Shopping for a 2025 Ford Escape Hybrid? Here's What Experts Say You Should Look At Instead
While most buyers think of Toyota or Honda when it comes to hybrids, Ford has been building them nearly as long, releasing the its first, the Ford Escape Hybrid, in 2004.
For 2025, Ford still offers the Escape Hybrid as either a standard hybrid or as a plug-in hybrid. The standard hybrid comes with a 2.5-liter four-cylinder engine and two electric motors that generate 192 horsepower through a continuously variable automatic transmission to the front wheels. All-wheel drive is available. On the Plug-In Hybrid, horsepower climbs to 210, but it only comes with front-wheel drive, along with an EPA-rated 37 miles of driving using only electricity. Both Escape Hybrids are rated to deliver 40 mpg in combined city/highway driving on regular unleaded fuel. Towing is rated up to 3,500 pounds with the optional Class II Trailer Tow Package. Ground clearance is 7.5 inches. But the Escape proves wholly unremarkable to drive. Worse, it's not as quick as its newer rivals. But both hybrid drivelines feel more refined than the non-hybrid three-cylinder Escape also offered, although it's fuel economy remains competitive.
Inside, you'll find there's 102 cubic feet of passenger space and a spacious 34 cubic feet of cargo capacity, expanding to 61 cubic feet. An 8-inch infotainment touchscreen is standard, but a larger 13.2-inch touchscreen is offered, but eliminates a number of physical controls and relocates the on screen. Wireless Apple CarPlay and Android Auto come standard. The interior offers good space, and the overall design is pleasing. But front seats feel flat and unsupportive, and the plastics and trim quality are something only an accountant could love. Coupled with the adequate but unremarkable driving experience, you might want to consider these alternatives.
How do you make already good compact SUV better? Add a hybrid driveline. Such is the case with the Honda CR-V Hybrid. By adding two electric motors to a 2.0-liter four-cylinder engine, the result is 204 horsepower and an EPA-estimated 40 mpg with front-wheel drive, 37 mpg with all-wheel drive. Towing takes a hit, however, as the Hybrid is rated for a mere 1,000 pounds.
But the CR-V Hybrid's other good points remain intact. It's a remarkably balanced SUV, expertly blending good handling and a reasonably comfortable ride, although it's not as fast as you'd expect. It offers a generous 104 cubic feet of passenger space, and 36 cubic feet of cargo space, down three cubic feet from non-hybrid CR-Vs. As on other CR-Vs, lower trim levels come with a minuscule 7-inch infotainment touchscreen; upper trim levels get a 9-inch display. Apple CarPlay and Android Auto comes standard. Certainly, it makes for a strong rival to Ford's aging Escape Hybrid.
The Hyundai Tucson Hybrid receives a facial nip and tuck for 2025, along with more extensive revisions inside. Here, you'll find dual 12.3-inch screens, one for driver instrumentation, the other for an infotainment touchscreen. Wireless Android Auto and Apple CarPlay, wireless device charging and USB-C charging ports are standard. An optional fingerprint authentication sensor on the instrument cluster allows the driver to start and vehicle without a smart key. The Hyundai Tucson Hybrid offers up a spacious 108 cubic feet of passenger space and 39 cubic feet of cargo space, expanding to 75 cubic feet. The Hyundai Tucson Plug-In Hybrid provides 106 cubic feet of people space, and 32 cubic feet of cargo volume, expanding to 66 cubic feet. Still impressive.
A turbocharged 1.6-liter four-cylinder gas engine and an electric motor develop 231 horsepower through a six-speed automatic transmission to all four wheels. The same driveline with a more powerful battery pack power the plug-in hybrid that delivers 32 miles of pure battery-electric range. All Tucson Hybrids return an EPA-rated 35 mpg except for the mileage-obsessed Blue Tim level, which gets 38 mpg. All use regular unleaded fuel. Ground clearance is 8.3 inches. This friendly family hauler proves frugal and fast enough for daily driving demands. Not sporty, but peppy and agile enough to be modestly engaging while providing a roomy, quiet cabin. Well done.
Like the Honda CR-V Hybrid, the Mazda CX-50 Hybrid offers much of the same goodness as its conventionally-powered siblings. It still boasts an upscale-feel to its cabin, which offers up a 10.25-inch infotainment display, wireless Apple CarPlay and Android Auto, wireless smartphone charging pad, and USB-C connection ports. Still, at 95 cubic feet, the cabin's smaller than some rivals, with a still-good 29 cubic feet of cargo space, expanding to 56 cubic feet.
But the CX-50 Hybrid does makes up for it with an athletic, engaging driving experience. But the Hybrid isn't the fastest CX-50, although it's the most fuel efficient, due to its driveline, borrowed from the Toyota RAV4. Its 2.5-liter four-cylinder engine and three electric motors generate 219 horsepower through a continuously variable transmission, while returning an EPA-rated 38 mpg on regular unleaded gasoline. All-wheel drive is standard. Ground clearance is 8.1 inches, although it's 7.8 inches for the Preferred trim. Towing is rated at 1,500 pounds.
Foresters have always been sensible, no-nonsense vehicles, and the addition of a hybrid model makes it even more so. Its EPA-rated 35 mpg is five mpg more efficient than the standard Forester. And yes, it burns regular unleaded gasoline. Its 2.5-liter horizontally-opposed four-cylinder engine and two electric motors produce 194 horsepower, 14 more than the standard Forester. A continuously variable automatic transmission is standard, as is all-wheel drive. Towing is rated at 1,500 pounds. The Forester Hybrid isn't noticeably faster than its less powerful sibling. It's a very smooth driveline. But it runs out of steam on hills, however. But it does offer 8.7 inches of ground clearance.
With 106.6 cubic feet of passenger space and a 27.5 cubic-foot cargo area, there's enough space for stuff. If that cargo hold is small, consider that it expands to 69 cubic feet. The instrument panel features a 12.3-inch digital instrument cluster and an 11.6-inch vertically-oriented infotainment touchscreen. Wireless Apple CarPlay and Android Auto are standard. Function not flash is this vehicle's stock-in-trade, and that it delivers in spades.
Offered as a hybrid and plug-in hybrid, the Toyota RAV4 Hybrid is the big kahuna here, powered by a 2.5-liter four-cylinder engine and three electric motors that produce 219 horsepower through a continuously variable transmission to all four wheels. It's EPA-rated at 39 mpg using regular gasoline except for the off-road-oriented Woodlands Edition, which returns 37 mpg. But the Plug-In Hybrid is a different story, delivering a muscular 302 horsepower and a tow rating of 2,500 pounds, versus 1,750 pounds for the hybrid. And the Plug-In Hybrid will travel 42 miles solely on electricity. Ground clearance is 8.1 inches.
Its tech package includes a standard 8-inch or optional 10.5-inch display is a bit smaller than today's norm. But it does include wireless Apple CarPlay and Android Auto. Passenger space for both measures 99 cubic feet, while cargo space comes in at 38 cubic feet, five cubic feet more than the plug-in hybrid. Folding down the rear seats increases the Hybrid's space to 70 cubic feet, seven cubic feet more than the Plug-In Hybrid. But the latter offers greater acceleration, which will be more important for some drivers.
The 2025 Ford Escape Hybrid has a lot of positives, including a roomy cabin, competitive but not class-leading fuel economy, and a pleasant driving experience with a top tow rating. But the Toyota RAV4 Hybrid tops it in fuel economy, the Honda CR-V Hybrid tops it for space, the Hyundai Tucson Hybrid tops it for style, and the Mazda CX-50 tops it for driving fun. The Subaru Forester Hybrid offers a different personality, even if its numbers aren't always tops-in-class, Regardless, all of the compact hybrid SUVs offer a combination of fuel efficiency, utility and comfort that's hard to resist. And a couple are even fun-to-drive.
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