Besides the unique touch panel, the Sony audio system is worth the option price for its excellent audio quality. It produces very well-balanced sound through its 12 speakers. The highs come out clearly and the bass has some power to it, thanks to the system's 390 watts of amplification.
Listening to bass-heavy electronic tracks, we were amused to see the rearview mirror shake, yet did not hear any panel rattle. The bass was strong, but not particularly sharp. Similarly, with acoustic guitar tracks we could hear the strumming, but didn't catch the sound of individual strings that can be heard with some very high-definition systems. Although the system lacked some clarity, the overall warmth and balance made listening a pleasing experience.
As the Sport version of the 2011 Edge, our car had the biggest engine available, a 3.7-liter V-6. This engine, and the 3.5-liter V-6 in the lesser trim Edges, gets updated with the addition of twin variable cam timing over the more primitive previous 3.5-liter V-6. For our car's engine, that meant an output of 305 horsepower and 280 pound-feet of torque. This kind of power gets the Edge off and running quickly, and let us put on the power to pass slower traffic on two-lane highways.
More intriguing is the direct-injection turbocharged four-cylinder engine coming next year. Ford says this engine will have four-cylinder fuel economy and six-cylinder power.
As for our Edge's fuel economy, it was not great. EPA testing gives the Edge Sport 17 mpg city and 23 mpg highway. In our driving, much of it along two-lane highways, we came in at 17.3 mpg, on the low side of the car's range. If the new four-cylinder engine can come in substantially better than that, it will be worth the wait.
The previous Edge had a slightly rough feel to the drivetrain, but the 2011 model feels more refined, the engine and transmission seeming to work together with more precision. But like the previous generation, the 2011 Edge feels heavy behind the wheel.
The Edge Sport gets Ford's SelectShift six-speed automatic transmission, originally released on the Ford Taurus SHO last year. This transmission uses a torque converter, not a dual-clutch system, as in the Ford Fiesta, but it has been optimized to reduce power losses. It has a manual shift mode, controllable with paddle shifters. We found the manual shifts fairly snappy, taking less time than with most other automatic transmission manual modes we've tested.
Driving around town, the transmission remained subtle, getting its job done without fuss. On the freeway it let the engine run at low rpms, around 2,000 while cruising at 70 mph. When we put the pedal down to pass or just get some good acceleration on, the step down happened with a satisfactory quickness. However, the transmission does not have a sport automatic mode, and does not hold low gears aggressively.
Probably characteristic of the Sport-trimmed Edge, the suspension felt taut, constantly reacting to the road. Showing no softness, this suspension absorbed and damped out the road's bumps and grinds, but we could always feel it at work.
Our car had Ford's all-wheel-drive system, a trim level option. Because of the heavy feel of the Edge and its suburban nature, we didn't really thrash it in the corners, but driving over winding roads, it did seem to really scramble through the turns. The AWD system brought the back around, giving the car a rotational feel in the corners, which should minimize understeer.
Again, we didn't push it to the limits, but the car also showed nice stability and grip when turned. If a sports car had come by, we would have had to let it by, but as it was we were keeping up with and passing all other traffic.
This Edge came optioned with Ford's blind-spot detection system, which turns on lights in the mirrors when a car is in the Edge's blind spot. This system worked well in our testing, giving few false positives. As a new feature for Ford, the Edge has lane-change signaling. Press the turn signal stalk halfway, just short of its detent, and the turn signal flashes for a couple of seconds.
The MyFord Touch interface in the 2011 Ford Edge shows great initiative in design, and works very well for controlling the car's various infotainment applications. Exterior design changes, although subtle, take the Edge in a modern direction.
Sync forms the cornerstone of an excellent cabin tech package. As with its previous hard-drive-based navigation system, the new SD card system integrates with Sirius Travel Link for traffic, weather, and fuel prices. The Sony audio system comes standard on the Sport model, delivering very good sound from a variety of sources. Ford also makes adaptive cruise control available for the Edge.
The car's performance tech does not reach quite up to the standards of the design and cabin tech. The engine's variable cam timing may be new for Ford, but is not particularly new technology. But we do appreciate the refined transmission and the car's all-wheel-drive system. The upcoming direct-injection turbocharged four-cylinder will be a significant increase to the car's performance tech.
|Model||2011 Ford Edge|
|Power train||3.7-liter V-6, six-speed automatic transmission|
|EPA fuel economy||17 mpg city/23 mpg highway|
|Observed fuel economy||17.3 mpg|
|Navigation||Flash-memory-based with traffic|
|Bluetooth phone support||Standard with dial by name|
|Disc player||MP3-compatible single-CD player|
|MP3 player support||iPod, Zune, many others|
|Other digital audio||USB drive, Bluetooth streaming, SD card, auxiliary input, satellite radio, HD radio|
|Audio system||Sony 12-speaker 390-watt 5.1-channel surround sound|
|Driver aids||Adaptive cruise control, blind-spot detection, backup camera|
|Price as tested||$40,930|