The rear seatbacks (split 60/40) fold easily once the seat cushions are flipped forward. A removable false floor can be positioned higher-lining up with the folded seatbacks and making for a shallow, hidden stowage area underneath-or lower, adding a couple of inches to the cargo-area height. For reference, a Honda HR-V has about 15 percent greater cargo volume. The EcoSport’s cargo hold is accessed via a side-hinged door (the release is hidden in the right taillight) and offers a class-competitive 21 cubic feet behind the rear seats and 50 cubic feet with the seatbacks folded. LOWS: Tight back seat, modest power, drinks gas like a bigger SUV. It’s part of a simple dashboard with straightforward controls. The screen’s swipe and pinch-to-zoom functionality are intuitive, and yet there are welcome knobs for volume and tuning. The 8.0-inch touchscreen with haptic feedback looks good, and the home screen is able to display audio and phone info simultaneously with a map. The SES cabin has a bit more personality, with copper-colored trim and copper stripes on the seats. The interior finishes on our Titanium-spec example were unremarkable-acceptable, not overly cheap. Forward-collision warning, automated emergency braking, and lane-departure warning are not on the menu for any of the four trim levels. It’s also the only model to come standard with the four-cylinder engine and all-wheel drive they’re optional on the other trim levels for $1500. The $27,735 SES skips the fancy audio system and swaps in cloth-and-leather seats, shift paddles, and the firmer suspension. For $26,735, the Titanium includes most of the SE’s optional equipment, along with leather and a Bang & Olufsen sound system. Optional on the SE are blind-spot monitoring, rear cross-traffic alert, an 8.0-inch touchscreen with navigation, 17-inch wheels, a heated steering wheel, and Sync Connect with apps and a Wi-Fi hotspot.
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The SE, at $23,900, adds a raft of equipment including a power sunroof, automatic climate control, proximity entry, push-button start, satellite radio, a power driver’s seat, heated front seats, roof rails, rear parking sensors, a 6.5-inch touchscreen, and Sync 3 with Apple CarPlay and Android Auto connectivity. At a starting price of $20,990, the base S is modestly equipped, with a backup camera, two USB ports, and a basic version of Sync-and, curiously, it’s the only variant where you can get a jaunty, rear-mounted spare tire ($185). The EcoSport’s feature content is about midpack. Even buyers who are going small don’t necessarily want to skip the niceties or the latest technology. Of course, engaging driving dynamics generally are not a high priority in this segment instead, these vehicles are far more about versatility and features. There is a firmer chassis setup that comes standard on the SES model, which we did not drive. The wee SUV simply goes where you point it, and of course it’s a cinch to maneuver in tight confines. Although there’s nothing energetic about the EcoSport’s responses, they’re not particularly sluggish, either. The suspension manages a reasonable degree of body control, and the steering weights up appropriately once you get beyond parking-lot speeds. On our example, 17-inch wheels were wrapped with 205/50R-17 tires, and their forgiving, all-purpose nature no doubt helped take the edge off bumps. The EcoSport’s decent ride is a pleasant surprise in a vehicle with such a short wheelbase. A couple of additional gears in the automatic no doubt would help the EcoSport on the highway. Looked at another way, with the same 1.0-liter/automatic combination as the front-drive EcoSport, the Ford Focus returns the same 27 mpg city but 38 mpg on the highway, a whopping 9 mpg better. And the front-drive, 1.5-liter Escape actually beats the EcoSport on the highway (with 30 mpg), although it’s 4 mpg lower in the city. The much larger Escape with a 1.5-liter turbo four and all-wheel drive is just 1 mpg behind the all-wheel-drive EcoSport in both measures. With the four-cylinder and all-wheel drive, the city figure drops to 23 mpg while the highway number stays the same. Its most economical powertrain, the turbo three with front-drive, can’t break 30 mpg on the highway: EPA ratings are 29 mpg highway and 27 city. Despite the engine’s small displacement and the EcoSport’s diminutive size, when it comes time to belly up to the gas pump, the EcoSport drinks like the big(ger) boys.
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