick-down step from Ford’s accessories catalogue that worked very well.
All in all, I really like Ford’s new Ranger. It looks good and comes across as a rugged, well-made mid-size truck. Its cabin is roomy and comfortable, includes very good electronics, and it’s really fun to drive. Ford should start offering some higher priced trim levels to compete with the Tacoma’s Limited, for instance, not to mention bring us the aforementioned Ranger Raptor that could go head-to-head with the Tacoma TRD Pro and Colorado ZR2. Even now, however, the Ranger’s three trim levels offer a lot of variety with competitive pricing, and should do even better on the sales charts as would-be buyers learn about their availability.
The 2019 Ford Flex is the last of a breed, yet all trims are still available.
If you’ve been reading my latest reviews here, you’ll know that I scour Canada’s retail auto network before putting fingers to the keyboard, as it wouldn’t make much sense to write about a new vehicle that’s no longer available. As it is, plenty of 2019 Ford Flex examples are still very much available despite being a discontinued model, so for those enamoured with its unusual good looks I recommend paying attention.
I’m guessing your local Ford dealer will be happy to give you a great deal on a Flex if he happens to have one still available, while CarCostCanada is claiming up to $5,500 in additional incentives for this final 2019 model.
The Flex has been in production for more than 10 years, and while it initially got off to a pretty good start in Canada with 6,047 units sold in calendar year 2009, 2010 quickly saw annual deliveries slide to 4,803 examples, followed by a plunge to 2,862 units in 2011, a climb up to 3,268 in 2012, and then another drop to 2,302 in 2013, 2,365 in 2014, a low of 1,789 in 2015, a boost to 2,587 in 2016, and 2,005 in 2017. Oddly, year-over-year sales grew by 13.4 percent to 2,273 units in 2018 to and by 9.6 percent to 2,492 deliveries in 2019, which means three-row crossover SUV buyers are still interested in this brilliantly unorthodox family mover, but it obviously wasn’t enough to make Dearborn commit to a redesign, and in hindsight this makes perfect sense because three-row blue-oval buyers have made their choice clear by gobbling up the big Explorer in to the point that it’s one of the best selling SUVs in its class.
The boxy three-row mid-size crossover SUV has a lot of room inside.
The Flex and the outgoing 2011–2019 Explorer share a unibody structure that’s based on Ford’s D4 platform, and that architecture is a modified version of the original Volvo S80/XC90-sourced D3 platform. Going back further, the first D3 to wear a blue oval badge was Ford’s rather nondescript Five Hundred sedan, which was quickly redesigned into the sixth-generation 2010–2019 Taurus and only cancelled recently, thus you can save you up to $5,500 in additional incentives on a Taurus as well (see our 2019 Ford Taurus Canada Prices page to find out more). If you want to trace the Flex back to its roots, check out the 2005–2007 Freestyle that was renamed Taurus X for 2008–2009.
Those older Ford crossovers never got the respect they deserved, because they were comfortable, well proportioned, good performers for their time, and impressively innovative during that era too. The Freestyle was the first domestic SUV to use a continuously variable transmission (CVT), at least as far as I can remember, and it was one of the biggest vehicles to do so up that point (Nissan edged Ford out with its Murano by a couple of years). Interestingly, Ford soon stopped using CVTs in its large vehicles, instead choosing a six-speed automatic for the Flex and the fifth-generation Explorer, which is a good thing as it has been a very dependable gearbox.
All the black trim comes as part of a $900 Appearance package.
Mechanicals in mind, the Flex continues to use the same two versions of Ford’s popular 3.5-litre V6 that were offered in the original model. To be clear, the base Duratec engine, which produced 262 horsepower and 248 lb-ft of torque before 2013, after which output increased to 287 horsepower and 254 lb-ft of torque. The base engine pushes the three-row seven-passenger crossover along at a reasonably good pace, but the turbocharged 3.5-litre Ecoboost V6 that became optional in 2010 turned it into a veritable flyer thanks to 355 horsepower and 350 lb-ft of torque, while an additional 10 horsepower to 365 has kept it far ahead of the mainstream volume branded pack right up to this day.
That’s the version to acquire and once again the configuration I recently spent a week with, and it performed as brilliantly as it did when I first tested a similarly equipped Flex in 2016. I noticed a bit of front wheel twist when pushed hard off the line at full throttle, otherwise called torque steer, particularly when taking off from a corner, which is strange for an all-wheel drive vehicle, but it moved along quickly and was wonderfully stable on the highway, not to mention long sweeping corners and even when flung through sharp fast-paced curves thanks to its fully independent suspension setup and big, meaty 255/45R20 all-season rubber. I wouldn’t say it’s as tight as a premium SUV like Acura’s MDX, Audi’s Q7 or BMW’s X7, but we really can’t compare those three from a price perspective. Such was the original goal of the now defunct Lincoln MKT, but its styling never took off and therefore it was really only used for airport shuttle and limousine liveries.
The headlamps are only HIDs, but these taillights use LED technology.
Like the MKT and the many three-row Japanese and European crossover utilities available, the Flex is a very large vehicle, so no one should be expecting sports car-like performance. Combined with its turbo-six powerplant is the dependable SelectShift six-speed automatic mentioned earlier, and while not as advanced as the 7-, 8-, 9- and now even 10-speed automatics coming from the latest blue-oval, Lincoln and competitive products, it shifts quickly enough and is certainly smooth, plus it doesn’t hamper fuel economy as terribly as various brands’ marketing departments would have you believe. I love that Ford included paddle shifters with this big ute, something even some premium-branded three-row crossovers are devoid of yet standard with the more powerful engine (they replace the lesser engine’s “Shifter Button Activation” on the gear knob), yet the Flex is hardly short on features, especially in its top-tier Limited model.
The transmission is probably best left to its own devices if you want to get the most out of a tank of fuel no matter which engine you choose, and to that end the Ecoboost V6 is the least efficient at 15.7 L/100km in the city, 11.2 on the highway and 13.7 combined, but this said it’s not that much thirstier than the base engine and its all-wheel drivetrain that uses a claimed 14.7 city, 10.7 highway or 12.9 combined, which itself is only slightly less efficient than the base FWD model that gets a rating of 14.7, 10.2 and 12.7 respectively.
The Flex cabin is a bit dated, but it’s quality is good and technology mostly up-to-date.
The 2019 Flex comes in base SE, mid-range SEL and top-tier Limited trims, according to the 2019 Ford Flex Canada Prices page found right here on CarCostCanada. This is where you can see all the pricing and feature information available for the Flex and most other vehicles sold in Canada. The 2019 Flex is available from $32,649 plus freight and fees for the SE with FWD, $39,649 for the SEL with FWD, $41,649 for the SEL with AWD, and $46,449 for the Limited that comes standard with AWD. All trims come standard with the base engine, but the Limited can be upgraded with the more powerful turbocharged V6 for an extra $6,800 (it includes other upgrades too).
Before adding additional options the retail price of a 2019 Flex Limited Ecoboost AWD is $53,249, and along with its aforementioned performance enhancements it gets everything standard with the regular Limited model, such as 19-inch silver-painted alloy wheels wrapped with 235/55 all-season tires, HID headlamps, fog lights, LED tail lamps, a satin-aluminum grille, chrome door handles, bright stainless steel beltline mouldings, a satin aluminum liftgate appliqué, a powered liftgate, bright dual exhaust tips, power-folding heated side mirrors with memory and security approach lights, rain-sensing wipers, reverse parking sonar, and I’ve only talked about the exterior.
The driving environment is spacious, comfortable and nicely organized.
Ford provides remote start to warm it up in winter or cool it down in summer, all ahead of even getting inside, while access comes via a keyless proximity system or the automaker’s exclusive SecuriCode keypad. Likewise, pushbutton start/stop keeps the engine purring, Ford MyKey maintains a level of security when a valet or one of your children is behind the wheel, while additional interior features include illuminated entry with theatre dimming lighting, a perforated leather-clad steering wheel rim with real hardwood inlays, Yoho maple wood grain inlays, power-adjustable pedals with memory, perforated leather upholstery for the first- and second-row seat upholstery, a 10-way power driver’s seat with memory, a six-way power front passenger’s seat, heated front seats, an auto-dimming centre mirror, an overhead sunglasses holder, ambient interior lighting with seven colours that include (default) Ice Blue, as well as soft blue, blue, green, purple, orange and red, plus Ford’s Sync 3 infotainment system, excellent sounding 12-speaker Sony audio, satellite radio, two USB charging ports in the front console bin, two-zone auto climate control, rear manual HVAC controls, four 12-volt power points, a 110-volt household-style three-prong power outlet, blind spot information with cross-traffic alert, and more.
The dual-screen colour TFT gauge cluster was way ahead of its time when introduced a decade ago.
For a ten year old design, the Flex looks fairly up to date as far as electronics go, thanks to its Cockpit Integrated Display that incorporates two high-resolution displays within the primary instrument cluster (it was far ahead of its time back in 2009), while the just-mentioned Sync 3 infotainment touchscreen is still impressive too, due to updates through the years. It incorporates a big, graphically attractive and well-equipped display with quick-reacting functionality plus good overall usability, its features including accurate available navigation as well as a very good standard backup camera with active guidelines, albeit no overhead camera even in its topmost trim. Apple CarPlay and Android Auto smartphone connectivity is standard, however, plus the ability to download more apps, etcetera.
On top of the Limited trim’s standard features a $3,200 301A package can be added with features such as a heated steering wheel, truly comfortable 10-way power-adjustable front seats with three-way cooling, dynamic cruise control, Collision Warning with autonomous emergency braking, and Active Park Assist semi-autonomous parking capability, but note that all of the 301A features come standard already when choosing the more powerful engine, as does a special set of 20-inch polished alloy wheels, a powered steering column, a one-touch 50/50-split power-folding third row with tailgate seating, and an engine block heater.
Ford’s Sync3 infotainment interface is very attractive and intelligently designed.
As you may already noticed, my tester’s wheels are gloss-black 20-inch alloys that come as part of a $900 Appearance package which also includes additional inky exterior treatments to the centre grille bar, side mirror housings, and rear liftgate appliqué, plus it adds Agate Black paint to the roof and pillars, while the cabin receives a special leather-clad steering wheel featuring Meteorite Black bezels, plus an unique graphic design on the instrument panel and door-trim appliqués, special leather seat upholstery with Light Earth Gray inserts and Dark Earth Gray bolsters, as well as floor mats with a unique logo.
My test model’s Vista panoramic multi-panel glass roof has always been an individual option, adding $1,750 to this 2019 model, but I found it a bit odd that voice-activated navigation (with SiriusXM Traffic and Travel Link) as a standalone add-on (navigation systems usually bundled as part of a high-level trim line), while the gloss-black roof rails can also be individually added for just $130, but the roof rails, which are also available in silver, come as part of a $600 Cargo Versatility package too, which combines the otherwise $500 Class III Trailer Tow package (capable of up to 4,500 lbs or 2,041 kg of trailer weight) with first- and second-row all-weather floor mats (otherwise a $150 option), resulting in more four-season practicality.
The two-zone auto HVAC interface uses state-of-the-art touch-sensitive controls.
Over and above items included in my test model, it’s also possible to add a refrigerated centre console for $650, second-row captain’s chairs with a centre console for just $150 (but I prefer the regular bench seat as the smaller portion of its 60/40-split configuration can be auto-folded from the rear), inflatable second-row seatbelts for $250 (which enhance rear passenger safety), and two-screen (on the backs of the front headrests) rear entertainment for $2,100.
Of course, many of the Limited trim’s features get pulled up from base SE and mid-range SEL trims, both being well equipped for their price ranges too, I should also mention that the Flex’s interior isn’t quite as refined as what you’d find in a new 2020 Explorer with the same options, per say. Then again I remember how impressed I was with the Flex’s refinement when it arrived 10 or so year ago, which really goes to show how far Ford has come in a decade, not to mention all of the other mainstream brands. The latest Edge, for example, which I tested in its top-tier trim recently, is likely better than the old Lincoln MKX, now replaced by the much-improved Nautilus, whereas the Flex’s cabin is more like the old Edge inside.
This Flex boasts 10-way powered front seats with heated and cooled cushions for supreme comfort.
Therefore you’ll have to be ok with good quality albeit somewhat dated details, such as its large, clunky, hollow plastic power lock switches instead of Ford’s newer models’ more upscale electronic buttons, while there’s a lower grade of hard plastic surfaces throughout the interior too. This said its dash-top receives a fairly plush composite covering, as does each door upper from front to back, whereas the door inserts have always been given a nifty graphic appliqué, just above big padded armrests.
As you might imagine, the Flex is roomy inside. In fact, its predecessor was designed to replace the Freestar minivan back in 2007, so it had to have minivan-like seating and cargo functionality. This said the Flex’s maximum cargo volume of 2,355 litres (83.1 cubic feet) when both all rear seats are tumbled down doesn’t come close to the brand’s once-popular minivan that managed a total of 3,885 litres (137.2 cu ft) of luggage volume in its day, but it’s generously proportioned for a mid-size crossover. In fact, the Flex can manage 42 additional litres (1.5 cu ft) of total storage space than the outgoing 2019 Explorer, which was one of the biggest SUVs in its three-row segment. That said the new 2020 Explorer offers up to 2,486 litres (87.8 cu ft) of maximum cargo capacity, which improves on both of Ford’s past SUVs (Flex included).
The second row is ultra-comfortable and limousine-like for legroom, while the third row is large enough for adults.
The rear liftgate powers upward to reveal 426 litres (15.0 cu ft) of dedicated luggage space aft of the rearmost seats, which is in fact 169 litres (6.0 cu ft) less than in the old Explorer, but if you lower the second row the Flex nearly matches the past Explorer’s cargo capacity with 1,224 litres (43.2 cu ft) compared to 1,240 litres (43.8 cu ft). A nifty feature noted before allows the final row to be powered in the opposite direction for tailgate parties, incidentally, but make sure to extend the headrests for optimal comfort.
Total Flex passenger volume is 4,412 litres (155.8 cu ft), which results in a lot of room in all seating positions, plus plenty of comfort. Truly, even third row legroom is pretty decent, while headroom is lofty everywhere inside thanks to a high roofline. Ford made sure there was enough space from side-to-side too, this due to a vehicle that’ quite wide. The aforementioned panoramic sunroof adds to the feeling of openness as well, and its three-pane construction is pretty intelligent as it allows for better structural rigidity than one large opening, which is particularly important for a vehicle with such a large, flat roof. Additional thoughtful features include large bottle holders within the rear door panels, these wholly helpful at drive-thrus.
The innovative multi-pane panoramic Vista sunroof provides loads of light while maintaining the big Flex’s structural rigidity.
I’m guessing you can tell I like this unusual box on wheels, and must admit to appreciating Ford for its initial courage when bringing the Flex to market and its willingness to keep it around so long. I know it’s outdated, particularly inside, plus it’s missing a few features that I’d like to see, such as outboard rear seat warmers and USB charging ports in the second row, but it’s difficult to criticize its value proposition after factoring in the potential savings Ford has on the table. I’m sure that opting for this somewhat antiquated crossover might be questionable after seeing it parked beside Ford’s latest 2020 Explorer, but keep in mind that a similarly equipped version of the latter utility will cost you another $10,000 or so before any discounts, while the domestic manufacturer is only providing up to $2,000 in additional incentives for this newer SUV. That’s a price difference of more than $13,000, so therefore a fully loaded Flex might make a lot of sense for someone looking for a budget-minded luxury utility.
There’s no shortage of storage space in a Flex.
A month or so ago, before we all became aware of the COVID-19 outbreak, I would’ve probably recommended for those interested in buying a new Flex to rush over to their local dealer and scoop one up before they all disappeared forever, and while they certainly will be gone at some point this year I recommend you find one online like I did, and contact the respective dealership directly via phone or email. Still, doing your homework before making the call or sending the message is a good idea, so make sure to visit our 2019 Ford Flex Canada Prices page first, where you can learn about every trim and price, plus find out if any new manufacturer discounts, rebates and/or financing/leasing packages have been created, while don’t forget that a membership to CarCostCanada provides otherwise difficult to access dealer invoice pricing (which is the price the retailer actually pays the manufacturer for the vehicle). This will provide you the opportunity to score the best-possible deal during negotiation. After that, your Ford dealer will ready your new Flex for delivery.
So therefore if this unorthodox crossover utility is as appealing to you as to me, I recommend you take advantage of the tempting model-ending deal mentioned earlier. The Flex might be an aging SUV amongst the plethora of more advanced offerings, but don’t forget that this aging crossover still comes across as fresh thanks to its moderate popularity (you won’t see a lot of them driving around your city), while its long well-proven tenure means that it should be more dependable than some of its newer competitors.
The EcoSport wears Ford’s older design language, but it still looks smart in its sporty SES duds.
The EcoSport, that just recently entered the Canadian market for the 2018 model year, will soon be the oldest SUV in Ford’s burgeoning lineup. This is due to the mid-size seven-passenger Flex fading into the sunset when its remaining 2019 model run gets sold off. Where the Flex was one of the blue-oval brand’s largest crossover SUVs, the EcoSport is by far its smallest, and therefore fills Ford’s critical gateway position now that the subcompact Fiesta hatchback has also been discontinued from the North American markets.
Of note, Ford’s other crossovers and SUVs have been more recently refreshed or redesigned, the former car-based models including the completely redesigned 2020 Escape, the recently refreshed Edge that came out for the 2019 model year, and the entirely redone 2020 Explorer that’s just arriving now, whereas the not quite as new truck-based Expedition SUV will soon be second oldest.
SES trim blackens out a lot of exterior accents that would otherwise be bright metal.
Soon Ford will add two new models to its utility lineup, the first being the impressive but oddly named Mustang Mach-E (I hope they drop the “Mustang” part and just call it the “Mach-E”), sized between the Escape and Edge and powered by a new plug-in electric drivetrain, and the second an even more interesting (to me at least) compact truck-based body-on-frame 4×4 that brings back the classic Bronco name. A smaller “baby Bronco” is reportedly planned to go up against the subcompact Jeep Renegade, just like the new Bronco will go head-to-head with the iconic Jeep Wrangler 4×4, which means off-road fans will soon have a lot more to get excited about.
Ford will continue to dominate the truck market with its best-selling F-Series, of course, and do its best to make the new (to us) Ranger mid-size pickup as popular as its slightly smaller predecessor used to be, while it will probably maintain its leadership in the commercial van segment as well, its Euro-style Transit full-size van well ahead of all rivals on the sales charts. Ford still makes the classic Econoline, by the way, but it’s only available with a cutaway chassis cab body in our market, plus the Transit Connect does very well in the smaller compact commercial van category.
These 17-inch dark grey alloys add a lot of style to the EcoSport SES’ design.
Now that I’ve come this far I might as well finish off with every blue-oval model available to Ford’s Canadian customers, the fabulous GT super car still showing on the brand’s retail website despite being sold out some time ago, and the Mustang still North America’s go-to sports/muscle car by a long shot, while the Fusion mid-size sedan will be with us for one last year before being sent out to pasture like the larger Taurus full-size sedan, the little Fiesta subcompact, and the compact Focus (plus sadly the later two models’ superb ST and RS performance versions, and the once great SHO).
Until Ford comes out with an ST version of the EcoSport I can’t see enthusiasts getting excited about it (hey, they brought us an Edge ST, so you never know), but it look good and drives well for such an old SUV, plus it offers up a nice assortment of features and can be had for an even more compelling price. This current second-generation EcoSport arrived in other markets during 2012 as a 2013 model, which adds up to six years before it arrived as an all-new model here in North America. I first saw the original EcoSport (a design I really liked at the time) when I was living in São Paulo, Brazil, and now that I’m more often on the other side of the world in Metro Manila, Philippines, I’ve been seeing this new one becoming popular there for about six years (and likewise for our all-new Ranger pickup that was been a big seller there since it hit the market in 2011).
Blue and copper orange is an unusual mix, which is probably why Ford now makes this interior with silver and grey instead.
Like the Ranger, the EcoSport has aged quite well. It wears Ford’s most older grille design, last seen on the 2019 Escape and 2018 Edge, so it doesn’t look out of date unless you see it lined up in row of its blue-oval contemporaries. A redesigned third-generation EcoSport should be out by 2021 as a 2022 model, so at least we can be fairly certain this 2019 version, and the mostly unchanged 2020 version, won’t be redesigned for couple of years or more.
As it is, despite its age the EcoSport has plenty of redeeming qualities, the first being decent fuel economy due to standard auto start-stop technology that shuts the engine off when it would otherwise be idling in order to reduce fuel usage and improve emissions, all before restarting automatically when letting off the brake.
The cockpit has a sporty look, enhanced by a leather-clad steering wheel with paddle shifters in SES trim.
This EcoSport comes standard with the same turbocharged 1.0-litre three-cylinder that I first enjoyed in the Fiesta. While a fun-to-drive entry-level engine, it’s also capable of an 8.6 L/100km city, 8.1 highway and 8.4 combined Transport Canada rating, while the even stronger 2.0-litre four-cylinder I tested here is good enough for an estimated 10.2 city, 8.0 highway and 9.3 combined. To be clear, this is fairly thrifty when compared to some of its key rivals, and falls short of others, finding a happy medium right in the middle.
The middle-of-the-road EcoSport story is similar for pricing too, with the base 2019 S model starting at $22,349 (plus delivering and other fees), and fancier trims including the SE at $25,449, SES at $29,849 and top-line at 31,349. All-wheel drive can be added to S and SE trims for $2,500, while it comes standard in the SES and Titanium. Notably, the pricing just quoted was heavily discounted at the time of writing, with CarCostCanada reporting additional incentives up to $4,500 on this 2019 EcoSport, or for those wanting the newer 2020 model, factory leasing and financing rates from 3.99 percent. Go to the 2019 or 2020Ford EcoSport Canada Prices page right here at CarCostCanada for all the details, plus the ability to price and configure EcoSport models, while accessing available manufacturer rebates, dealer invoice pricing that could save you thousands, and much more.
The gauge cluster is simple, but the bright blue needles stand out nicely.
Of course, selling on price is not a good way to make a profit, but that’s Ford’s problem. Still, as noted earlier there’s a lot more to like about this little SUV than its reasonably low fuel economy and attractive pricing. Both direct-injected engines provide pretty strong performance, actually, the base turbocharged 1.0-litre three-banger good for 123 horsepower and 125 lb-ft of torque, and the as-tested naturally aspirated 2.0-litre four making a more spirited 166 horsepower and 149 lb-ft of torque.
Additionally, neither engine is held back by the vague performance of a continuously variable transmission (CVT) or a slow-shifting regular automatic, but instead get Ford’s well-proven six-speed SelectShift dual-clutch automated manual. It may not be the most dependable transmission ever made, but it delivers very quick, snappy shifts, enhanced with steering wheel-mounted paddle shifters in SES trim, along with the same ease-of-use the two less exciting transmissions provide.
Sync 3 offers up a nice easy-to-use design plus Apple CarPlay and Android Auto.
Underpinning the entire SUV is a fully independent suspension featuring MacPherson struts in front and a multilink setup in the rear, plus a stabilizer bar at each end. Additionally, twin-tube hydraulic gas-pressurized shocks keep the front wheels connected to tarmac while progressive-rate springs with mono-tube hydraulic gas-pressurized shocks lock in the back end, while a fairly direct feeling electric power steering system makes manoeuvring the EcoSport into tiny parking spaces easy and negotiating heavy traffic a breeze. Ford’s smallest SUV feels nice and stable through slaloming roadways too, and tracks well on the open highway. No matter the conditions it’s a fun little utility to drive, even on slippery surfaces where Ford’s AdvanceTrac traction control with RSC (Roll Stability Control) keeps it under control, and the SUV’s standard four-wheel discs with ABS provide good braking performance.
The nice big backup camera with active guidelines made parking easy.
The way this EcoSport drives makes it easy to understand why 7,438 Canadians bought one last year (which is a bit less than mid-pack, with six subcompact crossover SUVs selling fewer and 10 delivering more), but just the same I could see why some may have chosen it because of styling first and foremost. My SES example was painted in an eye-catching Lightning Blue with sporty black accents all around (although it didn’t wear this trim’s optional black decals on the hood and rooftop), some of its best design details being the Dark Tarnish Metallic-painted 17-inch rims it rolled on.
The interior, however, was colour-matched by the three blind mice. Who decided that its mostly Ebony Black cabin colour (shade) scheme should be accented with copper-orange on every model? I suppose blue and orange don’t completely clash (a similar livery kind of worked for McLaren F1 this year), and of course it’s perfect when choosing the EcoSport’s available Canyon Ridge (copper) exterior paint, but I’m glad Ford recently decided to ditch this unusual colour combo for trusty old grey. As it was, my tester’s partial leather seat upholstery included copper orange stripes on their stain-resistant ActiveX fabric inserts, these matching the same copper highlights that run across the instrument panel, on each side of the console, and along the door panels.
Remember, Ford replaced this orange with silver and grey, which will be a good or bad thing, depending on your personal taste.
All said, I can’t see anyone complaining about the SES model’s aforementioned 17-inch alloy wheels or its sport-tuned suspension upgrade, or for that matter the paddle shifters I commented on a while ago. Other niceties with this trim include rain-sensing windshield wipers, an auto-dimming centre mirror, blindspot monitoring, an 8.0-inch infotainment touchscreen with Ford’s best Sync 3 interface, a navigation system that worked perfectly during my test week, a pretty good seven-speaker audio system, and a very useful household-style 110-volt power outlet.
Sync 3 infotainment is still very good despite not being as recently updated as some competitive systems. Along with than the items already mentioned, its feature set includes the expected tablet-like tap, swipe and pinch gesture controls, Apple CarPlay and Android Auto smartphone integration, easy Bluetooth connectivity for your phone and audio streaming, voice activation, a 4G LTE Wi-Fi hotspot, plus the ability to play AM, FM and satellite radio stations, of course. Satellite in mind, Sirius Travel Link is also included, plus a number of apps, while the Sync 3’s graphics are organized into convenient tiles in an attractive white on sky blue colour scheme. It’s not new, but it’s still very good.
Really comfortable seats had plenty of manual adjustment.
Missing from my SES tester was dual-zone automatic climate control, but its single-zone auto HVAC system was plenty good for my needs and as good as this entry-level SUV segment usually gets, while its front seats were only four-way manually adjustable, which was another inconvenience that didn’t matter much to me. The seats were comfortable and supportive just the same, plus my long-legged, shorter torso five-foot-eight frame fit well due to better-than-average reach from the EcoSport’s tilt and telescopic steering column.
It’s spacious as well, and especially good for taller occupants. In fact, both the front and back seating areas are well proportioned, but I recommend leaving the rear centre position unoccupied when four adults are aboard. The cargo compartment is fairly large too, with 592 litres of volume behind the 60/40-split back seats and 1,415 litres when lowered, although the load floor doesn’t lay very flat.
The rear seats are spacious and comfortable for this class.
Accessing the cargo compartment comes via a side-swinging rear door that might be a deal-killer for some. Not only did it squeak while driving (or at least something near the door was squeaking annoyingly all week long), but who wants to deal with a heavy, inconvenient side-swinging rear door when there’s 16 competitors (and three more on the way) that offer a liftgate that also acts as a shelter in the rain? At least it opens on the proper side for North American markets, unlike some others (Jeep) that make it really difficult to load from the curb, not to mention dangerous if forced to step into the line of traffic with arms loaded. It opens easily enough thanks to gas struts, but you’ll need to make sure and leave plenty of space behind the EcoSport for the wide door to swing it out when parked on the side of the road, while if another driver (parker) parks too close, good luck getting anything into the back (not usually a problem with a liftgate).
As for interior finishings, it’s better than some and not as good as this segment’s best sellers due to an abundance of hard plastic surfaces. I know this is a base subcompact and buyers in this class aren’t expecting Range Rover detailing, but some in this category are delivering a more premium experience than others, and therefore merely adding a pliable composite dash top/instrument panel along with padded armrests isn’t enough these days.
The cargo area is roomy enough, but some might not like the side-swinging rear door.
As my regular readers know, I don’t hold back when I don’t like a vehicle, but I think I’ve been very fair with Ford’s EcoSport. It’s one of the oldest SUVs in this class, yet it does a pretty decent job of looking good, plus it balances a really fun driving experience with reasonable fuel economy, it’s plenty comfortable, very spacious, is equipped well enough, has a great infotainment system (and has an attractive set of gauges with cool blue needles), and (squeaking and side-swinging rear door aside) is quite practical. The fact you can currently save thousands on a new 2019 is a major bonus that should be considered too, so if you can live with its few shortcomings (and most rivals could be better too) the EcoSport is worth a closer look.
The third-generation Escape might be on its way out, but it’s still a very strong competitor. (Photo: Karen Tuggay)
Now that the entirely redesigned 2020 Escape is arriving at Ford’s Canadian retailers, we’d better say a final goodbye to the third-generation Escape that’s done a very good job of serving the automaker as well as many of its loyal fans for the past six or so years. This outgoing version underwent a dramatic mid-cycle upgrade for the 2017 model year, and now the blue-oval brand has brought something new to contemplate in the compact crossover class.
For some, the best reason to get excited about a redesigned model is the opportunity to save money on the old one, and being that this 2019 Escape is still an excellent SUV, and that Ford retailers continue to have some in stock, such options should be considered. During my research for this review, which included pricing and features info found right here at CarCostCanada, I learned that $1,200 in additional incentives was available at the time of writing, and that’s over and above any personal discount you might be able to negotiate with your local retailer, and while this knowledge will certainly help when you begin to talk business, CarCostCanada also provides dealer invoice pricing that could save you even more.
The design has aged well, particularly from behind. (Photo: Karen Tuggay)
A quick glance at CarCostCanada’s 2019 Escape page will show that it’s unchanged from the 2018 model. The 2018 is identical to the 2017 model as well, with respect to all trims but the SEL that arrived last year. If you want more clarity, take a look at my 2017 Ford Escape Titanium AWD Road Test that shows an identical SUV to my 2019 tester, even down to their Ingot Silver colour. Of course, Ford provides the choice of seven additional colours for 2019 buyers, with no-cost options including vibrant alternatives like Sedona Orange and Lightning Blue, while $450 Ruby Red and $550 White Platinum give the Escape a premium-like upscale demeanour.
This 2017-2019 Escape’s grille design didn’t work for me as much as its 2013-2016 forebear did, the latter a completely original and even futuristic look when introduced. I remember how it initially turned my head, not really certain what to think at first, yet warming up to its unusual design quickly. It made sense that Ford needed to change the design, both because of a need for something new and the automaker’s requirement to visually align its crossover SUV lineup (the Escape took design elements from the Edge of the era), but nevertheless Escape sales have slowed somewhat in recent years, with the Toyota RAV4 and Honda CR-V now owning first and second respectively, not necessarily due to styling mind you.
Titanium trim adds HID headlamps with LED signatures, plus unique 18-inch alloys. (Photo: Karen Tuggay)
Just four years ago the Escape was the compact SUV segment’s bestseller, a spot it had been holding for years. In fact, looking a couple of years further back shows the Escape nearly doubling the RAV4 and CR-V’s yearly sales, but it’s been on a downward trajectory ever since its mid-cycle refresh, from a high of 52,198 sales in 2014 to 47,726 in 2015, which incidentally was the last time it topped the category. It fell further to 46,661 units in 2016, when the RAV4 jumped up to first place, and then in 2017 it managed a bit more to 47,880 examples, but the RAV4 and CR-V grew their sales even more, both passing 50,000 units. The two Japanese SUVs kept pulling in more and more new buyers through 2018 too, when each models’ deliveries neared 55,000 units, yet the Escape could only muster 43,587 sales that year, while at the close of Q3 2019 Ford’s little SUV that could managed just 30,817 new customers to the CR-V’s 43,464 and RAV4’s 49,473, the completely redesigned Toyota targeting yet another banner year.
Truly, the Escape is beginning to show its age, particularly when sidled up next to the new RAV4, not to mention when placed beside the totally redesigned 2020 Escape that Ford hopes will cause its once much stronger customer base to return, but the outgoing model is nevertheless a very competent compact SUV that should be available for big time savings. Of course, you may not have many options when it comes to exterior paint, while a choice of trims will be decided by remaining stock, which means you should probably get a move on if you want something specific.
Simple, elegant styling lasts the test of time. (Photo: Karen Tuggay)
When model year 2019 began, the Escape was available in base $26,399 S trim, as $29,349 SE and $30,849 SEL models (the latter designation added this year as noted earlier), and finally in top-line $37,699 Titanium trim. The Titanium gets all-wheel drive standard, whereas AWD is available with the SE and SEL for an additional $1,500, and the S only comes with front-wheel drive.
If your not confused yet, just wait as the 2019 Escape provides the choice of three gasoline-fed four-cylinder engines, and oddly not a one is electrified despite this model being first to market with a hybrid. Base S trim still uses Ford’s 12-year-old 2.5-litre four that’s good for 168 horsepower and 170 lb-ft of torque, although despite these being respectable output numbers most Escape buyers will ante up for one of the automaker’s turbocharged Ecoboost engines, which include a 1.5-litre mill capable of 179 horsepower and 177 lb-ft of torque, standard in SE and SEL trims, and a 2.0-litre version making a very energetic 245 horsepower and 275 lb-ft of torque, this one standard with my Titanium tester and available with mid-range SE and SEL models. Therefore, as you can probably imagine, your local Ford dealer won’t have all combinations available in the exact colour you want, but hopefully you’ll be able to find something that mixes and matches enough of the features you’re looking for to make you happy, even if that retailer needs to call around to get something from another dealer.
Despite its age, the Escape Titanium provides impressive refinement. (Photo: Karen Tuggay)
As if trying to make a complicated problem easier, the Escape won’t force you to choose between alternative transmissions, as its six-speed SelectShift automatic is the only way it comes. The new 2020 model’s automatic ups the gear count to eight, but the 2019 Escape’s gearbox has proven to be dependable and is very capable when mated up to either Ecoboost engine. That 2020 model receives the 1.5-litre turbocharged four standard, by the way, with auto start-stop that turns the engine off when it would otherwise be idling, while the 2.0-litre turbo-four in my 2019 tester remains the go-to performance option.
Drivetrain alternatives in mind, remember when I questioned why Ford no longer offered an Escape Hybrid? It seems others within the company have asked the same (and no doubt customers too), which resulted in a 2020 Escape Hybrid. Ford isn’t offering fuel economy figures for the new hybrid or any 2020 Escapes just yet, but the 2019 model being reviewed here does fairly well no matter the trim. The tiny 1.5-litre is your best choice from a budgeting perspective, with the FWD version rated at an estimated 10.2 L/100km city, 7.8 highway and 9.1 combined, while that engine with AWD gets a claimed 11.2, 8.4 and 9.9 respectively. As for the FWD-only base S, I think it’s pretty thrifty considering its age, its estimated rating at 11.0 city, 8.0 highway and 9.6 combined, while the top-line AWD-only Titanium does very well despite its zippy acceleration with a rating of 11.5 city, 8.7 highway and 10.2 combined.
The Escape cockpit is well laid out. (Photo: Karen Tuggay)
Seeing past this 2019 model’s aging body and equally classic cabin design, the fit, finish, quality of materials and general goodness of its interior is more than decent. Even Ford’s electronic interfaces overshadow some of its more recently redesigned rivals, particularly the bright, colourful, well-defined high-resolution multi-information display at the centre of its primary gauge cluster, the outer dials mostly analogue, while the brand’s much respected Sync 3 infotainment system fills the Escape Titanium’s centre touchscreen. It’s particularly good looking thanks to modern sky blue, white and grey graphics, plus its ultra-user-friendly and wonderfully functional. Ford was one of the first manufacturers to adopt Apple CarPlay and Android Auto smartphone integration, while the system’s route guidance is accurate and navigation mapping excellent, the screens tablet-style tap, pinch, and swipe gesture controls perfectly suited for adjusting the map. Safety is improved via its standard dynamic guideline-enhanced rearview camera, while extra tech includes Bluetooth audio streaming, mobile apps, voice control, a WiFi hotspot, 911 assist, and more.
You can adjust the audio system from the centre display as well, plus it comes packed with AM/FM/satellite radio, plus MP3 and WMA compatibility, although no HD radio, but Titanium trim’s 10-speaker Sony audio system is excellent for this compact segment. A number of quick-access buttons and knobs are angled into a panel just under the centre touchscreen, which also sits above a big, easy-to-use two-zone automatic HVAC interface, all being the types of premium features expected in a luxury brand, as well as the Escape’s top-level Titanium trim line. Nevertheless, compared to some rivals that have digitized these controls under touch-sensitive black glass-like panels, the Escape’s HVAC setup looks outdated, although the little pull tab for engaging the electric parking brake makes everyone clear that Ford did all it could to keep this SUV up-to-date.
The Escape’s large high-resolution multi-info display was so ahead of its time that it’s now current technology. (Photo: Karen Tuggay)
Speaking of advanced features, my test model boasted a $2,500 available Safe and Smart + Roof Package with features such as a panoramic glass sunroof, rain-sensing windshield wipers, auto high beams, adaptive cruise control, forward collision warning with automatic braking, blindspot monitoring with rear cross-traffic alert, as well as lane departure warning with lane keeping assist. Some of these items are also made available in a separate package when choosing one of the two mid-range models, so therefore you don’t have to go all the way up to top-line Titanium in order to experience high-level safety and convenience.
All of this detail in mind, I’m not about to delve into all standard and optional features with this outgoing SUV, because you’re not going to be able to order one this late in the game anyway. Still, other than the features already noted, Titanium trim adds 18-inch alloys, bi-Xenon HID headlamps with LED signatures, a heated steering wheel rim, an auto-dimming rearview mirror, front parking sonar, leather upholstery, a 110-volt power outlet, a foot-operated hands-free tailgate, plus more, while highlight items pulled from lower trims include additional chrome accents outside, a leather-clad steering wheel inside, a powered liftgate, rear parking sonar and more from SEL trim; fog lights, body-coloured exterior trim, proximity keyless entry with pushbutton start/stop, a combination lock entry keypad, one-touch up/down powered windows all-round, a 10-way powered driver’s seat, two-zone auto HVAC, heatable front seats and more from the SE; plus finally auto on/off headlights, a windshield wiper de-icer, remote start, keyless entry, MyKey, variable intermittent windshield wipers, power windows, air conditioning, an overhead console with a sunglasses holder, SOS Post-Crash Alert, all the expected airbags including one for the driver’s knees, and plenty more from the base S model.
Ford’s Sync 3 infotainment system remains very impressive. (Photo: Karen Tuggay)
A few highlights regarding Escape Titanium materials quality include an almost completely soft synthetic dash top that wraps all the way around the infotainment system’s control. This premium treatment softens the front door uppers too, while front and rear door inserts and armrests are finished even more comfortably, as is the centre armrest.
Ford beautifies the instrument panel with black lacquered surfacing that stretches to the right and left of the centre stack before reaching downward to each side, while this model also gets tasteful application of aluminum-look detailing, all of which added some glitz to my tester’s otherwise black interior. Certainly colour is included, but the two digital displays aside its small dashes of blue and red are relegated to the temperature knobs and the stylish baby blue instrument needles in the gauge package.
The seats look good, highlighted by what appears to be cream or light grey thread for a sporty contrast against black leather. I really appreciated the driver seat’s comfort level, particularly because of its adjustments, and the long reach and rake from the Escape’s manual tilt and telescopic steering column. As many who read my reviews know, my long-legged and short-torso body type doesn’t fit ideally into some manufacturer’s products, but such is not the case with the Escape. In fact, I think you’ll find it difficult to round up a challenger that provides more driver adjustment, while visibility is very good in all directions as well.
Comfort, roominess, and premium materials set the Escape Titanium apart. (Photo: Karen Tuggay)
As usual I took the time to sit in back, where I found sizeable, comfortable accommodations. This said one doesn’t exactly sit within each outboard seat, but instead on top of them, so there’s not a lot of lateral support. Fortunately, relatively tall folk won’t have a problem with legroom or headroom as both are in large supply, while reclining the rear seatbacks can provide more of the latter. A folding centre armrest improves comfort further, while providing two cupholders for drinks. Also good, Ford makes sure passengers in back get ample ventilation via vents on the front console’s rear panel, this also housing the previously noted 110-volt power outlet, which incidentally comes with a third grounding socket for three-pronged plugs (not always the case). I was disappointed that Ford didn’t offer heated rear seats, particularly in this top-tier trim, but anyone wanting these types of premium accoutrements can opt for the Lincoln MKC (renamed Corsair for 2020), which is a 2019 Escape Titanium under all the luxury trappings.
The tailgate powers up by waving your foot under the back bumper, and once opened reveals a large 964-litre (34.0 cubic-foot) cargo hold aft of the 60/40 split-folding rear seats. Dropping these down provides up to 1,925 litres (68.0 cu ft) of gear-toting space, but on this note I’d much rather have more convenient 40/20/40 split-folding rear seats, or even a pass-through down the middle, because I like to ski and don’t want to leave my boards locked up in a less secure rooftop-mounted carrier. With a pass-through, both kids can enjoy the more comfortable and scenic outboard rear seats, while I get peace of mind when chowing down in the cafeteria or restaurant later. Still, this feature is ultra-rare in the mainstream volume-branded SUV sector, so while I complain (regularly), it probably wouldn’t be a dealmaker unless I liked the rest of the SUV as much as something else on the market that offered it. Absent features in mind, there are no levers on the cargo walls for automatically folding down the rear seatbacks, unlike a few competitors, but in order to be positive I’ll mention a handy flap the falls down over the gap between the seats and cargo floor in order to stop small items from slipping between the cracks, so to speak, and also good, the lengthened cargo floor is quite flat compared to most others.
Rear seat accommodations are more than adequate. (Photo: Karen Tuggay)
Just in case you’re beginning to think I’m getting too harsh with the old Escape, rest assured that it remains a very impressive compact SUV in most respects, and best in class when talking performance. Its transmission can be criticized for falling short of two or even three gears now that others in the class offer eight- and nine-speed automatics (including the 2020 Escape with the former, as noted), but the 2019 Escape’s six-speed autobox is amply smooth, refined and well-proven, plus my tester’s steering paddles provided a lot more engagement than most CVT-infused challengers do. Yes, all of SUVs mentioned so far use continuously variable transmissions, as do a number of others in the segment, and while highly efficient these also deliver continuous noise at high revs, as well as continual boredom when pushed hard. Instead, the Escape’s manual mode shifts genuine gears in comparatively quick and precise fashion, making Ford’s compact SUV a great deal more fun to drive fast.
Speaking of going fast, all Escape trims include torque-vectoring control as well as Curve Control, the latter capable of sensing if you’re driving to fast while entering a corner, and if so, automatically slowing you down via throttle reduction and the anti-lock brakes. I certainly didn’t notice anything going on in the background, and I pushed it very hard for testing purposes, so this electronic safety net is only intrusive when it needs to be.
No shortage of cargo space in back. (Photo: Karen Tuggay)
Then again, my Escape Titanium’s slightly firmer suspension and larger tires meant it wasn’t the smoothest riding SUV in its category. I wouldn’t call it harsh in the slightest, however, or uncomfortable at all, but I noticed more bumps and road imperfections than in the RAV4 or CR-V, which isolate occupants from pavement irregularities better. Still, this Escape Titanium will leave you smiling when pushed hard on a circuitous mountainside or riverside road, which is one of those difficult to quantify benefits that I happen to find priceless.
So there you have it, the outgoing 2019 Escape is well worth your attention. It continues to be a strong challenger despite its age, because it was so well engineered way back when. I think it’s still a smart choice for those wanting to keep their monthly budget in check, but can appreciate why someone might want to step up to the more advanced 2020 Escape or something else entirely. This said I can’t say for sure if its replacement will be worthy of more coin, as I haven’t even sat behind the wheel, but its mechanical improvements, including the new hybrid option, as well as its infotainment gains, appear well worth the upgrade. It’ll come down to personal priorities, like everything in life, so take some confidence in knowing you’ll be well taken care of with either new or old Escape.
