By Russ Heaps
Clanging Bell

(July 30, 2018) To say I'm a little ambivalent about the 2018 Ford EcoSport wouldn't be stretching the truth. On one hand, it actually handles relatively well for a CUV. On the other, it accelerates with all the urgency of a street sweeper, even with its larger 2-liter engine. I find its styling somewhat underwhelming, as well, but looks are subjective. Does anyone really care what I think about the design? I'm still wearing stone-washed jeans for crying out loud.

Apparently Ford decided it needed to plant its flag in the small CUV segment in the U.S., where it had been noticeably absent. Rather than investing a lot in developing one with a focus on U.S. tastes, it instead turned to a small CUV it was already building and selling in assorted markets around the world. In fact, it is the second generation of a vehicle created for the Brazilian market. Ah, that explains its shopping cart-size wheels.

EcoSport isn't breaking any sales records, but it is selling; so, there are plenty of folks who find it appealing. If I was a, inner-city dweller who was more interested in connectivity and infotainment than get-up-and-go, I might be more enthusiastic. But, when even Consumer Reports mentions the lackluster acceleration, it may be an issue Ford should address on the next go around. 

You can slide into an EcoSport for as little as $20,990, including factory delivery, for the FWD S. At the top of the heap is the SES at $27,875. In between are the $23,995 SE and the $26,875 Titanium. Adding AWD to the S, SE or Titanium will tack between $1,450 and $1,595 (which also includes the 2-liter engine) to the bottom line, depending on the grade. AWD and the 2L are standard on the SES. My test EcoSport was an AWD Titanium.

All but the SES come standard with the 123-horsepower 1-liter EcoBoost 3-cylinder turbocharged engine, producing 125 lb-ft of peak torque. For the lower grades, the larger 166-hp 2-liter 4-cylinder engine and AWD are tied together as an option package. Generating 149 lb-ft of torque, the 2L isn't exactly robust. Things could be worse. Thankfully Ford resisted tying either of these engines to a CVT. Both depend on a 6-speed automatic transmission to pass along engine production to the wheels.

This is a vehicle earmarked for urban use. In that setting, with its stop-and-go traffic, EcoSport's performance shouldn't be much of an issue. Even the larger 4-banger, however, struggles a bit when you ask too much of it on the expressway. Fuel economy isn't as impressive as it might be. Government estimates put the 1L at 27 miles per gallon in the city and 29 mpg on the highway. Stepping up to the 2L and AWD, the city number falls to 23 mpg, while the highway remains the same.

Where EcoSport is surprisingly impressive is in its ride and handling. Light on its feet, it corners smartly and goes where it's pointed. Short, even for its class, this CUV delivers a comfortable ride for a vehicle with a skateboard-length wheelbase. It does a decent job of soaking up pavement imperfections.

Inside, EcoSport's cabin can hold its own within its segment. Fit and finish is fine. There is lots of plastic, but that's expected in this class. The seats are sufficiently comfortable. Rear-seat legroom is stingy, but there's a fair amount of space (21 cu ft behind the second-row) revealed when you open the side-hinged rear cargo door. With the split 60/40 rear seat folded that space grows to about 50 cubic feet.

Playing to the gotta-be-connected set, Ford has graced even the entry-level S grade with a touchscreen, two USB ports and Bluetooth connectivity. Beginning with the SE, the touchscreen grows in size (6.5-in) and the Sync 3 interface is standard, along with Apple CarPlay and Android Auto. An 8-in touchscreen and a 110-volt household-type outlet, which are standard on the Titanium, are optional on SE.

Sadly many popular driver-assist/safety technologies like lane-departure warning/lane-keep assist or emergency braking aren't available regardless the trim level. However, optional on the SE and standard on the two top grades is blind-spot monitoring with rear cross-traffic alert.

For the audience EcoSport targets, it will get the job done. There is no “wow” factor, but it's a decent little CUV that is neither the worst nor the best in the segment. In the growing small CUV class, mid pack is plenty good enough to rack up some sales.