2019 Ford Escape

The 2019 Escape is the final year of the third-generation (facelifted) platform, carried over unchanged from 2018: the volume SE/SEL trims run the 1.5L EcoBoost turbo I4 at 179 hp, the base S trim uses a naturally aspirated 2.5L I4 at 168 hp, and the range-topping Titanium gets a 2.0L EcoBoost turbo I4 at 245 hp.

The volume SE/SEL trims' 1.5L EcoBoost produces 177 lb-ft; the base 2.5L I4 makes 170 lb-ft, and the Titanium's 2.0L EcoBoost tops the range at 275 lb-ft.

Edmunds instrumented the volume 1.5L EcoBoost Escape at 9.6 s to 60 mph, describing it as slow off the line before the turbo spools up; the 2.0L EcoBoost Titanium is notably quicker at roughly 7.0 s. Other outlets and prior model-year tests of the same generation range as low as 7.6-9.1 s, reflecting real test-to-test variance on this platform.

Edmunds flagged the volume 1.5L EcoBoost as sluggish off the line with noticeable turbo lag before becoming more responsive in the 40-70 mph range, and the base 2.5L I4 is coarse and unrefined under load; only the 2.0L EcoBoost delivers consistently strong response, dragging the powertrain-wide average down for this final year of the outgoing generation.

Edmunds specifically criticized the six-speed automatic's tuning as slow-shifting, with downshifts via the manual/paddle mode lagging behind driver input — a persistent weak point for this generation that owners also cite in reliability complaints about harsh shifting.

The 2019 Escape tops out at 3,500 lbs when equipped with the 2.0L EcoBoost and factory tow package, roughly mid-pack for the compact SUV segment; the base 2.5L I4 is rated at just 1,500 lbs.

Ford's on-demand Intelligent AWD is optional on the SE, SEL, and Titanium trims across both the 1.5L and 2.0L EcoBoost engines, but is unavailable on the base S trim; the system is basic (no low range, no locking differential, no dedicated terrain modes) for this pre-redesign generation.

The outgoing third-generation Escape is a car-based crossover with about 7.9 in of ground clearance, no skid plates or locking hardware, and no dedicated off-road trim or terrain-management software — pavement-oriented with only marginal light-duty capability.

Three gas-only engines were offered across the trim range for 2019 — 2.5L I4, 1.5L EcoBoost turbo I4, and 2.0L EcoBoost turbo I4 — giving buyers a mainstream spread of outputs, but with no hybrid or electrified option; the Escape's hybrid and PHEV variants didn't arrive until the following model year's redesign.

Standard 2019 Escape SE/SEL powertrain (1.5L EcoBoost turbo I3, 6-speed automatic, FWD) is the volume configuration; combined MPG is on the low end for the compact SUV segment given no electrified option this model year.

EPA city rating for the volume FWD 1.5L EcoBoost configuration.

EPA highway rating for the volume FWD 1.5L EcoBoost configuration.

Range calculated from the 15.7-gallon fuel tank and EPA combined MPG; Ford does not publish an official range figure for gas models.

Computed via EPA's standard annual fuel cost methodology (15,000 mi / 26 MPG combined x ~$2.60/gal MY2019 assumed regular gasoline price); fueleconomy.gov publishes this figure directly on the vehicle label but the exact number could not be confirmed via search.

Both the 1.5L and 2.0L EcoBoost engines run on regular unleaded gasoline; no premium requirement or special fuel needs across the 2019 Escape lineup.

NHTSA gives the third-generation 2019 Ford Escape a 5-star overall rating, with 5 stars in both frontal and side crash tests and 4 stars for rollover resistance — unchanged from the prior model years of this generation.

IIHS rates the outgoing 2019 Escape Good in four crashworthiness tests (moderate overlap front, side, roof strength, head restraints) but only Acceptable in driver-side small overlap front and Poor in passenger-side small overlap front — a persistent weakness carried through this generation. The vehicle earns no IIHS award for 2019.

No form of driver-assistance is standard on any 2019 Escape trim. The base S offers no AEB, blind-spot monitoring, or adaptive cruise at any price, while SE, SEL, and Titanium require the optional Safe & Smart package (BLIS with cross-traffic alert, lane-keeping system, adaptive cruise, forward collision warning with brake support) to get any of it.

IIHS rates the optional forward collision warning with brake support system Basic — the lowest tier of its front crash prevention scale — reflecting weak automatic braking performance relative to rivals that already offered Superior-rated systems standard by 2019; no pedestrian detection was offered.

BLIS with rear cross-traffic alert is only available as part of the optional Safe & Smart package on SE, SEL, and Titanium — unavailable on the base S trim — and provides alert-only coverage with no active braking intervention or safe-exit alert.

The optional Lane-Keeping System offers only warning and basic keep-in-lane nudging with no true lane-centering capability — that feature did not arrive on Escape until the redesigned 2020 model's Co-Pilot360 Assist+ package — and it is unavailable on the base S trim.

Adaptive cruise control is bundled only into the optional Safe & Smart package on SE/SEL/Titanium, functions as a basic speed-following system without confirmed stop-and-go capability, and has no integrated highway-assist feature for this model year.

Ford's BlueCruise hands-free system did not exist for the 2019 model year — it debuted on the 2021 Mustang Mach-E — so no 2019 Escape trim offers any form of hands-free highway driving.

IIHS tested six headlight configurations across the 2019 Escape lineup and found none rated Good — results span Acceptable, Marginal, and Poor depending on trim and lighting package, a weaker spread than the 2020 redesign's Marginal/Acceptable split.

The outgoing third-generation Escape's relatively low beltline and modest greenhouse pillars give reasonable forward and side sightlines for the class, though rear-quarter visibility is compromised by thick C-pillars and a shallow rear window, a common contemporary review note.

IIHS rates the 2019 Escape's LATCH ease of use Marginal — the upper tether anchors can be confused for other hardware and the lower anchors sit too deep in the seat bight, making car-seat installation more effortful than class leaders.

The 2019 Ford Escape (third-generation, final model year before the 2020 redesign) is a five-passenger two-row compact SUV across all four trims (S, SE, SEL, Titanium) and both available engines (2.5L I4, 1.5L EcoBoost, 2.0L EcoBoost). No hybrid or third-row 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.

Front legroom of 43.1 inches is competitive for the compact SUV class, giving front occupants a roomy stretch-out feel.

Second-row headroom of 39.0 inches is toward the upper end of the compact SUV range, aided by the Escape's tall greenhouse.

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 that reaches over 40 inches — that feature did not exist for 2019.

The 2019 Escape is strictly a two-row, five-passenger compact SUV with no third-row option in the U.S. market 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 2019 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 2019 Escape near the back of the compact SUV pack for outright hauling capacity.

The 2019 Escape offers a conventional but adequate storage layout: a console utility bin under the front armrest, a removable tray/coin-holder insert in the center console, six cupholders, an overhead console, and front door pockets. No standout innovations (no frunk, no giga-console, no sliding rear bench to trade for cargo) and reviewers note the design as dated relative to newer rivals.

Reviewers cite supportive, all-day-comfortable cloth seats with a good range of power adjustment on higher trims, but note the front seat cushions and seatbacks run narrow — less accommodating for larger occupants — and an aggressively bolstered power lumbar. Rear seats are fairly flat with decent but unremarkable support.

The Escape's firm suspension tuning, aimed at driving engagement, produces a noticeably bumpy ride over rough pavement rather than a plush highway cruise — reviewers rank it behind class rivals that prioritize compliance.

Engine noise is well-controlled and sounds refined, but reviewers flag persistent tire and wind noise that carries into the cabin at highway speeds — average for the segment rather than a quiet standout.

Heated front seats are standard starting at SE and continue on SEL and Titanium; a heated steering wheel is exclusive to the range-topping Titanium trim. No trim offers ventilated seats or heated rear seats, leaving the comfort-feature roster behind segment leaders.

The 2019 Escape (final year of the third-generation facelift) opened at just over $25k, among the cheapest entry points in the compact SUV class that year, ahead of a full redesign for 2020.

SE was the volume 2019 configuration — the first trim to get the 1.5L EcoBoost engine, with SYNC 3 and popular convenience packages. Priced competitively below RAV4 XLE AWD and CR-V EX AWD as-equipped for the era.

Above-average for the class — the 1.5L EcoBoost engine used in most 2019 Escapes (built through early April 2019) is subject to a well-documented coolant-intrusion/head-gasket failure mode requiring short-block replacement, pushing repair risk and cost well above the segment norm.

Below-average residuals for the compact SUV class — the Escape depreciates faster than the segment average (55.9% retained), a persistent weak point across Escape generations driven by heavy fleet/rental mix and frequent incentives.

Ford's standard basic warranty — the floor of the segment, matching domestic and Japanese mainstream rivals but trailing Hyundai/Kia's 5/60 coverage.

Ford's standard 5/60 powertrain floor — again the segment minimum, well short of Hyundai/Kia's 10/100 coverage.

No complimentary scheduled maintenance program for the 2019 Escape — owners pay from the first service interval. Roadside assistance is bundled with the 5-year/60,000-mile powertrain coverage, and FordPass Connect (standard on most 2019 trims) offers a limited connected-services/WiFi hotspot trial, but there is no equivalent to ToyotaCare or Hyundai's complimentary maintenance plans.

$29,990 volume-trim price minus its estimated resale value after 5 years (48.7% retained, or about $14,605) leaves about $15,385 in depreciation. Add the projected $7,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $22,585 in total.

Sources diverge for the final year of the 3rd-generation, gas-only Escape: J.D. Power rated the 2019 model 86/100 ('Great') for quality & reliability at launch, while Consumer Reports' later retrospective rated the 2017-2019 generation below average; U.S. News' blended CR/JDP composite lands at 3.5/5, slightly above average.

Ford was the highest-ranked domestic brand but fell three spots to 18th of 29 brands in Consumer Reports' 2019 reliability rankings, placing it in the lower-middle of the pack rather than top-tier or bottom-third.

As the final year of the pre-redesign 3rd generation, the 2019 Escape avoided the fire-risk and high-voltage-battery recalls that plague the 2020+ redesign; it carries just two recalls — a 2013-2019 shifter cable bushing defect (rollaway/park risk) and a 2019-specific Continental tire over-cure defect — a clean record with no systemic safety pattern.

The volume 1.5L EcoBoost inline-4 (this generation's design, distinct from the later 3-cylinder unit) has a well-documented coolant-intrusion defect that can lead to misfires, excessive oil consumption, or engine failure; the optional 2.0L EcoBoost is prone to typical direct-injection carbon buildup; only the base naturally-aspirated 2.5L I4 on the S trim has a clean reputation.

Reviewers found the cabin solidly built but plain, with plastics that trail class leaders like the Honda CR-V and a generally mundane, less-refined feel versus rivals at the same price point.

As an aging platform in its final model year, assembly was generally adequate but Consumer Reports flagged uneven panel gaps and exposed screws — scattered complaints rather than a systemic quality problem.

Ford's roughly 3,000-strong US dealer network in 2019 puts Escape service within easy reach nationwide, with J.D. Power customer service satisfaction scores for Ford sitting near the mass-market average — dense coverage with adequate, unremarkable service experience.

RepairPal rates Escape reliability 4.0/5 (16th of 26 compact SUVs) with average annual repair cost of $600 and below-average frequency of major/severe repairs — normal parts pricing and availability backed by Ford's large dealer and independent-aftermarket network.

The volume SE trim carries SYNC 3 on an 8.0-inch touchscreen; the base S trim substitutes a 4.2-inch non-touch display in the center stack.

SYNC 3 replaced the widely criticized MyFord Touch and was praised by contemporary reviewers for quick response, simple tile-based menus, and retained physical climate/audio buttons alongside the touchscreen.

SYNC 3 supports Apple CarPlay and Android Auto only via wired USB connection on SE/SEL/Titanium trims; no wireless projection option exists for this generation, and the base S trim's non-touch display omits smartphone projection entirely.

SYNC 3 voice recognition handles basic commands adequately, and factory navigation was an available (not standard) upgrade on SEL/Titanium; most owners of this era relied on phone-projected maps instead.

Base audio is adequate for the segment while the Titanium trim offers an available 12-speaker, 390-watt Sony premium system well regarded for the class.

The 2019 Escape retains analog speedometer/tachometer gauges with a small non-configurable LCD message-center screen between them rather than a full reconfigurable digital cluster, a known weak point versus newer rivals.

The 2019 Escape's FordPass Connect embedded modem enables remote-access features and a Wi-Fi hotspot but predates Ford's whole-vehicle OTA software update capability, which arrived on later model years.

FordPass Connect (standard via the embedded modem) gives owners remote start with scheduling, lock/unlock, vehicle locate, and fuel-level checks through the free FordPass app, core functionality without extra hardware cost.

SE/SEL/Titanium trims get two smart-charging USB-A ports plus multiple 12-volt outlets, adequate for the era but dated by USB-A-only ports and no wireless charging pad on this generation.

The volume SE trim adds proximity keyless entry, push-button start, and standard remote start over the base S; hands-free power liftgate is reserved for SEL and above.

A rear backup camera is standard across trims and rear parking sensors plus optional active park assist are available from SE/SEL up, but this generation never offered a 360-degree surround camera system.

A head-up display is offered only as part of the Titanium Premium Package, the top trim's optional package, not standard or broadly available across the lineup.

The 2019 Escape is the final year of the third-generation (2013-2019, 2017-facelift) platform, and it shows against family-hauling expectations: second-row legroom is 37.3 in with no fore-aft slide (that feature arrived with the 2020 redesign), and cargo behind the rear seats is a modest 34 cu ft (68 cu ft max with seats folded). Wide rear door openings and a conventional 60/40 split-fold bench still make loading kids and a stroller manageable, but LATCH lower-anchor access is tighter in the third-gen's deeper seat bight than in newer rivals, a common period-review complaint.

Crash protection itself is strong — NHTSA rates the 2019 Escape 5 stars overall, and IIHS scores it Good in moderate overlap front, side, roof strength, and rear crash protection — but the driver-assist story is thin and trim-gated. The 2017-2019 Escape predates Ford Co-Pilot360 branding entirely, and forward-collision warning with automatic emergency braking isn't available at all on the base S trim; on SE, SEL, and Titanium it's a $1,295-option "Safe and Smart Package" bundled with adaptive cruise and lane-keeping, not standard equipment. That leaves the volume-priced S and un-optioned SE without any ADAS safety net, a real gap for budget-conscious family buyers.

Adequate but dated for multi-hour family duty. Rear legroom (37.3 in) and cargo capacity (34 cu ft behind the second row) trail the segment's newer entries, heated front seats are available from SE up but there's no heated-rear-seat or rear-USB option on any 2019 trim, and the base 2.5L four-cylinder (168 hp) and 1.5L EcoBoost are both a bit strained with four-plus occupants and gear aboard. A comfortable-enough highway ride, but rear-row amenities and outright space are thin next to segment benchmarks.

A compact footprint (178.1 in long) and light, car-like steering make the 2019 Escape easy to drive in traffic, and the 1.5L EcoBoost/6-speed automatic combination on SE/SEL is smooth enough for daily use. Adaptive cruise control is a paid option even on the range-topping Titanium (part of the Safe and Smart Package, not standard), and the base 2.5L with its 6-speed automatic feels coarse and underpowered for stop-and-go duty — a known period-review criticism of the entry trim.

Middling running costs for a compact SUV with no electrified option in 2019 (the Escape Hybrid didn't arrive until the 2020 redesign). EPA rates the base 2.5L at 21/29 MPG city/highway (FWD), the 1.5L EcoBoost at 23/30 FWD / 22/28 AWD, and the 2.0L EcoBoost Titanium at 21/28 FWD / 20/27 AWD — all on regular unleaded, but meaningfully behind segment leaders and far behind the hybrid crossovers already on sale from Toyota and others that model year.

A genuinely compact footprint — 178.1 in long, 72.4 in wide, with a 38.8-ft curb-to-curb turning circle — makes the 2019 Escape easy to park and maneuver, slightly smaller overall than the 2020 redesign that followed it. A rearview camera is standard across the lineup (federal mandate), but rear parking sensors and a 180/360-degree camera are optional extras reserved for SEL and Titonium respectively, not standard on the volume trims.

Light-duty only. Properly equipped with the available tow package (2.0L EcoBoost Titanium), the 2019 Escape tops out at 3,500 lbs; lower trims with smaller engines tow less. There's no pickup bed, max cargo space is 68 cu ft with seats folded, and Ford offers no work-oriented trim or upfit package for this generation — fine for a light utility trailer, not a genuine work tool.

Below-average predicted reliability for the model year per Consumer Reports, compounded by a safety-critical NHTSA recall for a transmission shifter-cable bushing that can fail silently and let the vehicle roll away even with the shifter in Park, plus a separate Continental tire recall for over-cured tires prone to tread/belt separation. Owner-reported trouble spots for this generation's EcoBoost engines include timing chain, turbocharger, and head-gasket issues. Not a vehicle built with fleet-grade abuse in mind.

Minimal work provisions. A 110V household-style power outlet is offered only on the range-topping Titanium, with no exportable generator-style power on lower trims; there's no rubberized work-trim interior, no ladder-rack ecosystem, and no fleet cargo package. Roof rails support light racks and a Class II hitch is available on tow-package models, but that's the extent of the jobsite toolkit.

A capable but unremarkable highway companion. The 1.5L EcoBoost FWD's 23/30 MPG rating yields roughly 360-400 highway miles on a full tank, and the cabin is reasonably quiet and comfortable for two, but adaptive cruise control is a paid option even on Titanium, there's no hands-free highway driving system (Ford's BlueCruise didn't exist until 2021), and rear-seat endurance comfort is only average per period reviews. No hybrid variant existed in 2019 to stretch range further.

Optional AWD across all trims pairs with Ford's Terrain Management System, offering Normal, Grass/Gravel/Snow, and Mud/Ruts driver-selectable modes that genuinely help in light off-pavement conditions — a small edge over some rivals lacking any drive-mode selector. Ground clearance is a modest 7.9 in, and there's no low-range transfer case, locking differential, or skid plates, so it's a gravel-road-and-light-snow tool rather than a trail vehicle.

A 60/40 split-fold rear seat and a genuinely large 68 cu ft of max cargo space with the seats folded — competitive within the compact-SUV class even without a sliding second row — handle typical luggage and moderately bulky gear well. Roof rails are available for crossbars and a Class II hitch is offered on tow-package models, but there's no underfloor storage and the fixed (non-sliding) second row limits load-floor flexibility versus newer rivals.

The facelifted 3rd-gen 2019 Escape (final year before the 2020 redesign) was consistently singled out as one of the sportier-handling compact SUVs of its era — a firm, well-controlled chassis tuned closer to a sport sedan than a typical crossover. Grip is capped by the standard low-grip all-season tires, and the firmer tune trades away some ride comfort, but body control and composure are a genuine class strength.

Electric power steering is quick-geared and reasonably weighted, giving the Escape decent front-end precision, though it carries the typical numb, artificial feel of the era's EPAS systems. Reviews are split — some praise the 'weighty steering' as part of the sporty character, others call it dull — landing this squarely at precise-but-not-communicative rather than genuinely feelsome.

Instrumented 60-0 mph stops of 119 ft are a good result for the class, with a linear, easy-to-modulate pedal and no lurching or grabbing under normal use. Consumer Reports flagged the pedal as somewhat oversensitive to light inputs, a minor calibration nit rather than a stopping-power shortfall.

No hybrid or PHEV existed for MY2019 — all three engines (2.5L base I4, 1.5L EcoBoost volume engine, 2.0L EcoBoost performance option) pair with a 6-speed automatic that reviewers describe as slow-shifting, with some owner reports of hard shifts or slippage in reverse. The 1.5L EcoBoost's engine presence is noticeable in the cabin, and its build run through April 2019 falls inside Ford's coolant-intrusion TSB window, an occasional source of rough running.

Engine noise and vibration are more noticeable in the cabin than class-leading rivals — reviewers note 'engine machinations are heard and felt with little interference,' and some owners report valvetrain ticking and mount-wear vibration on rougher pavement, consistent with the firmer, sportier suspension tune transmitting more road/drivetrain harshness.

38.8 ft curb-to-curb diameter is on the wider end of the compact SUV band (34-42 ft), making low-speed maneuvering and parking-lot U-turns less tight than class leaders.

An elevated seating position gives good outward visibility and an 'outstanding' backup camera per reviewers; seats are supportive but noted as somewhat narrow. Cabin materials and layout are functional but described as more mundane than class-leading rivals.

Consistently cited as one of the more genuinely enjoyable compact SUVs of its generation to drive, with the optional 245-hp 2.0L EcoBoost singled out as a highlight ('a blast') and the overall package praised for blending sport-sedan-like dynamics with SUV practicality, tempered only by the low-grip tires and unremarkable transmission tuning.

Base S trim ($24,105) includes cloth seats, rearview camera, and Ford Co-Pilot360 driver-assist basics, competitive but not loaded versus rivals like the Honda CR-V LX and Toyota RAV4 LE at similar price points; SE adds SYNC 3 and remote start but AEB required an options package on lower trims.

Consumer Reports called the Escape 'solid, sophisticated, and athletic' with a quiet cabin and taut handling, but flagged it as not the roomiest or most efficient in the class, making content-per-dollar merely average against CR-V/RAV4/Rogue on pure capability.

Four trims (S, SE, SEL, Titanium) spanning $24,105–$32,620, with 1.5L EcoBoost I3 standard on S/SE/SEL, a 2.0L EcoBoost I4 on Titanium/SE Sport, and FWD or AWD on most trims gives reasonable but not class-wide breadth (no hybrid until the 2020 redesign).

Escape sales fell roughly 8% through the first half of 2019 (133,100 units) as the aging third-generation model lost ground to newer rivals like the RAV4 and CR-V ahead of the 2020 redesign, a declining trajectory rather than steady mid-pack performance.

Ford carries a mainstream, broadly trusted domestic brand image in the US with no strong aspirational halo in the compact SUV segment, roughly neutral versus Toyota/Honda equivalents.

Ford ran aggressive Escape incentives through 2019 as the redesign approached, including $3,750 in rebates by May and roughly 20% off sticker by August, giving buyers substantial negotiating leverage and effective pricing well below MSRP.

2019 is the final model year of the third-generation Escape (introduced for 2013), sold alongside heavy clear-out incentives with the all-new fourth-generation 2020 Escape already announced, the definition of an aging generation facing imminent replacement.

Reviewers praised driving dynamics and cabin refinement but the Escape was not a comparison-test winner over the CR-V/RAV4/Rogue in 2019 and picked up no major segment awards, while Consumer Reports and owner reports flagged reliability concerns including transmission complaints and multiple NHTSA recalls.