2017 Ford Escape

2017 Ford Escape

Episode 3636
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Nothing’s hotter than small crossovers right now. So Ford probably could have kept business as usual for their compact Escape and been just fine, as they sold over 300,000 of them in the U.S. last year. But that’s not how things work at Ford these days, or the auto industry in general; so for 2017, a freshened Escape drives into the scene. 

Ford certainly gives you plenty of powertrain options. 

Base S Escape’s come with a normally aspirated 168-horsepower 2.5-liter I4; in front-wheel-drive only. SE and Titanium trims comes with Ford’s 1.5-liter EcoBoost with 179-horsepower and all-wheel-drive is available. 

Also optional, is this 2.0-liter EcoBoost which rates 245-horsepower and a stout 275 lb-ft. of torque. All engines work with a 6-speed automatic transmission; max towing is good for the compact class, at 3,500-lbs. 

The 2.0-liter feels plenty peppy on the street with gearing clearly designed for acceleration. We actually got complaints of this being too much engine for this vehicle; highly unusual from our power-hungry crew. But that was mostly due to the overachieving stability system. It becomes very problematic when attempting a strong launch, finding the balance between too much control and too much wheelspin with it turned off. It feels faster than the 7.6-seconds it took us to hit 60; especially, as once the transmission hits 2nd and gets good traction it really takes off. 

Shifts are very smooth; but even in Sport mode, a touch slow for our tastes. We finished out the ¼-mile in 16.0-seconds flat at 85 miles-per-hour.  

Through our handling course, it was light and agile; comfortable and solid for a compact ute. 

A 107-foot average for braking from 60 is quite good; but there’s a very artificial feel to the pedal, and some aggressive pulling to the side on initial braking, keeps the results from being perfect.  

Speaking of stopping, the Escape adds a new standard stop/start system with all EcoBoost engines, and we found it to work quite smoothly. 

Changes to the interior of the newest Escape consist mostly of a reconfigured center console, that swaps the big parking brake handle for an electronic switch, moving the shifter back for easier access to lower stack controls, and for plugging things into the USB port and power outlet. Wrapping the revisions up inside, is a new steering wheel with revised switchgear.

Seating is a “tale of two spaces” with abundant room and coziness for those in front, but marginal legroom and comfort for rear seat passengers. 

Forward collision warning, as well as lane-keeping are available, but not autonomous braking. 

The new Escape looks physically bigger, due to a taller grill and redesigned hood that also gives it a friendlier, less aggressive tone.

Not much else changes outside. A hands free power lift gate is optional; and behind it you’ll find a decent 34.0 cubic-ft. of cargo space, maxing out at 68.0 with the rear seatbacks folded. 

Government Fuel Economy Ratings for our front-wheel-drive 2.0-liter are 22-City, 29-Highway, and 25-Combined.  Our average was almost right on at 24.5 miles-per-gallon of Regular. 

Escape pricing falls right in line with the rest of the segment, starting at $24,645; and reaching into the low 30s. All-wheel-drive costs $1,750 more.  

With an all-new and terrific Honda CR-V, and better-selling-than-ever Nissan Rogue on the prowl, we applaud Ford for seeing that meaningful mid-cycle changes were critical for the 2017 Ford Escape’s success. It is now about as techno-savvy as the compact utility segment gets, and certainly a fine choice in the ever-more crowded crossover world.


  • Engine: 2.0 liter
  • Horsepower: 245
  • Torque: 275 lb-ft.
  • 0-60 mph: 7.6 seconds
  • 1/4 mile: 16.0 seconds @ 85 mph
  • EPA: 22 mpg city / 29 mpg highway
2024 Chevrolet Corvette Z06 2

2024 Chevrolet Corvette Z06

Bringing Supercar Performance To The Street…American Style

Episode 4324
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

What happens when you let enthusiasts and engineers worry less about tradition and allow them to do what they do best? You get cars like this Chevrolet Corvette Z06. What happens when GM let’s us borrow one for a few days? That’s what we’re about to find out!

While the Z06 package first became an option for the Chevrolet Corvette back in 1963, it wasn’t until the C5 that it describe the ultimate track-focused ‘Vette. And while since then every Z06 has gotten more extreme, if we were plotting things out on a graph, this is where the line of performance progression goes from a steady incline to almost vertical. Yes, the latest C8 Z06 is all that.

It starts with a brand new LT6 5.5-liter DOHC V8 that outputs 670-horsepower and delivers 460 lb-ft. of torque. It sounds great too, the very aggressive nature of its flat-plane crank design has it sounding, and feeling like it’s trying to shake its way out of the engine bay unless you unleash some of its furry.

This dual-cammer featured a dry-sump design from the get-go and is more racing engine than souped-up small block, being developed originally for the C8.R race car.

2024 Chevrolet Corvette Z06 Front
2024 Chevrolet Corvette Z06 Rear
2024 Chevrolet Corvette Z06 Dead Front Wide
2024 Chevrolet Corvette Z06 Dead Front Close
2024 Chevrolet Corvette Z06 Fascia
2024 Chevrolet Corvette Z06 Wheel
2024 Chevrolet Corvette Z06 Profil
2024 Chevrolet Corvette Z06 Dead Rear
2024 Chevrolet Corvette Z06 Badge
2024 Chevrolet Corvette Z06 Front2024 Chevrolet Corvette Z06 Rear2024 Chevrolet Corvette Z06 Dead Front Wide2024 Chevrolet Corvette Z06 Dead Front Close2024 Chevrolet Corvette Z06 Fascia2024 Chevrolet Corvette Z06 Wheel2024 Chevrolet Corvette Z06 Profil2024 Chevrolet Corvette Z06 Dead Rear2024 Chevrolet Corvette Z06 Badge

It made short work of Roebling Road Raceway’s long front straight, able to reach 160 by the end of it. With Hellcats no longer rolling off the assembly line, this is easily our new favorite V8.

But, as you can imagine, Chevy has done much more than just plop a bigger motor into its rear-midship engine bay, which was easier to do since they didn’t have to worry about anyone seeing over it. They’ve addressed just about every part of the car to ensure it puts that power to best use for coming out of corners like few other cars on the street.

That includes upgrades for the short/long arm double wishbone suspension setup that can be further enhanced with an available Z07 Performance Package that adds more aggressive tuning for Magnetic Ride Control, and Michelin Sport Cup 2R tires. Which can be mounted on 20 and 21-inch carbon fiber wheels with carbon ceramic brakes nestled behind.

It all translated into more grip than a semi’s worth of industrial strength Velcro through Roebling’s 9-turns.

With Hellcats no longer rolling off the assembly line, this is easily our new favorite V8.

Like most Corvettes, the Z06 can be as wild or mild of an experience as you care to make it but will most likely be the fastest car to show up at most track days. Yet, the same magnetic dampers that void all body roll on the track, provide an almost plush ride quality for the drive home, though not quite as plush as the standard Corvette.

We’re struggling to find something non-fan boy to say; sure the 8-speed dual-clutch gearbox doesn’t deliver shifts with the brutality of some exotics, but really, they’re just as fast, and the shifts are much smoother.

Believe it or not, almost all the body is unique. So, rather than just tacking on some fender flares, Chevy made the entire car wider to cover the 345 rear tires, yet keep the same uniform look in place.

The optional Carbon Fiber Aero Package adds a front splitter, rocker extensions, front dive planes, and a huge rear wing. We’re not sure if the multi-level nature of that rear wing was done for functional or aesthetic reasons, but it doesn’t block your rearview, and that is much appreciated.

2024 Chevrolet Corvette Z06 Dash
2024 Chevrolet Corvette Z06 Seats
2024 Chevrolet Corvette Z06 Shifter
2024 Chevrolet Corvette Z06 Frunk
2024 Chevrolet Corvette Z06 Engine
2024 Chevrolet Corvette Z06 Dash2024 Chevrolet Corvette Z06 Seats2024 Chevrolet Corvette Z06 Shifter2024 Chevrolet Corvette Z06 Frunk2024 Chevrolet Corvette Z06 Engine

We always talk about torque being more important than horsepower when it comes to acceleration, and the Z06 works with almost 200 fewer lb-ft. of torque than horsepower, but you sure wouldn’t know it when you mash the throttle.

Easy to use programmable launch control allows you to dial in your preferred RPM for launching; we found 4,500 was just about perfect for Roebling’s front straight, allowing for just a tiny bit of slip before rocketing us to 60 on a 40 degree day in just 2.6-seconds.

Power continues to pour on hard as the engine quickly hits its 8,600 RPM redline, and gear changes happen often. The sound inside the cabin in intense, and when the ¼-mile came to an end in 10.7-seconds at 130 miles-per-hour, it felt like it was just getting started.

Government Fuel Economy Ratings are a low 12-City, 19-Highway, and 14-Combined.

For the Z06 there are 3 LZ pricing points to land on, starting at $114,395; but you can go with the top-of-the-line Z06, add 50-grand worth of options, and still come out half the price of anything you can compare it to.

Call us home teamers all you want, but America’s only exotic does it yet again, not only is it the best Corvette ever, but it is also easily one of the greatest American cars of all time, arriving at a particularly poignant time culturally as we mourn the potential loss of internal combustion engines altogether. So, come for the spectacular engine and stay for the complete performance package, and experience, that is the Chevrolet Corvette Z06.


  • Engine: 5.5-liter V8
  • Horsepower: 670
  • 0-60 mph: 2.6 seconds
  • EPA: 12 City | 19 Highway | 14 Combined
  • Transmission: 8-speed dual clutch auto
  • Torque: 460 lb-ft.
  • 1/4 Mile: 10.7-seconds at 130 mph