It’s part of a hybrid powertrain incorporating a 165-hp, 2.5-liter inline-4 engine, running on an efficiency-and-emissions-focused Atkinson cycle and part of the fourth-generation version of Ford’s planetary-gear hybrid system. In fairer temps, the battery pack enables an EPA rating of 37 all-electric miles. Oddly, the 12-volt accessory battery is relegated to a lonely looking well under the cargo floor where a temporary spare would otherwise be. The Escape PHEV packages 14.4 kwh of liquid-cooled battery-more than previous Energi models- under the rear seats, where it wouldn’t interfere with the cargo floor. That said, you’re not giving up any space or utility in going with the Plug-In Hybrid versus hybrid or non-hybrid versions. Smart packaging and excellent real-world mpg It’s one of the strongest use cases for having a plug-in hybrid, and Ford isn’t working with its own data showing-as it did to us ad nauseum years ago-that PHEV customers were willing to plug in very often. But it seems hard to believe that someone wouldn’t want to keep electric-only while bringing the kids to school in the morning, or making a quick run to the grocery store, no matter how chilly. Of course the electric-only range was a lot shorter than it would otherwise have been because of the extreme cold.
FORD ESCAPE PLUG IN HYBRID BATTERY SIZE WINDOWS
And it even let me turn on resistive heat and climate control, to keep the windows clear-not something I can claim of all PHEVs. The engine stayed off and let me drive tailpipe-emissions-free for 22.1 miles on some suburban errands (note in the photo below that 0.3 mile of obstinate gasoline use). I rebooted twice more, and the third time was a charm. This is a normal function of the system and your vehicle returns to EV Now mode when possible.” Ford Escape Plug-In Hybrid - EV Now interruptedĪccording to the owner’s manual: “Your vehicle could enter Engine Enabled mode if system conditions require it.
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