2023 Mercedes-AMG EQE First Drive: Whispering Assassin
The 2023 Mercedes-AMG EQE isn't the first all-electric car from AMG. That honor goes to the wild gullwing SLS AMG Electric Drive coupe unveiled at the 2012 Paris Show. Now a largely forgotten curio, the SLS AMG Electric Drive was at the time the most powerful AMG production car ever built, boasting 740 hp and 738 lb-ft of torque, courtesy of four e-motors powered by a 60 kWh lithium-ion battery. Only nine were said to have been produced.
The AMG EQE also follows in the wheel tracks of the larger, plusher AMG EQS sedan we drove late in 2021. But it's perhaps the most important AMG electric car so far, not the least of which because it will be the most affordable AMG electric car so far. Though U.S. pricing has yet to be finalized, back-of-the-envelope calculations suggest the AMG EQE should retail for about the same money as a Tesla Model S Dual Motor.
Though two versions of the AMG EQE are offered in Europe—the 470-hp EQE 43 4Matic and the 617-hp EQE 53 4Matic+—the U.S. will only get the latter, and it will simply be badged Mercedes-AMG EQE.
And in case you're wondering, there isn't an EQE 63 waiting in the wings. Well, not yet anyway: AMG engineers confirm the AMG EQE we're getting is the most powerful variant they will build on the Mercedes-Benz EVA2 electric vehicle platform that underpins the regular EQE and EQS sedans. Truly tarmac-melting AMG electric cars will be built on a new, dedicated performance EV platform currently under development in Affalterbach.
That's not to say the AMG EQE is slow. Far from it. But first, the tech highlights.
AMG EQE Power and Torque
The dual-motor AMG EQE has a 221-hp e-motor driving the front wheels and a 396-hp e-motor powering the rears, the pair delivering a total system output of 617 hp and 701 lb-ft of torque. That's almost twice the power—and nearly twice the torque—of the entry-level, rear-drive EQE 350+. And in cars fitted with the optional AMG Dynamic Plus package the boost mode function unleashes 677 hp and 738 lb-ft.
The AMG-specific permanently excited synchronous e-motors feature improved cooling to allow repeated acceleration without performance degradation, and unique windings with thicker wires that carry higher currents with greater stability, enabling higher motor rpm and increased power. The rear e-motor is a six phase design rather than the normal three phase, to further increase its power output.
The five drive modes—Slippery, Comfort, Sport, Sport+, and Individual—not only change the AMG EQE's chassis settings, but also significantly vary the powertrain output. Slippery mode restricts the powertrain to 308hp, Comfort to 493 hp, and Sport to 555 hp. Only in Sport+ are you able to access the full 617hp or more.
The e-motors are fed by a 90.6-kWh battery pack that AMG says will deliver from 275 miles to 321 miles of range on the WLTP test cycle. That suggests a range of somewhere between 210 miles and 240 miles on the tougher EPA test.
Chassis upgrades include AMG-specific wheel carriers, suspension links and stiffer stabilizer bars. The bushes between the body shell and rear axle subframe are 50 percent stiffer than those of the regular EQE, and the AMG Ride Control+ air suspension has unique mapping for the spring and shock rates. The system will instantly lower the ride height by six-tenths of an inch in Sport and Sport+ modes and keep it there; in Comfort mode that only happens when you hit 78 mph. Drop down to 50 mph, and the car will raise itself back to its standard ride height.
Rear-wheel steering is standard, the wheels turning up to 3.6 degrees in the opposite direction to the fronts at speeds up to 37 mph to improve low speed maneuverability and agility, and in the same direction as the fronts at higher speeds to increase stability.
Though the AMG EQE will recoup up to 260 kilowatts with the regen system set in its most aggressive mode, AMG's high performance steel brake setup is standard, with 16.3-inch rotors and six piston calipers on the front axle, and 14.9-inch units with single piston calipers at the rear. Carbon ceramic brakes are available as an option, but only with the optional 21-inch wheels. Standard wheels are 20-inch. Despite their aggressive styling, all the wheels have been carefully designed to reduce aerodynamic drag.
The EQE Has Digital Sound Effects—If You Want Them
AMG engineers claim the EQE is only marginally less slippery than the regular model, despite its wider tires and more aggressively styled front and rear fascias. That contributes to one of the car's standout characteristics—its quietude, especially at freeway cruising speeds. But for a brand that's long been celebrated for powertrains that when you mash the gas pedal assault your ears like you're in the mosh pit at an AC/DC concert, that's potentially an existential problem.
AMG's solution has been to create special electronic soundscapes that play through the audio speakers when you select either Sport or Sport+ drive modes. It may be a generational thing— gamers who've spent years listening to digital effects might think they're cool—but to our ears in Sport mode at full acceleration it sounded like an Airbus A380 on takeoff, while the Sport+ mode soundscape sounded as if Captain Kirk had just ordered the Enterprise to warp speed.
Fortunately, you can switch the fancy effects off, either by accessing the menu on the center touch screen or using the shortcut on the steering wheel. Embrace the relative silence, and you'll start noticing subtle aural cues that are usually drowned by the raucous mayhem of combustion and mechanics; things like changes in tire noise as you approach the limits of adhesion through corners or under brakes, for example.
Our test car was fitted with the optional Dynamic Plus package, which meant it had the full-strength, high-caffeine 677-hp, 738-lb-ft powertrain. Worth the extra money? Let's just say the way it delivers is right on brand.
This EQE Is Definitely An AMG
The acceleration in Sport+ mode is neck-snapping, more instantly ferocious, more gut-punchingly violent, than in any internal combustion engine AMG car. Mat the accelerator and the AMG EQE launches like a fighter jet catapulted off an aircraft carrier. The traction is astonishing, and while the AMG EQE is limited to a mere—by AMG standards—137 mph (149 mph in Dynamic Plus-equipped cars) it gets there riding an endless torrent of weapons grade thrust. Like Porsche's Taycan, it has top end response few other EVs can match.
AMG claims a 0-60 mph acceleration time of 3.2 seconds for Dynamic Plus-equipped cars, and 3.4 seconds for standard AMG EQEs. That's impressive, especially for a car that's claimed to weigh about 5,500 pounds. For context, Tesla claims its 670-hp Model S Dual Motor, which it says weighs about 1,000-pounds less than the Mercedes, is only 0.1 to 0.3 seconds quicker to 60 mph.
Even more impressive, perhaps, is the chassis. While the regular EQE can feel a little floaty and detached when pushed, the AMG EQE remains resolutely planted, even when hammered over bumpy, tight, and twisting roads. The body control is excellent, and even in Sport+ mode there's a syrupy coating to the ride you rarely feel in an AMG car.
Our test car was on the optional 21-inch wheels, with 265/35 Michelin Pilot Sport EV tires up front and 295/30 items at the rear, but in Comfort mode at slow speeds, the AMG EQE still rode more like a modern luxury sport sedan on low profile tires than a hair-on-fire muscle car, the impacts from potholes and random road acne well suppressed.
Astounding Power and One-Pedal Driving
It doesn't exactly shrink around you, the AMG EQE, though. It's still a big, very heavy sedan, and the high cowl and cab-forward stance means you can't see its front corners from the driver's seat, which makes it difficult to place on tight, narrow roads. But once you get a sense of its physicality, you can push it as hard and fast along any canyon road as any AMG sedan, exploiting the confidence of the chassis to make the most of its astounding instant-on power and torque.
There's not much nuance to the weighty steering, though the front axle responds as soon as you pull the wheel off center, and the rear steer system helps snap the Mercedes into the tighter, slower corners.
The asymmetric powertrain means that there's a bias to the rear axle when you go to power. Under full acceleration, 64 percent of the torque goes to the rear wheels and 36 percent to the front, and you can feel the front wheels helping pull the car out of a corner as the rears punch it hard past the apex.
You can switch between three levels of lift-off regen using the paddles either side of the steering wheel. High regen allows almost one-pedal driving around town, while normal gives a similar lift-off effect to an internal combustion engine car with an automatic transmission. You can also switch regen off completely and allow the AMG EQE to coast.
The coast setting is great for freeway driving, as it allows the car to make the most of its available kinetic energy, especially on long downhill stretches or with a tail wind. Normal is the best all-round setting for when you're hustling along a fun road, as it induces the gentle lift-off weight transfer to the front axle that's often so useful when setting up a car for a corner.
AMG engineers say the regenerative braking system will recoup up to 260 kilowatts in the highest setting. We saw a peak of 171 kilowatts recouped in the normal mode while pushing the AMG EQE down a quiet mountain road, on a run that gave the brakes a real workout.
The brake-by-wire system felt more natural than in the regular EQE, the transition between regenerative and mechanical braking almost seamless. As the steel rotors got hot, however, the pedal became longer in travel and a little less linear in feel. Not that the braking performance seemed affected; we could still get right to the point of ABS intervention on the inside front wheel on the entry to some of the tighter, dropaway turns.
The AMG EQE's mass means you can't toss it around like a sports car, but if you're smooth and tidy with your inputs, it will cover ground with imperious, ground-crushing pace. And when you're not chasing ultimate pace, the AMG EQE is an oasis of grace.
High Style and Hyperscreen
The low noise levels, good rolling ride, and comfortable seats make it a superb highway cruiser. With the silly fake powertrain noises switched off, you can enjoy your favorite sounds on the excellent Burmester audio system, have a quiet conversation with your passengers, or just admire the scenery and enjoy the sunshine through the standard panorama roof.
Like all modern Mercedes, you'll need to spend time hunting and pecking around the vast MBUX interface to find the settings and shortcuts you want, but at least you can turn off the annoying stuff like lane keep assist and tweak the powertrain and suspension settings independently, even within the main drive modes. Our cars were all fitted with the optional Hyperscreen that hides three smaller screens behind a dramatic sweep of glass across the dash.
It's a fingerprint magnet, the Hyperscreen, but the third screen allows the front seat passenger to access all manner of menus, including the cool AMG-specific ones that show how hard the driver is working the car.
The AMG EQE might be a new sort of AMG performance car, but the interior ambience—the sports seats and contrast stitching, the steering wheel with the control pods under the horizontal spokes and aluminum paddles behind it—as well as the exterior detailing—the more aggressive front and rear fascias, the big wheels, the wing on the trunk lid—is all familiar fare from the folks at Affalterbach.
The chrome bars on the AMG EQE's 'grille' might seem a pointless affectation, but in truth they give the front end a distinctive visual signature that can be hard to achieve in an EV. But you'll just have to accept that this is an AMG car that won't have four bazooka-caliber exhausts peeking out from under the rear bumper.
Which E AMG?
AMG EQE versus AMG E 63 S? The E 63 S has the better power-to-weight ratio, packing 603 hp in a car that's 1,000-pounds lighter than the AMG EQE, and sizzling top end bite. But the electric AMG car punches harder out of corners, and accelerates in an irresistible rush that's uninterrupted by the need to change gears.
The E 63 S's lighter weight, which makes it easier on brakes and tires, wieldier on the change of direction, and delivers higher steady-state grip, would ultimately give it the edge. But in terms of ultimate on-road pace on anything but an unlimited autobahn, there's probably not much between the two.
Yes, the smooth and quiet AMG EQE is that quick, an electric car that delivers performance and handling that—like the most iconic AMG cars—simply bludgeons any road into submission. But it's not a hammer. It's a whispering assassin.
Looks good! More details?2023 Mercedes-AMG EQE Specifications PRICE $100,000 (MT est) LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door sedan ENGINE 2 permanent-magnet-type electric, 617-677-hp/701-738-l-ft (comb) TRANSMISSION 1-speed auto CURB WEIGHT 5,500lb (mfr) WHEELBASE 126.4i n L x W x H 196.6 x 64.3 x 59.5 in 0-60 MPH 3.2 - 3.4 sec (mfr) EPA FUEL ECON, CITY/HWY/COMB N/A ENERGY CONSUMPTION, CITY/HWY N/A CO2 EMISSIONS, COMB N/A ON SALE Late 2022 Show AllYou may also like
There's a reason the terms "midsize sedan" and "family sedan" are interchangeable. Once upon a time, before crossovers and SUVs took over the psyche of American car buyers, these right-sized four-doors were all the car most families needed. They still are, but with their functional roles having been stolen by compact and midsize SUVs, midsize sedans are pivoting toward style and driving fun as a means to attract attention. If practical-minded buyers flock to SUVs, the thinking goes, to hell with practicality—bring on a sedan with a turbocharged engine, an athletic chassis, and eye-catching flair.This isn't to say the affordable midsize four-door sedans on this list aren't practical. After generations of size increases, most of the family sedans in this segment are huge inside, with commodious trunks, too. Most are FWD, but AWD is often available to offer further enticement for would-be SUV shoppers. Many are also surprisingly fuel efficient, and several have hybrid powertrains available. We've reviewed them all and ranked them through our MotorTrend Ultimate Car Rankings, so read on for MotorTrend's picks for the best mainstream midsize sedans you can buy for 2022.
hyundai tucson-plug-in-hybrid Full OverviewWe're slinking silently down a stretch of Southern California's traffic strangled I-405 freeway in the plug-in hybrid version of the 2022 Hyundai Tucson, and for a minute, it's as if we're in an all-electric crossover. But then we hit the go pedal hard to fill a gap in traffic, its turbo-four wakes up, the six-speed automatic downshifts, and we're suddenly back in the world of the internal combustion engine.Such are the trade-offs you'll experience in plug-in hybrids like the Tucson. It's not a bad thing, mind you, just different, though as with all vehicles of this type, it's how you drive them that determines how efficient they'll ultimately be.When you drive the Tucson plug-in hybrid in its all-electric mode (there are three drive modes in all: Automatic, Electric, and Hybrid) and have its 13.8-kWh battery pack topped off, Hyundai says you can eke out as much as 33 miles of electric-only range. Of course, that number will vary, as we found out during our time behind the wheel. But thanks in part to its 7.2-kilowatt onboard charger, if you have a 240-volt Level 2 wall box installed in your garage, Hyundai says you can charge the battery in as little as two hours, so filling it up with electrons at home is relatively quick. Regenerative braking also helps put power back into the battery.As far as the powertrain goes, the company's 1.6-liter turbocharged inline-four with 180 hp and 195 lb-ft of torque is the 2022 Hyundai Tucson plug-in hybrid's gas-powered heart. Add in the power from its 66.9-kW permanent-magnet synchronous motor mounted at the rear axle, and those numbers rise to an estimated 261 horses and 258 lb-ft all in, which is the most any version of the Tucson offers. Power is routed to a six-speed automatic transmission, and all Tucson plug-ins come with Hyundai's HTRAC on-demand (mechanical) all-wheel-drive system as standard equipment.How Well Does the Tucson Plug-In Perform?What does that mean for its overall performance? We took the 2022 Hyundai Tucson plug-in hybrid to the test track to find out. With the battery at 95 percent charge, it launched under EV power at first and then the engine kicked in later in the run, which we clocked at 7.1 seconds from 0 to 60 mph and 15.3 seconds at 92.2 mph through the quarter mile. That's far better than the 2022 Tucson HTRAC we tested with the 2.5-liter inline-four (9.3 seconds), though it was a fair bit off of one of its primary competitors, the 2021 Toyota RAV4 Prime plug-in, which we recorded at an impressive 5.5 seconds to 60 mph. But it did outperform its other main bogey, the 2021 Ford Escape plug-in, which reached the 60-mph mark in 7.7 seconds during our testing.Stopping power of the 2022 Hyundai Tucson PHEV is more than acceptable for a 4,179-pound crossover, with 124 feet required to haul down from 60 mph to 0. That distance essentially splits the difference between the lighter Ford (123 feet) and the heavier Toyota (127 feet). The brakes performed well despite a steeper than normal initial push before they began to bite.But the Tucson plug-in's dynamic performance really brought out the kudos from the MotorTrend test team. Road test director Chris Walton had this to say about the Hyundai midsize crossover after his time wringing it out at the track: "Wow, a much sportier experience than I had anticipated. I found it easy to trail brake into the skidpad, and lateral acceleration registered 0.83 g average. In Sport mode, the steering feels unnecessarily heavy; I prefer the feel of it in other modes. Very mild but predictable understeer on the skidpad, and good acceleration off the corner. It covered the figure-eight course in 27.3 seconds at 0.63 g average. Well done, Hyundai."How Efficient Is the Tucson Plug-In?Although we were surprised by its track performance, when you pit it against its plug-in hybrid crossover competitors in the EPA efficiency arena, the 2022 Hyundai Tucson PHEV brings up the rear. The lighter Ford Escape PHEV carries an EPA-rated 105 mpg-e combined figure, followed by the Toyota RAV4 Prime AWD at 94 mpg-e. The Tucson PHEV AWD checks in at just 80 mpg-e, largely because its six-speed transmission setup is less efficient than the e-CVT setups Ford and Toyota use.There are trade-offs to be sure, another being that today you can only get the Tucson plug-in in the most expensive trim levels like the Limited we tested, and only with all-wheel drive, which guarantees you'll pay more than $40,000 to get into one. On the plus side, you should be able to take advantage of government tax breaks to offset the upcharge.Lots of Good Stuff for the PriceThe good news is that the extra scratch you pay for the Tucson PHEV Limited nets you an impressive-looking package in the cabin with a highly functional 10.3-inch instrument panel featuring screens designed to help you better understand how well you're doing in terms of efficiency, complemented by a 10.3-inch infotainment screen and upscale leather seating. It's also loaded to the gills with safety technology, an advanced stop-and-go adaptive cruise control system, and Hyundai's Smart Park, to name a few.When underway, the Tucson plug-in pulls away from stoplights stealthily yet with authority when you desire a quick pace, and if you want to play a bit, there's a Sport mode with paddles to wind through the six gears. At freeway speeds it happily moves along, and when the road gets rough and rugged, the Tucson plug-in hybrid is more than adept at soaking up imperfections and keeping impact harshness at bay. In essence, it's what you'd expect a family-friendly crossover to deliver in the ride and handling departments.But this vehicle is at its best when you take it easy and use it for what it's meant to do, which is to maximize your opportunities to increase efficiency. Because in the end, plug-in hybrids like the 2022 Hyundai Tucson PHEV are all about using those precious electric-only miles to your advantage.Looks good! More details?2022 Hyundai Tucson Limited HTRAC Plug-In Specifications BASE PRICE $43,945 PRICE AS TESTED $44,140 VEHICLE LAYOUT Front-engine front-motor, AWD, 5-pass, 4-door SUV ENGINE 1.6L direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motor POWER (SAE NET) 180 hp @ 5,500 rpm (gas), 90 hp (elec); 261 hp (est comb) TORQUE (SAE NET) 195 lb-ft @ 1,500 rpm (gas), 224 lb-ft (elec); 258 lb-ft (est comb) TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 4,179 lb (59/41%) WHEELBASE 108.5 in LENGTH x WIDTH x HEIGHT 182.3 x 73.4 x 65.6 in 0-60 MPH 7.1 sec QUARTER MILE 15.3 sec @ 92.2 mph BRAKING, 60-0 MPH 124 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 27.3 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 35/35/35 mpg (gas), 87/74/80 mpg-e* EPA RANGE, COMB 420 mi* ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show All
ford escape-plug-in-hybrid Full OverviewBefore hitting the test track, we decided to take our 2021 Ford Escape Titanium Plug-In Hybrid up to a local mountain ski resort town, mostly for the drive back. It's satisfying to watch the hybrid compact SUV's available range increase as the regenerative braking system recovers energy. The phenomenon is enjoyed frequently simply because one is on the brakes quite a lot on a winding road coming down from almost 7,000 feet of elevation.Everything was cool (excuse the pun) until the faint odor of overheating began to waft into the cabin. Our regen system was evidently working overtime, at which point we decided to let the engine and physics do most of the vehicle's slowing. Still, we managed to take the Escape's EV range from nothing to nearly 20 miles (out of 37 max) just by using the brake pedal. Neat.Fuel Economy and RangeOur Escape Titanium PHEV test model is the top trim of a three-model 2021 lineup that also includes less expensive SE and SEL trim levels. Ford also offers a standard, non-plug-in hybrid that makes the choice a little tougher if fuel economy is your main goal.The Escape PHEV returned an admirable EPA-estimated 105 mpg-e combined, which leads a burgeoning small SUV plug-in hybrid segment that includes among others the 2022 Toyota RAV4 Prime AWD (94 mpg-e combined), 2022 Hyundai Tucson PHEV AWD (80 mpg-e combined), and 2022 Subaru Crosstrek Hybrid AWD (90 mpg-e combined). Its mileage not unexpectedly surpasses the combined mpg of the regular Escape Hybrid, too, which came in at 41 mpg for the front-wheel-drive model and 40 mpg for the all-wheel-driver.Total range for the 2021 Escape PHEV is an EPA-rated 520 miles, and as mentioned earlier, all-electric range is 37 miles, which are both strong. But the 2022 RAV4 Prime—with its larger capacity 18.1-kWh battery and significantly bigger 14.5-gallon gas tank—beat that combined range by 80 miles. It also gets 5 more all-electric miles. The Escape's 14.4-kWh battery capacity and 11.2-gallon tank still help it get more total range than the Crosstrek Hybrid, which has the least amount of battery capacity of the foursome (8.8 kWh), and the Tucson PHEV, which has the smallest fuel tank (11.1 gallons).The Escape PHEV weighs at least 100 pounds less than the Toyota or the Hyundai and is only offered in FWD, two additional factors that help its efficiency—and help in other ways, as well. It gets its motivation from a 165-hp 2.5-liter naturally aspirated inline-four working in concert with an 83-hp electric motor to deliver a combined 200 hp.The RAV4 Prime and Crosstrek Hybrid have similar formulas, but the Toyota scales up while the Subie scales down. The RAV4 employs a 177-hp 2.5-liter inline-four and electric motors front and rear for a total of 302 hp and the Crosstrek uses a 137-hp 2.0-liter flat-four and two motors for a sum of 148 hp. The Tucson PHEV offers yet another method, a 180-hp 1.6-liter turbo-four for the front axle and electric motor for the rear developing a combined 261 hp. All except the Hyundai, which is outfitted with a six-speed automatic, are equipped with a CVT.What the Numbers SayBraking is one area where we see the Escape PHEV's mass working in its favor. In spite of a vague-feeling pedal, our test team found stopping power to be consistent, with the Ford SUV coming to a halt from 60 mph in an average of 123 feet, 4 feet shorter than the heavier Toyota. We have yet to receive test results for the Tucson PHEV, but a 2022 Tucson Hybrid AWD Limited we assessed averaged 129 feet.The Escape PHEV's steering was also unexpectedly communicative, especially for a modern hybrid FWD. That's where the Ford's dynamic strengths end, though."Power is just so-so, [and] as the laps added up, the [factory all-season] tires lost all sorts of grip, in both braking and on the skidpad," reports road test editor Chris Walton. Indeed, in our lateral acceleration and figure-eight tests, the 2021 Escape PHEV exhibited less grip than the 2021 RAV4 Prime and 2019 Crosstrek Hybrid, which was the last time we tested the current generation of each. As the plug-in Escape and RAV4 have similar setups and weight splits, suspension tuning and AWD traction likely also played roles.Straight-line quickness is also not the Escape PHEV's forte. It's swifter from 0-60 and through the quarter mile than the smaller, less powerful Crosstrek, but every hybrid is chasing the RAV4 Prime now. The Toyota snaps off 60 mph in 5.5 seconds and runs the quarter in 14.1 seconds at 98.7 mph, in each case more than two ticks quicker than the Escape. Our road test analyst Alan Lau put it succinctly: "[The Escape PHEV] is good off the line—and that's about it relative to the segment."What It's Like to Live WithFew shoppers will look at the 2021 Escape PHEV for driving pleasure. Practicality is the game here, and as the widest among small five-passenger SUVs, the Ford provides the most first-row space. But it's also not as long as the Tucson PHEV, which gives the Hyundai an edge in cargo space and rear passenger room.While the gas 2021 Escape is available in four trim levels, both the PHEV and Hybrid are pared to just three, the SE, SEL, and Titanium. Among the standard kit the range-topping model gets that the others don't are features like adaptive cruise control, a 12.3-inch digital instrument cluster, a 10-speaker audio system, and hands-free power liftgate. Our test vehicle also came in Rapid Red premium exterior paint and with the Premium package, which consists of embroidered floor mats, a head-up display, perforated leather, leather-wrapped steering wheel, panoramic roof, and a wireless charging pad. The 2022 Escape PHEV is a carryover except for three new exterior paint colors: Atlas Blue Metallic, Flight Blue Metallic, and Iced Blue Metallic.Poking around the cabin, we were slightly dismayed at the build quality in some spots. For sure, there is a lot of hard plastic, but that wasn't even the chintziest thing we found. The Escape PHEV's 12-volt battery is in the spare tire well under the cargo area floor and its execution seriously looks like someone did the relocating in their home garage. Furthermore, there's a noticeable gap between the steering column and the cowling beneath that's supposed to hide the wiring harness under the dash but doesn't.We might be picking nits, but if we were springing for the top model of any lineup, those are things that would give us pause. Fortunately, there wasn't much else beyond those details. The seats were comfortable, and the ride was smooth. The only way we could tell the powertrain was switching between gas and electric was by listening for the internal combustion engine's muffled hum. Otherwise, there was no sensation to tip us off.Driver controls were laid out sensibly, and the Escape PHEV's infotainment system was easy to figure out. Its automatic high-beam headlights were excellent on unlit mountain passes, and generally its driver-assist technology was unobtrusive and useful. In back, we appreciated how easy it was to fold the second-row seats and how they were nearly flat with the cargo area floor when folded.Before we handed the Escape PHEV's keys to our test team, we also went through the process of charging it up to see what that was like. It offers both Level 1 110-volt charging from a standard house outlet and Level 2 240-volt charging, which works with a high-output outlet like ones used for larger household appliances. We found a Level 2 public charger nearby, and after leaving the Escape plugged in for a tad over three hours, we got back 32 miles out of 37 in EV range.Had we left it plugged in for the full 3.5 hours we likely would've gotten a full charge. For comparison, Toyota claims its RAV4 Prime can charge in as quick as 2.5 hours on a Level 2, while both Hyundai and Subaru say the Tucson PHEV and Crosstrek Hybrid, respectively, can get a full charge on a Level 2 in about two hours.PricingThe base model 2021 Escape PHEV SE stickers for $34,320 and the Escape PHEV Titanium starts off at $40,130. When we added the $395 premium paint and $2,500 Premium package, that figure rose to $43,025.With the cost of the add-ons on our tester, the Escape PHEV still comes in under the range-topping 2022 RAV4 Prime XSE, which retails for $44,340, and the 2022 Tucson PHEV Limited, which retails for $43,775. At $36,770, the smaller 2022 Crosstrek Hybrid, which is offered in just one trim, undercuts them all except the base Escape PHEV SE, which is thousands less.VerdictThat trip up and down the mountain highlighted the plug-in Escape's strengths like its chassis' spryness and smooth ride (provided you don't push it too hard), its passenger space, and of course the strong fuel economy that a hybrid can return. Less impressive were its quickness past the launch, limited cargo space, and ubiquitous interior plastics.At its best, the Escape PHEV is the smart choice. You're saving money both on the front end and over time. It gives you everything you need, and on the range-topping Titanium considerably more. And as strange as this sounds, it's available all over the country (unlike the Subaru Crosstrek Hybrid, which is sold for dealer stock only in California at this time).But while the 2021 Escape Titanium PHEV is good in the areas that count, there is little to no premium-ness to this top trim. Even its jellybean shape is uninspiring and could use some harder edges. It's almost unfair that something as dynamically superior as the RAV4 Prime is in the same segment.That said, we don't think track testing results will make a ton of difference to most hybrid compact SUV shoppers. We do think a good deal will. And at the end of the day, if you're here to party in your small crossover, you better be ready to pay for it.Looks good! More details?2021 Ford Escape (FWD Titanium PHEV) SPECIFICATIONS BASE PRICE $40,130 PRICE AS TESTED $43,025 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE 2.5L port-injected Atkinson cycle DOHC 16-valve I-4, plus permanent-magnet elec motor POWER (SAE NET) 165 hp @ 6,250 rpm (gas), 83 hp (elec); 200 hp (comb) TORQUE (SAE NET) 155 lb-ft @ 4,500 rpm (gas) TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,974 lb (58/42%) WHEELBASE 106.7 in LENGTH x WIDTH x HEIGHT 180.5 x 74.1 x 68.6 in 0-60 MPH 7.7 sec QUARTER MILE 16.0 sec @ 91.6 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.79 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.60 g (avg) EPA CITY/HWY/COMB FUEL ECON 29/36/32 mpg (gas) 117/93/105* mpg-e EPA RANGE, COMB 520* mi ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show All
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