Ford Edge Titanium Review – Manufacturer of Doubt. Ford Edge Titanium AWD2- liter Eco. Boost turbocharged I- 4, direct injection (2. Six- speed Select. Shift automatic transmission. EPA Rating, MPG)1.

It’s effortlessly comfortable. The ride is sublime. When you’re driving the Murano, everything is damn- near perfect. But the Murano could only be considered pretty by someone subjected to the “Ludovico Technique” and thousands of flashing images of the Infiniti QX5. QX8. 0. The Murano is the violently green neon dress and pink knee- high boots to the Edge’s fitted black number and Saks Fifth Avenue pumps. At a black- tie affair, one of those is going to stick out, and for all the wrong reasons. Yet, looks can be deceiving.

It was underneath that retina- burning attire I found an incredibly comfortable, competent crossover in the Murano. It’s hard to fault it with your eyes closed.

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Now it’s the Edge’s turn. Would I find the same characteristics in it that made me fall in love with Nissan’s lifestyle- mobile? Exterior. From a distance, the Edge won’t be confused for anything else. Since the first generation made its way to public roads, Ford’s middle child has tried its best to visually blend the lines between the Blue Oval’s cars and trucks. Up front, the Edge has always worn a version of the trademark Gillette barred grille, linking it closer to Ford’s trucks, but its headlights have slowly metamorphosed from an F- 1. Taurus and Fusion.

Just like the first Edge, the design blending continues in the second generation — and to great effect. The 2. 01. 5 Edge gets a new version of the barred grille — continuing its visual link to the F- Series trucks and larger Flex — nestled in a hexagonal surround seemingly pulled directly from the Taurus. Also up front on our Titanium- trimmed tester are a pair of pentagonal LED “signature” fog lamps in faux brake duct housings, standard on SEL and up models, and LED daytime running lights in the headlight housings. HID headlights are optional, even this high up the trim range, and came fitted on our tester as part of a $5,6. In silhouette, the Edge continues to feature aggressively raked front and rear glass, giving it a shape unlike anything else in the segment. Our tester came with stylish chrome trim surrounding its side glass and matching optional 2.

Titanium models usually come with 1. Those large, round pieces of metal didn’t handicap its ride quality as much as I thought they would — but more on that later. The rear is vertically split by a LED light bar connecting the tail lights on Titanium and Sport models and the license plate is mounted high up the tailgate.

Further down, standard twin exhaust tips poke out through a faux diffuser. Overall, the Edge scores high in the yuppie dink polls thanks to its styling, though it’s definitely not as offensive bold as the Murano. The Edge also looks expensive — because it is. As tested, our Titanium tester tips the financial scales at $4. Murano I tested earlier this year. Interior. Compared to the Murano, the Edge is more luxurious to look at on the inside, but to the detriment of comfort.

For starters, while the seats in the Ford are much more pleasing to the eye, they can’t hold candle to the comfort offered by the Zero Gravity seats in the Murano. Nissan has a strong seat game, though, so I won’t fault Ford for not keeping up with the needs of my backside. Also, the cockpit in the Edge feels ever- so slightly more snug in a visual way — and I liked it. I felt more a part of the car. The materials on the dash are decidedly more upscale.

Instead of uber- fake grains, Ford gives you simple satin- finished plastics that are less likely to scratch than their brightly polished counterparts (though, there are a few of those as well around the cup holders). And that gorgeous burnt- orange/brown leather is everywhere. As far as interior colors are concerned, this nails it — though, I personally wouldn’t have it in a vehicle painted black. Powertrain. For 2. Ford gave the Edge additional motivation options in a new twin- scroll 2- liter Eco. Boost four cylinder and a 2.

Eco. Boost V- 6 in the Edge Sport. Our tester came with the former, producing 2. If you opt to run regular pump gas, the engine won’t mind, but it won’t produce the numbers quoted either. If you want to insure yourself from the complexities of turbocharged engines, Ford still offers the normally aspirated 3. V- 6 as an option. Back to that 2- liter Eco. Boost engine in our Titanium model: the experience is a mixed bag.

On one hand, it’s really hard to fault the new mill from a drivability perspective. When mated with Ford’s Select.

Shift six- speed automatic and all- wheel drive, the little four pot is as smooth as any turbocharged mill can be. The Mercedes- Benz 2- liter turbo used in the CLA and GLA are downright agricultural in comparison, and the Ford mill is almost on par with V- 6 smoothness thanks to what I’m sure is many cubic feet of sound deadening material. But, there’s a cost associated with that smoothness: fuel economy. Most of my time with the Edge was spent in city driving, but even then, I should have achieved better than the 1. For comparison, the Murano with its V- 6 engine and CVT transmission delivered 2. Infotainment. The 2. Edge itself might be all new, but its infotainment is not.

SYNC in the 2. 01. Ford Edge is not SYNC3. We are still in the My. Ford Touch era here. That said, I still don’t understand the derision hoisted upon “SYNC with My. Ford Touch”, as it’s marketed, by people who shall remain nameless.

Yes, it takes some getting used to and it might even be a little slow at times, but have you tried the infotainment systems from the Japanese brands — Honda, Subaru, Toyota, et al? I’d rather be stuck with this version of SYNC for the rest of my life if it meant never having to use Starlink ever again. And don’t even get me started on Honda’s apparent inability to manufacture a volume knob. However, even this version of SYNC is not long for this world in the Edge. The 2. 01. 6 model brings the newer version to dashboards. So, instead of asking me what I think, go to a Ford dealer and try them both. Chances are dealers will have both 2.

Edges on hand. As for the 1. Sony audio system, it sounds good when being fed high- quality tunes as far as I could tell, but I’m no audiophile. Perceived quality, and not the J. D. Power kind. So, remember that post from awhile back? You know, that one. Well, as many of you guessed correctly, those photos were taken of this particular Edge.

Here are all of them. So, there are two possibilities here: 1. Either this is a pre- production model in a media fleet (which multiple sources have told me should never happen); or, 2.

This is a production vehicle (which it should be since we are getting this car at the end of the 2. Also, I want to make it very clear to you — TTAC’s B& B, our more casual readers, and those at Ford who’ll be re- evaluating my future press fleet access — that I’m not doubting the quality of the Edge. Panel fitment is one of those things that can take a lot of time to get right, and a first year run of a new model is going to have some teething issues. What I do want to highlight is perceived quality on what’s a near- as- makes- no- difference $5. If someone is going to drop a significant amount of their income on a new vehicle — which can be the second- or first- most expensive purchase of their lifetime — they expect a certain level of quality, perceived or otherwise.

I have no doubt the Edge is a quality product in the “mechanically sound and reliable” sense of the word, but I’m not sure the general public would be so forgiving. And they haven’t been. Since I started at TTAC, I’ve received more emails about Ford panel fitment — mostly on Mustangs — than any other common thread. It might be time for Ford to renew their focus on perceived build quality, if for no other reason but to have its vehicles show better on a dealer’s lot.