Ford is revealing more about its vision for a new global small car family at Auto Guangzhou. Ford today revealed the second Verve Concept – a four-door notchback.
The dynamic Ford Verve Concept four-door notchback is a star of the fifth annual Guangzhou International Automobile Exhibition. The fact that Ford staged the global reveal of the four-door Verve Concept at Guangzhou signals the importance of Asia in Ford’s global plans.
Sporty and coupe-like, the Verve Concept notchback provides a very clear vision about Ford’s future small car design direction. The three-door hatchback Verve Concept was a star of the recent Frankfurt Motor Show in Europe, and it too is also under the spotlights at Guangzhou.
Ford will unveil the third and last Verve Concept in January at the North American International Auto Show in Detroit.
“With this new four-door Verve Concept, the picture of Ford's big plans for the small-car segment is becoming clearer,” said Phil Spender, Chief Operation Officer of Ford Motor (China) Ltd. “Our future small car is being developed as a global car. It will be designed in Europe, engineered in Germany and manufactured globally. These two Verve Concepts demonstrate how confident Ford is in its direction and its appeal to consumers here in China.”
Ford’s European design team created the Verve Concepts, which successfully apply Ford's kinetic design philosophy for the first time to a small car. The two Verve Concepts clearly display a European flair and premium touches not expected in this segment.
Once all have been revealed, the trilogy of Verve concept cars will provide an advanced indication of Ford’s design vision well in advance of the production models. This approach is similar to the way in which the iosis Concept preceded the new Ford Mondeo.
European Design
Side by side in Guangzhou, the two Verve Concepts bring the latest wave of Ford's kinetic design to the heart of Asia. Their colours are inspired by the world of fashion; the regal frosted grape of the new Verve Concept four-door notchback complements the bold magenta of the Frankfurt three-door hatchback like a well-coordinated ensemble.
“First it was the hatchback and now a very exciting and dynamic notchback,” said the father of kinetic design, Martin Smith, Ford’s Executive Director of European Design. “Looking at these concepts together, you can just imagine how exciting the successor to the Ford Fiesta will be when it hits the market.”
Public Response in Guangzhou
Ford designers, buoyed by the enthusiastic reaction in Europe to the first Verve Concept, will be carefully studying reactions to the new notchback by Chinese consumers.
Ford European design chief Smith said, “These Verve Concepts are a dynamic first public expression directionally of some of the thinking that will be contributing to the design DNA of our next-generation products. At this stage, we have had the freedom to be radically innovative, but I’m confident about the realistic possibilities for kinetic design to embrace this segment of vehicles.”
The latest Verve Concept builds on the very distinctive look of its hatchback sibling. These two concept vehicles share strong front-end graphics that, with the advent of the new Mondeo, are now becoming recognised as the bold, new face of Ford.
The notchback body form of the new concept family is linked with the hatchback through the use of form language composed of dynamic lines and full surfaces – the signature of kinetic design.
The new notchback execution brings new hints about Ford’s kinetic design approach to sedan variants of its future small car family.
Smith’s exterior design team – led by European Exterior Chief Designer Stefan Lamm – took full advantage of the notchback shape to stretch the kinetic design elements and create a very sleek and dynamically poised personality.
The notchback displays a sleek, pillarless side window profile providing a bold graphic statement, along with strongly defined wheel arches that communicate tension and muscularity. Its dramatic C-pillar shape contributes to this feeling of dynamism, while the rear body and decklid shapes coherently build on the toned and fit kinetic design look with full surfaces and bold lines.
As any top fashion model on the catwalk, Guangzhou’s new Verve Concept is dressed well. From its seductive colour to the smallest detail, Verve Concept evokes an air of premium quality not usually found in the small-car segment.
Despite the functional differences with the hatchback shape, the notchback’s rear design clearly displays the same kinetic design influences.
The rear glass of the Verve notchback is shaped to correspond with the forms of the high-mounted, two-piece tail lamps. This unique and premium execution, first seen on the new Mondeo, is now translated into a smaller car.
A dark chrome diffuser at the lower bumper is consistent with the design of the hatchback but shaped specifically for the notchback design.
Like its sibling, the notchback Verve’s face is bold and sporty, yet friendly and engaging. The front is dominated by a large, inverted trapezoidal lower grille and a large Ford oval badge centred in the compact upper grille opening.
The lower grille features a strong eggcrate graphic; its vertical and horizontal blades bonded by an array of intriguing ‘bullet’ shapes. The lower grille and badge treatment are the design team’s signature elements to communicate the Ford design DNA in future products.
The bonnet features highly sculpted dynamic forms. This form treatment combines with the more pronounced, rearward-stretching head lamp units – inspired by Mondeo – to give the face of the Verve a friendly, open and inviting personality. The prominent headlamps feature two projector beams and a light-emitting diode (LED) array.
The two Verve Concepts share a distinctive 18-inch, 12-spoke, two-piece alloy wheel design that lends more drama to the car. The wheels have a precise, jewel-like feel to their design. Both Verve Concepts’ are wearing low-profile tyres featuring a sidewall stripe that complements the exterior body colour.
“With a small car, for example a B-segment car compared to a larger car, we believe we can play up – or amplify – key elements of the kinetic design form language,” Lamm said. “It’s not just a matter of copy-and-paste from one vehicle segment to another but rather how to interpret the philosophy for each individual car. You can clearly see this when you compare the larger iosis Concept and this new project.”
Exploring the Inner Kinetic
The interior of the Verve Concept family is as dramatic as is its exterior. From boldly shaped surfaces and confident use of rich colours and enticing materials, the Verve Concept has a playful sense of sophistication and fashion. It also pioneers new technologies that someday may be a production reality.
As Ford designers explored the possibilities for a future Ford small car, the wide latitude they were given helped them focus on applying the tenets of kinetic design to the interior. The result is a Verve Concept which explores a completely new direction for small cars. The architecture of the instrument panel with sensuous curves and full shapes make a typical, upright centre stack design seem distinctly old fashioned.
“This is a quantum leap in bringing kinetic design into interior design,” said Niko Vidakovic, Chief Interior Designer, Ford of Europe. “This type of visual innovation, linking the form language of the interior so strongly with the exterior, is something we believe no other company is doing.”
Prominent, full forms characterises the upper instrument panel, created by the hands of Ford interior designer Tiago Diaz and supervisor Ernst Reim. Full surfaces and flowing contours on interior elements – especially the instrument panel and door panels – visually echo the exterior's kinetic design. These elements combine to envelop the vehicle’s occupants and to contrast with the airiness provided by the panoramic glass roof.
New Aesthetic Inspired by Mobile Phones
The Verve Concept was designed for the generation that grew up with mobile phones.
The centre stack is a principal feature of the interior. Aesthetically, it follows the contours of the instrument panel, rising to frame a large-screen Ford Convers+ system incorporated in the upper dash. The Ford Convers+ system incorporated in the Verve Concept is the latest-generation Human Machine Interface (HMI) recently introduced in the Ford Mondeo. This technology alone indicates the level of sophistication incorporated in this small-car vision.
Functionally, a key element of the centre stack design is the decoupling of the traditional elements of the entertainment system – the screen, control elements and the electronics. Separating these elements allowed designers to place controls and buttons for optimal ergonomic positioning in a design that resembles the logic of a mobile phone.
This new approach enables the Verve Concepts to introduce a completely new aesthetic – a new approach to the form and function of interacting with underlying technologies. The unique architecture also embraces other key systems including navigation and in-car phone controls.
Every button and switch was crafted with the kind of attention to detail that characterises good mobile phone designs. This system philosophy gives the centre stack a different feel than that of traditional automotive switchgear.
"A new generation of buyers raised with mobile electronic devices would feel right at home in this new automotive interior, one that exceeds the standards typical in the small-car segment," said Vidakovic.
Verve Concept’s heating/ventilation controls – highlighted in a lozenge shape at the midpoint of the centre stack – feature large twist dials.
The centre stack structure flows into a centre console to provide storage areas, including a tray for a mobile phone or MP3 player as well as a large area near the handbrake for a purse or shoulder bag.
“The centre stack is like the art gallery of the car,” Vidakovic said. “The combination of the sculpture of the upper instrument panel, the rich interior colours and materials and the jewellery-like brightwork is very distinctive.”
The primary gauges – speedometer and rev counter – are uniquely framed by binocular-shaped, short tunnels of brightwork which complement the centre stack. In effect, they contrast beautifully with the rich interior colours.
Verve Concept’s steering wheel – its crash pad, sculpted of soft-feel material and framed in brightwork – provides a touch-and-see centrepiece for the Ford oval badge. The left and right spokes of the three-spoke design incorporate the toggle controls for the HMI system.
Rich, Harmonious Colours
Verve Concept conveys a cool, technical interior feel. The interior colours and materials combining to represent a vision for the future interpretation of Ford’s Titanium interior, according to Ruth Pauli, Chief Designer, Colours and Trims, Ford of Europe.
“Colours and materials play an important role in emotionalising our products,” Pauli said. “With the Verve Concept notchback revealed at Guangzhou, we are striving for a very precise expression of a certain style. Tones of grey and silver express elegance and a technical feel that contrasts with the more expressive colours of the Frankfurt concept.”
Interior materials used by Pauli and colour and trim specialist Ulrike Dahm include:
* The upper instrument panel finished in Fairland dark silver matte leather
* Verve Concept’s distinctive centre console is finished in an Optimum Aluminum grey
* Syracuse dark anthracite grey leather along the lower section of the instrument panel completes the portfolio of tones
* A strip of mood illumination has been incorporated above the glove box to provide an interesting visual accent. (Designers envision the possibility that the colour and intensity of this lighting could be customer-chosen should this feature be incorporated in a future production model)
Small elements of the interior – even control stalks on the steering column – reflect an attention to detail from the team inspired by luxury goods such as cosmetics. Such small packaging requires the precise execution of every detail and the right expression, tonal quality and saturation of colours.
“Together, these elements create a strong statement of consistency, harmony and quality that makes the Verve Concept such a cohesive design statement,” Pauli said. “It is this cohesiveness that will make this concept appeal to a modern, fashion-aware audience.”
Text and photos: Ford
Friday, November 30, 2007
Ford revealed Verve Concept sedan at Guangzhou Autoshow
Friday, November 23, 2007
Highly exclusive Ford Mustang Saleen H302 and H302SC revealed
The Californian tuning company has updated their range of Mustangs on steroids. The new pair of muscle cars, named Saleen H302 and H302SC, is equipped with a powerful 302 cubic inch engine developing up to 580 hp and 525 lb-ft of torque.
The entry-level Ford Mustang Saleen H302 sports almost two times less powerful engine. With the same displacement of 302 cubic inches, the powerplant produces only 390 hp because it lacks H302SC's twin screw intercooled supercharger.
Both vehicles are equipped with Saleen Racecraft suspension, a short throw six-speed manual transmission, 14-inch front vented slotted brake rotors with four-piston calipers with ABS and a traction control system. The H302 comes with a set of 19-inch forged aluminum alloy wheels in both silver and chrome, while the H302SC sports more exclusive painted seven-spoke 19-inch forged wheel.
The H302 will go on sale in October at a price of $56,999. The gorgeous Saleen H302SC will start selling in December and will carry a damn hefty price tag of $74,999. Hell, you can get a Porsche for that!
See also: New Ford Mustang Shelby GT announced
Tuesday, October 23, 2007
No falconry for U.S.: Ford kills left-hand-drive Falcon
by Kirill Ougarov
Ford Australia will reportedly not be producing a left-hand-drive version of the next-generation Falcon, which goes on sale in Australia in April, reports Australia's Drive. A left-hand-drive version of the rear-wheel-drive car, codenamed Orion, was expected after $100 million Australian was invested by the government of Australia and the state of Victoria, but the money was instead spent on setting up production of the Focus for export sales. The news of the death of the LHD Falcon comes five months after Ford Australia president Tom Gorman announced that the long-wheelbase LTD and Fairlane models were being discontinued -- future development of both was another possibility mentioned in Ford's initial pitch to the government for assistance.
Saturday, September 22, 2007
All-new, bigger and better.
Bodystyles: 4-Dr Crew Cab;
Engines: 4.6L V 8; 4.0L V 6;
Transmissions: 6 Speed Automatic; 5 Speed Automatic;
Drivetrains: Four Wheel Drive; Two Wheel Drive
Introduction
Ford has changed almost everything about the Sport Trac for 2007.
Essentially, a Ford Explorer with a pickup bed, the Sport Trac has grown in length and in width for 2007, and this has translated directly into more room inside for people and out back for cargo.
A new V8 engine is available that generates 292 horsepower along with an equally new six-speed automatic transmission. While this has kicked performance up a notch or two, just as important is what it's done for payload and towing capacity; a V8 4x2 Sport Trac is now rated to tow up to 6800 pounds. A mildly re-tuned version of the 4.0-liter V6 is also available and it comes with a five-speed automatic. Both engines are available with two- or four-wheel drive.
Styling has been updated and refreshed, bringing the Sport Trac firmly back into the family of Ford light duty trucks.
All this attention to mechanicals and sheetmetal doesn't mean creature comforts have been ignored. Redesigned seats are lighter and take up less room. A streamlined instrument panel and dash present a friendlier, easier to use array of controls and displays.
The 2007 Ford Explorer Sport Trac is a four-door, five-passenger, midsize pickup. It was unique when it first appeared in 2000, but today must compete with midsize four-door pickups from every major player. Even Honda has entered the truck business with its Ridgeline, a unique vehicle in looks and construction with groundbreaking features.
Ford has legacy, though, and a faithful following. For these, the new Sport Trac should be welcome, if a bit overdue. The price, as much as $2000 less than the 2005 model, should help, too.
Lineup
The new 2007 Ford Explorer Sport Trac comes in two trim levels, the XLT ($24,245) and the Limited ($25,845). Four-wheel drive is available for both the XLT ($26,740) and the Limited ($28,340). The 4.0-liter V6 with five-speed automatic transmission comes standard on both trim levels. The 4.6-liter V8 is an option for both trim levels ($1200) and comes with a six-speed automatic.
The XLT comes standard with cloth upholstery, manually adjusted bucket seats, 60/40-split bench seat in back. Manual air conditioning is standard. Tilt steering wheel and cruise control are standard, as are power windows, door locks and foldaway, outside mirrors, and an AM/FM/CD/MP3 stereo. Heavy duty Berber floor mats dress up the utilitarian, rubber floor covering. A Class II hitch is standard, as are roof rails and P235/70R16 tires on cast aluminum wheels.
Options for the XLT include a six-way, power driver's seat ($295); an Audiophile stereo adding an in-dash six-CD changer, subwoofer and auxiliary input jack ($510); a navigation system incorporating the Audiophile stereo ($1995); Sirius Satellite Radio with a six-month, pre-paid subscription ($195); leather-wrapped steering wheel ($75); embedded wire-heated windshield ($300); power tilt-and-slide moonroof ($850); power adjustable pedals ($125); Appearance Package ($795) with fog lamps, side step bars and P245/65R17 tires on cast aluminum wheels; Convenience Package ($250) with door entry keypad, auto-headlights and auto-dim, inside rearview mirror; aluminum cargo bed extender ($195); two-piece, lockable, cargo bed hard tonneau cover ($595); roof rail cross bars ($60); and Class III/IV trailer hitch with seven-pin wiring harness ($150).
Options on the Limited for the most part mirror those offered on the XLT, but some of what's optional on the XLT comes standard on the Limited. The Limited comes standard with a leather-wrapped shift knob and P235/65R18 tires on machined aluminum wheels as original equipment. Sundry exterior trim pieces that are painted black on the XLT change to body color or silver on the Limited. Options include leather-trimmed seats, front and rear, with a 10-way, power driver's seat ($995); a Convenience Package with door entry keypad and auto-dim, inside rearview mirror ($195); and an Electronics Package with dual-zone, automatic climate control, four-line information center and steering wheel-mounted controls for air conditioning, cruise and audio ($570).
Safety features that come standard on all models comprise the required front airbags and child safety seat anchors (LATCH) plus Advance Trac stability control; front seat-mounted side airbags to protect the upper body in side impacts; four-wheel antilock brakes; and tire pressure monitors. Safety Canopy side-curtain airbags with extended inflation to protect the head in side impacts and rollovers are optional ($560).
Walkaround
If the 2007 Sport Trac looks larger than the '05, and very much like the 2006 Ford Explorer, that's because it is, and because it does. At least from just behind the front doors forward, that is, all of which it shares with the current Explorer. This is part of Ford's plan to push brand identity, and why the fronts of Ford's light duty trucks, be they pickups or SUVs, wear many of the same design features, including the chrome-framed grille, bumper centerpiece and lower air intake. And the full, wraparound, body-color lower fascia above the blacked-out front air dam. And the signature, geometric housings for the compound headlights/running lights. It's also two inches wider than the '05 Sport Trac; in track (the distance between the tires side to side), too, giving the new Sport Trac more bulk and a more confident stance.
It's in length that the 2007 Sport Trac changes most dramatically. Wheelbase (distance between the tires front to rear) extends by almost five inches, overall length (bumper to bumper) about the same. Oddly, in these two measures the new Sport Trac also surpasses the Explorer, by almost 17 inches in both. Thus, while the Explorer is the more people-oriented of the two, the Sport Trac's longer wheelbase promises a less choppy, more controlled ride. Curious. The Dodge Dakota Quad Cab alone exceeds the Sport Trac in wheelbase and overall length, by less than an inch in the former but by more than eight inches in the latter. Of the remaining four-door, shorter-bed (the Sport Trac's bed is four feet long, the rest around five feet), midsize pickups, the Chevrolet Colorado, the Honda Ridgeline, the Nissan Frontier and the Toyota Tacoma measure between three and four inches shorter overall. Only by parking the '07 Sport Trac next to the '05 are the differences in their lengths apparent, as the stylists have retained the proportions between cabin and bed. What extra expanse there is along the '07's flanks has been dedicated to wider door openings over blank sheetmetal. More defined and more sharply creased wheel openings further de-emphasize the added length.
From the rear, well, what else can be said. It looks like a Ford pickup. One distinctive aspect is that the sides of the bed and the tailgate rise as much as three inches higher than is the norm in the segment. While this increases the space enclosed by the bed, it definitely makes hefting boxes and bags up and over into the more of a strain, a painful trait it shares with the Honda Ridgeline, with sides only a half-inch shorter. By making the Sport Trac look taller, it also raises the Sport Trac's visual center of gravity, although the wider body and wider track help some to reduce this impression.
Interior
Inside, the 2007 Ford Sport Trac looks a lot like the Explorer cabin. Not that it lacks anything by way of necessities or has been saddled with an abbreviated option list, but there's more borrowed than new. The Sport Trac shares virtually all of its interior, from trim to seat frames, with the Explorer.
As far as the instruments go, this is good. Ford has cleaned up these elements nicely. They're less busy, quieter, easier to scan and use than those in the previous-generation model. Fuel and coolant gauges could be larger and located closer to line of sight than tucked away in the lower, outer quadrants of the tachometer and speedometer, but otherwise the instrument cluster is a delight in its simplicity. Same for the center stack, which although packed with functions, is intuitively organized, with readily deciphered controls and displays. We still long for a tuning knob instead of the Sport Trac's slow scanning rocker switch.
The optional navigation system pushes the audio controls to the side and either gangs some functions or transfers them to the LCD screen. It's still a clean look, though, and the vent registers stay where they were. The only real concern here is with the number of components making up the dash assembly. The fewer the components the better, generally speaking, to reduce the number of squeaks as the miles pile up, and the Sport Trac's dash has one of the highest counts we've seen.
Seats are comfortable, although the bottom cushions front and rear could provide more thigh support. Room in the rear doorways for feet when climbing in and out is cramped, but once inside, there's decent area beneath the front seats, which have been re-worked to save weight and space. All five seating positions get three-point seatbelts, but only the front seats and the outboard rear seats get the adjustable, full-size head restraints. Comparatively speaking, the '07 Sport Trac's interior lands squarely in the middle of the segment. The Nissan Frontier and Toyota Tacoma have a few tenths of an inch more front seat headroom, the Honda Ridgeline almost an inch. The Frontier and the Ridgeline are tops in rear seat headroom, but again by only tenths of an inch. The Chevy Colorado has an inch and a half more front seat legroom but almost two inches less rear seat legroom. The Ridgeline wins in hiproom, by about two inches front and rear, the Frontier offers fully two and a half inches more rear seat hiproom and the Dakota squeaks in with a half-inch more hiproom all 'round.
Storage is about what's to be expected. The glove box is adequate. The front center console hosts two cup holders adjacent to the shift gate. Two more for the rear seat fit behind the hinged, padded top to a deep and wide bin between the front seats. The front door map pockets have a space for a water bottle molded into the hard plastic enclosure.
Back in the bed, a shallow, covered bin running the width of the floor is placed inconveniently all the way forward and thus out of reach from the tailgate, and a small, covered bin is recessed in the floor at each side behind the wheelhouses; good ideas, but not nearly on a par with the Ridgeline's lockable, 8.5 cubic-foot trunk in the floor of the bed aft of the wheel housings. On the other hand, with the Sport Trac's optional, two-piece, lockable, hard tonneau cover in place, the enclosed volume of the cargo bed measures 37.5 cubic feet, up from the '05's 29.6 cubic feet. Rearward visibility is somewhat limited by the high bed, particularly with the hard tonneau cover.
Not so good are the Explorer's inside door panels. While certain elements are reasonably ergonomic, the placement of the power window and door lock buttons as well as the door handle itself is a prime example of logic gone wrong. Intended to improve occupant protection in side impact crashes by adding crush space, the placement of the handle below and forward of the armrest puts it where it's awkward to grab hold of and pull. Some passengers don't have an issue with it, however. Fortunately, Ford is responding smartly to owner complaints and will be replacing the door panel halfway through the year, when the Explorer and the Mercury Mountaineer get re-designed panels, too.
Driving Impressions
The new powertrain used by the 2007 Ford Sport Trac is a major plus. So are the improved driving dynamics resulting from a stiffer frame adapted from the current Explorer, the longer wheelbase, the wider track and, certainly not least, the all-new, independent rear suspension. So much has changed, in fact, it's almost not fair to compare the new with the old. Suffice to say, then, that the new fixes just about everything that was wrong with the old.
Power from the optional V8 is at or near the top of the check list for most pickup buyers. In horsepower, Ford's V8 sweeps the class, including the Dodge Dakota's 260-hp, 4.7-liter, high-output Magnum V8. And without paying a significant premium at the gas pump. The Sport Trac's V8 EPA-estimated 14/18 city/highway miles per gallon easily beats the Dakota's top V8 in fuel economy ratings. The Frontier's 265-hp V6 betters it by 1 mpg in city driving but only equals it in the highway estimate. The Tacoma's 236-hp V6 earns an estimated 17/21 city/highway, the Ridgeline 16/21 city/highway. Topping them all, no surprise, is the Colorado's 220-hp inline-five, at 18/23 city/highway. Much the same holds for torque, where the Sport Trac's V8 trails only the Dakota, and by a mere 10 pound-feet.
How all this responds when the gas pedal is pressed isn't quite as impressive as the data suggest. (Those data are 292 horsepower and 300 pound-feet of torque.) Power comes on smoothly, yes, with no discernible phasings from the variable valve timing. But the torque peaks at a relatively high engine speed (3950 rpm), and while the six-speed automatic's lower gears work well in getting the engine up into its power curve for launching from a stop light, once underway, it doesn't answer the call for more power as promptly as expected. From a refinement standpoint, the engine feels somewhat metallic and there's a tiny jolt every time you take off from a stop as the slack in the driveline is taken up.
Brake pedal feel is solid, if not really firm, and the ABS keep everything under control in panic stops.
Ride quality is smooth and well damped, traits not widely shared by the live axle-outfitted competition. The Sport Trac has an independent rear suspension, a design associated with sports cars, a smooth ride and good handling. Indeed, the Ridgeline is the only other truck in this class with an independent rear suspension. Drive over seriously potholed or broken pavement and you're reminded you're in a truck, but it's good by pickup standards.
Directional stability is good. Steering response is quick, considering the weight of the vehicle. Understeer, where the truck wants to go straight instead of turning, is the default mode if a corner is entered whilst carrying too much momentum. In those cases, the electronic stability control helps keep things under control. Body lean is relatively controlled in corners. The Sport Trac feels a bit more confident in quick direction changes than the Honda Ridgeline, which is quite as sure-footed. The Dakota and Tacoma closely match the Sport Trac's planted feel.
The Sport Trac offers the tightest turning circle of the bunch, almost four feet tighter than the next-best Tacoma's and seven-and-a-half feet inside the last-place Chevy Colorado's. That's important when making a U-turn or in crowded parking lots and other tight quarters.
We haven't yet driven a V6-powered 2007 Sport Trac. It makes a bit more power than it did in its previous incarnation. The new model weighs nearly 500 pounds more than the old one, however, so we suspect that extra power won't be adding much punch, if any, to the 2007 model's performance numbers. On the upside, the new model enjoys all the other improvements, so save for speed and quickness, we expect it'll have much the same ride and handling dynamics as that of the V8.
Summary & Specs
The 2007 Ford Sport Trac refreshes and updates the original in every way that matters. It's roomier. It's more powerful. It rides and handles better. It hauls and pulls more. All this comes at a lower price and with more features. In our book, this equals better value. That's hard to beat.
NewCarTestDrive.com correspondent Tom Lankard filed this report from Laguna Beach, California.
A family favorite with a strong record for safety.
Bodystyles: 4-Dr Utility;
Engines: 4.6L V 8; 4.0L V 6;
Transmissions: 5 Speed Automatic;
Drivetrains: Four Wheel Drive; Rear Wheel Drive;
Introduction
Ford Explorer is a traditional midsize SUV with body-on-frame construction. Available with V6 or V8 power, it competes against the Chevy TrailBlazer, Jeep Grand Cherokee, Toyota 4Runner, and Nissan Pathfinder.
Explorer was completely redesigned for the 2006 model year and we were pleased with the new steering, the new suspension, and the new brakes, all of which were vastly improved over the previous-generation. The latest Explorer is quieter than previous models, and it rides better. It also leans less in corners and the brakes are more responsive. The rear seats fold flatter, and the interior has been improved throughout. More important, it's a very nice vehicle that's pleasant to live with and it compares well with the competition.
With the V8 engine, the Explorer is rated to tow up to a whopping 7,300 pounds; that's about as much as a Jeep Grand Cherokee with a Hemi. And Explorer is rated to carry up to 1,520 pounds of payload.
Explorer earned the best possible impact protection rating in the government's crash tests: five stars for the driver in a frontal impact, the front-seat passenger in a frontal impact, front-seat occupants in a side impact, and rear-seat occupants in a side impact. (This was in the National Highway Traffic Safety Administration's 2006 model-year New Car Assessment Program.) Ford says the Explorer is designed to meet all known federal frontal- and side-impact crash requirements through 2010.
For 2007, Ford has simplified the model lineup. The Safety Canopy side air-curtain system is now standard on Eddie Bauer and Limited. An auxiliary audio input jack is now standard, and power-retracting running boards and heated windshield wipers are available. And the available rear-seat DVD entertainment center comes with a larger, eight-inch screen.
The most important change for 2007 might be the new interior door handles, of all things. We found the door pulls on the 2006 models awkward, traceable to thick armrests engineered for crash protection. This situation has been improved for 2007.
Though car-based SUVs, or crossovers, such as the Ford Edge are gaining in popularity for their smoother ride, better handling, and easier interior access, the Explorer remains a good choice for families that tow. Explorer's truck-based chassis gives it towing capability, while its clever independent rear suspension smoothes the ride for back-seat passengers.
Lineup
The 2007 Ford Explorer lineup comprises the XLT 2WD ($25,300), XLT 4WD ($27,595), Eddie Bauer 2WD ($28,300), Eddie Bauer 4WD ($30,595), Limited 2WD ($31,400), and Limited 4WD ($33,659). All are available with the standard 4.0-liter V6 and five-speed automatic transmission or an optional 4.6-liter V8 with a six-speed automatic ($1,200).
Standard equipment on the XLT includes cloth low-back bucket seats with manual driver lumbar adjustment; 60/40-split folding second-row bench seat with back-rest recline; power windows with one-touch-down driver window; remote entry key fobs; air conditioning; AM/FM/CD/MP3 audio with auxiliary input jack; cargo management system; center console; two 12-volt power points; load-floor tie-down hooks; two-line message center with outside-temperature readout; privacy glass; one-piece liftgate with flip-open rear window; fold-away electric remote exterior mirrors; black roof side rails; 16-inch, painted aluminum wheels with P235/70R16 all-season tires; fog lamps; AdvanceTrac with Roll Stability Control; and a tire pressure monitoring system. XLT options include leather seating surfaces with heated front seats ($995), heated windshield ($300), and navigation ($2,505). The Ironman Package ($1,495) for XLT celebrates Ford's sponsorship of the Ironman World Championship with Ironman logos; 18-inch, machined-aluminum wheels; unique 10-way, leather trimmed, heated front seats; and exclusive Orange Frost paint.
Eddie Bauer adds automatic headlights; exterior mirrors with approach lights; fixed running boards; 17-inch, painted aluminum wheels with all-season tires; second-row dome lights; wood-grain interior accents; overhead console; four-line message center; electrochromic rearview mirror; leather upholstery; 10-way-power seat for the driver; illuminated visor vanity mirrors; keyless entry with keypad; and Safety Canopy.
Limited adds heated exterior mirrors; 18-inch, machined-aluminum wheels with all-season tires; unique interior wood-grain accents; dual-zone electronic climate control; Audiophile AM/FM audio with six-disc, in-dash CD, MP3 playback and subwoofer; auxiliary climate control; unique floor console; Reverse Sensing System; heated seats; leather-wrapped steering wheel with cruise and audio controls; and a third-row manual-folding seat.
Seating choices include a manually folding third-row seat ($845) on XLT and Bauer, standard on Limited. A Power-folding third row is optional on all models. A four-bucket-seat configuration, with comfortable second-row captain's chairs, is available ($795) on Bauer and Limited. The third-row seat comes standard on the Limited, but can be deleted for credit (-$375), providing a flatter cargo floor.
Other options include a power glass sunroof ($850); rear-seat DVD entertainment ($1,295); power adjustable pedals ($150); rear heat and air conditioning ($675), Sirius Satellite Radio ($195); and power-retractable running boards ($695).
Safety features include the same roll stability control system already used by Volvo and Land Rover. It intervenes with throttle and brakes when the computer senses an impending tip over. Other safety features standard on all Explorers are seat-mounted side-impact air bags, adaptive energy-absorbing steering column, and passenger classifier in the front passenger seat. Safety Canopy air bags, standard on Limited and Bauer, are optional ($560) on XLT.
Walkaround
Up front, Ford Explorer looks like an F-150 pickup with finer, scaled-down features. At the same time, its generous use of chrome, big-and-bold lamps, and square-cornered aero mirrors make this latest-generation Explorer look more like a Lexus SUV than a Ford, and we mean that in the most complimentary way.
Between the elaborate lamps front and back, however, Explorer is a big, empty box with five large doors and a whole bunch of space inside.
Each Explorer trim level presents its own visual personality. XLT faces the world with a four-bar chrome grille, black wheel-lip moldings, and black roof rails. Black running boards are optional.
Bauer features a two-tone front bumper and an accent-color rear bumper; a three-bar chrome grille with side nostrils; accent-color wheel lip moldings; body-color exterior mirrors; silver roof rails with black end caps; and Pueblo Gold running boards.
Limited wears body-color front and rear bumpers; a chrome four-bar grille; chrome exterior mirrors; chrome roof rails with black end caps; body-color running boards; and body-color wheel lip moldings.
Interior
Everything inside the Ford Explorer was all-new last year, and continues for '07 with only minor detail changes. There are dark wood accents in most models and darker, richer wood for the Eddie Bauer version. The graphics are accented with metal surrounds both shiny and matte. On the downside, we saw a fair amount of glare reflected off the dash top onto the windshield.
The seats are at once more supportive and more comfortable than in older Explorers, where we found them a bit hard. The colors and trims and combinations are elegant and tasteful, the metallic trims just about right, not overdone.
Second-row seats are available as a 60/40 split bench with recline adjustment, or as two bucket seats and a console. The bucket seats are more comfortable for adults, but the bench seats fold down better for cargo.
The third row, when ordered, sits almost two inches higher than in an '05 or earlier Explorer, so kids can see out better. The third row is always a 50/50 split, but is available with manual or power folding and unfolding.
The cargo floor is completely flat when all the seats are folded, with almost no forward rise (2 degrees as opposed to 10 in older models). With three seats, you get 13.6, then 43.9, then 83.7 cubic feet of space as the seats fold down. The five-seater has slightly more room with the seats folded.
The DVD-based navigation system is very easy to use, with excellent colors and graphics, and a big eight-inch display.
Last year we criticized the front door pulls. The door armrest is large (and filled with foam to assist in side crash protection), and we found it got in the way of the door handle. A redesigned door-pull improves the situation.
Driving Impressions
Two engines are available for the Ford Explorer. Both powertrains are smooth and quiet. With the lighter V6, the Explorer is a bit easier to turn and maneuver, but both engines are pleasant and competent. Choose the V8 if you pull trailers.
The 4.0-liter single-overhead-cam V6 features variable valve timing and is rated at 210 horsepower and 254 pound-feet of torque. It meets federal Tier II, Bin 4 emissions requirements for Ultra Low Emissions Vehicle II (ULEV II) status. With the V6, you get a five-speed automatic overdrive transmission.
The V8 is the latest from Ford's 4.6-liter Modular family, with single overhead camshafts and three valves per cylinder: two intake and one exhaust, for better breathing. It develops 292 horsepower, and 300 pound-feet of torque. The V8 delivers low emissions as well, meeting the Tier II, Bin 5 federal standard, which is compliant with California's Low Emissions Vehicle II (LEV II) standard. With the V8, you get a six-speed automatic with two overdrives, plus full electronic control of upshifting, downshifting and torque converter functions.
The steering has a nice, hefty feel at highway speeds, while still providing plenty of assist for parking. The suspension is relatively supple, giving the Explorer a nice ride on rough streets. Yet the Explorer does not lean excessively in corners, body roll is nicely controlled and there's a feeling of being solidly planted. The current chassis is some 63-percent stiffer than in older models; chassis rigidity is a key element for crisp handling and a smooth ride. Explorer manages to be isolated from the road, but well connected to it, at the same time.
Ford has done an exemplary job of insulating occupants from noise and vibration. The air conditioner is relatively quiet yet moves the air. Conversations are easily heard, the music sounds good, and the mirrors, with their square corners defying intuitive logic, are mercifully quiet, as are the tires.
The brakes work well, with much less pedal pressure and travel than before.
Summary & Specs
The Ford Explorer has never been better and represents an excellent choice among midsize sport utilities. It gets the basics right while paying attention to the details. We find the Explorer fully competitive in a tightly contested segment, succeeding as both an excellent machine and a high-value purchase. It's handsome, smooth, quiet, comfortable and competent.
New Car Test Drive correspondent Jim McCraw filed this report from Dearborn, Michigan.
Thoroughly revised for 2007.
Bodystyles: 4-Dr Sport Utility;
Engines: 5.4L V 8;
Transmissions: 6 Speed Automatic;
Drivetrains: Rear Wheel Drive; Four Wheel Drive;
Introduction
When it comes time to fill up the tank, it's not easy to justify a full-size sport utility. But even as you pour 28 gallons of regular unleaded into the Expedition's gas tank, you can take heart in this sport-utility's ability to make a family vacation not only possible but also practical.
Ford is the first to admit that the sales of full-size, truck-based sport utilities have dropped some 40 percent since 2004 as people turn to smaller, more fuel-efficient, car-based utilities for their daily transportation. But Ford also reminds us that fuel prices have simply chased away the people who really shouldn't have been driving a full-size sport-utility in the first place.
The Expedition is meant for utility, not profiling. It carries people, hauls gear, tows boats, and pulls campers. The Expedition offers towing capacities in the 9000-pound range. When it's equipped with four-wheel drive, the Expedition will also get you there whether the road is dry, wet, snowy, or even when there's hardly any road at all.
Ford reminds us that full-size sport-utilities can still play an important role in our everyday lives. To start with, Ford's research shows that 92 percent of the Expedition owners use their big SUV for vacations. Some 60 percent use it to transport outdoor sports gear, while 40 percent of Expedition owners use the vehicle's towing capacity. Some 84 percent routinely carry more than three passengers behind the front row of seats.
Moreover, Ford notes that the place of the sport-utility in American life isn't going to disappear. Sales of personal watercraft have increased 9.2 percent since 2005, while there will be some 6.3 million households with tow-able recreational campers by 2010. Finally, three-generation families are becoming a substantial part of the vacation picture, so plenty of passenger seats are a necessity, not just a convenience.
With this in mind, the Expedition has been thoroughly revised for 2007 to make it a platform for family-friendly adventures. Every aspect of its utility has been improved: towing capacity, passenger comfort and even driving enjoyment. Meanwhile, a new, extended-wheelbase Expedition EL adds more cargo-carrying capacity, especially noticeable when trying to load groceries or gear behind the third-row seats.
Ford has made the Expedition even more family-friendly by substantially reducing its price. While the reductions have more to do with real-world transaction prices of the past and mirror similar pricing strategies at Chrysler and General Motors, the fact remains that a base model XLT Expedition retails for $29,995, some $5485 less than in '06. Ford tells us that Expedition models across the range have been reduced in price by an average of $4300. Just as important, a new warranty extends bumper-to-bumper protection to three years/36,000 miles, while the powertain is covered for five years/60,000 miles. In addition, the warranty is fully transferable to subsequent owners.
Lineup
The 2007 Ford Expedition comes in two different sizes, the standard model with a 119-inch wheelbase, and the new Expedition EL with its 131-inch wheelbase. Every Expedition is powered by a single-overhead-cam 5.4-liter V-8 that is rated at 300 horsepower and 365 pound-feet of torque. A new, six-speed automatic transmission is standard equipment. Every Expedition model is available with either rear-wheel drive (2WD) or electronically engaged four-wheel drive (4WD). A Class III trailer hitch is standard.
Safety equipment includes front-seat frontal and side-impact air bags, three-row head-protection curtain air bags, anti-lock braking (ABS), and electronic stability control with anti-rollover technology.
Three trim levels are available: the entry-level XLT, the outdoor-styled Eddie Bauer, and luxurious Limited.
The XLT ($29,995) and 4WD XLT ($32,895) offer full-size utility at an affordable price. The monochromatic interior features cloth upholstery with front captain's chairs (driver's seat is six-way power adjustable), a 40/20/40 split-bench seat in the second row, and a rear cargo bin. A tilt steering wheel, air conditioning and an AM/FM stereo tuner with single-disk CD changer are also part of the package. Exterior standard equipment features 265/70R-17 tires, running boards, roof rails, fog lights, power-adjustable outside mirrors, and a rear liftgate with flip-up glass and a rear defroster/wiper/washer system.
The XLT EL ($34,445) and XLT EL 4WD ($37,345) are similarly equipped as the standard wheelbase versions.
The option list for the XLT models includes second-row captain's chairs, a manual- or power-folding, third-row bench seat, rear load-leveling air suspension, and a heavy-duty towing package. Options include a navigation system, a premium AM/FM stereo with six-disc CD changer, Sirius satellite radio, and a rear-seat DVD entertainment system.
The Eddie Bauer ($36,395) and Eddie Bauer 4WD ($39,295) are trimmed as outdoor adventure vehicles and are distinguished by a longer list of convenience features as standard equipment, notably the Expedition's unique third-row seat which folds flat into the cargo floor. Other standard features for the Eddie Bauer model include leather upholstery with front captain's chairs (driver's seat is 10-way power adjustable), the third-row seat, dual-zone automatic climate control, an AM/FM stereo tuner with 6CD changer, and protective cladding for the lower body panels.
The Eddie Bauer EL ($39,045) and Eddie Bauer EL 4WD ($41,945) are similarly equipped as the standard wheelbase versions.
Options for the Eddie Bauer models include a lengthy list of practical features including a power-folding, third-row bench seat, rear load-leveling air suspension, a heavy-duty towing package, and second-row captain's chairs. Convenience features include a navigation system, Sirius satellite radio, and a rear-seat DVD entertainment system.
The Limited ($37,845) and Limited 4WD ($40,745) are meant to deliver car-like, highway-friendly sophistication in a sport-utility package. The list of standard equipment resembles that of the Eddie Bauer model, but the style statement is far grander and the list of convenience features includes elaborate luxury items. Leather upholstery is standard, as are front captain's chairs (driver's seat is 10-way adjustable) with a heating/cooling feature. The power-folding rear bench seat is standard. Exterior upgrades include 255/70R18 tires with chrome-finish wheels, power-adjustable and folding mirrors.
The Limited EL ($40,495) and Limited EL 4WD ($43,395) are similarly equipped as the standard wheelbase versions.
The option list for the Eddie Bauer and Eddie Bauer EL includes a lengthy list of practical features including a power-folding, third-row bench seat, an electronically powered liftgate, rear load-leveling air suspension, a heavy-duty towing package, and second-row captain's chairs. Convenience features include a navigation system, Sirius satellite radio, and a rear-seat DVD entertainment system.
Walkaround
The Ford Expedition is a truck and, unlike so many other full-size sport-utilities, it doesn't pretend to be anything else. This is a good identity to have, because Ford trucks continue to have an outstanding reputation for utility, reliability and durability, perhaps a byproduct of the extraordinarily rigorous testing they undergo at Ford's brutal truck proving ground in Arizona.
Both the long and regular-length versions of the Expedition are based on the tough, durable components of the Ford F-150 pickup. However, the Expedition features independent rear suspension, chassis technology that improves driving precision, ride comfort, and even passenger packaging.
In the past, the Expedition hasn't been able to establish much of a visual identity, as Ford tried to make the first-generation Expedition look like a car and then went to the other extreme with a notably clumsy interpretation of the heavy-duty tractor-trailer look in the second-generation version.
This new third-generation Expedition features a three-bar grille, large jewel-like headlights, and a domed hood that combine to deliver a look that's both distinctive and respectable. Moreover, there are five different wheel designs, including new 20-inchers with a chrome finish. The Expedition doesn't have the style of GM's sport-utilities, but at least it avoids the science-fiction look of the Nissan Armada and Toyota Sequoia.
The overall dimensions of the standard Expedition are much the same as before, while the new Expedition EL stretches the standard vehicle's wheelbase by a foot to 131 inches. Overall, the EL measures 14.8 inches longer than the standard Expedition, and that adds 24 cubic feet of cargo volume, an increase to 130.8 cubic feet behind the front seats from 108.3 cubic feet.
Both the standard Expedition and the Expedition EL are great big vehicles, measuring more than seventeen feet from nose to tail. As a result, they're not at their best while maneuvering closer to the dry cleaners at a suburban mini-mall. The Expedition has a turning circle of nearly 41 feet, while the EL requires 44 feet. They're also heavy, as even the base 2WD Expedition weighs 5578 pounds, while the base 2WD EL tips the scales at 5825 pounds. The addition of 4WD adds another 235 pounds to the bottom line.
To be frank, the Expedition is the kind of vehicle that comes with running boards as standard equipment, and we're glad it does.
Interior
The 2007 Expedition has a brand-new interior look. The acres of cheap plastic seen in the previous models, so reminiscent of a rental car, have been replaced by a richer blend of finishes, textures and color. In fact, the overall effect of the fully optioned 2007 Expedition Limited is the best representation of modern American-style luxury within Ford's overall vehicle lineup. Wood, chrome and leather make the Expedition an inviting place to spend a day on the road.
This new appreciation for passenger comfort is best reflected in the new front seats, as captain's chairs with movable armrests are now standard across the three model lines. Leather-upholstered examples are available with an optional heating/cooling feature that makes them a more comfortable companion in winter and summer. Seat travel for the driver's seat has been increased three-quarters of an inch to help accommodate taller drivers, and it's a perfect match for the Expedition's movable pedals, so a wider range of drivers can be accommodated.
The second seating row also reflects Ford's thoughtful approach to passenger comfort, as the standard 40/20/40 bench seat incorporates a center section that slides forward up to eleven inches, bringing a child seat within easier reach of front-seat passengers. Optional second-row captain's chairs with a center-aisle pass-through can be substituted for adult-rated comfort.
The Expedition's available third-row seat is also impressively unique. Packaging advantages afforded by the Expedition's independent rear suspension enable this rear seat to deliver a far more comfortable seating position to adults compared to the accommodations provided by the Chevy Tahoe. Moreover, the three-row canopy airbags ensure the third-row passengers have the same head protection in a collision as passengers in the forward seat rows. As with the previous model, the amount of room afforded to passengers by the standard Expedition is generous.
The Expedition's liftgate with its flip-up glass hatch also makes access to the cargo area very easy. The best thing about the Expedition's bench-type seats in the second and third rows is the way in which they can be folded flat onto the cargo floor, affording a long cargo area that can be easily loaded. This means you don't have to unbolt the passenger seats and leave them on the floor of your garage every time you're making a serious run to Home Depot. The Expedition is available with an optional power-folding third seat and electronically powered liftgate to make it even easier to load cargo. At the same time, the seat squabs of the second- and third-row seats are a little slim in order to allow the seats to fold properly.
Yet the new Expedition is about more than convenience. A new climate-control system dramatically reduces the time required to cool or heat the cabin. A new DVD-based navigation system with sizable 6.5-inch screen is available as an option. The rear-seat DVD entertainment system has an eight-inch screen that flips down from the ceiling and also includes two sets of wireless headphones. A plug-in jack for an MP3 player is standard across the line. The Expedition is even a nice place to be when all the entertainment is switched off, as the combination of thicker glass and a generous amount of acoustic insulation behind the dash and on the floor makes this a remarkably quiet interior, and it's actually possible to have a conversation with the people in the third-row seat while you're at the wheel.
Driving Impressions
Full-size sport-utilities aren't known for their driving manners, but the latest-generation of vehicles from both Ford and General Motors have made real progress in delivering a more car-like impression.
In this regard, the 2007 Ford Expedition is notably superior to the 2007 Chevy Tahoe and GMC Yukon, and it tracks down the highway with excellent straight-line stability, negotiates forest roads with surprising agility, and absorbs impacts from bumps or broken pavement without straying from its path. While the Tahoe bounds from bump to bump as its heavy rear axle rebounds from impacts, the Expedition maintains a surprising calm considering its truck heritage.
Most of the magic comes from car-like engineering, a synergy between a chassis frame that's 10 percent more rigid, high-pressure gas shocks that afford excellent wheel control, and a second-generation, link-type independent rear suspension. Moreover, steering effort has been reduced 15 percent, while the brakes have been upgraded to deliver more stopping capability. The two-speed 4WD system is engaged with a simple rotary knob mounted on the dashboard, and it automatically reduces throttle sensitivity in low range for better traction in slippery circumstances.
As before, the overhead-cam 5.4-liter V8 delivers 300 hp, but it's really tuned to deliver 365 pound-feet of torque for towing, a product of variable valve timing and cylinder heads with three valves per cylinder. In the past, this engine has seemed sluggish compared to its competition, despite its excellent power rating, but the addition of a new, six-speed automatic transmission for 2007 has transformed its personality. The seamless transition through the gears keeps the engine from laboring through its rpm range, and the result is an impression of reliable power.
This engine performance also has a notable impact on towing, making it seem like a pleasure instead of a chore. With its optional towing package in place, the standard Expedition will now tow 9000 pounds, the best rating in this class. (A 2WD Expedition is rated 9200 pounds, a 4WD 9000 pounds, a 2WD EL is rated 9000 pounds, a 4WD EL is 8750 pounds.)
Oddly enough, the Ford engineers tell us that the Expedition's complement of dynamic safety features makes it possible to deliver this improvement in overall driving performance. The Expedition can be tuned for far greater responsiveness to the driver because the electronics can be relied upon to compensate for any unusual circumstances.
The prime technology here is Ford's unique stability control, which incorporates sensors to detect both roll angle and yaw rate. If the Expedition gets out of shape, the system reduces the throttle or applies the brakes to help keep the vehicle upright. This is the third generation of a system originally engineered by Volvo. The Insurance Institute for Highway Safety claims its data suggest stability systems in general reduce the chance of single-vehicle rollovers by SUVs by an astonishing 80 percent.
For all its comfort and stability, the Expedition is still about utility rather than sport. When it comes to driving, the Expedition feels very heavy, and while it offers driving precision, it's not as alert or sporty as its GM and Nissan competitors. Though the brakes have been upgraded for 2007, they still seem to require a lot of effort to get the Expedition whoa'd down. Nevertheless, The Expedition's overall driving performance is far more refined than any other vehicle in its class.
Summary & Specs
Fuel prices have chased lots of people away from full-size sport-utilities, but all the vehicles in this class now offer a surprising amount of car-like refinement in addition to the customary utility. Even in this group, the 2007 Ford Expedition stands apart because it not only offers the best overall utility package but also delivers superior performance in virtually every way. As fuel prices help shift priorities to smaller, more efficient vehicles, it's important to remember that full-size sport-utilities will become more useful than ever simply because no other vehicle can do so much with so many people. Ford is right on target with its family adventure concept, and the Ford Expedition is the best vehicle for family vacation travel on the American road.
All-new crossover utility vehicle on the cutting edge.
Bodystyles: 4-Dr Sport Utility;
Engines: 3.5L V 6;
Transmissions: 6 Speed Automatic;
Drivetrains: All Wheel Drive; Front Wheel Drive;
Introduction
The 2007 Ford Edge is an all-new crossover sport utility that answers the call for a roomy vehicle with utility and style. It isn't a truck. Nor is it a minivan. Yet it's more than a car.
The Edge handles better than the truck-based Explorer while offering almost as much cargo space. Benefiting from all-wheel drive and a fully independent suspension, it's easier to control than a truck-based SUV in the snow or on wet, slippery roads. Also, getting in and out of both the front and back seats is easier. In fact, the back seats in the Edge are roomier than those in the Explorer, a benefit of its design.
The Edge is not small. It competes with the Nissan Murano, Toyota Highlander and other midsize crossover utility vehicles, all of which are larger than they appear.
We found the Edge delivered on its promise to be a dual-purpose vehicle. It's roomy and comfortable, and it has fully foldable seats for cargo carrying. It drives well, with good performance from a new V6 engine mated to a new six-speed transmission.
The Edge has a modern look we find appealing and its bold chrome grille adds to its presence. We're certain most will view the Edge as an edgy SUV more than a car. That's no doubt intentional, designed to be appealing for drivers moving from a traditional SUV who want a rugged look with room for the family and assorted stuff. Meanwhile, those who are moving across from a sedan will find they have not given up too much in the way of comfort and convenience and driving dynamics.
Lineup
All Ford Edge models are powered by a brand-new 3.5-liter V6 engine producing 265 horsepower. It is coupled to a new six-speed automatic transmission. Front-wheel drive is standard. All-wheel drive (AWD) is also available.
The Ford Edge SE ($25,320) includes cloth seats, power windows with driver one-touch down, remote keyless entry, AM/FM/CD/MP3. The SE is available with AWD ($26,970).
The SEL ($27,315) and SEL AWD ($28,965) come with upgraded seat materials, an aluminum surround on the instrument panel, automatic headlights, an auto dimming rearview mirror, fog lamps, dual chrome exhaust tips, and a body colored rear spoiler, mirrors and door handles.
The SEL Plus ($29,070) adds a Premium Package with leather trimmed seats with memory, dual electronic climate control system, exterior puddle lamps, heated seats and exterior mirrors, a particulate air filter, and audio controls on the steering wheel. The Seating Flexibility Package is also included which adds the remote release rear seat back and folding front passenger seat. The SEL Plus is also available with AWD ($30,720).
Options for the SEL include the Vista roof ($1,395), 18-inch wheels ($395), reverse sensing system ($245), navigation system ($2,380), Sirius Satellite Radio ($195), and a cargo management system ($65).
Safety features that come standard on all models include seat-mounted side-impact air bags for the front seats and side curtain airbags with rollover protection for both rows of seating, the mandated front airbags, anti-lock brakes with AdvanceTrac electronic stability control, and a tire-pressure monitoring system.
Walkaround
When we first saw the Ford Edge we were surprised to discover it is much bigger than it appears in photographs. The reason is immediately apparent, it has a very wide track and a longish wheelbase. Indeed, upon checking the specs you'll find the Edge is about eight inches shorter than the Ford Explorer yet its wheelbase is barely two inches shorter. Perhaps more important, the track on the Edge is over four inches greater while the overall width is just one inch greater. What does all this mean?
First off, it makes the car look much more solid: The four wheels are near each corner giving the Edge a look of being planted firmly on the road. More important, this is not just about looks. A long wheelbase and wide track make for a more stable vehicle because the mass of the vehicle is inside the wheels. A go-kart is the ultimate expression of this look. We're not suggesting the Edge looks like a go-kart, but its aggressive stance makes it stand apart from the tippy look of traditional SUVs with relatively narrow track measurements and massive front and rear overhangs.
The Edge features Ford's newly rediscovered bold, American design. The big chrome grille is placed well forward and has wide chrome slats that merge into the relatively small headlights at each side. The high hood is short as the windshield rakes forward more like a sports car or modern minivan.
Despite having a relatively high waist line with shallow side windows, the Edge does not appear as stubby as photographs sometimes suggest. The sporty look is helped by pronounced fender flares and large wheels. The rear tailgate slopes quite significantly and is nicely rounded, avoiding the truck-like rear tailgates found on many SUVs. We found the rear design to be a cross between a Lexus RX and a BMW X3, which cannot be a bad thing.
To top it all off, the optional Vista Roof adds expansive twin glass moonroofs that cover the whole roof providing all passengers with a clear view of the sky. There is only a foot-wide panel between the front and rear panels that is not transparent.
Interior
Utility used to mean just the ability to carry stuff. Comfort and style were secondary, even mutually exclusive. No more. The Edge manages to provide plenty of utility and a stylish, comfortable interior. Starting at the back, the tailgate lifts to reveal a wide opening. And even when the rear seats are in place there's a reasonable amount of cargo room.
Pressing a button automatically reclines the rear seats to give a total of nearly 70 cubic feet of storage on a nearly flat floor. Furthermore, the front passenger seatback can be folded forward to provide a mostly level floor space for long objects all the way to the dashboard. The rear seatback splits 60/40 for increased versatility and the back reclines several degrees on all models for improved rear-seat comfort.
The rear seats offer a decent amount of leg room; in fact there's two inches more here than you'll find in the larger Explorer. Headroom is also reasonable in the rear, even with the optional Sky Vista roof. The rear-center passenger even gets more room than normal in a vehicle of this size, thanks to the wide track. Getting in and out is easier due to the rear wheels being placed well back allowing for less intrusion from the wheel well.
Front-seat occupants find a generous amount of room, again largely due to the vehicle's generous width. There is a large center console with a storage box big enough for a laptop computer. There are two decent cupholders alongside the substantial looking transmission shifter. The center stack is angled outwards to make the large knobs for the climate and entertainment controls easy to reach.
The four gauges are well recessed in their individual binnacles in the instrument pod in front of the steering wheel. About the only complaint in the cockpit we had during our test drive was the large number of reflections in the heavily raked windshield caused by the large shiny top surface of the dashboard. Ford ensured us this problem would be largely rectified in production vehicles through the use of less glossy materials.
Driving Impressions
Thanks to having four wheels near each corner the Edge has pretty decent handling given its considerable size and weight. The Edge is based off the same platform as the Ford Fusion and the Mazda6, regarded as one of the best handling midsize sedans. So the Edge starts life with a good base. Naturally, the higher center of gravity prevents the Edge from being as nimble as a sports sedan but unless you need to drive fast through the twisties, you'll find it is perfectly adequate with less body roll than a regular SUV.
It should be noted that the Edge directly shares its platform and engine with the Mazda CX-9 crossover. Ford says it purposely designed the Edge to deliver a slightly softer ride. Those who have driven both vehicles concur with this assessment.
Ford's all-new 3.5-liter V6 engine has variable valve timing and is much smoother and more refined than its previous V6s. The new engine is mated to a new six-speed automatic transmission developed with General Motors. We found the engine produced a good range of power at all speeds and the transmission shifted smoothly. We would rate the performance as middle of the pack: it's neither a barnburner nor a slug.
We found the rack-and-pinion steering provided good feedback with precise control. The Edge we drove had all-wheel drive and the optional 18-inch wheels helped make the car more sure-footed. We did not get a chance to drive a base model but suspect it will still be more than acceptable despite having slightly less grip.
The all-wheel-drive system is simple, with a viscous coupling in the middle of the driveshaft that constantly alters the power to the front or rear depending on the need at any given time.
The Edge is not designed for off-road use yet it has a decent ground clearance of eight inches and Ford even specifies its approach angle (16 inches), departure angle (24.5 inches), and ramp break over angle (17 degrees), specifications usually reserved for off-road vehicles. We think it'll be fine for unpaved roads. We're guessing it'll handle better on snow and ice than a traditional SUV thanks to the independent suspension.
The four-wheel disc brakes worked well, although we did not get the chance to try them with a fully loaded vehicle. Ford's AdvanceTrac electronic stability control is standard on all models. It operates via the ABS to control wheel slippage when the driver pushes the vehicle beyond the limit in slippery conditions or in emergency avoidance situation on a dry highway.
Summary & Specs
There's no denying that the Ford Edge is a striking vehicle. Some might criticize it for not having three rows of seats but that fact makes for a much more practical and pleasant five-seater. The Edge is a far more efficient all-round vehicle than traditional SUVs. Opt for all-wheel drive and you've got a great all-year-round car as well.
NewCarTestDrive.com correspondent John Rettie test drove the Ford Edge in and around San Francisco.
