2007 Ford Edge Review

Specifications

New 3.5L V6 and 6-Speed Auto Combo to Silence Critics Seeking More Blue-Oval Power

It would have been impossible to leave Detroits Cobo Hall arena after Ford introduced its new Edge crossover without feeling positive about the vehicles future. While the Dearborn-based automaker might remain soiled by a corporate quagmire of challenges that even its “Way Forward” plan doesnt seem to wholly address, its new products, led by the seven-seat Freestyle crossover, Fusion midsize sedan,  and Lincoln Zephyr luxury sedan, are just what is needed. The Edge, and its Lincoln MKX cousin, should make a big difference to the automakers revenues when they come on the market later this year, and I, for one, am certainly looking forward to getting behind the wheel of both.

The Edge is modeled after and rides atop the same chassis architecture as the top-selling Fusion, which cant hurt its chances, and theres little doubt that crossover buyers will find it any less attractive for their purposes as midsize sedan buyers are pulled toward the stylish new Ford sedan. It features similar vertically stacked headlights, but even more unique in their wrap-around design, while its triple-ribbed chrome grille has become the height of auto fashion. Its taut skin is elegantly simple in shape, capped off at the rear by two tidy clear-lens taillight clusters surrounding a raked, wide liftgate.

Its an attractive, athletic package, equally enticing on the inside. In top trim levels, cream-colored stitching highlights black leather seats and steering wheel, a fashionable combination that really makes the Fusion sedan, which also offers the same interior package, appear more expensive than it really is.

A satin-silver surfaced center stack protrudes out from the dash, making for easier an easier reach when sitting comfortably with the back nestled into the well bolstered front buckets. It houses an audio interface at top, or optional audio/nav system, with a row of ancillary buttons below that, including the trip computer, stability control defeat and hazard lights. Under these is the climate control system. All buttons are large, making them legible even in dim light, as well as easy to operate while wearing gloves - convenient in colder climes. Below the HVAC system is yet another row of buttons, following a black oval on silver trim motif.

The Edge is a five-occupant crossover, leaving prospective buyers who need more seats looking to the larger and more conservatively penned Freestyle which seats seven - a vehicle capable of hauling seven adult occupants in comfort, by the way.

When the Edge arrives in Ford showrooms later this year, Ford will have a three-CUV lineup, starting with the best-selling Escape, then the new model, and followed up with the popular Freestyle, resulting in more entries in the hottest new market segment than most rival entry-level automakers. And this speaks strongly for the blue-oval brands future profitability.

But talking profits while in Detroit, its hard not to think about the challenges the Big 3 faced only last year, General Motors and Ford especially, dealing with problems that havent gone away and therefore will continue to wreak havoc to the bottom line throughout 2006, and probably beyond. The massive tri-tower Renaissance Center, recently renovated with the addition of an elegant glass atrium looming over the Detroit River, is a constant reminder that bigger isnt necessarily better.

And while bigger (but ever-shrinking) GM, and a downsizing Ford often get lumped into the same discussion when describing whats wrong with the North American auto industry on the whole, their problems, at least when it comes to the products currently being offered, are very different.

The worlds largest automaker, largest at least until Japanese giant Toyota takes the lead sometime in the year future, is plagued with too many powertrain combinations driving too many different models being sold by too many different brands through too many independent dealers, which of course adds tremendous cost to what could otherwise be a much simpler lineup. Ford, on the other hand, hasnt given its buyers enough model and drivetrain choices, especially in its midsize car and crossover range. Up until recently it only offered potential buyers the stale-dated Taurus and well executed but somewhat bland looking Five Hundred in the sedan range, plus the impressive and, fortunately for Ford, extremely well received aforementioned Freestyle in the CUV segment. With only a single V6 available for all models, from entry-level blue-oval midsize vehicles to upscale Lincolns and Jaguars, the Duratec 30, an engine thats hardly new and not the most powerful in its various segments, is taxed beyond what most engines have to deliver.

Ford hopes to remedy this problem with its new Edge. Product launches arent any more important for a carmaker, not only because the stylish CUV is sure to attract the same younger, affluent buyer that are flocking to Ford showrooms to purchase its new Fusion sedan, but also because the debut marks the first new V6 engine since the Duratec 30 came to fruition, in 2.5-liter form, in the 1996 Contour, and then the following year in 3.0-liter guise under the hood of the Taurus - yes its already a decade old.

So its understandable why executives at Ford are getting a bit testy about their trusty old V6; not as much because of the engine itself but rather more so with every derogatory comment made by auto writers, ad nauseam, about it being underpowered and less refined than their beloved Accords and Camrys. Such execs, without doubt would rather us spout off the fact that it was the first domestic V6, and ahead of many imports as well, with 24-valve, DOHC technology in the entry-level segment. So, while sophisticated V6 engines with variable valve timing and cylinder-deactivation are now showing up in the midsize market, it only makes sense that todays introduction of an all-new 3.5-liter V6 will be music to those same Ford executives ears.

The new 3.5 boasts 250-horsepower at an estimated 6,250 rpm and 240 lb-ft of torque at 4,500 rpm, and comes mated to a front-drive configured in-house developed six-speed automatic - not the Aisin-derived six-speed auto currently used by the Five Hundred, Fusion, Mercury Montego and Lincoln Zephyr - but more on that in a minute. The engine is a 60-degree V, comprised of an aluminum block and heads, 4-valves per cylinder and DOHC technology, of course, plus intake variable camshaft timing.

“Our new 3.5-liter V6 is a key component in Fords global powertrain strategy, which is to provide what customers want, when they want it,” commented Barb Samardzich, Ford vice president of Powertrain Operations.  “This powertrain is an innovative solution to answering the call for better fuel efficiency, more refinement, more power and clean emissions, without any sacrifices.”

The engine, developed at the Beech Daly Technical Center in Dearborn, Michigan, a state of the art facility with some of the most advanced prototype development hardware the auto industry has to offer, some of which does not exist at any rival auto manufacturers facility, is set to be produced at the Lima Engine Plant, in Ohio. As expected, its an extremely sophisticated piece of engineering that will quickly elevate Fords street cred among V6 buyers.

A number of high-tech goodies make the new 3.5-liter V6 stand out in its class, such as cracked-powder metal connecting rods, a composite split plenum intake manifold, an electronic throttle body, high temperature cast aluminum pistons with low-friction coated skirts and low-tension rings, shimless bucket tappets, centrally located spark plugs, and more.

What will matter more to those less technically adept will be its low expected fuel consumption, PZEV capable emissions rating and hybrid adaptability. Ford wouldnt make a new engine that wasnt hybrid ready, being that it is the undisputed domestic leader in HEVs (although GM looks ready and willing to take over that spot), so expect more and more alternative powertrain vehicles featuring the automakers third generation hybrid transaxle to fill up the its three-brand lineup - 250,000 per year to be sold by 2010.

“The 3.5-liter V6 is capable of achieving PZEV certification by delivering low cold-start emissions and enabling rapid catalyst light-off, which is a significant accomplishment for a larger displacement V6 engine,” stated Tom McCarthy, engine systems manager for the 3.5-liter V6 engine program.

Ford confidently claims its high compression 3.5 is extremely smooth-running thanks to a low vibration valve-train, for one, plus reduced powertrain bending, a high-tech term for engine block stiffness, the result of a high pressure die casting method. It reportedly delivers great off-the-line acceleration and more than enough power during passing maneuvers. Fuel economy and emissions concerns have been addressed also, with special attention paid to reducing toxins during cold startup.

The six-speed automatic will do its share in improving performance and reducing fuel consumption and emissions too, and will do so, partially at least, by lowering the final drive ratio to 0.74:1. Takeoff is enhanced due to a low 4.48:1 first gear ratio, and thanks to having four cogs in between first and sixth, intervals on the way up through the gears should be smooth and quick, optimizing the engines power band at all times.

To put all this into a quantifiable perspective, the six-speed is expected to reduce fuel consumption by about seven percent, or in dollars and cents, about $3.50 for every 20-gallon fill.

Samardzich promises the new six-speed will deliver minimized shift hunting and optimized engine speed, while gear whine is said to be dramatically reduced resulting in “superior NVH characteristics”.

The electronically shift controlled transmission also features a variable displacement pump, which matches the amount of fluid that gets pushed through the transmission to driver demand, making it more efficient.

Ford also promises great towing characteristics, a regular request from its customer base.

The transmission was designed to be capable of 300-hp and 250 lb-ft of torque in its current configuration, but Samardzich promises it can be bolstered to handle more if necessary.

So, in effect, the unveiling of Fords new Edge is in fact a debut of three new blue-oval models, the CUV in question, the sophisticated new 3.5-liter V6, and an all-new state-of-the-art six-speed automatic transmission. To say this is a big day for Ford is an understatement, and depending on how the Edge is received, might spark the turnaround its been looking for.

Look for the new vertically stacked headlight clusters and three-ribbed chrome grille design language to appear on more Ford cars, crossover, SUVs, pickup trucks, and probably even the Freestar minivan in the near future, a move that in one fell swoop could revitalize interest in the brand and result in much higher revenues. Could profitability be that far away? Again, there are other factors that Ford is plagued with that will stand in the way of a complete turnaround, but it starts with delivering the right product to willing buyers, and so far it seems the Dearborn-based company is on track.

While there is much more to the new Edge than what has been covered in this preview, look to a future road test for more details.