2015 Ford Edge

2015 Ford Edge

Episode 3434 , Episode 3447
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

No vehicle helped to make the SUV a required family friend more than Ford’s original full-framed Explorer. Indeed its enduring success allowed Ford to go slow to shifting to car-based utes, other than the compact Escape. But, for 2007 they gave in, and launched the mid-size Ford Edge. While not as rugged as Explorer, it still had solid sales. Now, finally, there’s a second gen Edge, and it’s new from corner to corner.

While auto writers use the phrase “all-new” a lot, the 2015 Ford Edge really is about as all-new as any vehicle can be, with very few parts carried over from the first gen. 

Its stronger unit-body structure has a wheelbase that is 1.0-inch longer than previous, though track has been narrowed slightly. As for the suspension, a MacPherson-type strut with isolated sub-frame remains up front, but in back there’s a new integral link setup with coil springs that’s designed to shift ride quality in a sportier direction. 

And indeed, we found that to be the case on the roads less traveled around Phoenix, Arizona. Ford’s Curve Control is still available, but thanks to the vastly improved chassis, it seemed less willing to intervene. 

For those that wish to take it further over the edge, a Sport model returns and it’s even more proficient than before, thanks to additional suspension tweaks and standard 20 or optional 21-inch wheels.  

All models are noticeably quieter inside, with very little-to-no wind or engine noise, unless you have the throttle pinned. Weight is down a tad, but not so much that we noticed it. 

A good improvement overall, yet it’s still not as polished as many in this crowded segment. 

The Edge does showcase much of Ford’s latest technology, like inflatable rear seatbelts, hands free lift-gate, Lane Keeping, and adaptive cruise control. A back-up camera is standard; with a 180-degree view front camera, with washer, available to aid in pulling out of blind places. Active park assist adds perpendicular help, and will even pull out of the spot for you when you’re ready to go.  

The make-or-break aspect of any family vehicle however, is how you’re treated inside. Up front room is slightly more generous from before. And, the nicely supportive seats use thinner padding, so the environs seems even more spacious.  

Additional soft touch material are well placed, taking both the look, and feel of the cabin a notch or two higher. There is noticeably more space for rear seaters too, but the Edge remains a 5-passenger crossover, saving 7-passenger duties for the also now unitized Explorer. 

Cargo room grows most of all, up 7.0 cubic-ft. in the rear to 39.2.  Maximum space, with the seatbacks folded, is now a healthy 73.4 cubic-ft. 

The exterior design is equally important of course, as few people want to be seen in an ugly ride; and here the Edge is clearly… …edgier. The previous gen’s rounded shape has been replaced with a more angular one; and while size has grown, the less bloated look makes it appear tidier.  

For sun worshipers, the Edge has one of the longest sunroofs out there, with Ford’s Vista Roof taking up almost 4-feet of real estate. 

Under hood property is occupied by 1 of 3 engines. Base is a 2.0-liter EcoBoost I4, and it’s technically a new engine, as it features a twin-scroll design that both improves efficiency and increases power. Horsepower is now 245; torque is also up by 5 to 275 lb-ft. 

The naturally aspirated 3.5-liter V6 carries over, but its reprogramming results in slightly less horsepower at 280 and 250 lb-ft. 

The new option, is the F-150’s 2.7-liter V6 EcoBoost, here putting out 315-horsepower and 350 lb-ft. of torque, which comes standard in the Edge Sport.  

Fully automatic all-wheel-drive is available with any engine, and towing capacity remains at 3,500-lbs. 

Now, we spent most of our early drive time with the 2-point-0, and came away pleased; with its nice, sharp throttle response helping it feel plenty stout. But we did find the standard 6-speed automatic transmission easily confused and quite busy. Sport mode didn’t seem to offer any relief.  

Base pricing stays exactly the same at $28,995. But Sport trim ups the high end a bit, starting at $38,995. All-wheel-drive tacks on 2-grand more. 

Ford has obviously learned a lot about building crossovers, as the Escape and Explorer consistently rank among the top-10 in SUV sales. And, even the first Edge spent some time on the list. Well, now it just looks like Ford is getting greedy, as the really “all-new” 2015 Ford Edge will likely make a return to the top-10, and score a perfect 3-for-3 for the blue oval.

Specifications

  • Torque: 275 lb-ft. / 250 lb-ft. / 350 lb-ft.
  • Horsepower: 245 / 280 / 315
  • Engine: 2.0 liter / 3.5 liter / 2.7 liter
2024 Acura ZDX 3

2024 Acura ZDX

Acura Gets To EVTown With A Little Help From Its Friends

Episode 4429
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

This Acura ZDX may look just like every other Acura, but that’s far from the case. This is actually the brand’s first all-electric vehicle. And that’s just the tip of this electronic iceberg, as there’s plenty more to discover beneath the surface. So, join us for a deep dive into some unchartered waters.

The Acura ZDX is the brand’s first full battery-electric vehicle, and Acura took a long and winding road to get here. It started off in Detroit where GM’s Ultium platform was born. Honda struck a deal to make use of it for their Prologue SUV and developed this Acurafied version right along with it. Base A Spec comes standard with a single 358-horsepower rear motor, or you can step up to a dual-motor all-wheel-drive setup with 490 horsepower. This Type S cranks up the horsepower a bit to 499 but more impressively winds up an additional 107 lb-ft of torque for a total of 544; that’s 52 lb-ft more than the last NSX supercar.

All versions share the same 102-kWh battery, meaning a max range of 313 miles in the A-Spec. That drops to 278 here in our Type S tester, though in our driving loop, we were on pace for 295 miles. 190-kW max fast charging feeds enough juice to get you to 80% charge in 42 minutes. And using 43-kWh of electricity per 100 miles, the Type S earns a fair efficiency rating. Regen braking may not have as many levels of adjustment as some EVS, but full one-pedal driving is available, along with a regen-on-demand brake paddle on the back of the steering wheel.

2024 Acura ZDX 4
2024 Acura ZDX 11
2024 Acura ZDX 3
2024 Acura ZDX 2
2024 Acura ZDX 10
2024 Acura ZDX 9
2024 Acura ZDX 8
2024 Acura ZDX 5
2024 Acura ZDX 6
2024 Acura ZDX 7
2024 Acura ZDX 42024 Acura ZDX 112024 Acura ZDX 32024 Acura ZDX 22024 Acura ZDX 102024 Acura ZDX 92024 Acura ZDX 82024 Acura ZDX 52024 Acura ZDX 62024 Acura ZDX 7

The Type S gets a host of additional upgrades dedicated to improving performance: bigger stabilizer bars front and rear, quicker steering ratios, 22-inch wheels, and an adaptive air suspension that keep the ride pleasant even with those 22s. Summer tires are also available.

Not sure if it speaks to the Acura’s overall refinement, or if we’re just getting used to launching crazy fast EVs, but the ZDX didn’t feel particularly strong off the line, yet when we looked at the numbers, we were racing to 60 in just 4.5-seconds. No drop off in power though the ¼-mile. ZDX is consistent and fast; silently streaking to the end of the track in 12.9-seconds at 110 miles-per-hour. As with all EVs, there’s substantial weight to deal with, here about 3-tons, but its distributed equally front to back, and it felt extremely smooth through our handling course. The very light steering and aggressive stability control took some getting used to, but after a few runs we were able to find a good pace that kept everything happy, including us as there was very little body roll in the ZDX.

It felt extremely smooth through our handling course.

Type S gets Brembo brakes up front, and in our panic braking runs, there was a very aggressive initial bite, and despite the weight, brought things to a quick stop in a short 102-feet from 60 miles-per-hour.

Inside, a sharp-looking digital instrument cluster is joined by an 11.3-inch color touchscreen display, small by today’s standards, but well integrated, and with Google built in, operation is very familiar.

All ZDXs come with Perforated Milano leather seating. Type S upgrades with Microsuede inserts. It also adds a unique steering wheel, brushed aluminum trim, lots of logos, and it is the first Acura to get a Bang & Olufsen audio system. Small item storage is plentiful up front, and rear cargo capacity is 28.7 cubic-ft; expanding to 62.0 with the rear seatbacks folded; that’s closer to RDX than MDX. Back seat passengers get a great experience, with plenty of room all around, heated seats, climate controls, and charging for their electronics.

2024 Acura ZDX 20
2024 Acura ZDX 22
2024 Acura ZDX 19
2024 Acura ZDX 18
2024 Acura ZDX 15
2024 Acura ZDX 21
2024 Acura ZDX 17
2024 Acura ZDX 16
2024 Acura ZDX 14
2024 Acura ZDX 12
2024 Acura ZDX 13
2024 Acura ZDX 202024 Acura ZDX 222024 Acura ZDX 192024 Acura ZDX 182024 Acura ZDX 152024 Acura ZDX 212024 Acura ZDX 172024 Acura ZDX 162024 Acura ZDX 142024 Acura ZDX 122024 Acura ZDX 13

Despite starting off with the GM chassis, Acura designers clearly crafted a vehicle that looks every bit an Acura. It’s long, low, and wide with a modernized take on Acura’s shield grille leading the way.
A-Spec pricing starts at $65,850, Type S goes for $74,850; both versions are currently still available for full federal tax credits.

You may remember a first Acura ZDX, a coupe-style SUV that came and went in the early 2010s. This is not that ZDX, but it’s certainly just as forward thinking; better timed and much better looking too.

The Acura ZDX is a very well executed first step into the world of electrification. And we have no problems with them getting a little help from GM to get things started, as the Ultium platform has spawned some fantastic EVs. But, at the same time, we do look forward to what Acura’s next and perhaps far more important step will be.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 102-kWh
  • Horsepower: 499
  • Torque: 544 lb-ft
  • EPA Range: 278 miles
  • 0-60 mph: 4.5-seconds
  • 1/4 Mile: 12.9-seconds at 110 mph
  • Braking, 60-0 (avg): 102-feet
  • MW Test Loop: ~ 295 miles
  • Peak Charging : 190-kW