Koenigsegg's New EV Power Pack: 670 HP, Less Than 200 Pounds

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

Think back to the cabins of the land yachts that plied American highways from the 1970s and you will no doubt call to mind the phrase, "," made famous by the as he smiled at camera from somewhere in the vicinity of a mid-decade Chrysler Cordoba. However, a more comprehensive view of the market back then reveals an endless wave of a synthetic material every bit as warm and lush as Montalbán's dulcet tones—velour. For a stretch of 15 or so years, it was nearly impossible to order a Detroit-built barge that didn't feature floor-to-ceiling wannabe-velvet as its interior pièce de résistance.Velour's dominant turn at the tiller of automotive styling was in step with the fashion and design trends of the day, reflecting the deep-pile carpets, upscale throwback upholstery, and of course the full velvet suits dominating both nightlife and the gym as the world reveled in a new polyester paradise.At the same time, it presided over the last hurrah for what could be considered adult-oriented automotive advertising, the tail-end of TV and print campaigns that targeted a more mature audience—rather than pandering to the approaching swell of youthful yuppies that were poised to take over the consumer mainstream with their endless amounts of disposable income.Science Brings Luxury to the Masses Ads For Mom and Dad(dy)Out With the Softest of Whimpers

Whether we're talking features per dollar, calories burned per hour, or hours played per video game, enthusiasts of all kinds search for solutions that extract the most out of what we put in. That applies to EVs, too.Range is not the end-all be-all when it comes to EV bragging rights. Even an eight-ton abomination with the aerodynamics of a townhouse could reach 500 miles of range if it was fitted with an impractically heavy and expensive high-capacity battery. Instead, we want to praise the EVs that travel the farthest per gallon of gasoline equivalent (33.7 kWh).