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2007 ford edge interior7/27/2023 Standard on all Edges is AdvanceTrac with RSC, unique in its use of a gyroscopic sensor to monitor both vehicle yaw and roll motions. Our test vehicle's composure was enhanced by an all-wheel-drive system capable of anticipating traction loss and transferring torque rearward as needed, up to 100 percent, according to Ford. Severe washboard stretches can provoke an impromptu dance step or two, but for the most part, the Edge is about as composed and responsive as 2.3 tons of tallish SUV can be. With subframe-mounted front struts, a multilink rear, and anti-roll bars fore-and-aft, the Edge smoothes lumpy pavement as well as dirt-road nastiness without feeling squishy. High chassis rigidity and a long wheelbase equal good ride quality, another edge for the Edge. On the other hand, at 75.8 inches wide, the Edge is wider than the Freestyle.Īlthough the wheelbase is one of the longest in this mid-size class, the chassis is exceptionally stiff. The wheelbase, for example, measures 111.2 inches, although overall length 185.7 inches is shorter than the Fusion by 4.5 inches. Hardware: As noted, there's front-wheel-drive Mazda 6/Ford Fusion skeletal heritage in this vehicle's foundation, albeit expanded for a much different task. But if you modify your dynamic expectations, the Edge delivers responses that are quite respectable for a vehicle in this size class. The idea that a vehicle weighing more than two tons, with eight inches of ground clearance and a 67.2-inch roofline, can prance around like a mid-size sedan is like expecting a bear to learn tap dance. We've been hearing the same carlike drivability mantra since Chrysler's first minivan back in 1984. Unibodies the car's body, floor pan, and chassis form a single structure can provide higher structural rigidity, lower curb weights, and dynamics that are more like passenger cars than the trucklike responses of body-on-frame SUVs. Whoa, Nellie!Īs noted, the Edge is a unibody design, universal among today's passenger cars and de rigueur for crossovers. Elements of the sedan's architecture were baked into the CUV's unibody, although of course the Edge is taller, wider, and substantially heavier: our loaded SEL Plus test vehicle scaled in at 4528 pounds. The Fusion allusion isn't random, either. They're the vehicles the Edge development team seeks to compete with. The Murano and the Highlander are not chance comparators here. And it makes the Toyota Highlander look like a wallflower. The front fascia, with its Fusion-esque bright three-bar grille, may not be quite as eye grabbing as the jack-o'-lantern grin on the Nissan Murano, but it's distinctive, as well as more attractive. The facial issue is pertinent, because it's an element that gives the Edge some edge. Does it have the right stuff to help Ford steer clear of the shoals? Or is it just another face in a fast-growing crowd? Ford simply can't afford any more losers or even ho-hums like the Five Hundred sedan and Freestyle SUV.Īgainst this ominous backdrop, here's the Ford Edge, a new crossover utility vehicle (CUV). But more important, it will take vehicles that capture the eyes, imagination, and disposable income of folks out there in consumerdom. It will take cost-cutting, belt-tightening, and other measures that you could predict. But it will take more than hope to keep the corporate ship off the rocks. Like many companies, Ford is no stranger to dire economic straits or looking for signs of hope in a bleak future.
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