Every button press is intuitive, and Sync’s voice command remains a strong suit speaking out navigation commands are not an exercise in frustration, which can’t be said for many other automakers’ infotainment suites. While the look and feel of Sync 3 isn’t quite as sexy as the one it replaced, the interface and menu system has been greatly simplified, and is fantastic to use. What a time to be alive!įor media connectivity, the Microsoft MyFord Touch system has been replaced with a QNX-based setup, known as Sync 3, that has become the piece de resistance of the 2016 Escape. While the system has a great value in congested urban centres that are more difficult to park in, it was a huge novelty to be able to park with both hands sticking out of the sunroof. Steering inputs are entirely automatic, and the system parks the car with stunning accuracy, even at night. The only inputs required are shifting into and out of reverse, and easing off the brake pedal to allow the vehicle to move.
#2016 escape titanium drivers
When engaged, the system instructs drivers to position the car just ahead of an available parking spot that’s detected by the vehicle. This solves the issue of fumbling for the remote when carrying large or awkward cargo.įor the clumsy, or for those who would rather not risk “parking by feel”, the Escape Titanium can be equipped with a self-parking system for parallel parking. The rear liftgate is power-operated, and when combined with a proximity key system, the Ford has a nifty feature that can open the liftgate by waving one’s foot underneath the middle of the rear bumper. In the rear, the bottom seat cushions appear thin, but are still comfortable, with the low profile allowing them to fold completely flat for hauling cargo. Taller or wider front-seat passengers may take offense to the shape of the centre stack, which may interfere with leg and knee-room. Seat comfort and lateral support on the partial leather-cloth seats are good, with power adjustability and heated seats for those up front. Material quality is above average, with good touch points and ergonomics. Rounding out the outside, there’s an attractive roof rack and power panoramic sunroof, combined with fantastic looking 19-inch aluminum alloy wheels with a nickel-luster.įor the last several years, Ford has done very well with interior design, carrying on the sharp lines from outside through to the inside. Ford may have elected to do this to differentiate the Escape from its luxury platform-mate, the Lincoln MKC. The Titanium gets an LED light strip underneath the high-intensity discharge (HID) projector headlamps, and although it gives the Escape a bit more of a premium feel, it’d look even better if implemented as a light-pipe style rather than the separate LEDs. In the exterior styling department, the Escape makes use of many hard edges and creases to create a fairly aggressive statement relative to some of the more cute offerings in its category (Chevrolet Equinox, Honda CR-V, Toyota RAV4, and Subaru Forester, among others). Will the shift to QNX be too little, too late, or will it help the Escape hit it out of the park? The old setup was almost universally disliked, and Ford is looking to redeem themselves with a new system built atop QNX, an operating system also seen in the highly regarded Chrysler UConnect. The biggest change for the 2016 model year is a brand new infotainment system, dubbed Sync 3, to replace the much-maligned MyFord Touch system. This week’s Ruby Red 2016 Ford Escape Titanium test vehicle is the latest from the Detroit automaker in the compact sport utility market, an area in which they have excelled in since the Escape’s introduction in 2012. Four and six-cylinder engines are the norm, and equipment levels have been increasing year after year, approaching luxury-car levels. With the station wagon largely falling out of favour in the North American market, the crossover sport-utility vehicle has reigned supreme for the last ten to fifteen years, with the heightened sightlines compared to a wagon, extra ground clearance for light off-road duty, without the harsh ride and fuel economy penalties seen in a full-sized, body-on-frame truck or SUV.
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