#2013 ford escape ecoboost manual

Ford emphasizes that there have been no reported injuries at this time. According to Ford’s press statement the problem is with an engine compartment fuel line that could split and thereby cause a leak of gasoline and subsequent fire.

This recall only affects the Escapes with the 1.6Liter EcoBoost turbocharged engine. The Ford Escape is available with 3 engines.

To be sure, with an all-new CR-V already here and a redesigned RAV4 on the way, the battle for the top spot on the crossover chart will be fierce.Ford announced a voluntary recall today of its very successful new 2013 Ford Escape. The new Escape is a big change-and vastly improved-versus the old one, but it’s so radically different that we wonder if it will be able to maintain the impressive sales pace of its predecessor. At the top end, a Titanium with the 2.0-liter EcoBoost commands $31,195. (The S is $200 cheaper when comparing automatic-transmission models.) The SE starts at $25,895 and the SEL at $28,695.

#2013 ford escape ecoboost manual

Stickers start at $23,295 for the base S trim, about $1000 pricier than last year’s base model with a manual transmission. Cargo area is up slightly to 34.3 cubic feet behind the second row and 68.1 with the seats folded.įord has created a more sophisticated and refined Escape, but the company is also going to be charging more to get into one. The rear seat is comfortable and has an additional 1.2 inches of legroom, but it still can’t match the space of the roomy current-gen Toyota RAV4. The new Escape might not be as upright and boxy as before, but a longer wheelbase keeps interior volume on par with that of the outgoing model. No matter the wheel-and-tire package, though, there is excessive road noise on coarse road surfaces. Models riding on 19-inch wheels exhibit some impact harshness we’d recommend the 17-inchers for those desiring a slightly more comfortable ride. Stability control is standard, as is Ford’s Curve Control the latter uses the rear brakes to help steer the Escape through corners. The chassis tuning doesn’t differ much from the European-market Kuga’s.

Also like the Focus, the Escape has struts up front and a multilink rear suspension. It’s no Lotus Evora, of course, but neither is anything else in the Escape’s segment. The electrically assisted power steering, as in the Focus, is accurate and has some semblance of feel. It’s planted, feels secure, and is even a little fun. As you might expect, the Escape drives like a giant Focus with a higher center of gravity. No matter which engine is installed, the Escape’s chassis is sportier than those of its Japanese and domestic competition. Although the smaller engine doesn’t have any lag, it runs out of nerve once the tach needle sweeps past 4500 rpm or so. Most customers will be happy with the low-end shove of the 1.6-liter and won’t find the 240-horse engine necessary. The turbo 1.6-liter doesn’t feel nearly as quick overall as the 2.0-liter, but its 184 lb-ft move the Escape off the line briskly. Torque arrives early and the engine revs without drama. There is no turbo noise, nor is there any obvious turbo lag. The 2.0-liter offers effortless acceleration in the Escape, even with the optional all-wheel-drive system. Ford didn’t bring the naturally aspirated 2.5-liter to the Escape’s launch program, but we did have a chance to sample both turbocharged models.