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.


  • 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 Subaru Solterra 3/4 Front

2024 Subaru Solterra

The Solterra Gets Subaru Into The EV Game

Episode 4339
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You could say that Subaru is one of the more conservative brands out there. So, it’s no surprise it took them a little longer than most to venture into pure EV territory. But now that they’ve staked a claim with this Solterra, it’s time for us to see if Subaru buyers should plug in.

The Subaru Solterra is indeed the brand’s first full battery-electric vehicle; and while it took partnering with Toyota to make it happen, as we’ve seen with the BRZ and GR86 sport coupes, that partnership can lead to some great things.

So, we’ll start there; the Solterra’s counterpart is the Toyota bZ4X, and they do share most powertrain elements, specs, and features; but Subaru has done a few things to establish some unique vibes for their brand. That starts with the drivetrain, as all-wheel drive is standard here as in most Subarus, and in similar tradition, power won’t overwhelm you, it’s more safe and familiar feeling than overpowering as some EVs can be. Called StarDrive, this Subaru’s dual-motor setup rates 215 horsepower and 249 lb-ft of torque. Subaru loves to tout that their drivers are second only to Jeep owners when it comes to venturing off pavement, so capability is a must.

2024 Subaru Solterra Dead Front
2024 Subaru Solterra 3/4 Front
2024 Subaru Solterra Headlight
2024 Subaru Solterra Front Emblem
2024 Subaru Solterra Wheel
2024 Subaru Solterra Profile
2024 Subaru Solterra Dead Rear
2024 Subaru Solterra 3/4 Rear
2024 Subaru Solterra Rear Detail
2024 Subaru Solterra Badge
2024 Subaru Solterra Charge Port
2024 Subaru Solterra Dead Front2024 Subaru Solterra 3/4 Front2024 Subaru Solterra Headlight2024 Subaru Solterra Front Emblem2024 Subaru Solterra Wheel2024 Subaru Solterra Profile2024 Subaru Solterra Dead Rear2024 Subaru Solterra 3/4 Rear2024 Subaru Solterra Rear Detail2024 Subaru Solterra Badge2024 Subaru Solterra Charge Port

We did find Solterra as competent as every other Subaru. Their X-Mode has been programmed to work seamlessly with the electric motors, and its 8.3 inches of ground clearance is higher than the bZ4X; plus, you can use Grip Control to moderate speeds and maximize traction.

While most new EVs seem to be hovering around 300 miles of range, max here in the Solterra from its 72.8-kWh battery pack is 227 miles, 222 here in Touring trim. Our results were much less than that, on pace for just 172 miles in our driving loop. But that may be a fluke since we managed 210+ in our bZ4X test.

Only 100-kW max for DC fast charging. But even though it has only been on the market for a year, they’ve already cut down charging times for ‘24 models. An upgraded battery conditioning system, needs 35 minutes for an 80% charge. Subaru always seems to come out on the right side of being cool while remaining authentic, and the Solterra’s styling works, as does its beefier roof rack for ’24 which now holds up to 700 lbs. for tents and the like. Touring trim comes with some great looking 20-inch alloy wheels and there’s lots of body protection, but they did go a little overboard with all of the EV badges everywhere.

We found ride quality to be quite good, and handling spunkier than expected.

In addition to being a good-looking small SUV, it’s a highly functional one too with plenty of room for 5, durable materials, and a bridge-type center console with lots of storage space underneath, though there is no traditional glove box. Subaru also claims it was designed to be dog-friendly, so that’s a plus too. It does have the roomy feel of an Outback, and rear cargo capacity is pretty close, too, at 29.0 cubic-feet.

We found ride quality to be quite good, and handling spunkier than expected. It really shined in the handling course at our Mason-Dixon test track; the EV low center of gravity giving it a very planted feel through the cones. There was minimal body roll and great all-wheel-drive grip; though when it came to us getting a grip on the steering wheel. Well, it’s an oddly shaped steering wheel that took some getting used to. It’s another thing that separates it from the bZ4X, though it seems a little bit like just being different for the sake of being different.

2024 Subaru Solterra Dashboard
2024 Subaru Solterra Instrument Cluster
2024 Subaru Solterra Central Display
2024 Subaru Solterra Shifter
2024 Subaru Solterra Front Seat
2024 Subaru Solterra Rear Seat
2024 Subaru Solterra Trunk
2024 Subaru Solterra Dashboard2024 Subaru Solterra Instrument Cluster2024 Subaru Solterra Central Display2024 Subaru Solterra Shifter2024 Subaru Solterra Front Seat2024 Subaru Solterra Rear Seat2024 Subaru Solterra Trunk

On the other hand, while not insanely fast like some EVs, there was good punch off the line; enough to get us to 60 in 6.2 seconds. And rather than rolling back the power, the Solterra kept it consistent the whole way down the track. We finished the quarter-mile in 14.8 seconds at 93 mph. There wasn’t much feel coming through the brake pedal, but panic braking stops were fade-free with an average amount of nose dive; our stops from 60 averaged 120 feet.

Using 33-kWh of electricity per 100-miles, the Solterra earns a good efficiency rating. Pricing starts at $46,340 for the base Premium, and tops out with Touring at $53,340, with Limited in between.

Being the rugged and lovable outdoor types, Subaru owners have proven to be willing to sacrifice certain things for the good of the environment they spend so much time enjoying. Whether that will translate to them going all-in on the 2024 Solterra remains to be seen. It’s no surprise Subaru has finally gone all-electric, and it shouldn’t come as a surprise they’ve entered the EV game conservatively. Something tells us Subaru owners wouldn’t have it any other way.


As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 72.8-kWh
  • Horsepower: 215
  • Torque: 249 lb-ft
  • EPA Range: 222 miles
  • 0-60 mph: 6.2 seconds
  • 1/4 Mile: 14.8 seconds at 93 mph
  • 60-0 Braking: 120 feet (avg)
  • MW Test Loop: 172 miles