The performance-tuned Edge ST portends what Ford Performance seems as if, for pavement, within a post-car world. In case you read this website regularly you could think the advantage ST is in fact important.
The 2019 Edge may be a hair longer and the other hair lower within the roof in comparison to the 2018, because of styling adjustments, but it gains about 75 pounds across trim levels thanks mostly to more standard equipment. Neither interior nor cargo volume (73.4 cubic feet max, 39.2 behind the rear seat) change.
Engine choices happen to be reduced to two, with Ford’s familiar 2.0-liter turbo four utilised in all Edges except the ST. Refinements to your 2.0T make five additional horsepower in comparison with 2018, having a peak of 250 hp as well as the same 275 pound-feet of torque. The six-speed automatic transaxle is replaced with a contemporary eight-speed. Engineers say Ford didn’t you should consider turning the 10-speed auto from your F-150 sideways to your Edge because there wasn’t a whole lot of benefit for any cost.
Those engineers did revise the extra edge all-wheel drive system. The capability take-off unit in the engine is currently liquid cooled, maintaining an increasingly constant operating temperature either way durability and more precise modulation of rear-axle torque. Shield . very first time that in the Ford, the prop shaft and rear axle can automatically disconnect at the PTO, improving fuel economy in appropriate conditions—like steady operation on dry, level surfaces.
The Edge ST gets Ford’s 2.7-liter EcoBoost V6 — identical V6 launched during the 2015 F-150 and since released through other Ford products, with just one 60-degree, compacted graphite iron block, precisely the same aluminum heads with cast-in exhaust manifolds and turbo flanges, perfect for the same near-diesel degrees of specific torque. However, the ’18 Edge Sport had the 2.7, too. For any ST, it’s up-tuned to 335 hp and 380 lb-ft, for increases of 20 and 30 respectively.
In the ST, the new eight-speed gets lower, generally closer ratios, compared to other Edges, but nevertheless tops overdrive in seventh and eighth. Ford Performance considered an intricate, twin-clutch torque vectoring all-wheel-drive system such as that inside the Focus RS, yet dismissed it for cost and anticipated Edge ST customers. Instead it picked identical decoupling PTO while in the standard Edge and adjusted the control protocol for additional rearward bias. Furthermore, it made one last, significant adjustment on the Edge ST powertrain: a reduced (numerically higher) final drive ratio of three.39:1, as opposed to 3.16 in other Edges, including last year’s Sport.
With the eight-speed and reduce final drive, the ST’s acceleration improves considerably. Ford’s claimed 0-60 mph age of 5.9 seconds is super quick among midsize, mainstream SUVs, and 1.6 seconds quicker than the ’18 Edge Sport (also quicker than a Fiesta or Focus ST). Yet despite having the cheaper final drive plus a much more weight to haul, the ST nonetheless improves mileage ratings in comparison to the Edge Sport, due to the AWD disconnect: 19 mpg city, 26 highway vs. 17 city, 24 highway.
Naturally, the common Edge suspension is retuned for that ST (though not fitted with electronic variable damping, that is certainly apparently available Mustangs and Lincolns). Spring rates increase Ten percent at the front, as well as the standard hollow stabilizer bar is substituted for a better diameter — and solid — bar. In back, the standard twin-tube shocks are substituted with mono-tubes. The sway bar (still hollow) is thicker, and spring rates increase 20 percent. The electric steering assist is retuned, and also the skid-management electronics allow more driver adjustment, including traction-control off, track mode and all-off.
The ST also has a brake upgrade from the standard Edge. Disc diameter is the similar (13.6 inches front, 12.4 inch rear), nevertheless the ST gets vented rotors with the spine and wider, more aggressively vented rotors right in front. There’s also an optional brake package that adds performance brake pads and slightly larger pistons towards the two-pot front calipers, but that will run you $2,695, with 21-inch wheels and summer Pirelli P Zeros included (the wheels and also gratifaction tires can be bought ourselves).
Then you will discover the standard ST appearance tweaks, including an all-black, large-mesh grille, square exhaust tips (to go with electronically manipulated engine sounds), and hardly any brightwork on the human body. Inside, there’s another type of instrument cluster, more heavily bolstered seats and ST badges locations.
All ’19 Edges purchase an upgrade in standard equipment. Even the base SE is sold with LED headlights, wi-fi hotspot capability, a FordPass app allowing keepers to start, lock, and look for their Edge with a phone or Amazon Alexa, and Ford’s Co-Pilot360 safety package. That has automatic high-beam adjustment, perimeter cameras, blind spot warning, lane-keeping assist, post-collision braking and pre-collision benefit pedestrian detection, forward collision warning and automatic emergency braking. All Edges nonetheless the base model offer optional evasive steering assist and adaptive cruise control with stop-and-go. This is also the primary Ford with what the firm calls “lane centering”—the ability to live in its lane and steer through moderate bends without driver intervention.
You can obtain your new Edge now, starting at $30,990 for your front-drive SE, like $995 destination charge. A mid-range SEL with AWD starts at $36,080. The ST starts at $43,350 and maxes out at merely past $55K with the full Cleveland.
That’s above twice the base cost of a 2018 Focus ST, when you favor a type of you’d better hurry, because Ford’s want to get rid of the sedan (or maybe the sedan-based hatchback and wagon) is underway. The C-Max while keeping focused have ceased production for the U.S., plus the intend to import a crossover-ish Focus Active wagon from China is already squelched by the Trump admin’s China tariffs. The Taurus and U.S. Fiesta can easily production in the spring of 2019, even though the Fusion will soldier on longer—likely a couple of years or more longer, until the end of the current car’s product run.
We mention everything once again within the updated Edge’s significance. Even their death throes, the cars noted above will make up about 450,000 sales in calendar 2018, or 25-30 percent of Ford’s U.S total. The newest Edge and also the Escape and whatever practices are required to fill the void. Then there’s the demise in the car-based items that have kept Ford Performance in operation and Ford enthusiasts happy and cast a hot glow over the almost all Ford’s offerings.
The most important question could be if the first SUV tuned by Ford Performance can live up to the manufacturer and engineering promises established from the ST tag.
The updated drivetrain is more effective across all Edges, including those powered by each.0T. People who have the normal engine are simply just little quicker, slightly smoother, maybe more seamless. Max towing capacity nonetheless remains 3,500 pounds together with the Class II tow package, regardless of 2.0-liter four or 2.7-liter V6.
The drivetrain can be a stand-out feature inside ST, simply because it must be. Each.7 EcoBoost is very torquey across the range, but it’s also reasonably smooth and it’s greater than okay operating near its 6,000 rpm redline. The ST really is quick in comparison with most comparably sized crossovers, including more expensive ones such as the base Porsche Macan, as well as eight-speed is decently tuned like a sporting automatic (though Ford still hasn’t completely overly enthusiastic with GM in terms of programming automatics). Manual operation is worth it, and fun, though the Edge ST will shift on unique at the rev limiter, as an alternative to enabling bump, and this seems overly protective while using the higher level of downshifts it will eventually allow.
V6 engines never sound competitive with V8s, or perhaps inline engines, yet this is appropriately aggressive, additionally, the right pitch. The condition here isn’t the cylinder configuration. It’s the electronic manipulation. Ford gathers sounds from your Edge ST’s engine bay, processes them with a chip and broadcasts them throughout the sound system. The ST essentially uses noise-cancelling technology to boost, and here it sounds like that—enhanced, or even over-produced and almost staged. After a good run at full song, music refused, it gets annoying, and then there doesn’t seem like a method to turn it off. Better to just open the mufflers a lot more and take action the existing fashioned way.
The ST’s steering is good, for accuracy and appropriate ratio or speed, but there’s an artificially heavy feel. Its ride is firmer than other Edges for certain, but fine to taste. The ST would make fun for just a family outing where you’re not inclined not to become aggressive. It’s more enjoyment overall circumstances than only a Hyundai Santa Fe or even a Toyota Highlander or perhaps a Ford Explorer, and more fun in comparison to the label “competent” might imply (although the Edge ST is undoubtedly competent).
As for track-style, more heavily aggressive driving—well, there’s a great deal of up-high mass in an Edge which you can’t begin doing much about, wanting something drastic like slamming it and completely destroying the ride. The advantage ST stays nice and level in fast sweepers—certainly more level than any obvious competitor—and soon you reach a certain g-load, and then everything high mass would like to carry itself out, as well as etiquette fall down to hanging on. There’s some default understeer, too, and perhaps on dirt you can’t really have this ST to rotate together with the throttle or AWD—simply a rapid weight shift. The advantage ST isn’t as raucous as the Focus ST, and not as crazy fun nor just as easily hammered being a Fiesta ST, and never as holy-crap thrilling as a top level Ford Performance product including the Focus RS or even a Shelby Mustang.
For that you obtain much more road noise versus a frequent Edge, mostly within the performance grade P-Zeros pressed to your pavement that has a significantly firmer suspension. Then there’s that potentially drone-ie electronic engine noise. At 80 in the Edge Titanium, audio off, you’ll set out to consider where the air is whistling heli-copter flight body slightly. Inside the ST you won’t, because you’re not likely likely to hear the wind whistle above the din.
All ‘19 Edges have a similar instrument panel and doors for the reason that ‘18s, though the console is redesigned with space for just a contact charger along with a dial-type gear selector. We’d grab the dial shifter over a large amount of the balky joy-stick points that are gear selectors currently, assuming there are actually wheel paddles to choose forward gears. The Edge’s gauge cluster is sharper, nonetheless the hd on top of the very center stack starts to feel somewhat small, and low res. The soft plastics around the dash, console and door-panel tops have a least class average in touch and view. The hard plastic around the lower doors, console and center pillars still looks relatively inexpensively.
The Edge ST merits the ST label, concerning its very own distinctive mindset and also the performance upgrade when compared with other Edges. Together with the gloss-black 21-inch wheels and red calipers, it really is looks the part. The ST incorporates a few issues, yes, nevertheless the bigger of these are less a function from the tuning and much more on the constraints inside basic configuration or package, as well as perhaps in why people choose this configuration or package firstly. This ST has each of the right ingredients. I wanted to love it, only sort of love it.
To clarify the ambivalence, let’s test it using this method. If money wasn’t really the only determining factor, will you take the Fiesta ST over any standard grade Fiesta, or a Focus ST more than a Focus Titanium? Beyond the shadow of your doubt. Might you go ahead and take Edge ST over any Edge? Yeeeeahhhh, probably.
The Edge ST is different among its mainstream competitors. You won’t find anything as it in a Chevy Equinox or a Santa Fe or perhaps a Highlander. There’s nothing like it there, unless you can raise to the (probably European) luxury brand or simply a significantly more expensive Dodge Durango SRT. The Edge ST is by and large done well, more likely to advance to come, and perhaps the right spot for Ford Performance get started on at a post-car world. Just what can’t be, please, would be the respond to what becomes of Ford Performance and dependable Ford enthusiasts even without the the Fiesta ST, Focus ST, or Fusion Sport and Taurus SHO.
Ford notes that your Edge ST could make a wonderful life-stage step for anyone moving out of a Fiesta or Focus ST (one who gets married and has a couple kids, in non-marketing speak). But think about the one that doesn’t develop a life-stage step? Does she have to go up to $60K plus for that Mustang GT350?
At best the Edge ST is usually a starting point, and that we don’t figure out what else Ford has planned, past the announced Explorer ST (convinced that won’t be the answer, either). The chefs at Performance hint which they could do what they have to call a straight One SUV—precisely what the Focus RS will be to the ST, or forthcoming GT500 should be to a Mustang GT, or just what the Raptor is always to an F150 FX4—but and what will the muse vehicle be? Would you like a Raptor-ized Bronco?
What’s probably clear is that if you’re a Ford loyalist as well as a track enthusiast and want factory performance upgrades so you can’t follow a truck, your options might be limited, and well at night average new car transaction price.