Among these trim levels, there are three engines, each with its own fuel-efficiency rating. The current version of the Edge comes in four trim levels, the base SE, the midrange SEL and Titanium, and the range-topping Sport trim. Turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionĨ-speed automatic with manual shifting modeīrakes (F/R): 13.6-in vented disc/12.Understanding the Ford Edge gas mileage statistics means understanding the different options available in this vehicle. Ford's improvements for 2019 keep the Edge relatively competitive for now, but the clock is ticking for the Blue Oval to bring this mid-sizer back into step with its hotly contested class.įront-engine, all-wheel-drive, 5-passenger, 4-door hatchback It's spacious and refined, and it performs decently well, although it is beginning to show its age in a class now populated by a number of fresher designs. The Edge remains Ford's best five-passenger SUV. At the test track, it stuck to the skidpad with 0.83 g of grip and stopped from 70 mph in 183 feet, neither figure being anything to brag about. It can still keep a decent pace, but it's no longer fun to drive, and the experience doesn't inspire confidence. The steering gets numb, the suspension begins to feel severely underdamped, and the SUV's brakes are easily cooked. Hustle the Edge beyond six-tenths on a twisty mountain road, though, and its dynamics begin to fall apart. There is some impact harshness over larger pavement imperfections, but the light and quick steering allows the Edge to be placed fairly precisely on the road. The 2.0-liter is well isolated from the cabin, even at wide-open throttle, and the ride is generally supple and comfortable. Thanks in part to acoustically insulating side glass up front, the interior is exceptionally quiet. Those times are only quick enough to land the regular Edge midpack among its peers. The Edge reaches 60 mph in 6.8 seconds and covers a quarter-mile in 15.3 seconds at 91 mph-roughly a second behind the figures we recorded for the new Edge ST. There's plenty of thrust, and the Edge has a calm, relaxed demeanor we came to appreciate during regular cruising. With 280 lb-ft of torque peaking at 3000 rpm, the Edge's turbo four doesn't feel overly taxed by the SUV's porky 4357 pounds. And the Titanium didn't fare much better on our 75-mph highway-fuel-economy test, where it returned 25 mpg, 3 mpg short of its EPA rating. However, Ford's EcoBoost engines are notorious for drinking like big-block V-8s when you drive with a heavy right foot, and we are guilty as charged, officer: We averaged just 16 mpg while exercising our test car for 550 miles. All-wheel-drive 2.0-liter models get EPA estimates of 21 mpg city and 28 highway. The eight-speed's advantages are further enhanced with the transmission’s Sport mode, activated via a button in the center of the shift knob, which helps it hang on to lower gears longer.įuel-economy estimates improve slightly from last year as well. Shift action is smooth, and the additional ratios notably improve around-town response and acceleration, even if the tuning can be a little slow to initiate downshifts. All-wheel-drive models also get paddle shifters (not as common in this class as they should be) that help the driver to manage the excellent new eight-speed gearbox. All other Edge models (SE, SEL, and Titanium) come only with a 250-hp turbocharged 2.0-liter inline-four engine that offers plenty of torque off idle and revs happily to its 6500-rpm redline, all while producing extremely little noise inside the cabin.įront-wheel drive is standard on four-cylinder models, but all-wheel drive is available for an additional $1995. It replaces the previous Sport model and is the only version powered by a twin-turbo 2.7-liter V-6. Headlining the 2019 Edge is the new 335-hp all-wheel-drive ST model, which is the first SUV from the engineers at Ford Performance. Seat comfort, however, is a mark in the plus column. The Edge's instrumentation is also showing its age, with a central analog speedometer set between two small, difficult-to-read digital displays, one of which can be configured to show a tiny tachometer that we often had to squint to decipher. Otherwise the SUV's interior is unchanged and feeling a bit dated, thanks to its deep dash, thick pillars, and small-diameter steering wheel. The knurled dial functions with a satisfying heft, and it does save some space, but the true upside is no longer needing to select park before exiting the vehicle the onboard computer does it for you when you turn off the engine. Inside, Ford has also redesigned the SUV's center console, replacing its traditional shift lever with the rotary unit from the Fusion sedan.
0 Comments
Leave a Reply. |
Details
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |