NASHVILLE, TENN.—Ford of Canada is hoping to build on its Canadian success story by revamping the Ford Edge, which has sold 400,000 vehicles since its introduction in 2006. The 2011 edition is considerably updated with new styling and engines, and tons of technology — perhaps a little too much, depending on how distracted you want to be while you’re driving. Previously offered only with a 3.5 L V6, the new Edge offers three engines. A new-and-improved 3.5 L V6 in the SE, SEL and Limited lines is the requisite more-power/less-fuel model over the outgoing one. Thanks to advanced variable valve timing, it produces 285 hp and 253 lb.-ft. of torque, an additional 20 horses over the outgoing engine. The Sport, which was simply a trim package for 2010, now carries a 3.7 L V6, shared with Mustang, making 305 ponies and 280 lb.-ft. of torque. The third engine, coming next year, will be a four-cylinder EcoBoost, using a small turbocharger to produce bigger-engine power with smaller-engine fuel consumption. MSRP pricing starts at $27,999 for the SE, in front-wheel-drive only. The mid-line SEL is $33,999 in front-wheel and $35,999 for an all-wheel system, which runs primarily as a front-driver but can send all of its power to the rear wheels, if necessary, when it senses slippage. The Limited is $37,799 (FWD) and $39,799 (AWD), while the Sport, in all-wheel only, is $43,499. The SE is $2,500 less than it was in 2010, but it’s still only $2,000 under the larger, three-row Flex. I’m guessing it’ll do well nevertheless: not everyone needs three rows, and while I’m smitten, not everyone likes Flex’s squared-off styling. Almost half of all Edges are sold to women, and overall, customers say its looks are the Number 1 reason for buying it. The overall shape is still there — the platform is unchanged from 2010 — but with new hood, front fenders, fascia, and front and rear lighting, plus a much larger chrome grille. On the Sport, the grille is black — shiny “tuxedo” black, as was firmly pointed out to me, when I initially thought it might be an unchromed base model. (The SE does, indeed, share the chrome one.) The black grille matches the black accents on the Sport’s massive 22-inch wheels and it looks pretty slick on an all-black Edge, but on other colours, I think it looks like . . . well, like an unchromed base model. I have no hesitation about the inside, many miles ahead of the plain, plastic-heavy version it replaces. The lovely “waterfall” centre stack is a riff on Volvo’s — Ford used to own that company — but with a little more storage space under it. The seats are very comfortable, with plenty of room both in the front and rear chairs. The back ones fold completely flat, as does the front passenger seat, enough for eight feet of lumber. The outgoing Edge was a good driver, and the new one’s even better. Most of my time was in front-wheel versions of the Limited and SEL. Ford had mapped winding roads for the route, but heavy rain put a damper on spirited driving, and besides, this isn’t a sports car. Instead, it’s a firmly-planted, smooth-riding, quiet-cabin piece of machinery that will be equally at home on long trips or running errands. The Edge is also the Lincoln MKX, and it should be interesting to see how the company can make it any more luxurious: the Ford’s ride compares favourably to more expensive nameplates. The most notable improvement is the brakes, which were soft and squishy in the outgoing Edge. The new model has larger rotors, borrowed from Flex, plus new calipers and improved friction material. The wheels are also slightly wider than the old model, for improved stability and braking. I didn’t get much time in the Sport — an earlier group grabbed those — but a quick trip around the block revealed snappy acceleration, a sweet exhaust rumble, and firmer ride that wasn’t as harsh as expected, given the 22-inch rollers. (They look fantastic, but prep your wallet at tire replacement time.) The technology is Ford’s big news here, and there’s lots of it. The instrument cluster is a version of the LCD display introduced on the Fusion Hybrid. Gone are Edge’s four dials, replaced with a large speedometer flanked by full-colour information screens, which you access via steering wheel-mounted controls. One has traditional information, such as fuel consumption and trip computer, while the other connects you to the infotainment selections. You can also do that via the centre stack controls, or by talking to the car, which recognizes some 10,000 commands. MyFord Touch, debuting on the Edge, uses colour coding on the corners of the centre stack touch-screen to indicate climate control, stereo, navigation or phone controls. It’s easier to see, although not always easier to use: rather than a simple seat heater button, you must find the right screen or tell the car to turn them on. On my SEL, the centre stack buttons were tiny nubs that you lightly touch for climate control and stereo — although I’m not clear why I need a button and, centimetres above, a redundant touch-screen control for the same thing. With the Sony audio system, the nubs are replaced with a flat touch panel: simply brush your finger near the touch-sensitive controls. It can be a little too sensitive, especially when road bumps sent my fingers too far over. I used to praise Ford for its big, simple control buttons. Now, unless you only use the voice commands, there’s a lot of distraction when driving. It’s all tied to Ford Sync, the all-in-one connectivity system, which not only lets you hook up phones and iPods, but can now even turn the Edge into a wi-fi hot spot once a USB broadband card is plugged in. So far, a downloadable turn-by-turn navigation feature isn’t available in Canada, nor do we get stock market prices and horoscopes sent to the screen as American drivers can. Aquarius: today you will spend too much time looking at your dash instead of the truck coming at you . . . But the geegaws aside — and yes, I know Ford adds them because people want them, even if I don’t always approve — the company has done quite the job redesigning a vehicle that was already pretty good. It might not be too long — Edges are arriving now — before the workers in Oakville chalk up a half-million on that assembly line. Travel was provided freelance auto reviewer Jil McIntosh by the automaker. jil@ca.inter.net 2011 Ford Edge PRICE: $27,999-$43,499 ENGINE: 3.5 L V6, 3.7 L V6 POWER: 3.5 L 285 hp/253 lb.-ft.; 3.7 L 305 hp/280 lb.-ft. FUEL ECONOMY: 3.5 FWD city 11.2 (25 mpg), hwy. 7.4 (38 mpg); 3.7 L FWD city 12.2 (23 mpg), hwy 8.8 (32 mpg) COMPETITION: Chevrolet Equinox, Dodge Journey, GMC Terrain, Honda Crosstour, Hyundai Santa Fe, Kia Sorento, Mazda CX-7, Mitsubishi Outlander, Nissan Murano, Subaru Outback, Suzuki Grand Vitara, Toyota Venza, Volkswagen Tiguan, Volvo XC60 WHAT’S BEST: Great ride, improved brakes, handsome interior WHAT’S WORST: Do we really need so many techno-gadgets? WHAT’S INTERESTING: Hidden grille opening maintains aerodynamics while improving engine cooling |