As a pioneering spirit still exists in North America and there are far fewer barriers to land access, designing an SUV for that market assumes a number of key requirements. However, cheaper fuel and a predilection for bigger petrol engines do not really work for British buyers.
Normally, American-designed and built motorcars are not popular on our roads, because they tend not to be engineered for our roads, or even the off-roads. However ‘downsizing’ is also the current thinking across the Atlantic, where Ford produces the very competent Edge model that is actually only slightly bigger than the popular Kuga.
While I still regard the archetypal 4x4 as being a vehicle designed for purpose, market forces are such that the two-wheel-drive alternatives have proliferated. Ford already has the EcoSport and aforementioned Kuga, both selling well and serving the needs of small and medium sector requirements respectively. However, the firm has been missing out on the larger segment offering, which Edge satisfies and is available in AWD form only.
Dimensionally, apart from feeling from the driver’s seat like a full-size SUV, the Edge is closer to some of the Orient’s larger offerings, such as the Lexus RX, and possesses that edgy impression of a vehicle the size of a Land Rover Discovery Sport. Naturally, the driver needs to be aware of the greater length and width, especially when tackling typical British country lanes, even though the Edge disguises its size most successfully.
As such, it feels no different to many other large SUVs sold in the UK, which is a major compliment to Ford and its design efforts. Thanks to its coupe-like styling, while it possesses a distinctive family-look and slots very easily into Ford’s current European line-up, it is inevitable that ‘market pricing’ weighs into play and the car tips the scales from £35,195 in Titanium trim, with the sporty ST-Line (as pictured) at £38,345 and the even pricier Vignale version at £40,445. If you desire an automatic gearbox, add a further £2,250 (*prices not including any FCD discount).
The Edge has been a genuine success story since its arrival a couple of years ago. Being able to dip into its international parts bins, ensures that it is equipped to counter any competitive forces and the car feels very similar to other Ford models in dashboard layout and trim materials used.
It is a big car. It is also a spacious car. It incorporates all of Ford’s latest technology and it looks the part, which means that most UK ‘Blue Oval’ fans will feel an affinity towards it. The build integrity is fine and the overall quality of the interior trim is up to typical Ford volume standards, which means that everything is readily serviceable and durable.
The seats and door cards of the ST-Line alternatives include the cloth and Alcantara (suede-like material) that highlights the comfort in ST models elsewhere in Ford’s line-up. The cabin creates an exceedingly comfortable environment and, as already outlined, it is both roomy and features plenty of ‘toys’ for most drivers to play with, from the touch-screen, to the adaptive steering. Of course, a raft of safety addenda, including Active City Stop with pedestrian protection, lane discipline and blind-spot recognition ensures that the Edge complies with European thinking.
Beneath the bonnet, the Edge line-up relies on two power versions of the same engine and a choice of manual, or Ford’s Powershift automatic transmissions. Interestingly, the 206bhp version, although essentially identical to the 177bhp, 2.0-litre turbo-diesel unit, is boosted by twin turbochargers and obtains the auto-box; the less punchy version receives the 6-speed manual.
Tipping the scales at 1,913kgs kerb weight, places the less potent unit under additional strain, despite ready access to an excellent 295lbs ft of torque (331lbs ft for the more potent engine), a factor that might influence a buying decision, especially if towing a caravan is on the cards. Yet, an on-paper 0-60mph acceleration time of 9.6 seconds (9.1s for the twin-turbo version) suggests that it is not a slouch. Its stated top speed of 124mph (131mph) was not possible for me to confirm, although the Edge’s overall gearing suggests that it is eminently feasible.
More importantly, the tried and trusted diesel power unit returns an impressive 48.7mpg on the Official Combined test cycle, with either engine. Driven a bit harder than it would be on the test rig, I managed to obtain 44.5mpg on a particularly gruelling route across the Pennines, although I believe that most owners will be contented with an average in the region of 40mpg. Its CO2 rating of 149g/km (152g/km) equates to £200 annual VED, with the 206bhp version demanding £500, as it dips unfortunately into the next band rating. Once again, care should be taken, when deciding which engine choice is considered as more desirable.
While I am unable to confirm the US market suspension set-up, it is abundantly clear that a firmer set-up has been devised for cars destined for our shores. The Edge handles with a satisfying balance between sportiness and comfort. As with all cars of this class, both spring and damper settings are compromises and, while body-roll is well controlled, on some surfaces the ride can be a little firm. Yet, the steering effort is pleasant and dynamic responses are positive. The active-4WD system apportions torque to whichever axle needs it, without driver intervention, which means that it satisfies the majority of soft-roading requirements and the demands of climatic conditions.
