2,500 cc 2.5 liters in-line 4 front engine with 88.9 mm bore, 100.1 mm stroke, 12.3 compression ratio, double overhead cam and four valves per cylinder Hybrid Powertrain System
Electric fuel with additional unleaded 87
Multi-point injection fuel system
15.0 gallon main unleaded fuel tank 12.5
Power: 114 kW , 153 HP SAE @ 6,000 rpm; 136 ft lb , 184 Nm @ 4,500 rpm
Secondary power: maximum power (kw): 99, maximum power (hp): 133, maximum torque (ft lb): 124 and maximum torque (nm): 168
Electric fuel with additional unleaded 87
Multi-point injection fuel system
15.0 gallon main unleaded fuel tank 12.5
Power: 114 kW , 153 HP SAE @ 6,000 rpm; 136 ft lb , 184 Nm @ 4,500 rpm
Secondary power: maximum power (kw): 99, maximum power (hp): 133, maximum torque (ft lb): 124 and maximum torque (nm): 168
While the 2009 Escape (and its Mercury Mariner twin) are mostly about under-the-skin changes, there are a couple of minor changes that you can see on the outside if you look really carefully. The most prominent is a new chin spoiler under the front bumper that now extends further down, has more curvature and reaches across the full width of the vehicle from wheel to wheel. According to Ford, at 70mph the aerodynamic drag reduction just from this deeper spoiler is responsible for 2/3mpg increase in fuel efficiency. Additionally, models that aren't equipped with faired-in running boards have small spats in front of the rear tires that help direct air-flow around the tires. Under the hood, the previous 2.3L four cylinder has been replaced with a redesigned 2.5L unit that gets variable intake cam timing for both the conventional and hybrid variants. The extra displacement and cam adjustability provide a 18hp bump to 171hp for the standard variant. The 3.0L V6 gains 40hp for a total of 240hp. Both engines are paired up with the new 6F35 six-speed automatic and the full package of refinements combine for a 1.7sec cut in 0-60 times and a 1mpg improvement in both city and highway mileage.
The hybrid version also gets the new 2.5L, but it's paired up with largely carryover hybrid hardware. That doesn't mean things haven't changed. The Escape engineering team expended a significant effort on refining the control of the hybrid system. The electronic brake hardware is also brand new for 2009. Like other strong hybrid systems, the Escape uses the abs system to control the hydraulic pressure at the wheels for blending friction and regenerative braking. Until the 2009 models, the system used on the Escape never had the capability to do traction or stability control even though these functions have been standard on conventional Escapes for several years. That oversight has been corrected now and I was able to try out on a slippery dirt road on the rain soaked spring day that we drove the new models. Besides the powertrains, the structure of the Escape has been beefed up through increased use of high-strength steels in the frame rails, A-pillars, and cross members. The improvements were immediately apparent when driving the '09 models back-to-back with some '08s that were on hand for comparison. Driving away the updated models felt quieter and more solid than the older units which almost sounded tinny by comparison. The difference in the level of refinement was actually rather startling. But that was just the beginning. We drove the Escapes over a 20-mile loop near Pinkney that included some around town driving, some more open rural roads, twists and turns and dirt roads. The new Escape was very well behaved on everything but was particularly impressive in the curves where it handled far better than expected for such a vehicle. There-tuned suspension and tire package was very nicely damped, able to keep the body steady even over some very rough pavement. Roll control was much improved thanks to a first time anti-roll bar for the Escape.
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