Automotive

2017 Ford Escape SE 4WD 2.0L Review

Small SUVs and crossovers are the hottest segment in America and here’s one families will want to check out. Ford gave the popular Escape crossover some updates for 2017, and we saw why families should take a look. It offers refreshed styling, sporty handling, and upgraded power.

Recently, we drove the 2017 Ford Escape SE 4WD, with the newly-modified 2.0-liter turbocharged engine.

What’s New For 2017

The 2017 Ford Escape gets freshened with revised front styling, some minor interior improvements, and a newly available 1.5-liter four-cylinder engine. The modified 2.0-liter engine makes a bit more power. There are also new available infotainment and safety features for 2017.

Features & Options

We drove the 2017 Ford Escape SE 4WD 2.0L ($26,850) that came with a new engine, nicer wheels, and a ten-way power-adjustable driver’s seat. It also came standard with 17-inch alloy wheels, foglights, a keyless entry keypad, rear privacy glass, dual-zone automatic climate control, steering-wheel-mounted paddle shifters, rear air vents, a rear center armrest, and satellite radio.

Optional Packages

The SE Technology package ($1,395) added LED daytime running lights, roof rails, rear parking sensors, a 110-volt household-style power outlet, the upgraded Sync 3 technology interface (including an 8-inch touchscreen), a nine-speaker sound system with dual USB ports, and blind-spot monitoring with rear cross-traffic alert. The SE Leather Comfort package ($1,595) added leather upholstery and heated front seats.

The EcoBoost 2.0-liter turbo engine added $1,295. Also available is a hands-free power lift gate ($495).

Total MSRP of our tester, including destination: $33,020.

Interior Highlights

The upgraded leather seats may seem like a luxury, but we can’t speak highly enough of this optional feature. The front seats are so comfy, you will think you are in your family room recliner, they are that soft. The rest of the interior is stylish and modern with a two-tone color scheme. There’s lots of soft-touch materials throughout and the quality is first rate for a non-luxury crossover.

The Escape features Ford’s Sync Connect, enabling remote access to the car’s functions via smartphone. The sound system, climate control, and other vehicle systems are easy to understand and use, unlike many new vehicle technologies.

There’s a generous amount of space inside, considering the raked roofline that can limit headroom. Rear headroom is surprisingly good, and even though Ford says the Escape is a five-seater, there’s realistically just enough space for two adults to fit comfortably. When you need extra cargo room, the seats fold flat easily with a convenient handle located on the side of the rear seat. Folded flat, there is 68 cubic feet of cargo space.

Engine & Fuel Mileage Specs

This Escape tester came with the optional 2.0-liter turbocharged four-cylinder engine, developing 245 horsepower and 275 lb-ft. of torque. It comes mated to a 6-speed automatic transmission that sends power to all four wheels.

With all-wheel-drive, it gets an EPA estimated 20/27 city/highway and 23 combined.

Driving Dynamics

The Escape’s new EcoBoost 2.0-liter turbo is the engine to get in our opinion. It does cost an additional $1,295, but it’s worth it if you want a little extra performance. We drove through Colorado’s high-country, and the turbo makes quick work of the thin air. It had plenty of power as we continued up I-70 into the mountains west of Denver.

The Ford EcoBoost engine comes mated to a very capable 6-speed automatic transmission that is a fine match for the turbo’s extra power range. It has smooth shifts and is programmed for a good mix of acceleration and fuel mileage. We also had paddle shifters, making it more engaging for driving enthusiasts in the family.

We thought the Escape had engaging driving dynamics and was sportier than most small crossovers on the market, except for the Mazda3. The Escape offers up crisp steering, responsive handling, and good body control in the tight mountain corners. It delivered a smooth ride on the open road and soaked up the bumps easily. The available AWD is worth it if you live in cold climates too. It sends power from the front to rear wheels, up to 100 percent in either direction, where ever the traction is needed.

Conclusion

The 2017 Ford Escape is a capable family hauler and has the power needed for those weekend trips into the mountains. It offers a comfortable cabin and if you get the upgraded leather, it’s an especially comfortable ride. If you want a little extra power, get the 2.0-liter EcoBoost. You won’t be sorry.

Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy

2017 Ford Escape Gallery

We trust TrueCar.com to give us the best, up to date, and TRUE pricing of what people are really paying for their cars. Check them out for more research on this car:

2017 Ford Escape Official Site

Photos: Ford Motor Company

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2017 Audi R8 V10 Spyder: Tony Stark, Your New Car Is Ready

Audi’s R8, while not a benchmark, was a shot across the bow of a lot of other supercar makers. It offered a lot of tech, style, and performance for, relatively speaking here, not much cash. Now there’s a new R8 out there, and Audi has just shown off the drop-top Spyder variant.

I liked the original R8s. Although they did have their faults – rather heavy, bad on the top end, a tendency to understeer at the limit – they also had a lot of assets – tons of grip, fantastic acceleration, marvelous on the road presence.

The new car, whether coupe or drop top, seems to lose a bit of that on the road presence, and now looks much more like a generic supercar. Gone are the distinctive and unique side-blades – those finishing panels just aft of the doors made of either bare carbon fiber or sexy brushed aluminum – replaced with a side-blade-esque scoop.

Sigh . . . too bad you let go of your signature move, Audi.

The new grill is a tragedy. Lacking in proportion, and completely devoid of subtlety, the nose is a step backwards.

But other than that, it’s still an impressive car.

Tradition & Tactics

The Spyder (that is with a “y,” in the German tradition of naming convertibles) is essentially the same as the new R8 V10 Coupe, minus the roof. 540 horsepower and 398 lb-ft. of torque motivate the beast with great alacrity, making the new R8 Spyder faster and more powerful than its predecessor.

There’s the same lump sitting amidships as before (no, the engine, not you). This would be the naturally-aspirated 5.2-liter V10 and seven-speed S-tronic dual-clutch transmission as the R8 V10 Coupe. This would also be the same V10 plant found in (cough-cough) various and sundry Lamborghinis. Audi doesn’t like to play up the fact, but dropping the Lambo V10 into an R8 really makes the thing sing. An Italian dressed in a Hugo Boss suit, if you follow me. So Audi’s acquisition of Lamborghini flowed good things in both directions.

Lambo got better-than-abysmal quality, and Audi got a real honey of an engine.

Photo: Audi of America, Inc.

From The Top Down

The collapsible roof is made of lightweight cloth, keeping up with the growing trend of cloth replacing folding hardtops. I have a bit of a fetish for both convertibles and hardtops, so this trend strikes me as a bit retrograde, but my fetish has more to do with British cars and Pacific Northwest weather than any modern functionality. The current gen of folding soft tops seem to be fantastic.

If the day turns sunny, dropping the top is amazingly laid-back with this thing. Actuated by an electrohydraulic drive system, up to down or down to up takes you only 20 seconds. And, this is so cool, you can do it while on the roll, at speeds up to 31 mph. The roof itself weighs only 97 pounds, helping to keep the weight of the vehicle and center of gravity low (the main reasons for no folding hardtop). When you retract the top, it folds into a flat storage compartment over the engine.

Beyond the soft top, the 2017 Audi R8 Spyder is pretty much just like the coupe: light, tight, and handles right.

One of the car’s signature design elements is seen in the singleframe grille. It has a three dimensional honeycomb design and Anthracite Gray finish. Photo: Audi of America, Inc.

Sturdy Footing

Audi describes the new Spyder as having a “strong backbone” with its newly developed ASF aluminum and carbon fiber construction. Which is a jazzy way of saying this thing has the torsional rigidity of a steel I-beam and the weight of a bird bone. Like the previous R8s, the interior is all race car slick and driver focused; easy-to-operate controls and functions, including the fully digital Audi virtual cockpit that does away with traditional, mechanical gauges.

There’s no use to beating around the paddock about this: Audi makes no bones about the cross-pollination between the track and the street when it comes to the latest R8. Not only is there lots of racecourse derived stuff in the street version, the street version also forms the basis of the new R8 LMS GT3 racecar. Which Audi intends to mercilessly club its competition at places like Daytona and Le Mans and such.

Audi says the new R8 exemplifies an all-new application of the ASF lightweight chassis construction methods and uses a high percentage of carbon fiber materials. Aluminum components make up 80 percent of the chassis. Basically it’s shaped in a lattice structure that engineers then incorporate specific reinforcements into; the sills, A-posts, and windshield frame for example. This all adds up to the new Spyder being more than 50 percent stiffer than its predecessor.

All that rigidity is put to good use, thanks to the aforesaid 5.2-liter V10 engine and seven-speed S-tronic dual-clutch transmission. Yup, 540 horsepower and 398 lb-ft. of torque. Not shabby, but this car is also going up against things like the Ferrari 488 and Porsche GTS, so that’s actually a little on the low side. The V10 does rev like the business though, all the way up to an 8,700 rpm redline. This moves the R8 V10 Spyder from 0-60 mph in 3.5 seconds, one tenth faster than the previous generation.

Photo: Audi of America, Inc.

Suspension & Drive Systems

The S tronic dual-clutch transmission is fully integrated with the Audi drive select system. And there is a new launch control program that delivers “a heightened level of acceleration through precise engine speed and an automated clutch release,” according to Audi.

There is a double-wishbone design for both the front and rear suspension and the weight is kept low with forged aluminum control arms. If you’d like, you could tick the option box for the dynamic steering, which gives you a variable steering ratio based on vehicle speed and the Audi drive select adjustment. The less direct steering ratio facilitates more stability the faster you go, and at lower speeds, you get increased steering response and easier maneuvering.

The new R8 Spyder rides on an updated version of Audi’s groundbreaking quattro all-wheel drive system. The majority of torque is transmitted to the rear wheels, but under certain driving conditions, the Spyder has the ability to send up to 100 percent of all available torque to the front axle. You know, conditions like heavy rain and such. The front axle has a new electronically controlled hydraulic multi-plate clutch; torque vectoring, and full quattro integration within the Audi drive select system are also utilized.

There’s a whole slew of tech goodies: Wi-Fi hotspot, LED lights all around, heated 18-way power sport seats, standard Bang & Olufsen Sound System with enough speakers and wattage to make you feel like you’re driving a Grateful Dead concert, but . . .

Now we come to the bad news: $ 175,100, MSRP.

That is the starting price for all this droptop, high tech, go fast goodness. So you’re nearly over 200-large by the time you’re out the door. But you know, if you’re a prospective 2017 Audi R8 Spyder owner, you’re probably not concerned much about stuff like cost.

Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Audi of America, Inc.

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In Search Of Rosie: The Porsche 718 Cayman

England is not like California. In England rain is a tradition. We look to the skies and wonder what that bright orb is above our heads. Eventually we recall dim memories of something called the sun.

A couple of weeks ago, a little sun entered my life in the form of the latest version of the legendary Porsche Cayman, now designated with the number 718 in memory of a long-ago racing car. Unfortunately, the weather failed to play ball and was typically appalling.

I therefore am obliged to apologize for the dirty state of the car in some of my images.

We went searching for the origins of the famous book Cider with Rosie by the writer and poet Laurie Lee, and naturally it rained. The combination of road dirt and water soon reduced the metallic Graphite Blue paint to a dull gray. What it could not do was dampen our spirits. This car is very, very special.

What’s New

Porsche sports cars do not change, they evolve. We used to say the Cayman of old was the best driver’s car around yet the German brand seem capable of making the best even better. The version tested here is the basic 718. Change in the modern world is inevitable and downsizing is all the rage at the moment. Thus, in an effort to boost performance but reduce pollutants, the old flat-six engine has gone, replaced by the same new flat four-cylinder engines with turbocharging as is featured in the sibling 718 Boxster.

As a result, both coup and roadster have an identical engine output for the first time. The entry-level version (in the British market) starts with 296 horsepower from two liters of displacement. The faster S model delivers 346 horsepower with a displacement of 2.5 liters.

There are many other tweaks, including the styling, infotainment, and some suspension parts lifted from the GT4, but otherwise the 718 Cayman is the same as before, only different. The changes are subtle; the domed front wings, the neat Bi-Xenon light clusters, and the under-spoilers all add up to a convincing whole.

As ever with Porsche, the options that make the car this special cost extra. The basic car in the UK costs around £40,000 ($49,304) but with standard options, the tested vehicle retails at a mighty £53,605 ($66,074) although with your lighter taxation in the USA, American buyers may pay less.

Porsche 718 Cayman. Photo: DriveWrite Automotive.

Features & Options

The options on this car added approximately £14,000 ($17,256) to the base price. These are things you actually want so buyers might as well just accept this is the Porsche way, clench their buttocks and bank balances and ante up.

20-inch wheels painted gloss black: Check. Sports Chrono Package: Check. Navigation, GT steering wheel, Torque Vectoring: Check. Check. Check. The list goes on.

In fact, surprisingly, the only thing you don’t want is the Sports Exhaust System which will set you back about a grand and a half. Porsche’s of old had a sound of their own and anything that amplified that glorious auto symphony was welcome. Not any more.

Despite their best efforts, the 718 Cayman ticks over with a sort of flatulent bellow worthy of a low drinking den at closing time. It gets marginally better under performance but, let’s face it, a turbo-four is never going to reach those aural heights beloved of sports car drivers. Save your money and savor the quiet hum of German engineering at its best instead.

Interior Features

Our test car luxuriated in the presence of Sports Seats Plus (at extra cost, natch) that are part leather and part Sport-Tex cloth. Play around with the electrically adjustable seat and there it is – the perfect driving position. It is low and cossetting as it should be. The wheel is a delight to fondle and the pedals sit just right for some old-school heel and toe action if that’s your thing.

Although the PDK automatic gearboxes with flappy paddles are great (and make the car fractionally faster) it seems to me the six-speed manual gearbox is the way to go on this motor. It is crisp and notchy and even a novice driver should have no problem with finding the right ratio at the right time. Sublime.

Surround visibility isn’t great but the addition of reversing sensors eliminates potential parking pain. All the Bluetooth and infotainment options you need for great sounding tunes and the like is to hand on the 4.6-inch color screen; the navigation system is simple and effective.

If a long weekend away at a quiet romantic venue appeals, then there is no need to skimp on luggage. The space aft of the engine will take a decent sized overnight bag and the deep front well will swallow a carry-on suitcase, making the 718 a versatile companion. This is the only occasion when three won’t be a crowd.

The Oily Bits

Proper He-Man engines are in decline. Get over it. Move on and embrace our turbo-charged future. Porsche says on the combined overall cycle, this car should return 38 miles to the gallon. The trouble is, this sporting beauty is so damnably drivable that the truth is probably way below that, especially as 62 mph comes up in around five seconds. A parsimonious parson might achieve that lofty fuel figure but you won’t.

The two liter engine has an aluminum block and pistons, four valves per cylinder, and VarioCam Plus variable valve timing and lift, if these things matter to you, driving the rear wheels.

Stopping power is courtesy of 4-piston aluminum monobloc fixed calipers front and rear, with internally vented and cross-drilled discs. As I was obliged to prove at one point on the wet roads of Somerset, these well-modulated stoppers really work. I am less keen on the electrically controlled parking brake which is a touch inaccessible and takes a bit of getting used to.

Porsche 718 Cayman. Photo: Porsche Cars North America, Inc.

On The Road

Finally we reach the important part of the proceedings. We traveled to the village of Slad which is where the author Laurie Lee called home. The Slad Valley in which the village nestles forms the backdrop to Cider with Rosie. The winter weather did the scenery no favors, stripping bare the earth and trees, but it is plain to see that summer would soon transform it back into a bosky haven of rolling green, so fondly remembered by the writer.

We dined sumptuously in the ancient Woolpack Inn, a second home to the author, but it was the drive to and from that was the highlight of the day. In terms of their driving dynamics, the new 718 Cayman models follow in the tracks of the classic 718 cars, say Porsche. Thanks to their outstanding agility, the historic mid-engine sports cars won numerous races in the 1950s and 1960s, such as the Targa Florio and Le Mans.

Lateral rigidity and wheel tracking have been improved in the completely re-tuned chassis of the Porsche 718 Cayman. Springs and stabilizers have been designed to be firmer and the tuning of the shock absorbers has been revised.

The steering, which has been configured to be 10% more direct, enhances agility and, importantly, driving fun. The rear wheels, which are one-half of an inch wider than before, in combination with the redeveloped tires, result in an increased lateral force potential and hence in greater cornering stability.

Know what? It works well.

Second Thoughts

Wait! Belay that: it works brilliantly. The 718 Cayman is as wonderfully set up as ever it was. If you like cars simply for the pleasures of driving, it is as close to perfection as you can get. Inevitably, there’s a touch of turbo lag below 2000 rpm, but keep the revs higher and the torque feeds in smoothly and predictably. There’s plenty of mid-range punch and the engine is more than prepared to rev its socks off as required.

So many cars, so little time. Is this the best car I have EVER driven? I can’t say that for sure but what I can say is the Porsche 718 Cayman is one of the finest sports cars ever made. Even at the price quoted, it remains a tremendous value.

If you can, you should. I would.

Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

Porsche 718 Cayman Gallery

Photos: DriveWrite Automotive, Porsche Cars North America, Inc.

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Debate: Should You Use OEM Or Aftermarket Parts?

In today’s automotive world, consumers have more options than ever when it comes to car care and parts for performance and optimization. While parts from Original Equipment Manufacturers remain available for purists, aftermarket auto parts have seen a significant rise in popularity over the last several years, particularly with the mass availability from online retailers.

So how do you know which parts are right for you and your car?

By Definition

Let’s start by defining each of these terms. OEM (Original Equipment Manufacturer) parts are components from the same parts manufacturer who supplied the factory. Up until recently, these were only available at authorized dealerships. However, some of these brands are now available at other retail sources.

Aftermarket parts typically refer to components manufactured by competing companies. Some may be well-known brands, and others may not. These parts have long been available from traditional brick-and-mortar auto parts stores, but are now available from many online businesses.

Benefits of OEM Parts

An EXACT replacement. You are guaranteed the OEM part will be the exact same quality as the part you’re replacing, and will fit perfectly. They are also covered by the vehicle manufacturer. Most car manufacturers have a very good warranty on their replacement parts. That warranty is usually honored by any authorized dealership in the country, and if the dealer installed the part, the warranty usually includes labor.

OEM Considerations

Pricing. When purchased at a dealer, the OEM part is usually more expensive. There is also availability to consider. If your vehicle is a less-popular brand, authorized dealers may be more widely scattered. Dealers don’t always stock the part you need, and there may be a delay if it needs to be ordered.

Benefits of Aftermarket Parts

Choice. The aftermarket has responded to customer demand by providing a much broader choice than OEM. There are well-known aftermarket brands, including “OE equivalent,” as well as mass-market and lesser known brands.

Another benefit is pricing. In general, the aftermarket competes on price. Similar to what’s described above for choices and options, there will be different price levels. Those who desire the least expensive choice can usually find that in the aftermarket.

Bosch Premium Oil Filter. Photo: Bosch Auto Parts.

Aftermarket Considerations

Warranty. Depending on how long you plan to keep your car, the warranty period may be more important. If comparing two aftermarket parts, be sure to compare the warranty periods. Most well-known aftermarket suppliers provide a warranty close to, or even surpassing, the OEM warranty.

Quality is another important thing to consider. Years ago, it was presumed the quality of aftermarket parts was inferior to OEM parts.

That has changed as the aftermarket has improved to meet consumer demand. In fact, in some cases, large aftermarket businesses have manufactured replacement parts which improve upon known OEM weaknesses.

Bottom Line

If your vehicle is under warranty, or if the aftermarket does not offer the part you need, you have no choice but to obtain an OEM part from an authorized dealership. At the other extreme: if you own an old car (or a brand that has gone out of business), and there is no OEM choice, the aftermarket IS your only source for parts.

We recognize there are those consumers for whom only the OEM part will suffice. However, the aftermarket has improved its offerings across the board. There are OE equivalent brand names which have branched out to offer high-quality parts for all brands, not just the ones they originally supplied. At the same time, long-time aftermarket suppliers have worked to bring their quality up to, or exceeding, the OEM standard.

As the customer, there are important things to consider when choosing between OEM and aftermarket parts.

Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.

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