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San Diego, CA – For more than 50 years in Canada, the Ford F-Series has held top spot in pickup truck sales and a decade as leader of all vehicle sales. Ford may have a full lineup of sedans (at least for now), CUVs and SUVs, but no option below its bread-and-butter F-150 since the mid-size Ford Ranger's North American discontinuation after 2011.

For 2019, that all changes with the resurrection of the Ford Ranger that re-enters the fray full of a new and refreshed crop of compact pickups including the segment-leading Toyota Tacoma, Chevrolet Colorado and GMC Canyon, as well as an upcoming Jeep Gladiator.

The all-new 2019 Ranger utilizes plenty of attributes from its top-selling F-Series sibling. Its appearance alone resembles that of a smaller F-150 with all the bells and whistles in the form of aluminum, modern technology, and a decent amount of towing and payload for the weekend warrior type. Heavy on-the-job towing and transporting will need an F-150, but for many consumers, a little of this and a little of that is all that's needed, and that's where the Ranger thrives.

Ford simplifies buying process

Buying a pickup can be an arduous process between trim, engine and bed choices. For the Ranger, it's rather simplified through three trim levels (XL, XLT, Lariat), two cab styles (SuperCab and SuperCrew) and only one engine (2.3-litre EcoBoost four-cylinder) and drivetrain (four-wheel drive) option. It's all the same in the U.S., except for the more entry-level, but rarely-purchased 4x2 offering.
 
The two-door SuperCab is the only option for the XL trim with a six-foot bed; while the top-of-the-line Lariat only comes in the foor-door SuperCrew featuring a five-foot bed. The middle-tier XLT can be purchased in either configuration. Once the basic trim and cab preferences have been made, different appearance packages are offered per trim such as Sport, Chrome and an FX4 off-roader to spruce your truck up.

As aforementioned, powering every Ranger is a turbocharged, 2.3-litre EcoBoost inline-four engine with auto start/stop technology rated at 270 hp and 310 lb-ft of torque. It's matched to a 10-speed automatic transmission that sports a fuel efficient rating of 11.8 L/100 km in the city and 9.8 L/100 km on the highway.

It doesn't boast torque numbers like other V6s in the market, and Ford's perfectly fine with that, as the Ranger caters to a different type of consumer not solely concerned by torque and towing numbers. Rather, it concerns itself with being more lightweight, quieter and easy-to-drive, as well as being filled with innovative safety technology previously not seen as applicable to the truck buyer.

Fun to toss around

Ford set us off-the-beaten path in a mud, hills and water playground outside of San Diego to get a feel for what the Ranger is capable of. There were payload and towing exercises as well – it can tow to a maximum of 7,500 lb. (3,400 kg) and 1,650 lb (748 kg) of payload depending on cab choice – but the true test would be in how well it did in playing hard.

Given the lower torque figure, the Ranger surprised in quickly getting off-the-line and swinging around some corners. An off-road course was set up not as a slow crawl, but one that be taken at a more vigorous pace with the FX4 off-road package featuring an electronically controlled limited-slip differential, a Terrain Management system with Trail Control, front tow hooks, skid plate protection, additional clearance, and larger all-terrain tires with more tread.

Four-wheel-drive and a mud/ruts drive mode would keep traction in check, as the Ranger powered down on slick, muddy terrain in an effortless fashion. For hills and valleys, Trail Control was executed at over 6 km/h (a feature also found in the Raptor) where no brake or throttle input was needed. Simply take control of the steering wheel and let the advanced technology do the rest. The Ranger glided down hills and across a few bumps without any rackety sounds typically found in pickups. The whole process was calm and relaxed, a state of mind that's appreciated when off-roading.

What separates the Raptor from its competition even further is the utilization of Trail Control in either 2-Hi, 4-Lo, or 4-Hi, compared to the Tacoma that can only be done in 4-Lo. It's also more modernized through being digitally precise on its speeds that can be increased in increments of 0.5 km/h. The Tacoma, on the other hand, only has a gauge of low-to-high without exact speed figures. When tested, it only seemed to top out at a slow 2-3 km/h, along with plenty of noise.

Smooth drive on regular roads

The best complement you can give a pickup, especially a mid-size, is that it drives like an SUV. For the typical non-truck driver, that's exactly what this Ranger does; something that should appeal to its potentially new truck customer base. On top of that, it comes with exceptional fuel economy that was tested during mostly highway driving to a tune of 9.9 L/100 km.

Much like the off-roading exercises, the Ranger moves with gusto on regular roads that can be enhanced even further through sport mode on its gear shift. The 10-speed transmission shifts seamlessly in either direction, except for under harsh braking. Pumping of the brakes were needed on a few occasions, bringing the Ranger to a more choppy halt.

Steering is precise with some body roll that can be expected from any pickup. As lengthy as the Ranger is, its size isn't felt on turns and surprisingly, not even on three-point-turns. That same small truck feel was evident while parking, an area that could be a deterrent for many non-traditional truck buyers.

Interior is a bit hit-and-miss

Inside, there's a great deal of technology including Waze integration with Sync 3 infotainment, Apple CarPlay and Android Auto, Wi-Fi hotspot connectivity, and a host of advanced safety technology. Unfortunately, many of those don't come standard and are found from the XLT trim and up.

As advanced and smooth as the Ranger's technology and four-cylinder engine are, its interior space doesn't seem to reflect its whole. It all feels very pedestrian and like many other Ford SUVs and sedans, and that's not the feeling one should get in a brand new product. There needs to be some advancements made, whether that's in the touchscreen, materials, or overall look, which seem to not add much to the pickup's excitement. Luckily, its comfortable seating may make you forget about owning that unique look with an 8-way power driver and passenger seating in the front row with added heating on XLT trim.

Coming in early 2019

The growing mid-size truck segment is seeing a surge of sales and new customers, and the highly-anticipated Ranger should fare well and grab plenty of attention through its cutting-edge looks, modernized technology comforts and aids, smooth ride, and exceptional towing and payload.

The 2019 Ford Ranger will be on sale in early 2019. It comes at a starting price of $30,969 for the XL SuperCab, topping out before any appearance packages at $42,289 for the Lariat SuperCrew.

San Francisco, CA – A sharp left from Columbus Ave onto Chestnut Street past the Bimbo's 365 Club. Shoot downhill on Taylor Street for three blocks getting some air, before a screeching left onto Filbert Street.

Car fanatics can easily detect these San Francisco roads made famous from the iconic car chase scene in the 1968 Bullitt flick featuring Steve McQueen and his Highland Green Mustang GT 390 fastback. Now, 50 years since the movie release, Ford has turned many dreams into reality by honouring that Academy Award winning movie (well, for best film editing) with a new 2019 Mustang Bullitt. It's the third time Ford has payed homage to the timeless elements of Bullitt, but this incarnation is by far its best.

For a price of $57,525 with only one option of Recaro seats for an additional $1,800, Canadians can receive their very own Dark Highland Green (also available in Shadow Black) Mustang Bullitt and head down to San Francisco and feel like McQueen's character Frank Bullitt and re-enact the same scenes that's been replayed religiously in their heads for decades.

It might all sound crazy, perhaps a little gimmicky, but that's exactly what I did on this first drive program, minus the Dodge Charger chase vehicle and at lesser speeds than 160 km/h as in the movie scene. A grin can still be seen on my face, not to mention all of the smiles from Taylor Street onlookers, and there were many. Doing this first hand, was enough to see how perfect this car is to a generation with money to spend.

Power hungry

In this day and age, and especially in the state of California, performance vehicles have taken a back seat to electrification. But the excitement and stares simply by seeing the new Mustang Bullitt, show another scene altogether filled with love and desire for more of that powerful roar and throttle blimp shooting out from its 5.0-litre V8 delivering a total of 480 hp and 420 lb-ft of torque.

The 2019 Bullitt is a rear-wheel drive masterpiece based off of the Mustang GT with a few added bumps in performance and a top speed of 262 km/h with help from an open air induction system, Shelby GT350 intake manifold and a larger 87 millimetre throttle body that ups hp by 20, although torque remains the same. Canadians receive all the other goose-bumpy details as standard equipment: performance powertrain control module calibration, GT performance package suspension, six-piston red Brembo front brakes, Michelin Pilot summer performance tires, Torsen limited-slip differential and NitroPlate black exhaust tips.

Those distinct exhaust notes lay the foundation for the drive channelled through an exclusive six-speed manual transmission managed by a spectacular white cue-ball shift knob design with rev matching capabilities. On this drive, that gear shift was worked to a frenzy and the Bullitt responded quickly with some extra grunts especially on downshifts, just in case other drivers failed to notice this masterpiece. When pushed, it moves ahead with full force aiming for that redline without much turbo lag thanks to more torque early on making the drive a pure bliss experience filled with all counts of aggression: performance-related, audio enhanced, body swaying from within the cockpit, and reactive fists from nearby Tesla owners.

Unlike the car chase scene, this Mustang Bullitt stays balanced and composed with help from a unique MagneRide damping system. A few bumps were naturally felt, but on most occasions the fastback glided over bumps with smooth precision adjusting well to the varying road conditions. It's clearly wider than most cars on the road and looks very nose heavy, but it unexpectedly manages to navigate through tight bends and narrow roads albeit without exact precision.

It's one thing to have a fun and spirited drive, but Ford has added an Active Valve Performance Exhaust with Quiet time for those moments when you don't want to disrupt your neighbours in the morning. That system is class-exclusive allowing the driver to control the volume of its exhaust. On the flip side, it has Sport-plus, Track and Drag modes for those other times when you want to set it loose.

Minimalist touches 

To stay true to the era of Bullitt, Ford put minimal design features on this iconic car. No Ford logo can be found throughout its exterior including a badge-less honeycomb grille with chrome surround. Outside of the Mustang logo on its 19-inch machined-faced aluminum wheels, its rear has the only badging, a circular Bullitt logo in the centre representing a fake gas cap. Having nothing on the front seems odd, but in this day and age its refreshing; while the Bullitt touch on its trunk is the perfect signature touch that makes it oh-so-cool.

Inside, more Bullitt touches include its logo on the steering wheel and a unique serial number above its dash. Green stitching runs through the dash adding a nice subtle touch, as everything else on the inside loses some lustre by looking like any other Ford vehicle. Keep in mind that if you choose the optional Recaro seats, those don't come heated or ventilated as found in the standard leather package.

Technology is well represented with a 12-inch digital LCD instrument cluster and Sync 3 with easy-to-use and responsive buttons along with Apple CarPlay and Android Auto connectivity. As you switch drive modes, the instrument cluster changes its look with a more '60s feel incorporating large and blocky fonts. Other technology highlights include Blind Spot Information System with Cross-Traffic Alert and B&O Play premium audio system with 12 speakers.

Verdict

The 2019 Mustang Bullitt is special in nature. Unlike other vehicle launches, consumers will flock to this one for the car's nostalgia of a time gone by where people wanted to simply hit the open road. With the Bullitt, they can have a little of Steve McQueen in them.

However, all of this comes at a cost. Mustangs are typically sold for its low price tag starting below $30K. As aforementioned, the Bullitt cost $57,525 with the closest Mustang, the GT Premium Fastback, starting at $42,279.

Is it worth the extra shekels? That's totally up to you. If you have the expendable income and are a fan of the movie, car chase, Steve McQueen, or simply owning something unique, you won't regret this decision. I'm sure those San Francisco onlookers are still talking about the Bullitt they saw shooting down Taylor Street.

St. John's, NL – The long-awaited arrival of Ford's latest and smallest utility vehicle, the 2018 EcoSport was only fitting given the Blue Oval's recent announcement for future products mainly to focus on SUVs and trucks.

As consumers look for that little extra height and interior space, Ford's new strategy will immediately come into play with the EcoSport that rings in as Ford's new entry-level offering, slotting below the compact Escape.

However, there's one inherent drawback: the EcoSport may be new to North America, but like the Nissan Qashqai, it's been around in other global regions since 2003. Now in its second-generation that began in 2012, followed by a design enhancement in 2016, the EcoSport enters a highly competitive segment that features the Honda HR-V, Mazda CX-3, Jeep Renegade, Chevrolet Trax, all-new Hyundai Kona and upcoming Nissan Kicks.

Ford is definitely late to this subcompact party, but there's no telling how much stronger this segment will still get. Perhaps, it's just the start, and it's typically better to be a part of something than not at all. A true representation of its capabilities towards Ford's future strategy will only be realized after a full generational change, so we will have to wait-and-see how that all plays out.

Regardless of all this strategy and history talk, we were eager to test out the EcoSport's present capabilities with four trim levels and two engine choices. The setting couldn't be better in picturesque St. John's, Newfoundland and Labrador.

Perfect for city dwellers

The words 'utility vehicle' get thrown around for subcompacts, but the EcoSport resembles more of a hatchback than crossover even though it can tow up to 2,000 pounds. Its length (4,097 mm) and height (1,654 mm) are the most noticeable, especially parked beside another SUV, but that's also what makes it a great city dweller. With 2,580 litres of passenger volume, the EcoSport is able to make the most out of very little with plenty of style thanks to its bold hexagonal front grille and hawk-ish sweeping headlights.

The EcoSport puts you at ease in urban environments allowing for easy navigation through narrow streets and fitting in tough parking spots where available. Front passengers will enjoy reasonable headroom and legroom while sitting in comfort, as well as ample storage capacity behind the second row (592 litres) featuring a flip and fold method and a swing gate trunk. The same comfortable drive isn't transferred to rear occupants, as that area is more geared for children, teenagers, or groceries. 

Like most subcompact crossovers, the EcoSport is targeting a more youthful, technology-driven and active consumer that's hoping for plenty of value. Ford checks all of those boxes by making available from its volume SE trim (starting at $25,099) its Ford's Sync 3 infotainment system that can be upgraded from 6.5- to 8-inches, Apple Car Play and Android Auto, heated front seats, moonroof, two fast charging USB ports, and leather-wrapped steering wheel and shift knob. If that's not enough, there's enough space to store a bicycle and it possesses a handy cargo management system underneath to store valuables.

Many of these extras speak to a younger generation, but its styling could use more of a modern touch and that's because it is a bit outdated. In time, the EcoSport's interior design should be up to speed as in the Kona.

For now, occupants will have to deal with a more basic, uninspiring look that's at least easy to understand, responsive and offers more premium-type luxuries that include leather seating, active safety technology, B&O play sound system and 4G LTE Wi-Fi as you move up the trim line.

The 1.0L can get the job done

Ford makes consumer choice simple with two engine offerings specifically linked to the drivetrain setup: a turbocharged, 1.0-litre three-cylinder EcoBoost for front-wheel drive vehicles and a 2.0-litre direct-injected four-cylinder for the intelligent four-wheel drive option. These cannot be interchanged, so make your choice based on need.

Throughout the coastal drive on the narrow highways of the Irish Loop around the Avalon Peninsula of southeastern Newfoundland, it was the 1.0-litre that came across as the smoother ride. You wouldn't know it with its paltry 123 hp and 125 lb-ft of torque, but it did its job without much trouble. Sure, it has moments of feeling underpowered, but it even managed to climb up the steep incline to Signal Hill overlooking St. John's. And yes, for you history buffs including my driving partner on this day who repeatedly told this story, Signal Hill is the location of the first transatlantic wireless communication by Guglielmo Marconi to England.

Overall, the 1.0-litre handled throttle actions quickly, steering actions precisely, and felt more at ease working in conjunction with its six-speed automatic gearbox. Surprisingly, it jetted off-the-line in a calm and quiet manner, as long as it wasn't pushed beyond its limits. Once up to speed, the smaller engine remained steady for a relaxed ride that could keep up with the rest of traffic. 

The same could not be said for the more powerful 2.0-litre unit with 166 hp and 149 lb-ft of torque. The 2.0-litre drive was sluggish to react and simply felt disconnected with the gearbox. The one thing it excelled in was staying balanced with minimal body roll. For a subcompact, all-wheel drive isn't a necessity consumers are shopping for and if you can live without it, it's an easy decision to opt for the $2,500 cheaper 1.0-litre unit.

If a smoother ride doesn't changer your mind, exceptional fuel economy might. The smaller engine achieves a fuel economy rating of 8.6 L/100 km in the city and 8.1 L/100 km on the highway that I managed to demolish with an incredible 6.9 L/100 km combined. The 2.0-litre unit rates at 10.2 L/100 km in the city and 8.0 L/100 km on the highway.

Summary

The 2018 Ford EcoSport may be late to the party, but it's a welcomed addition to its subcompact crossover  segment that's able to handle its own versus plenty of competition. Is it the best looking? Probably not. Is it the largest in its class? Definitely not. Is it the most powerful? No, once again. Is it the cheapest? Nope, once again.

It might all sound negative, but the EcoSport just happens to do all of the above very well making it an overall intriguing choice. At a starting price of $22,099, the EcoSport provides you with plenty of technology, interior space and smooth performance in its 1.0-litre EcoBoost. Can you imagine what a brand new EcoSport would be like? Only time will tell how far Ford can go in this subcompact space.

Dearborn, MI – Regardless which automaker, there's a typical response to any automotive question in regards to the future, “we don't talk about future products.” Well, this day in Dearborn was slightly different, as Ford did just that in a Ford Uncovered event, that provided a sneak peek of what's to come from the Blue Oval.

The biggest takeaway from the event was Ford's push away from cars with heavy investments being made towards trucks and SUVs. Given the recent record of sales in the light truck segment, this news was far from shocking, but the extreme changeover was.

“Trucks and utilities – including their electrified versions – are going to be almost 90 percent of the volume,” explains Jim Farley, “Trucks and utilities – including their electrified versions – are going to be almost 90 percent of the volume,” explains Jim Farley, executive vice president, Global Markets, Ford Motor Company.

By 2020, 86 percent of the Ford business will deal with trucks, SUVs and commercial vans that will see three quarters of its current vehicle portfolio turned over, reducing the average showroom age from 5.7 years down to to 3.3 years.

“Trucks and utilities are going to fuel our growth and profitability,” adds Farley.

We weren't told which sedans will be extinct by 2020, but Ford will add a host of all-new SUVs over the next few years that include the Ranger, Bronco and another unnamed off-road utility specialist. The off-road vehicles will aim to be that weekend warrior of adventure. Farley pointed to the Ford F-150 Raptor as an inspiration for these vehicles with comfort found both at on-road high speeds and in the sand.

That's not to mean performance won't play a role in the future of Ford. Farley confirmed that the Explorer ST will soon be unveiled, along with an all-new Mustang Shelby GT500 that should set the horsepower bar pretty high.

Ford takes aim at Toyota for hybrid lead

Profits received from its SUV and truck business – F-Series accounted for $41 billion in 2017 alone – will allow Ford to invest more heavily into its other big venture: hybrids. The hybrid push will serve a dual purpose of contributing to carbon dioxide emissions, as well as assisting customers versus potential higher gas prices in the future.

Farley explained that Ford's current status as the No. 2 in global hybrid sales is expected to become No. 1 by 2021. Ford plans to add a conventional or plug-in hybrid to all of its high-volume sellers including the iconic Mustang and the Ford F-Series, the best-selling vehicle in Canada for 52 consecutive years.

“Hybrids are not just an engine alternative. We will have it in our Mustangs and F-150s that will help in performance and low-end torque, respectively. You have to offer hybrids on mainstream products and that's what will get Ford to No. 1.”

Hybrids will play a big part of Ford's future plans, but that doesn't mean pure battery electrics are out of the mix. Farley hinted at an unnamed four-door utility “with the rebel soul of a Mustang.”

Future of connectivity

Technology will be another major driving force of automotive change and Ford wants to be a leader in that department by equipping all of its vehicles with standard high-speed 4G LTE by the end of 2019.

Other automakers already offer up Wi-Fi, but a major benefit for all customers will come in 2020 with over-the-air software updates. This will allow every customer to possess the latest software, enhancing their existing vehicle in the process.

Lastly, another plan for 2020 will bring a suite of advanced driver-assist technologies called Co-Pilot360 to almost every Ford car, truck and SUV. It will be standard equipment that will include automatic emergency braking for vehicles and pedestrians, blind spot monitoring, lane keeping assist, backup camera and auto high-beams.

Notre-Dame-de-la-Merci, QC – Depending on where you live, winters in Canada can be harsh with snow- and ice-covered roads to tackle on everyday commutes. 2017 has taken that a step further as piles of snow have touched down across the country from the west to east coast.

Some may see this cold and snowy weather as a negative, but there's another side to this coin, and that's how much fun you can have in it. Snowboarding or tobogganing are always great choices, but Ford had a different plan in mind, and that was to show off two very distinct vehicles in its production line – the Ford F-150 Raptor pickup and the Ford Focus RS.

The Raptor and Focus RS are high-performance variants, and Ford wanted a host of journalists to see how well they can tackle the snow, ice and even muddy tracks of the Mecaglisse Motorsport Complex, a few hours north of Montreal.

Both products were fitted with winter foot gear: BFGoodrich All-Terrain T/A KO2s for the Raptor and Michelin Pilot Alpin PA4s for the RS, which switched to studded tires for a closed-course off-road session.

The all-conquering Ford F-150 Raptor

The Raptor is all about conquering various terrain, and the ice and snow of Mecaglisse would be no exception. To fully test the truck out, a street and off-road trail section were set up. We won't get too much into the street portion, as it did its business in routine fashion. The few takeaways were a quieter ride than expected, as well as a smooth transition of gear changes up and down its new 10-speed unit. Outside of that, it charged through the snow and handled those skinny roads gracefully. When needing to back out or make a three-point turn, it was still as challenging as any truck would be.

The true test came down to the off-road trail that was littered with icy patches and a splashy mud pit. With its 3.5-litre EcoBoost V-6 engine producing 450 hp and 510 lb.-ft. of torque – increased numbers from the outgoing V-8 – the Raptor had no issues getting going; it was just a matter of staying on track.

Most of the time, staying balanced on ice has more to do with the driver than the vehicle. If the driver understands the proper techniques of lifting and accelerating when necessary to gain traction, the truck will do the proper work. However, all of that was achieved with once again, a smooth determination that stayed relatively balanced and comfortable at all times. There was no bouncing, sliding or vibrating around the cockpit, leading to a composed ride that felt lighter, thanks to a weight savings of 227 kg from the use of military grade, aluminum alloy for the body and high strength steel for the frame.

The driver's decisions could be key in any icy situation, but it was the Raptor that cut through those divots like a champ, especially the mud pit. With exceptional ground clearance and absorbent FOX Racing Shox under the chassis that stiffen the suspension, the Raptor powered through without any damage to the underbody. We even put it in Sport mode on the second run, and the same results were achieved at a quicker pace.

Slip and sliding with the Focus RS

The Ford Focus RS was made for extreme conditions. Perhaps, Ford had in mind some race tracks and rally courses littered with pavement and dirt, but the icy and drift-worthy track of Mecaglisse fits right in. The combination of the RS' 2.3-litre EcoBoost inline-four that produces an impressive 350 hp and 350 lb.-ft. of torque, a standard six-speed manual gearbox, and an all-wheel-drive (AWD) system with torque vectoring, makes for one eventful day in a hot hatch.

On this particular day, we wouldn't be testing out its straight line speed; rather we would see first hand its handling prowess, stability, braking abilities and pure fun factor. Just like the Raptor, the Focus RS handled a different closed off course with ease. Its twin-scroll turbocharger assisted on initial acceleration which quickly responded and pushed ahead, never getting bogged down in the snow. Furthermore, it was able to stop in a quick fashion when needed.

There are four drive modes: Normal, Sport, Track and Drift, but drift would be the only option on this day. The most notable moment was around an icy circle without any traction. The RS slid its way tippy-toeing at first and then gradually finding traction on the outside snow in pure drift style. Much of this balance is due to the AWD and torque vectoring that can send 70 of its engine power to its rear wheels, and 100 percent of that to either side, eliminating any understeer. The system works in such a rapid pace through the monitoring of multiple vehicle sensors 100 times per second.

Conclusion

It's rare for the Ford F-150 Raptor and Focus RS to come together at one event, but this true winter test showed the extreme capabilities of both variant products. The Raptor and Focus RS stayed balanced and wanting more, and the best part about it was, you knew both machines could be pushed even further.

The starting prices of $48,418 for the Focus RS and $68,399 for the Raptor won't be the cheapest out there, but that's what makes them variants. This was only a winter test, but if they can be so smooth and effective in these situations, can you imagine what both are capable of the rest of the time?

We check out the all new 2018 Ford Mustang. The Mustang's closest competitors are:

- Dodge Challenger
- Chevrolet Camaro

We check out the all new 2018 Ford Expedition at the Canadian International Auto Show in Toronto. This full-size SUV exchanges its heavy duty image for a more crossover-like appearance. The Expedition's closest competitors include:

- Chevrolet Tahoe
- GMC Yukon
- Nissan Armada

We check out the all new 2018 Ford EcoSport at the Canadian International Auto Show in Toronto. Popular in other markets, Ford has decided to bring this subcompact SUV to the North American market. The Ecosport's closest competitors are:

- Mazda CX3
- Honda HR-V
- Nissan Qashqai
- Toyota C-HR