2015 Ford Edge
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 GMC Hummer EV SUV
It May Not Make A Whole Lot Of Sense, But It’s Still An Awesome Vehicle
The reborn GMC Hummer all-electric pickup delivered all the off-road chops we expect from a Hummer, plus the supercar-like acceleration of a high-performance EV that we didn’t expect. Well, now things have come full circle, as the Hummer is once again an SUV. So, let’s burn up some rubber, and some electrons, and learn what’s next for Hummer.
What a roller coaster the Hummer has been on. In seemingly no time at all it went from aspirational military-inspired ruggedness, to the poster boy for excess and environmental irresponsibility; and then just as quickly, it disappeared altogether as a casualty of GM’s 2009 bankruptcy.
Well, then under the GMC banner, the 2022 Hummer EV Pickup flipped the script by becoming the ultimate pollution-free EV at a time when EVs were just becoming mainstream. Since this 2024 GMC Hummer EV SUV more closely resembles the original, it looks like we’ve come full circle.
Most of the same stuff that made the pickup version so unique and so awesome are here: interactive LED lighting, Crab Walk, Super Cruise, Extract Mode, Watts to Freedom… just slightly less of it as the SUV version has four fewer modules in its double-stacked battery assemblies that make up this Ultium platform.
This 3X uses the same three-motor arrangement as the pickup, one up front and two in the rear, but “only” 830 horsepower here, due to the smaller battery; though 11,500 lbs. of torque is plenty enough for any land-based automotive task we can imagine. As to range, if you opt for the Extreme Off-Road package, which comes with mud-terrain tires, you’ll be limited to just 298 miles; but the standard setup here is rated for 314.
We saw as much as 305 available in the gauge display, so we planned a 302-mile road trip and still had an indicated 46 miles remaining at the end of it, putting us on pace for a range of 348 miles.
It can be a handful when you give it a foot-full, as Watts to Freedom launches are no joke.
With a 9-inch-shorter wheelbase, the SUV’s tidier package makes for better off-roading agility; that is, if you’re comfortable hammering through trails in your six-figure EV showpiece. And the SUV has also brought a few new things to the Hummer portfolio such as satellite-based trail mapping as part of the myGMC app and a Power Station onboard generator that gives you 19.2-kW of power for charging things out on the trail, including other EVs.
Much like the Hummer EV Pickup, it can be a handful when you give it a foot-full, as Watts to Freedom launches are no joke. Then only 3.6 seconds to 60 for a borderline cinematic experience with unique displays and sounds along for the ride.
Nothing is held back here. Full power is unleashed whether there’s enough grip for it or not, so you tend to get pulled in different directions as you take off and, for the most part, the whole way down the track. We cleared the quarter in 12.3 seconds at 112 mph as power never really lets up.
It’s easy to say that an 8,500-lbs. vehicle probably shouldn’t be moving that fast, but a few trips through our handling course reveals it has more than enough stuff to handle that weight. If you’re not afraid of some body roll, you can push it quite hard, and it will turn in without issues; the four-wheel steering clearly helps. And it dealt with that weight just fine in panic braking runs too, stopping us from 60 in a respectable 130 feet with no drama.
With everything forward of the rear seats the same as the Hummer Pickup, the interior is very familiar. There’s plenty of comfort and space for three in the rear seats, plus lots of flexibility. Cargo area is accessed through a side-opening, power-operated door that reveals 35.9 cubic-feet of space, which expands to 81.8 cubic-feet with the seatbacks folded; and of course, there’s also 11.3 cubic-feet in the front under hood cargo area.
But even with the shift to battery power, this Hummer remains very thirsty, using 63 kWh of energy per 100 miles. Pricing for this 3X starts at $106,945, the two-motor 2X at $98,845. Both the same as the Pickup.
While it can seem more ridiculous than practical, it’s hard not to love the reborn Hummer. Not only is it a purely unique automotive experience, but it’s a rolling example of what’s possible with battery power, while at the same time being incredibly fun and surprisingly easy to drive. The 2024 GMC Hummer EV SUV delivers much the same macho bravado of the original Hummer H1, but does it for a new era.
Specifications
As Tested
- Motor Setup: Tri Motor
- Battery Size: 212 kWh
- Horsepower: 830
- EPA Range: 298 miles
- 0-60 mph: 3.6 seconds
- 1/4 Mile: 12.3 seconds at 112 mph
- Braking, 60-0: 130 feet (avg)
- MW Test Loop: ~ 349 miles