Mild refinements continue for the 2020 Ford Edge Tested: 2019 Edge Titanium AWD
While it doesn’t seem possible, the Ford Edge debuted over a decade ago (MY 2008 to be exact). The first gen was based on the Ford CD3 platform, shared with the first-gen Ford Fusion, Mazda CX-9, and first and second generation Mazda6 and Lincoln MKX. The Mazda CX-9 grew to become a larger 3-seat CUV (after the Ford-Mazda divorce) to rival the Ford Explorer, and the Fusion became a major player in the mid-size sedan market (though it may be cancelled after the 2020 model year). Whereas the Mazda6 is a cut above the rest in driving dynamics, it’s still trying to find its niche among the competition. The MKX has morphed into the 2019 Lincoln Nautilus, a viable luxury mid-size crossover to compete head-to-head with the Cadillac CT-5, Infiniti QX-50, Acura MDX, Audi Q5, and the gold standard Lexus RX series.
The Edge is assembled in Ontario, Canada, at Ford's Oakville assembly plant. The current model sits on Ford’s CD4 platform. The Edge is considerably larger than Ford's compact Escape but smaller than the three-row Explorer (both are all-new for 2020), so it fits comfortably within the segment that includes the Nissan Murano, Mazda CX-5, Hyundai Santa Fe, Kia Sorrento, and the long-in-the-tooth Dodge Journey, as well as the Chevrolet Blazer, reintroduced for 2019.
A handful of modest changes for 2019 included a freshened appearance with a broader grille (which matches Ford’s latest motif), updated front and rear bumpers, new wheel designs, and revised headlamps and taillights. The appearance of our Burgundy Velvet Edge Titanium AWD wore beefy 20-inch wheels instead of the standard 19s.
More important, all 2019/2020 Edge models, including the entry-level SE, are offered standard with an eight-speed automatic transmission in place of the previous six-speed, as well as Ford’s Co-Pilot360 suite of driver-assistance features. Every model in the lineup receives automated emergency braking, lane-keeping assist, blind-spot monitoring, and automatic high-beam headlamps. The extensive $4,150 Equipment Group 301A on our $48,210 tester includes evasive steering assist, adaptive cruise control, and enhanced park assist along with a panoramic sunroof and additional luxuries.
Inside, Ford redesigned the SUV's center console, replacing its traditional shift lever with the rotary unit from the Fusion. While the dial saves some valuable real estate, the true upside is that it no longer needs to select park before turning off the engine; the onboard computer does it for you. Otherwise the SUV's interior is unchanged and feels a bit dated, thanks to its deep dash, thick pillars, and small-diameter steering wheel.
One of the things I’m not impressed with is Ford’s instrumentation. The Edge's cluster is also showing its age, with a central digital analog speedometer set between two small, difficult-to-read digital displays. I often had to squint to decipher the tiny tachometer. Seat comfort, especially with the Titanium’s leather appointments, is a mark in the plus column, not to mention the expansive panoramic glass moonroof.
Fuel economy estimates are improved slightly from last year. All-wheel-drive 2.0-liter models get EPA estimates of 21 mpg city and 28 highway. However, Ford's EcoBoost engines are notorious for drinking like big-block V-8s when you drive with a heavy right foot, and I’m guilty as charged. I averaged just 16 mpg while navigating it through its city/highway economy limits. And it didn't fare much better on the 75-mph highway test, where it returned 25 mpg, 3 mpg short of its EPA rating.
With 280 lb.-ft of torque peaking at 3,000 rpm, the Edge's turbo four doesn't feel overly taxed by the sport-ute’s 4,357 girth. There's plenty of thrust, and the Edge has a calm, relaxed demeanor which I came to appreciate, especially during cruising speed. The interior is exceptionally quiet, thanks in part to acoustically insulating side glass up front. The 2.0-liter is well isolated from the cabin, even at wide-open throttle, and the ride is generally supple and comfortable. There is some impact harshness over larger pavement imperfections, but the light and quick steering allows the Edge to be placed precisely on the road.
As long in the tooth as the Edge is, it remains a top seller for Ford, along with the Escape and Explorer. It's spacious and refined and it performs well, although showing its age in a class now populated by several fresher designs. Ford's improvements for 2019 have kept the Edge relatively competitive, waiting for the next generation to make its debut. The good news is that there may be plenty of opportunity to purchase the 2019 model at a far more attractive end-of-year discount.
The New Edge ST
Headlining the 2019 Edge is the new 335-hp ST model, which is the first SUV from the engineers at Ford Performance. It replaces the previous Sport model and is the only version powered by a twin-turbo 2.7-liter V-6. 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 very little noise. Front-wheel drive is standard on four-cylinder models, but all-wheel drive is available for an additional $1,995. 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. 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. 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.
