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2011 Ford Edge: First Drive Review

As we previewed last Friday with a Madlibs-inspired snippet of edited road test, our driving impressions of the 2011 Ford Edge can now be released.

The 2011 Ford Edge five-seat crossover was launched in 2007 and has now sold more than 400,000 units. This is its first major update, and it is not only restyled but offers a new interior, many electronic and driver-control enhancements, and a completely new interior.

A sleeker blocky shape

The 2011 Ford Edge is considerably sleeker from the front and front-three-quarter view than its predecessor. When that first 2007 Edge was launched, Ford was spreading its corporate grille--with three chrome bars--across all its passenger vehicles.

The 2011 update pulls off the difficult trick of making the front end look lower and more streamlined by making the grille deeper but sweeping back the front light units, which are smaller.

Ford engineers also improved the Edge's aerodynamics, dropping the drag coefficient from 0.385 to 0.363. Their many tricks included cutting the size of the openings where air enters the engine compartment by 40 percent, but directing the underhood airflow better.

Somehow it all works. We can say conclusively that while we were lukewarm on the overall profile of the first Edge, we like this one.

Inside, the dashboard, instrument cluster, center stack, and console have all been redesigned. The plastics are nicer, most of them using soft-touch materials, and their shapes are less blocky.

The Edge Sport model has blacked-out grille inserts, a body kit, and other subtle visual cues, along with grey inserts and contrasting stitching on the seats--like the Mustang, as Ford points out.

Stepping smartly away from stop

We drove several 2011 Ford Edge models through the rolling country around Nashville, but not the one we were waiting for: the Edge with EcoBoost, powered by a direct-injected, turbocharged 2.0-liter four that puts out as much power as a V-6 with gas mileage at least 10 percent better.

That Edge will be shown at the end of the year, after the engine debuts in the 2011 Ford Explorer, and will go on sale early next year.

Instead, we mostly drove the standard 285-horsepower 3.5-liter V-6, which puts out 20 more horses than it did last year. This engine is mated to Ford's six-speed automatic, giving 19 mpg city, 27 mpg highway, though those numbers fall to 18 and 26 mpg when all-wheel-drive is specified (it adds roughly 175 pounds).

Specified with the trailer towing package, the 2011 Edge will haul up to 3500 pounds.

One of the features buyers liked most about earlier Edges was the acceleration. Ford has tuned its latest engine and transmission to offer lots of power away from the stoplight. The accelerator pedal tuning, in fact, requires a bit of learning to avoid jerky takeoffs from the abundant power at the top of the pedal travel.

Beyond that, though, the acceleration is "linear and seamless," qualities that Ford's Scott Slimak said are now a core element of the "Ford DNA" characteristics built into every new vehicle.

Beyond the 3.5-liter, the other engine option comes only in the low-volume 2011 Edge Sport, fitted with a 305-horsepower 3.7-liter V-6--40 more horsepower than last year's--mated to the six-speed automatic, but with paddle shifters added for sportier gear changes.

It also sports gigantic 22-inch wheels and low-profile tires. Behind the wheel, the Edge Sport handles nicely, and although its roll center is actually a touch higher due to the huge wheels, we found that it cornered flatter than the base model.

While it had a bit more road noise and a more active ride, we were surprised that it wasn't rougher still. Overall, the Edge Sport made us wish for the suspension modifications and paddle shifters applied to the base vehicle without the visual cues.

The Sport's fuel economy falls slightly, to 18 mpg city, 25 mpg highway (or 17 and 23 mpg with all-wheel-drive). Ford views it as the model for a Mustang owner who has just found himself with kids, and wants to stay in touch with good handling and a sporty feel.

Excellent seats

The front seats are nicely upholstered and comfortable, although we were baffled by Ford's inconsistent power seat controls: fully powered for the driver, but a power lower cushion with a manual recline lever for the front passenger.

Ford claims that the 2011 Edge has best-in-class legroom in the second row, and we're not inclined to doubt them. The rear seats now recline, and we fit four 6-foot adults into the Edge without complaint.

Build quality was very good considering that we were driving pre-production vehicles. We heard no interior creaks or other noises, and the noise suppression is good on the base car. The Edge Sport, as noted, produces more tire noise, an inevitable price to pay for its huge, very low-profile tires.

The 2011 Edge now has bottle holders in all four doors, as well as the usual (and growing) array of pockets, bins, trays, and other areas to put stuff. It also has a Volvo-esque recess and tray behind the console, about which Ford said nothing at all--perhaps in deference to the recent sale of Volvo to the Chinese firm Geely.

More and smarter electronics

One of the areas Ford focused on for the 2011 Edge was improving the brakes, both in feel and performance. The rear rotors are larger this year, and the braking progression has been retuned for more initial bite and shorter overall stopping distances.

Other brake-related features added for 2011 include hill-start assist, which prevents the vehicle from rolling backward at stops; trailer sway control adapted from Ford's F-150 pickup line; and adaptive cruise control and collision warning, which use front-facing radar to calculate the distance to the car ahead.

There's also Ford's Blindspot Information System, which flashes a light when a car in in the adjacent lane out of sight of the mirros, along with cross-traffic alert, which can detect traffic approaching from the side when backing the car out of a parking space.

MyFordTouch and much, much more

On all but base SE models, the central speedometer is flanked by twin displays that can be toggled to bring up a host of information--or very little--depending on the driver's preference.

Only Ford offers this virtual dashboard on so many models, and we think it's possibly the best dashboard offered on mass-market vehicles today. The associated MyFordTouch system will be fitted, Ford estimates, to 80 percent or more of 2011 Edge models.

It lets drivers operate not only the telephone, entertainment, and navigation systems using voice commands--Sync did that three years ago--but also the climate control. Which, if you think about it, make up the four areas with controls that make drivers take their hands off the wheel.

While the multiple options for making something happen in the car take explaining, we found MyFordTouch easy to use, especially once we stopped stabbing at the central touch screen and began using the thumb controllers on each face of the steering wheel to supplement our voice commands.

The array of voice commands and syntax has expanded from 100 Sync options to more than 10,000 today, and Ford has flattened the command structure somewhat. This means that drivers can tell the system to "play Elvis Costello" rather than having to specify "entertainment" or digital music first--though, oddly, it's still necessary to say "climate" to change temperature settings.

There are many more features to MyFordTouch than we could cover here. One is standard turn-by-turn navigation instructions (even without a nav system fitted) plus the ability to send routing instructions from Mapquest or Google Maps to the car through a paired device.

Beyond the mid-range SEL model which includes the electronics, Ford offers an Edge Limited package that's the most luxurious model you can order.

As well as the trendy Start-Stop button and proximity key, it replaces the Edge SEL's mock carbon-fiber trim surfaces with matte-finish vertical wood grain, definitely a more elegant look.

The Sony sound system, the high-end stereo option, is fitted behind a high-gloss black panel on the center stack that brings the Sony look even into some vehicle controls.

The climate controls and even the emergency flasher button are all touch-sensitive, a bit too much so in the case of the flashers, which the passenger turned on more than once reaching across to adjust something or other.

The Edge Sport includes most of the amenities from the Limited model with a few of its own, including the contrasting color seat inserts, a bodykit and blacked-out grille, those 22-inch wheels and tires, and of course the 3.7-liter engine and paddle shifts for the transmission.

The base 2011 Ford Edge starts at $27,995, and the 2011 Edge Sport starts at $36,995. No pricing has been announced for the 2.0-liter EcoBoost engine, nor has its EPA mileage rating. Stay tuned for those.

Ford provided airfare, lodging, and meals to enable High Gear Media to test the new 2011 Edge.

Frugal Shopper: 2010 Chevy Silverado Most-Discounted In August

If you're shopping for a large pickup like the Chevrolet Silverado, the time is still right to get a very sweet deal.

According to the pricing-intelligence firm TrueCar, which tracks transaction prices and can show you what kind of discount to expect locally, large pickups are the type of vehicle that remains most discounted. As a class they're discounted an average of 11 percent, and for the 2010 Silverado in particular shoppers are getting an average 23 percent below MSRP.

The 2010 Chevrolet Malibu was the most-discounted mid-size sedan, at about 20 percent off sticker. Other deeply discounted vehicles include the 2010 Jeep Grand Cherokee (19 percent), Hyundai Sonata (17%), Ford Ranger (17%), and Mercury Grand Marquis (17%). The Grand Cherokee, as well as the Ford Mustang and Lincoln MKX—all vehicles being replaced by redesigned 2011 models—are also on the list.

Several vehicles—either due to incentives or deeper dealer discounts—are selling at considerably lower bottom-line prices than a month ago (calculated between July 9 and August 5). Among them: the 2010 Mercedes-Benz R-Class ($1,480 below last month), the 2011 Ford Flex (-$1,171), and the 2010 Land Rover Range Rover Sport (-$1,150).

After full-size trucks, luxury cars, vans, and mid-size cars were also among the most discounted, at an average seven percent. But not all types of vehicles are looking like strong deals right now; subcompact cars (such as the Scion xB) were reduced by just two percent from MSRP, on average, while sports cars, mid-size SUVs, and small pickups were sold for just an average five percent below sticker.

And among brands, after hearing about some of the markdowns it probably doesn't come as much of a surprise that Chevrolet was the most-discounted brand in July, with its models selling at an average 16-percent off MSRP. Overall, Chevy had four of the most-discounted vehicles listed by vehicle category.

The 2010 BMW M6 remained the vehicle with the largest incentives—a whopping $12,500—while the Infiniti QX56 trailed with $7,000 of dealer cash. Also notably, GM is offering $5,000 off the Chevrolet Impala, and there's a $5,000 discount on the Chrysler-made Volkswagen Routan.

Look below for TrueCar's list of the most-discounted vehicles by class.

[TrueCar]

The Car Connection - Bottom Line

2010 Acura RL Bottom Line

We bring you the key facts on the 2010 Acura RL-what expert reviewers liked, disliked, other choices, and buying tips at TheCarConnection.com.

TheCarConnection.com's luxury-car experts drove the Acura RL for this hands-on Bottom Line review. Editors surveyed the rest of the reviews of the 2010 RL to compile this conclusive overview of Acura's biggest sedan. TheCarConnection.com also compares reviews to help you make a better buying decision.

Likes
Big, silky V-6
Solid ride quality
Comfy seats
Standard all-wheel drive (AWD)
Reliability

Dislikes
Lack of V-8 engine, rear-wheel drive
Five-speed transmission
Busy front-end styling, bland body
Not much more interior room than the smaller TL

Finding a car loaded with more high-tech gear than the 2010 Acura RL is a tough task. An array of electronics helps it deliver brisk, comfortable transportation for four or five adults. Priced to start at around $47,000, the RL is up against more expensive and more luxurious sedans from BMW, Lexus, Mercedes-Benz, and Audi, but is most fairly pitted against the likes of the Audi A6, Volvo S80, and Infiniti M37x. The Acura isn't the best looker or performer in the bunch, but it's reliable and comfortable according to nearly all sources.

Last year, the large Acura RL received a front and rear fascia restyling, which carries forward for 2010. Unfortunately, the rest of the body remains rather plain in comparison, leading many to note a mismatched appearance. The large grille and wide, metallic trim with LED tail lamps at the rear contrast sharply with the sides and roofline. Inside, the story is much the same, with a blander interior than the updated face and tail would indicate. It's attractive and well-styled, though restrained. An available wood-trim package improves the appearance further.

The 2010 Acura RL's 3.7-liter V-6 engine, 300-horsepower output, and 271 pound-feet of torque put it right on par with the competition on paper. Peaky power delivery, with max power coming above 5,000 rpm, gives the car a high-strung feel, though off-the-line performance is still brisk. The five-speed paddle-shifted automatic is responsive, but lacks a sixth gear found in many competing cars. Overall performance is less than impressive, however, due to the car's 4,000-pound weight, computer-controlled all-wheel drive, and electronic throttle tuning. Imprecise in response to inputs and ponderous in quick driving, the RL doesn't have the zest for speed you'd expect from a luxury sport sedan. Ride quality, however, is smooth and refined, and fuel economy is on par for the class at 16 mpg city and 22 mpg highway.

There's no shortage of comfort inside the Acura RL, though it's fit for only four adults. Rear-seat space is unimpressive, considering the 2010 Acura RL's 110.2-inch wheelbase and 72.7-inch width. Up front things are much better, with the 10-way power-adjustable front seats providing soft yet supportive seating. Headroom is good, and the controls are all easily within reach, if somewhat confusing to comprehend at first. Cargo capacity in the trunk is a bit on the small side, offering considerably less trunk space than similarly sized cars, such as the 2010 Ford Taurus SHO. The Acura RL's real strong suit is quietness in the cabin, thanks to thicker glass and more insulation than rivals, while high-quality materials, including glossy, rich wood and solid, pleasant-feeling plastics, provide a relaxed, premium feeling.

Safety is a highlight of the 2010 RL's spec sheet, with five stars across the board from the National Highway Traffic Safety Administration (NHTSA). The 2009 model won an Insurance Institute for Highway Safety (IIHS) Top Safety Pick award, but the 2010 model doesn't manage to follow up with another, despite carrying forward the same safety features. Those standard safety features include a strong body structure, six standard airbags, all-wheel drive, anti-lock brakes with stability and traction control, plus tire pressure monitors, and optional radar-based cruise control and automatic curve-following headlights.

As alluded to earlier, the 2010 Acura RL is a technological bonanza, offering a plethora of features, including a standard navigation system, 10-speaker Bose stereo system with six-disc DVD-Audio changer, AM/FM/XM tuner, MP3 input, USB input, Bluetooth, and keyless entry. A sunroof is also standard equipment, as are xenon headlights. The navigation system features real-time traffic data from XM, but getting the most out of the full-features system is tough due to the knob-based control system. Leather upholstery, power sunshades, and dual-zone climate control further swaddle occupants in luxury.

The Bottom Line: The 2010 Acura RL offers lots of features and strong safety. Performance takes a backseat in the 2010 RL-but technology and durability certainly don't.

Other Choices
If you like the 2010 Acura RL, also consider:

- Cadillac STS
- Volvo S80
- Audi A6

Reason Why:
Buying a larger entry-level premium sedan offers a taste of power and style-two areas where the Acura RL comes up a bit short. The Cadillac STS offers a sharper look, though it suffers from an even more crowded backseat than the RL. The Volvo S80 is roomier and brighter inside, with Scandinavian styling and lighter handling. Audi's A6 has an overworked front end to match the Acura, but a roomier backseat and a more coherent overall appearance.

Buying Tip
Even as Toyota continues to struggle with its recall woes, Honda isn't moving huge numbers of cars either. With Audi, Cadillac, and Mercedes-Benz seeing strong sales, Acura dealers may be willing to bargain on price, letting you secure a better-than-average deal.