2017 Ford Escape

The 1.5L EcoBoost was standard on the volume SE/Titanium trims; the base S used a 168 hp 2.5L and a 245 hp 2.0L EcoBoost was optional on Titanium.

Peak torque for the standard 1.5L EcoBoost on the volume SE trim; other engines had different outputs.

No direct instrumented test of the 1.5L EcoBoost was found; Edmunds' road test team noted it ran roughly 2.5 seconds behind the 7.1-second 2.0L EcoBoost, implying a mid-9-second 0-60 time.

The volume 1.5L EcoBoost delivered adequate but unremarkable power delivery — reviewers reserved praise for the smoother, quieter optional 2.0L EcoBoost, while the base 2.5L was called out for lacking punch; the 1.5L sat between the two with no major complaints about roughness.

The 6-speed automatic standard across the range was described by expert reviewers as a smooth, well-behaved unit with no major hunting complaints, though some owners noted extra downshifting under load with the 1.5L on grades.

Maximum conventional towing across the range required the top 2.0L EcoBoost engine and the factory Class II Trailer Tow Package; the volume 1.5L EcoBoost trim was rated lower at 2,000 lbs.

AWD was available on the SE and Titanium trims (the volume configuration) with a conventional on-demand system, but the base S trim was FWD-only and there were no low-range or terrain-mode features.

The Escape was a pavement-oriented crossover with car-like ground clearance, no skid plates or locking differentials, and no dedicated off-road trim.

Three gasoline four-cylinder engines were offered (2.5L, 1.5L EcoBoost, 2.0L EcoBoost) across the trim range, but there was no hybrid, PHEV, or EV variant for 2017.

The 2017 Escape's volume trim (SE with the 1.5L EcoBoost turbo-four, FWD) is EPA-rated at 26 MPG combined; AWD drops to 24 combined and the base 2.5L and optional 2.0L EcoBoost land in the same low-20s-to-mid-20s range, so this is representative of the lineup.

EPA city figure for the volume 1.5L EcoBoost FWD configuration; AWD is slightly lower at 22 city.

EPA highway figure for the volume 1.5L EcoBoost FWD configuration; AWD is slightly lower at 28 highway.

Derived from the 15.7-gallon fuel tank and 26 MPG combined rating for the FWD 1.5L EcoBoost; a mid-pack range for a compact SUV of this era.

Estimated from EPA's standard 15,000 mi/yr assumption at 26 MPG combined and period-typical fuel pricing used on 2017 window stickers (~$2.50/gal); not pulled directly from an archived fueleconomy.gov page.

All 2017 Escape engines (2.5L, 1.5L EcoBoost, 2.0L EcoBoost) run on regular 87-octane unleaded; no premium requirement or complicated fueling needs.

NHTSA gave the 2017 Escape a 5-star overall rating, consistent across FWD and AWD configurations.

The 2017 Escape earned Good ratings in moderate-overlap front, side, roof strength, and head restraints, and improved its driver-side small-overlap front result to Acceptable (from Poor in 2013-2016). But it rated Poor in the passenger-side small-overlap test — significant intrusion and the side curtain airbag failed to deploy — and the optional front crash prevention system rated only Basic, so it did not earn IIHS Top Safety Pick despite the driver-side improvement.

Only a rearview camera and brake assist were standard across the 2017 Escape lineup. AEB, adaptive cruise, blind-spot monitoring, and lane-keeping were all optional and bundled only on the range-topping Titanium trim — unavailable on the volume S/SE trims.

IIHS rated the optional front crash prevention system "Basic" — the lowest tier on the vehicle-to-vehicle scale — and the system was not standard, only available as part of a Titanium option package.

BLIS with cross-traffic alert was alert-only (no active intervention) and offered solely on the Titanium trim via an options package — not available on S or SE, the volume trims.

The Lane-Keeping System (lane departure warning plus a basic corrective-steer aid) was optional only on Titanium and offered no true lane-centering function — period reviews described it as a rudimentary nudge-back system rather than continuous centering.

Adaptive Cruise Control was optional on Titanium only, with no stop-and-go capability and no integrated highway-assist/lane-centering pairing — a basic radar-cruise implementation typical of the era.

No hands-free highway driving system existed on the 2017 Escape or anywhere in Ford's lineup at the time — BlueCruise did not debut until 2021.

IIHS rated the standard halogen projector/reflector headlights Marginal; the optional headlight setup improved only to Acceptable. No trim reached a Good rating, and no adaptive/high-beam-assist function was offered.

Edmunds described front and rear outward visibility as only average for the segment — not notably airy but not compromised by thick pillars either. A standard rearview camera helps at low speed; no 360-degree camera was offered in 2017.

Cars.com's Car Seat Check gave the 2017 Escape "A" grades across every category — lower anchors are exposed and easy to find, tether anchors are visible through upholstery cutouts, and rear-facing infant, forward-facing convertible, rear-facing convertible, and booster seats all installed easily without compromising front passenger room.

The 2017 Ford Escape (third-generation, mid-cycle refresh year) is a five-passenger two-row compact SUV across all three trims (S, SE, Titanium) and all three engines (2.5L I4, 1.5L EcoBoost replacing the prior 1.6L, 2.0L EcoBoost). No third-row or hybrid option existed for this model year — those arrived with the 2020 redesign.

Front headroom of 39.9 inches on the volume SE trim is mid-pack for the compact SUV segment; the optional panoramic Vista Roof trims this figure on equipped trims. Unchanged from the prior facelift-generation figure since the 2017 refresh altered exterior sheet metal and interior trim, not the greenhouse.

Front legroom of 43.1 inches is competitive for the compact SUV class, giving front occupants a roomy stretch-out feel; the redesigned 2017 steering wheel and console layout did not change seating position or legroom.

Second-row headroom of 39.0 inches is toward the upper end of the compact SUV range, aided by the Escape's tall greenhouse — carried over unchanged from the pre-refresh model.

Rear legroom of 37.3 inches is below-average for the compact SUV class and notably trails the redesigned 2020+ Escape, which added a sliding second-row bench exceeding 40 inches — that feature did not exist for 2017.

The 2017 Escape is strictly a two-row, five-passenger compact SUV with no third-row option on any trim or engine. Scored per the segment's 'no third row' band.

Cargo volume behind the second row is 34.0 cubic feet, at the lower end of the compact SUV segment and trailing rivals like the CR-V (39.2) and RAV4 (37.6). No sliding second row exists in 2017 to trade legroom for cargo, unlike the later redesigned Escape.

Maximum cargo with the rear seats folded is 68.0 cubic feet, below competitors like the CR-V (75.8) and RAV4 (69.8), placing the 2017 Escape near the back of the compact SUV pack for outright hauling capacity.

The 2017 refresh's new electronic push-button parking brake freed up console space for a deeper, more usable bin and a redesigned center armrest, plus grippier cupholders and six total cupholders — a modest but real improvement over the pre-refresh Escape's console. Still no standout innovations (no frunk, no giga-console, no sliding rear bench to trade for cargo) versus newer competitors.

Reviewers cite supportive, all-day-comfortable cloth/leather seats with power adjustment available on higher trims, but the front seat cushions and seatbacks run narrow — less accommodating for larger occupants — and the passenger seat is noted as a bit tight. Rear seats are fairly flat with decent but unremarkable support.

The Escape's suspension tuning, aimed at driving engagement, was not revised as part of the 2017 refresh (which focused on styling, interior, and powertrain), so the firm, occasionally bumpy ride over rough pavement carries over from the pre-facelift car — behind class rivals that prioritize compliance.

The 2017 refresh newly added extra sound-deadening material and acoustic-lined front glass specifically to quiet the cabin, a noticeable step up from the pre-refresh Escape, though reviewers still note some wind and tire noise intrusion at highway speed — average-to-slightly-above for the segment.

Heated front seats are available on SE (often bundled in a package) and standard/included with leather seating on Titanium; a heated steering wheel is offered on Titanium as part of the Driver Assist and Comfort package. No trim offers ventilated seats or heated rear seats, leaving the comfort-feature roster behind segment leaders.

2017 was a mid-cycle refresh year for the Escape (revised front/rear styling, new 1.5L EcoBoost replacing the 1.6L, SE Sport trim added, standard rearview camera and SYNC 3). Base S FWD opened at $23,600 + $895 destination = $24,495 — below the compact-SUV normalization floor, among the most affordable entries in the segment.

SE was the volume trim, opening at $25,100 + $895 destination = $25,995 in base FWD form; adding AWD (~+$1,500) and commonly-selected options (Equipment Group / Sport Appearance package trim) brings a typically-equipped SE to roughly $28,500–$29,000. Trim ladder ran S ($24,495) through SE (~$26,000 base) to Titanium (~$30,000 base, into the mid-$30s loaded).

CarEdge estimates ~$2,950 combined maintenance + repair over 5 years; RepairPal's separate annual maintenance (~$530) and average repair-visit figures imply a somewhat higher blended total. A midpoint estimate of ~$3,900 reflects generally low-to-average ownership costs for the segment, consistent with the Escape's 4.0/5 RepairPal reliability rating (16th of 26 compact SUVs).

iSeeCars measured the 2017 Ford Escape losing 51.3% of its value over 5 years (48.7% retained) — worse than both the compact-SUV class average (55.9% retained / 44.1% loss) and the all-SUV average (51% retained), placing it toward the weaker end of the segment's resale band.

Ford's standard new-vehicle limited warranty for 2017 was 3 years / 36,000 miles — the industry baseline and the bottom of the SUV normalization band.

Ford powertrain coverage in 2017 was 5 years / 60,000 miles — the industry floor, trailing Hyundai/Kia's longer plans. Bottom of the SUV normalization band.

No complimentary scheduled maintenance program for 2017 (unlike Toyota/BMW/Jaguar of the era). Ford did include 5-year/60,000-mile roadside assistance, above the industry norm, but no free oil changes/brake service and no factory connected-services trial — FordPass Connect embedded telematics arrived with the 2018 refresh, not 2017.

$28,595 volume-trim price minus its estimated resale value after 5 years (48.7% retained, or about $13,926) leaves about $14,669 in depreciation. Add the projected $3,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $18,569 in total.

Sources disagree: J.D. Power gave the 2017 Escape an above-average 4/5 predicted reliability rating, while Consumer Reports rated it less reliable than other 2017 models. Split verdict lands it at average overall.

Ford was a mid-pack mainstream brand in mid-2010s dependability studies; J.D. Power's 2017 Vehicle Dependability Study showed Ford improving 21 PP100 year-over-year, but the brand was not a top-tier finisher.

The 2017 Escape carries four NHTSA recalls for its model year: a power-window auto-reverse defect that required a second corrective recall after the first repair proved insufficient, an engine block heater crack/coolant leak risk on 2.0L models, and a shifter cable bushing that could detach from the transmission. The repeat window recall and driveline-adjacent bushing issue push this above typical single-recall activity.

The 1.5L and 2.0L EcoBoost engines used in 2013–2019 Escapes (including 2017) are widely documented for coolant intrusion into cylinders, which can destroy the engine and transmission pump and has spurred lemon-law claims; the 6F35 automatic transmission paired with these engines is separately known for torque-converter shudder and slip at higher mileage.

The 2017 refresh added more padded surfaces than the 2016 model, but reviewers still flagged excessive hard plastic on the dash and a cheap-feeling steering wheel — competitive for a mainstream compact SUV but not class-leading.

Owner and reviewer accounts are split — some report fit and finish on par with pricier vehicles, others note assembly blunders — consistent with a generally solid but unremarkable mainstream build.

Ford operates one of the largest dealer networks in the US, giving Escape owners dense, convenient access to service nationwide, even if satisfaction scores are mid-pack rather than luxury-brand tier.

Routine maintenance parts are cheap and widely available given Escape's sales volume and large aftermarket, but the documented EcoBoost coolant-intrusion failures carry very high repair bills when they occur, pulling the average down from a 'cheap and abundant' rating.

The 2017 mid-cycle refresh introduced SYNC 3 with an 8-inch capacitive touchscreen, optional on SE and standard on Titanium, while the fleet-oriented base S keeps a 4.2-inch non-touch driver display. 8.0 in sits near the bottom of the compact-SUV norm for this generation.

SYNC 3 debuted on the Escape for the 2017 model year, replacing the widely criticized MyFord Touch, and reviewers immediately praised its clear graphics, quick response, and easy menu navigation — one of the better mainstream systems of its era, with physical volume/tuning controls retained alongside the touchscreen.

2017 was the first Escape model year to offer Apple CarPlay and Android Auto, bundled with the optional SYNC 3 system on SE (via the Technology Package) and standard on Titanium — wired-only, as wireless projection did not yet exist industry-wide, and entirely absent on the base S trim.

SYNC 3's voice recognition was praised as quick and accurate for a 2017 mainstream system, and voice-activated native navigation with 'clean, clear map views and easy menu functions' is offered on SE and standard on Titanium — solidly functional but the kind of system many owners still supplement with phone-projection turn-by-turn.

Base trims carry an unremarkable 6-speaker system with CD player; SE's optional 9-speaker system and Titanium's 10-speaker, 390-watt Sony premium system are genuine upgrades on paper, but Edmunds found the optional 9-speaker setup merely adequate ('won't blow away audiophile ears but should sound fine to most') rather than a standout.

The 2017 Escape retains traditional analog speedometer and tachometer gauges across all trims, flanking a small 4.2-inch color LCD driver information screen — a partial digital readout rather than a true full-digital, reconfigurable cluster, and not offered as a full-digital option on any trim this generation.

SYNC 3 supports map and software updates via the owner's home Wi-Fi or USB download rather than a mandatory dealer visit, but there is no whole-vehicle feature-adding OTA capability — standard for a 2017 mainstream vehicle and a clear weakness against later OTA-capable rivals.

The refreshed 2017 Escape introduced Ford's embedded-modem SYNC Connect system (the predecessor branding to FordPass Connect), enabling the FordPass app's remote start, lock/unlock, and vehicle-locator functions plus an onboard 4G LTE Wi-Fi hotspot — but it's an optional feature bundled with the SYNC 3 Technology Package/upper trims rather than standard across the lineup, and there is no digital-key functionality.

The base S includes a single USB port with the 6-speaker system; the SYNC 3 Technology Package adds a second USB port (front row only) alongside a 12V outlet. There is no rear-row USB, no USB-C (not yet in automotive use in 2017), and no wireless charging pad, which didn't arrive on the Escape until the 2020 redesign.

SecuriCode keypad entry and a foot-activated hands-free liftgate are available on SEL/Titanium, but true Intelligent Access proximity keyless entry with push-button start is exclusive to Titanium — SE and SEL use a traditional key fob with accessory remote start rather than full keyless proximity, so the convenience suite is meaningfully trim-gated rather than broadly standard.

A rear-view camera is standard across all 2017 Escape trims (per Edmunds' S-trim feature list), and rear parking sensors are standard on SEL and Titanium, but there is no factory 360-degree surround-view camera on this generation — that arrived only with the 2020 redesign.

No head-up display was offered on any 2017 Escape trim; Ford didn't add an available HUD to the Escape lineup until the redesigned 2020 (fourth-generation) model.

Cars.com's Car Seat Check gave the 2017 Escape all-A grades — exposed, easy-to-find lower anchors and visible tether anchors let rear-facing, forward-facing, and booster seats all install cleanly. Wide rear door openings and a standard liftgate (foot-activated hands-free version on SE/Titanium) ease loading kids and gear, though the fixed 37.3-in rear legroom (no sliding bench) is tight once a rear-facing infant seat eats into front passenger space.

NHTSA gave the 2017 Escape 5 stars overall, but IIHS rated the passenger-side small-overlap front test Poor — with the side curtain airbag failing to deploy — and the volume S/SE trims carry no AEB, blind-spot monitoring, or lane-keeping at all; the full driver-assist suite is bundled only on the range-topping Titanium. Real safety gaps at the price points most families actually buy.

34.0 cu ft of cargo behind the second row trails class rivals like the CR-V (39.2) and RAV4 (37.6), and the fixed 37.3-in rear bench runs below-average for the segment with no rear climate vents on the volume trims. Front seats are supportive on long hauls but reviewers flagged narrow cushions, leaving all-day comfort for four-plus occupants and their gear a step behind class leaders.

The volume 1.5L EcoBoost paired with the 6-speed automatic is smooth and unfussy in stop-and-go traffic, and the compact 178.1-in footprint is easy to place in city traffic. But there's no stop-start on any 2017 trim, adaptive cruise/lane-keeping are Titanium-only options, and owner forums note occasional extra downshifting from the 1.5L on grades.

The volume 1.5L EcoBoost FWD is EPA-rated 26 MPG combined on regular 87-octane fuel, penciling out to roughly $1,450/yr in fuel at typical mileage — solid for a gas-only compact SUV of this era, though the 2017 Escape offered no hybrid alternative to undercut that further, unlike some rivals emerging by the late 2010s.

At 178.1 in long and 72.4 in wide the Escape's footprint is compact-SUV-typical, but its turning diameter of roughly 38.8 ft runs wider than class benchmarks like the RAV4 (~36 ft), making tight U-turns and parking-lot maneuvers slightly less nimble than segment leaders. A rearview camera is standard across the lineup, but there are no front sensors or 360-degree camera on any 2017 trim.

Max conventional towing tops out at 3,500 lbs, and only with the range-topping 2.0L EcoBoost plus the factory Class II Trailer Tow Package — the volume 1.5L EcoBoost trim is limited to 2,000 lbs. There's no factory bed and cargo volume (34/68 cu ft) trails class rivals, so this is light-duty-only work capability at best.

The 1.5L/2.0L EcoBoost engines used in the 2013-2019 Escape are widely documented for coolant-intrusion failures that can destroy the engine, and the paired 6F35 automatic is separately known for torque-converter shudder at higher mileage — a Ford Customer Service Program addressed the latter. Not an engine/transmission combination with a proven hard-use reputation.

Standard roof rails accept aftermarket/factory crossbars for ladder or box duty, and the factory Class II Trailer Tow Package is available as an option, but there's no factory 120V outlet, no factory bed liner, and only basic cargo-area tie-down points — a modest, not work-focused, provisions list.

The 2017 refresh added extra sound-deadening and acoustic-lined front glass for a noticeably quieter highway cabin, and the 1.5L EcoBoost's 30-MPG-highway rating with a 15.7-gal tank yields roughly 408 mi of range between fill-ups. But adaptive cruise and lane-keeping are Titanium-only options rather than standard fatigue-reducing tech, and front seats run narrow for all-day comfort.

AWD is available on the volume SE and Titanium trims with 7.8-7.9 in of ground clearance — enough for gravel roads and light snow, though there's no low-range gearing, locking differential, or terrain-mode software. Standard roof rails support bike/kayak racks, and the factory tow package handles small trailers and toy haulers within its 3,500-lb ceiling.

34.0 cu ft behind the second row and 68.0 cu ft with the 60/40 split-fold rear seatback folded are both below the compact-SUV norm (CR-V: 39.2/75.8, RAV4: 37.6/69.8), and there's no sliding second row to trade legroom for cargo like the later redesigned Escape offers. Roof rails and an optional factory hitch add some flexibility for bulkier gear, but raw volume is a genuine weak point.

2017 was a mid-cycle facelift (new fascia, 1.5L EcoBoost, Sync 3) that carried over the second-generation Escape's chassis, suspension tuning, and wheelbase unchanged, preserving the tight, well-controlled cornering behavior that made this generation one of the more athletic compact SUVs of its era; period reviews ranked it near the top of the class, trailing mainly the Mazda CX-5 for outright engagement.

Electric power steering, unchanged from the pre-facelift model, is quick-geared and appropriately weighted, giving the Escape a sportier turn-in feel than most compact-SUV rivals, but reviewers consistently note it returns little genuine road feedback to the driver's hands.

Brakes are strong and the Escape remains stable and controlled during panic-stop testing, a genuine strength for the class, though the pedal is oversensitive/grabby just off the top of travel per contemporaneous testing, slightly undercutting everyday modulation.

2017 is the first model year the 1.5L EcoBoost replaced the outgoing 1.6L in the Escape lineup, paired with the carryover 6-speed automatic and newly added auto start-stop; the combination is adequately smooth in normal driving but shows turbo lag and hesitation on tip-in, occasional rough engine restarts from start-stop, and was the subject of Ford TSBs/owner-reported torque-converter shudder complaints that specifically named 2017-2018 Escapes.

At cruise the 1.5L EcoBoost four is reasonably hushed and inoffensive, but under hard acceleration it takes on a coarse, strained drone typical of small turbo fours of this era, and some early-build 2017 units exhibit the idle-noise/vibration condition addressed by Ford's service bulletin for this engine.

Ford's technical specification sheet for the facelifted 2017 Escape (unchanged wheelbase/chassis from the 2013-2016 generation) lists curb-to-curb turning circle as 38'9.5" right and 38'6.5" left, averaging 38.8 ft — toward the wide end of the compact-SUV norm.

The Escape offers a comfortable, reasonably adjustable driving position with clear primary gauges; 2017's headline cabin change is the replacement of MyFord Touch with Sync 3, a meaningfully quicker and more intuitive touchscreen that improves everyday usability over prior model years, though the sloping rear roofline and thick D-pillars still mildly compromise rear visibility.

Reviewers of the period consistently singled out the facelifted Escape, especially with the optional 2.0L EcoBoost and Sport Appearance Package, as a genuinely engaging drive for the segment — a rare mainstream compact SUV enthusiast outlets recommended on dynamics alone, even if outright thrills are modest.

The base S trim (~$23,940 MSRP) gained the new SYNC 3 touchscreen and a standard rearview camera for the 2017 refresh, but dual-zone climate, heated seats, and driver-assist tech (blind-spot monitoring, adaptive cruise) remained gated to SEL/Titanium — competitive for a base crossover but not loaded relative to segment leaders.

The freshly revised 1.5L and 2.0L EcoBoost turbo engines (replacing the outgoing 1.6L) delivered strong power-per-dollar and the new SYNC 3 interface was a genuine step up, giving the 2017 Escape a slightly better value proposition than the following year's carryover trim, though pricing still tracked close to CR-V/RAV4 without a clear edge.

Four trims (S, SE, SEL, Titanium) spanned a base 2.5L four-cylinder through two EcoBoost turbo options with FWD or AWD availability on most grades, plus a new-for-2017 Sport Appearance Package — a reasonably wide spread from budget-focused S to loaded Titanium, though still no true off-road or performance variant.

US sales reached roughly 308,000 units in 2017, Escape's strongest year of the generation, holding a solid top-5 compact SUV position behind RAV4, CR-V, and Rogue — a steady, well-established mid-pack seller rather than a segment leader.

Ford's 2017 brand image remained solid but unglamorous for crossovers — the company's SUV/truck halo centered on F-150 and Mustang, while Escape carried a workaday, dependable-but-not-aspirational reputation relative to Honda/Toyota rivals.

As a just-refreshed model with strong demand, the 2017 Escape carried more modest incentives than later in its cycle — occasional rebates and competitive financing were available but Ford wasn't yet discounting heavily to move volume.

2017 was the third generation's mid-cycle refresh year: new EcoBoost engines, revised front/rear styling, and the debut of SYNC 3, giving the Escape current-generation tech even though the underlying platform dated to 2013 — solidly mid-cycle-fresh rather than aging.

Reviewers welcomed the refreshed EcoBoost engines and new SYNC 3 as genuine improvements, but the 2017 Escape was still routinely ranked behind the CR-V, RAV4, and Rogue in head-to-head comparison tests and collected no major NACTOY or 10Best recognition for the model year.