2021 Ford Escape

The volume S/SE/SEL trims ship with the 1.5L EcoBoost turbo I3 rated at 181 hp; the optional 2.0L EcoBoost tops the range at 250 hp, with hybrid (200 hp combined) and PHEV (221 hp combined) above it. The 2021 Escape carries over the 2020-generation powertrain lineup unchanged.

1.5L EcoBoost I3 produces 190 lb-ft in the volume SE trim; the optional 2.0L EcoBoost bumps torque to 280 lb-ft.

Autotrader instrumented an AWD Escape SE with the 181 hp turbo three at 7.7 s to 60 mph; Car and Driver's test of the 250 hp 2.0L EcoBoost was notably quicker at 5.7 s.

The 2.0L EcoBoost four is notably smooth with little felt vibration, while the 1.5L turbo three and the standard 8-speed automatic are less polished under load; the hybrid's eCVT is the smoothest unit in the lineup, netting a mid-tier segment result overall.

The 8-speed automatic shifts smoothly on acceleration but can be slow to downshift per Edmunds, while the hybrid's eCVT mimics conventional gear ratios without the rubber-band drone typical of CVTs — a net positive but held back by the gas transmission's downshift lag.

The 2021 Escape tops out at 3,500 lbs when properly equipped with the 2.0L EcoBoost and Class II Trailer Tow Package — mid-pack for a compact SUV.

AWD is optional across the gas and hybrid trim range (S/SE/SEL/Titanium gas and hybrid) with Ford's Intelligent AWD offering a basic slippery-mode terrain response; only the PHEV is FWD-only, so the top powertrain misses AWD entirely.

The Escape is a car-based crossover with no dedicated off-road trim, no skid plates or lockers, roughly 7.3-7.8 in ground clearance depending on trim, and drive modes only (Normal/Sport/Eco/Slippery — no low range or crawl control). Ford positions the Bronco Sport, which shares the Escape's platform, as its off-road compact SUV.

Four distinct powertrains — 1.5L EcoBoost turbo I3, 2.0L EcoBoost turbo I4, 2.5L hybrid, and 2.5L PHEV with 37-mile EV range — cover mainstream, performance, efficiency, and plug-in needs, among the broadest lineups in the compact SUV segment.

EPA rates the volume 1.5L EcoBoost FWD SE trim at 30 MPG combined, mid-pack for a compact SUV. The optional hybrid jumps to 41 combined and the PHEV posts 105 MPGe with 37 miles of EV-only range, giving the 2021 lineup an unusually wide efficiency spread for the segment.

28 city MPG for the volume 1.5L EcoBoost FWD trim is unremarkable next to small-turbo rivals, but the hybrid nearly doubles it at 44 city MPG thanks to the electric-forward Ford Hybrid System's strength in stop-and-go driving.

34 MPG highway from the 1.5L EcoBoost FWD volume trim is competitive for the compact SUV class. The hybrid's highway gain over gas models is modest (37 MPG) since electric assist helps less at steady cruising speed than in city traffic.

The 1.5L EcoBoost FWD volume trim carries a 14.8-gallon tank for a ~444-mile combined range. The hybrid stretches past 580 miles on its 14.3-gallon tank, and the PHEV delivers a ~520-mile total range including 37 miles of EV-only driving.

EPA-estimated $1,900/yr for the volume 1.5L EcoBoost FWD trim at 15k mi/yr on regular unleaded is mid-pack for the compact SUV segment. The hybrid saves roughly $500/yr, and the PHEV cuts blended cost to ~$1,100/yr when regularly charged.

Every 2021 Escape powertrain - 1.5L EcoBoost, 2.0L EcoBoost, 2.5L hybrid, and 2.5L PHEV - runs on regular 87-octane unleaded, with no premium, E85, or diesel requirements. The PHEV adds optional, inexpensive Level 1/2 home charging without requiring it.

NHTSA gives the 2021 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 model's 2020 redesign.

The 2021 Escape earns Good in the standard crashworthiness tests (both small-overlap fronts, moderate-overlap front) and was named a 2021 IIHS Top Safety Pick, with front crash prevention rated Superior for both vehicle-to-vehicle and pedestrian scenarios; Top Safety Pick+ status required the Titanium trim's Acceptable-rated LED headlights, since other trims' halogen units rate Marginal. On IIHS's newer, tougher updated side-impact test the Escape performs less favorably (Marginal), a gap that only shows up in retrospective re-testing and did not affect the 2021 award.

Ford Co-Pilot360 is standard on every 2021 Escape trim (S/SE/SEL/Titanium) and bundles Pre-Collision Assist with AEB and pedestrian detection, Lane-Keeping System, BLIS with rear cross-traffic alert, auto high-beams, and a rear-view camera; adaptive cruise with stop-and-go and Lane Centering remain optional via the Co-Pilot360 Assist+ package on SE and above.

IIHS rates the 2021 Escape's front crash prevention Superior for vehicle-to-vehicle scenarios and Superior for pedestrian detection — among the strongest AEB results in the compact-SUV class for this model year, unchanged from the vehicle's redesign the prior year.

BLIS with Cross-Traffic Alert is standard on every 2021 Escape trim including the base S/SE, but coverage is alert-only at this level — active rear cross-traffic braking requires the optional Co-Pilot360 Assist+ package, and there is no safe-exit alert or trailer-aware coverage.

Lane-Keeping Alert and Lane-Keeping Assist are standard on every trim, but true camera-based Lane Centering only arrives with the optional Co-Pilot360 Assist+ package; reviewers describe the standard system as competent but unremarkable, not among the smoothest in the segment.

Intelligent Adaptive Cruise Control with Stop-and-Go plus Lane Centering is available only through the optional Co-Pilot360 Assist+ package — not standard even on the volume SE trim — and reviewers rate the tune capable rather than class-leading.

BlueCruise launched in Q3 2021 exclusively on the Mustang Mach-E and F-150 — the Escape was not included in the initial rollout and never gained the system in any 2021 configuration.

IIHS rates the 2021 Escape's LED headlights Acceptable only on the Titanium trim; every other trim (S, SE, SEL) uses halogen units rated Marginal, meaning most Escapes sold carry a below-average headlight rating.

Reviewers note a commanding forward driving position with only mild impedance from a rising rear beltline; standard BLIS with cross-traffic alert compensates for blind zones, though a 360-degree camera is optional only on upper trims.

IIHS awards the 2021 Escape a Good LATCH ease-of-use rating — two rear seating positions with complete LATCH hardware plus a third position with a tether anchor and borrowable lower anchors — good access for multiple car seats, though this predates the Good+ tier IIHS introduced the following model year.

The 2021 Ford Escape is a five-passenger two-row compact SUV across every trim (S, SE, SE Sport, SEL, Titanium) and every powertrain (1.5L EcoBoost, 2.0L EcoBoost, 2.5L hybrid, 2.5L PHEV — the PHEV's first full nationwide model year). No third row is offered; a long-wheelbase 7-seat Escape exists only for the Chinese market.

Front headroom on the volume SE trim measures 40.0 inches without the optional panoramic Vista Roof and 39.3 inches with it, unchanged from the fourth-generation Escape's 2020 debut — a competitive figure for the compact SUV segment.

The 2021 Escape offers 42.4 inches of front legroom per Ford's factory spec sheet (U.S. News lists a lower 40.9 in using its own measurement convention); either figure is mid-pack for the compact SUV class.

Second-row headroom of 39.3 inches is near the top of the compact SUV range, benefiting from the Escape's tall greenhouse and flat roofline.

The Escape's sliding second-row bench reaches 40.7 inches of legroom slid fully forward, a class-leading figure among compact SUVs — an unusual feature that lets owners trade rear legroom for cargo space (33.5-37.5 cu ft behind the bench depending on position).

The Escape is a two-row compact SUV with no third-row option on any 2021 U.S.-market trim or powertrain — buyers who need a third row must step up to the Explorer or Expedition. Scored per the segment's 'no third row / token seating' band.

Cargo behind the second row measures up to 37.5 cubic feet for gas 1.5L/2.0L EcoBoost models with the sliding bench forward; hybrid and PHEV models lose roughly 3 cu ft to the under-floor battery pack, at 34.4 cu ft. Mid-pack for compact SUVs — matches RAV4, trails CR-V.

Maximum cargo with the rear seats folded is 65.4 cubic feet for gas models and roughly 60.8 for hybrid and PHEV models — competitive but not class-leading among compact SUVs (RAV4 offers 69.8, CR-V 76.5).

The 2021 Escape offers a competent storage package: a deep, voluminous center console freed up by the rotary gear selector, large front door pockets, three-plus front cupholders with anti-tip tabs, and the sliding second-row bench that trades legroom for cargo. No standout innovations like a frunk or under-floor rear bins, but solid everyday utility.

Reviewers describe large, well-cushioned front seats with adequate rear thigh support for adults, though some competitors offer better padding or seat shaping. Competent but not a segment benchmark.

The Escape's ride is described as firm but composed — bumps register more than in a softer-riding rival, but the chassis stays controlled around town and at highway speed. Mid-pack for the segment.

The cabin feels substantial and fairly quiet at speed with the engine unobtrusive, but wind noise is noticeable at highway speeds and the base 1.5L three-cylinder wheezes under hard acceleration; some owners flag road-noise intrusion over rough pavement. Average for the class.

Heated front seats are standard from SE and up (available on base S via package); a heated steering wheel is standard on SEL and Titanium and optionally available lower via the Cold Weather Package. No 2021 trim offers ventilated seats or heated rear seats, so top-end comfort equipment trails segment leaders.

The second model year of the redesigned fourth-generation Escape (2020–2024) carried the same S/SE/SEL/Titanium ladder over from 2020 with only a modest price bump, keeping the entry FWD trim among the most accessible in the compact SUV class.

SE AWD was the sweet-spot 2021 configuration — reviewers steered buyers toward SE or SE Sport near $30k for the best equipment-to-price balance. For 2021, AWD also became available on the standard Hybrid (previously FWD-only), broadening the volume mix without moving the needle on typical transaction price.

Near the top of the segment band. The 2021 Escape Hybrid/PHEV was subject to NHTSA recalls 21V-869 and 22V-149 for hybrid-propulsion fire risk (battery/wiring), and the turbocharged 1.5L/2.0L EcoBoost engines carry higher long-term repair exposure than the naturally aspirated fours common in Toyota/Honda rivals, pushing projected 5-year costs above the compact-SUV average despite modest annual maintenance ($400–$500/yr per CarEdge).

Now that the 2021 Escape is roughly 5 years old (as of 2026), actual used-market data confirms below-average residuals for the compact SUV class — the Escape depreciates faster than the RAV4, CR-V, and Rogue, weighed down by heavy fleet/rental exposure and frequent factory incentives. This is the single biggest ownership-cost drag on the Escape.

Ford's standard basic warranty — the floor of the segment. Matches domestic and Japanese mainstream competitors but trails Hyundai/Kia (5/60) and Mitsubishi (5/60).

Ford's standard 5/60 powertrain floor — again the segment minimum. Hyundai/Kia's 10/100 powertrain coverage is far more generous. Hybrid/PHEV-unique components (HV battery, inverter, battery cooling, battery management) get extended coverage matching or exceeding the base powertrain term.

Ford offered no complimentary scheduled maintenance for the 2021 Escape — owners pay from the first service interval. Roadside assistance is bundled complimentary for 5 years/60,000 miles, and FordPass Connect provided a limited connected-services trial, but this trails Toyota (ToyotaCare) and Hyundai's included maintenance programs.

$29,355 volume-trim price minus its estimated resale value after 5 years (48.7% retained, or about $14,296) leaves about $15,059 in depreciation. Add the projected $8,950 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $24,009 in total.

Consumer Reports gave the 2021 Escape a bottom-tier predicted reliability score and specifically flagged it as a model to avoid, with the separate Escape Hybrid reliability page also rating well below average.

Ford ranked below the industry average in the 2021 Consumer Reports brand reliability survey, ahead only of Kia, Ram, GMC, Volkswagen, and Jeep, and trailing Honda, Subaru, Nissan, Hyundai, and Chevrolet.

The 2021 Escape carries an above-average recall count for its model year, including a high-voltage battery recall causing sudden loss of drive power on hybrid models, a separate PHEV battery-pack replacement campaign, fuel pump defects, and a structural welding recall.

The redesigned 2020-2021 1.5L EcoBoost three-cylinder is a different design from the earlier coolant-intrusion-prone 1.5L four-cylinder, but owner forums still document coolant intrusion and block failures on 2020-2021 units; the hybrid transaxle is a proven Ford design while the PHEV pack is newer and less proven.

Reviewers and owners describe the cabin as a mixed bag, with hard, cheap-feeling plastics persisting even on the range-topping Titanium Elite trim; owner surveys cite material quality as the model's weakest attribute.

Owners report recurring squeaks and rattles in the cargo area and trim pieces along with body panel vibration at highway speed, indicating below-par assembly consistency for the generation.

Ford's roughly 3,000-strong US dealer network was already in place in 2021, giving Escape owners broad, convenient access to warranty and service work nationwide.

As a high-volume nameplate the Escape has broad OEM and aftermarket parts availability, with repair costs slightly above the compact SUV average but still in line with mainstream ownership costs.

The volume SE trim and up (SEL, Titanium, SE Sport Hybrid, Hybrid, PHEV) carry an 8-inch SYNC 3 touchscreen; only the base S trim steps down to a 4.2-inch non-touch display. This pre-refresh (2020-2022) Escape generation did not offer a larger screen — the 13.2-inch SYNC 4A unit arrived with the 2023 redesign.

SYNC 3 on the 2021 Escape is quick to respond and pairs the touchscreen with real climate/volume knobs, which reviewers consistently praised as easy to learn and use on the move. The 8-inch display and menu structure were already a generation behind the SYNC 4/4A rivals arriving elsewhere in the Ford lineup.

Apple CarPlay and Android Auto are standard across the 2021 Escape lineup, including the base 4.2-inch display, but only via a wired USB connection — SYNC 3 never received wireless projection on this generation. Wireless CarPlay/Android Auto didn't arrive on Escape until the 2023 SYNC 4A redesign.

SYNC 3 voice control handles basic destination, phone, and media commands competently but isn't natural-language. Embedded SYNC 3 Navigation is available on SEL/Titanium as an option; most owners default to CarPlay/Google Maps instead.

Base audio is an unremarkable 6-speaker setup, but the 2021 Titanium trim still carries the 10-speaker Bang & Olufsen Play system as standard equipment — a well-regarded premium system that Ford would demote to an optional Technology Package the following model year, making 2021 the stronger buy for audio.

A configurable 12.3-inch digital instrument cluster is available on the 2021 Escape, but only as part of upper-trim option packages (Titanium) — the volume SE trim retains a partial-digital gauge cluster with analog dials flanking a small driver information screen.

The 2020-2022 Escape runs SYNC 3, which predates Ford's Power-Up whole-vehicle OTA program (tied to SYNC 4/4A on Mach-E and later vehicles). SYNC 3 supports Wi-Fi map updates but not feature-adding vehicle software updates.

FordPass Connect embedded modem is standard across the 2021 Escape range, and the FordPass app provides remote start, lock/unlock, vehicle locate, fuel/charge status, and scheduled start with an included multi-year connectivity trial. No digital key, but the feature set is broad and standard on every trim.

USB charging/data ports are standard front and rear, and a wireless charging pad is available on upper trims — adequate but not class-leading, with no USB-C standard across the lineup for 2021.

Intelligent Access proximity entry with push-button start and a hands-free power liftgate are available and standard on higher trims, with remote start offered through the FordPass app or key fob. No phone-as-key functionality on this generation.

A rear-view camera is standard fleet-wide (federal mandate). Rear parking sensors first appear at the SEL trim, and a surround-view (360-degree) camera is available on Titanium with the Co-Pilot360 Assist+ package. Solid mid-pack coverage rather than class-leading.

A head-up display is offered on the 2021 Escape, but only as an option on the top Titanium trim — a pop-up unit rather than a windshield-projected system standard across the range.

IIHS rates the 2021 Escape Good for LATCH ease of use, with two rear seating positions carrying complete lower-anchor-plus-tether hardware plus a third position with a tether anchor and borrowable lower anchors. The standard sliding 60/40 second-row bench extends rear legroom to as much as 40.7 in, useful for rear-facing seats without crowding the front row, and wide rear door openings plus 37.5 cu ft of cargo behind the second row (34.4 cu ft hybrid/PHEV) swallow a stroller easily. Five-seat-only capacity with no third-row option is the main ceiling versus 3-row rivals.

Ford Co-Pilot360 — pre-collision assist with pedestrian-detecting AEB, forward collision warning, BLIS with rear cross-traffic alert, lane-keeping system, and auto high-beams — is standard across every 2021 trim (S, SE, SEL, Titanium), NHTSA awards a 5-star overall rating (5 frontal / 5 side / 4 rollover), and IIHS named the 2021 Escape a Top Safety Pick with Good crashworthiness scores and Superior-rated front crash prevention. Adaptive cruise and Lane Centering (Co-Pilot360 Assist+) remain optional rather than standard even on the volume SE trim, and only the Titanium's LED headlights rate Acceptable (halogen units on lower trims are Marginal) — real gaps versus the segment's Top Safety Pick+ winners.

Adequate rather than class-leading for a 2-row compact SUV. Large, well-cushioned front seats and heated front seats standard from SE up help, and 65.4 cu ft of max cargo (60.8 hybrid/PHEV) handles family luggage, but rear thigh support is only adequate per contemporaneous reviews, no 2021 trim offers heated rear seats or ventilated seats, and cabin quietness trails segment benchmarks like the CR-V and Tucson thanks to wind noise and a wheezy base 1.5L three-cylinder under load.

A compact footprint, light steering, and a commanding forward driving position make the Escape easy in daily traffic, and the hybrid's eCVT is smooth and quiet at low speed with useful EV creep in stop-and-go. Adaptive cruise control is only available through the optional Co-Pilot360 Assist+ package, not standard on any 2021 trim including SE. The volume 1.5L EcoBoost three-cylinder has noticeable turbo lag and coarse thrum under acceleration, a recurring complaint that dents everyday refinement, while the 8-speed automatic can be slow to downshift.

Exceptionally cheap to run across the electrified lineup and competitive even in base gas form: EPA rates the 1.5L EcoBoost FWD at 28/34/30 MPG city/hwy/combined (26/31/28 AWD), the hybrid FWD at 44/37 city/highway (41 combined), and the PHEV at 105 MPGe combined with 40 MPG in gas mode and 37 mi of EPA-rated electric range — all on regular 87-octane unleaded. Estimated annual fuel cost runs as low as ~$1,100 (PHEV blended) to ~$1,900 (base gas), and broad electrified availability (both hybrid and PHEV offered) is a clear strength for commuters, matched only by a handful of segment rivals.

A genuinely compact footprint — roughly 180 in overall on a 106.7-in wheelbase — combined with a low beltline, thin pillars, and a standard rearview camera on every trim make the Escape easy to place in traffic and tight parking spaces. Rear parking sensors first appear at the SEL trim and a surround-view camera is available on Titanium, but neither is standard on the volume SE trim, keeping it just off the top tier for urban ease.

Light-duty at best. A 2.0L EcoBoost SEL/Titanium equipped with the Class II Trailer Tow Package tops out at 3,500 lbs; the volume 1.5L EcoBoost is limited to 2,000 lbs, and the hybrid/PHEV to just 1,500 lbs. There's no pickup bed, max cargo tops out around 65.4 cu ft, and no work-oriented trim exists — Ford directs work-duty buyers to the Ranger and F-150. Fine for a small utility trailer or a couple of bikes, not much more.

A unibody crossover with bottom-tier predicted reliability — Consumer Reports scored the 2021 Escape 1/5 and specifically flagged it as a model to avoid — and an above-average recall count for its model year (roughly 19-20 recalls) including PHEV high-voltage battery pack replacement (Safety Recall 21S48), a separate hybrid battery failure causing sudden loss of drive power, fuel pump stall risk, and body structural welding defects. Owner forums also document coolant intrusion and block failures on the redesigned 1.5L EcoBoost three-cylinder. Not a vehicle to trust under sustained abuse.

Minimal work provisions. There's no exportable onboard AC power (Ford's Pro Power Onboard generator feature was reserved for F-150/F-150 Lightning, not offered on Escape), no rubberized-floor work trim, no ladder-rack ecosystem, and no fleet-oriented cargo package. Front USB plus a 12V outlet and a basic center console are the extent of onboard power and storage. Fine for weekend errands, not a jobsite tool.

A competent tourer rather than a mile-eater. Range is a genuine strength — roughly 440 mi on the 1.5L FWD (14.8-gal tank at 30 MPG combined), comparably strong on hybrid FWD (~586 mi at 41 MPG combined), and about 520 mi total on the PHEV — but seat comfort is only adequate per contemporaneous reviews, cabin quietness trails segment benchmarks due to wind noise and three-cylinder engine noise, and adaptive cruise/Lane Centering is optional-only, never standard. Ford's BlueCruise hands-free system launched in Q3 2021 exclusively on the Mustang Mach-E and F-150 — the Escape was never included, so hands-free highway driving is off the table entirely.

Ford positions the newly-launched Bronco Sport as its off-road-focused compact crossover for 2021, leaving the Escape a pavement-first crossover. Intelligent AWD is optional on 1.5L/2.0L EcoBoost and hybrid models (the PHEV is FWD-only), with a Slippery drive mode helping in snow, but ground clearance is modest (roughly 7.3-7.8 in depending on trim), there's no low-range transfer case, no locking differential, no skid plates, and no dedicated off-road package. Handles gravel roads, snow, and a bike rack; not built for trails.

A 60/40 split-fold, sliding second row plus a flat load floor with 65.4 cu ft of max cargo (60.8 hybrid/PHEV) handles typical luggage and moderately bulky gear well, and roof rails plus a Class II hitch (on 2.0L trims) support racks and small trailers. It falls short of true cargo specialists in the segment on outright volume and lacks underfloor storage bins, so genuinely bulky gear is more of a squeeze than a given.

The redesigned 4th-gen Escape (2020 platform, carried unchanged into 2021) manages body motions well for a compliantly sprung crossover, with composed cornering and secure grip; AWD models resist under- or over-steer. Not a class leader for outright poise but strikes a solid comfort/capability balance.

Electric power steering is very light and low-effort in the default drive mode; selecting Sport mode adds useful heft and makes it easier to sense front-wheel position. Precise enough for confident placement but feedback is dull.

Instrumented testing of a 2021 Escape Touring (AWD, all-season tires) recorded 70-0 mph stops of roughly 161-168 ft — notably short for a compact SUV. Pedal feel is firm and easy to modulate, though a few reviewers found initial bite slightly touchy; hybrid regen blending is unobtrusive in normal driving.

The volume 1.5L EcoBoost 3-cylinder with 8-speed automatic delivers adequate, smoothly shifted acceleration but feels strained when pushed. The optional 250-hp 2.0L EcoBoost is markedly stronger with quick throttle response and minimal turbo lag (5.7-sec 0-60 in C&D testing). Hybrid/PHEV eCVT calibration is smooth around town with clean gas-electric handoffs.

The base 1.5L EcoBoost inline-3 is described by reviewers as grumbly and unrefined with an audible 'throaty warble' under load; Consumer Reports and owners also flagged a low-speed vibration/boom around 1500 rpm in gears 5-8 (later addressed by a Ford service action). The 2.0L and hybrid powertrains are noticeably smoother and quieter.

Ford-published spec data lists a 38.4 ft curb-to-curb turning diameter for the 2021 Escape, toward the wider end of the compact SUV band (34-42 ft, lower is better).

A commanding, SUV-appropriate seating position makes entry and exit natural rather than a climb or a drop; reviewers praised the well-shaped, well-cushioned front seats (10-way power driver's seat with power lumbar on upper trims) and easy-to-reach steering-wheel controls. Rear visibility is only mildly impeded by the rising beltline.

The base 1.5L is competent but unremarkable, yet the optional 250-hp 2.0L EcoBoost gives the Escape genuine eagerness — quicker to 60 mph than most compact-SUV rivals with responsive throttle tip-in. Still more pleasant-and-capable than truly engaging, but the 2.0L option gives it more spark than the class norm.

Base S trim ($26,130) includes an 8-inch touchscreen with SYNC 3, Ford Co-Pilot360 (AEB, lane-keeping, auto high beams), and cloth seats, but rides on smaller wheels and skips heated seats, power liftgate, and keyless entry that some rivals bundle sooner — competitive but not class-leading generosity at the entry price.

Three distinct powertrains (2.0L turbo gas, hybrid, and PHEV) at mainstream pricing give the Escape unusually broad capability-per-dollar for the segment, though the compact cargo hold and CVT-driven hybrid experience keep it from standout status.

Four trims (S, SE, SEL, Titanium) crossed with FWD/AWD and three powertrain choices (gas, hybrid, PHEV) span roughly $26K-$40K, giving buyers a wide, well-spaced range from budget commuter to loaded plug-in.

The Escape grew sales through 2021 but slower than the booming compact-crossover segment, sliding from 8th (Q2) to a still mid-pack 5th place (Q4) with about 7% segment share — a steady mid-pack seller rather than a leader or fast riser.

Ford carries solid mainstream recognition and truck/SUV credibility (Bronco, F-150 halo) but no particular aspirational pull in the compact-crossover class, where Toyota and Honda badges are perceived as safer long-term bets.

Modest lease cash and dealer incentives (roughly $250-$600) were typical in 2021, but the pandemic-era inventory crunch pushed some dealers to sell at or above MSRP, limiting real buyer leverage.

The fourth-generation Escape launched for MY2020 on a new C2 platform; 2021 is its second model year, still current with no redesign imminent, though not brand-new.

Reviewers found the 2021 Escape competent and roomy with a strong hybrid option, but it was not a comparison-test winner or major awards recipient that year — Mazda CX-5 took Car and Driver's 10Best slot in the class instead.