2017 Ford Escape
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.
Specifications
- 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
2025 Porsche Taycan Turbo GT
It’s A Turbo GT With No Turbos Or Even An Engine
In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.
When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.
For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.
Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.
Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.
You get the full capable and confident Porsche experience.
All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.
The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.
Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.
Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.
The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 105 kWh
- EPA Range: up to 276 miles
- Horsepower: 1,019
- Torque: 914 lb-ft
- 0-60 mph (est.): 2.2 seconds