EDGE GOING GLOBAL
Ford’s stylish 2015 made- in- Canada model will be sold in Europe
The latest Ford Edge, which is built in Oakville, Ont., is going global — it will be shipped to Europe for the first time. It’s all new from its tires up and, as before, it will be offered in SE and SEL models, along with the new top- of- the- line Titanium and the really intriguing Sport AWD.
The new look is crisper, with better overall proportions than the outgoing model — it has a much bolder front facade and the underpinnings to back up its more aggressive look and available 21- inch wheels.
It now rides on a derivative of the Fusion platform, which means the wheelbase grows by 25 millimetres, while the overall length is up by 99 mm. This brings more interior space and an increase in cargo capacity — 198 litres more behind the secondrow seats.
More important, the new platform is 26 per cent stiffer in bending and 14 per cent better torsionally, which gives a noticeably better base for the reworked suspension. It also brings better comfort and, more importantly, improved handling.
The Sports model takes its name to heart by adopting 15 per cent stiffer anti- roll bars and 10 per cent stiffer springs. The tweaks were immediately noticeable on the drive, but did not come at the expense of ride comfort; it remained composed when traversing rough pavement.
The steering setup is now elec- trically assisted. More significant is the adaptive steering found in the Sport. Ford’s take on “adaptive” places an electric motor between the steering wheel and the steering rack. Rather than the driver physically turning the front wheels, it’s the motor that determines the amount of wheel movement based on the driver’s input. This gives it a variable ratio, markedly better on- centre feel and fewer turns lock- to- lock when parking.
For the worrywarts: If there is a glitch, the system automatically locks the steering wheel to the shaft, which brings back normal steering.
This feature will be available on the Edge later this year when its platform- mate, the Lincoln MKX, is launched.
The handling is also better because of its electronic aids. AdvanceTrac brings roll- stability control and curve control. The latter recognizes when the Edge is driven into a corner with too much speed — it backs out of the throttle and uses all four brakes to get the speed down in a controlled manner.
Finally, there is a brake- based torque- vectoring system, which improved the turn- in and response. All in all, it gave the Edge, well, some welcome edge in the handling department.
The latest Edge will be Ford’s first vehicle with a standard EcoBoost engine line up.
The SE, SEL and Titanium arrive with a new 2.0- litre turbocharged four- cylinder. It produces a healthy 245 horsepower and 275 pound- feet of torque.
On the test route, it drove very nicely and never felt like it was labouring. It also delivered a surprising burst of speed when called upon. For most potential owners this will be more than enough engine.
The Sport earns a larger 2.7L turbocharged V6, which bumps the outputs to 315 hp and 350 lb.- ft. of torque. It really does add a great deal to the Edge’s driving dynamics, racing effortlessly from rest to 100 km/ h in 6.2 seconds. It also brought a much stronger mid- range, which is important if the Edge is loaded with riders and/ or cargo.
For those not into turbo technology a 3.5L V6 engine is available on all models except Sport. It puts out 280 hp and 250 lb.- ft. of torque.
One plus is all engines are now available with all- wheel drive — a big deal, as 75 per cent of the Edges sold in Canada employ it. On the test route, the “intelligent” system remained unobtrusive and eliminated wheelspin when the larger EcoBoost engine was putting its muscle to use.
All engines are mated with a six- speed automatic transmission with paddle shifters. The paddles are now active in drive, which means the driver can downshift without messing with the shifter. If left alone after a downshift in Drive, the transmission reverts to automatic operation. There is also a Sport mode, which holds the gears longer.
Inside, the Edge is impeccably finished with very nice materials and first- rate fit and finish — all imparting an upscale look and feel.
It is also packed with new technologies: An available forwardfacing camera gives a 180- degree view of the area ahead and there is a standard backup camera. The neat part is when the driver washes the windshield, the camera is hosed down at the same time. That way, the lens is clean whenever it’s needed.
Another improvement is found in the “enhanced” parking system, which not only parallel parks, it
The handling and performance take a marked step forward — a quantum leap in the case of the Sport — as do the quality of the interior and the level of available technology.
can now park perpendicular to the curb. It also features a new pullout system that eases the Edge out of its parking space. Many self- park systems require the driver to maintain a snail- like pace or the system shuts down; Ford’s system is rocket fast by comparison. Lane- keep assist, adaptive cruise control and forward- collision warning are also available.
There is no question the second- generation Edge is better in every area. The handling and performance take a marked step forward — a quantum leap in the case of the Sport — as do the quality of the interior and the level of available technology.
The larger dimensions suggest there should be a seven- seat option, but there is not, unless you go to China, where a sevenseater will be available. That could handicap the Edge, given the number of vehicles already that allow six adults to go out in one ride rather than two.
The new Ford Edge is priced at $ 31,999 for the SE front- wheeldrive model, while the SEL comes in at $ 35,099. The Edge tops out at $ 39,199 for the Titanium. All- wheel drive adds $ 2,000 in all cases. The more intriguing Sport AWD commands $ 45,199.