2015 Ford Edge

December 26, 2014
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2015 Ford Edge

2015 Ford Edge

For the second incarnation of its midsize Edge crossover, Ford is taking its show on the road. Tardy in the inaugural Edge’s life, exports commenced to China and expeditiously escalated to 10,000-12,000 units per year. It seems two-box utes are as sultry there as they are here and as they’re becoming in Europe, where sales will additionally commence for 2015. Affirmative, the incipient Edge has been developed with diesel engines, right-hand-drive, full pedestrian auspice and low-speed damageability standards in mind. That’s good news for the North American faithful additionally.

 2015 Ford Edge

The 2015 Ford Edge follows the Fusion onto the latest CD platform, hewing a lot more proximate to the sedan’s architecture than the last one did. This will make it more facile to decide in the future to build the Edge alongside Mondeos/Fusions in other ecumenical plants, should sales demand it. Naturally the incipient body structure is stiffer in bending and torsion (by 26 and 16 percent, respectively), but of even more preponderant benefit is the transition away from the precedent model’s trailing-arm control-blade rear suspension to a congruous plenarily independent setup that we’re promised distributes greatly ameliorated ride while reducing body roll and incrementing the overall handling limits by 15-20 percent.

Sizewise, there’s magnification in virtually every direction. The wheelbase is up an inch (to 112.2), with length and height incrementing by 3.9 and 1.6 inches, respectively. Only width is decremented, and by only a tenth of an inch. Ford makes that 4 percent increase in outer space count, however, by incrementing inner passenger space by 5 percent, while cargo room jumps by 7 percent overall and an impressive 22 percent with the rear seat up. Affirmative, that rear window is more steeply raked than afore, but there’s a lot more length and height below the window.

2015 Ford Edge interior

2015 Ford Edge

And as is so often the case these days, savvy utilization of ultra-high-vigor steel and other advanced materials is expected to drop the average curb weight by 50 pounds despite the additament of myriad incipient technologies, a few of which are making their engenderment debut on the Edge, including the steering-wheel mounted ratio-varying adaptive steering, Enhanced Park Avail (which can now back the car into a perpendicular spot and drive you back out whatever parking spot you’re in), side parking sensors to admonish of impending brushes with poles or building corners in tight parking structures, and a 180-degree front camera for peeking out of blind alleys (it cleans itself whenever you wash the windshield). Virtually every other feature Ford has ever dreamed up will withal be available, including adaptive cruise, lane-keeping avail, auto start-stop (a separate option on the 2.0-liter), the glove-box-door knee-airbag, and inflatable rear shoulder belts.

2015 Ford Edge

The Edge becomes the first Ford with a standard EcoBoost engine — the all-incipient 2.0-liter (only the displacement and bore-center spacing carry over) gets an incipient twin-scroll turbo to fatten the low cessation of the torque curve. Unlike the current 2.0-liter EcoBoost, this one will be rated to tow 3500 pounds and will be available with all-wheel-drive (output and fuel-economy figures haven’t been promulgated yet). Next up the option sheet is a 3.5-liter V-6, which will probably engender 285 hp and 253 lb-ft as afore. The top-of-the-line cull, powering Sport models, is the 2.7-liter twin-turbo EcoBoost V-6, probably rated near the F-150 version’s anticipated 320 hp/370 lb-ft. A six-speed automatic with standard SelectShift paddle shifting backs them all.

Along with the twin-turbo engine, Sport models will get standard 20-inch footwear (21s optional) and a suspension fortified with fatter anti-roll bars, 10 percent stiffer springs, and starchier dampers (special monotube units in the rear). Lower-body splitters and cladding distinguish sport models, along with blacked-out side-window trim, a more tenebrous finish to the wheels, lamps, and grille, and more truculent body-color fascias. Inside there’s carbon-fiber-look dash trim and suede seat inserts. All Edge interiors look marginally ritzier, with authentic aluminum trim available on the upper models. Probe for the 2015 Edge to make a fashionably tardy ingression in North America early next year, with ecumenical sales starting shortly thereafter.

2015 Ford Edge

To order your new 2015 Ford Edge rival with a brand new Turbocharged direct-injection 2.0L EcoBoost® engine 252 horsepower for only US$9,000.

A few Tech Highlights:

2.0L EcoBoost: Incipient cylinder heads feature more immensely colossal exhaust valves and incorporate the exhaust manifold, twinning the two center cylinders and the two outer ones into what looks homogeneous to a single immensely colossal-diameter turbo inlet pipe. It’s bifurcated so that the inner cylinders aliment one scroll while the outers victual the other. This setup traditionally bolsters low-end torque, but both cams have wide ascendancy over valve timing and hoist, so greatly incrementing the overlap amends the breathing enough to integrate ample power at the top end as well. 2.7L EcoBoost: Borrowing a technology from European immensely colossal-rig diesels, the block and ladder-frame bearing carrier are cast together as a single compacted-graphite-iron unit. Lasers then etch notches where the bearing caps want to be split, and a mandrel goes in and expands to crack the ladder off. This makes for an extraordinarily precise and vigorous connection when the crank is installed. This is claimed to be a world-first for a light-obligation conveyance engine. Another first: The upper terminuses of the connecting rods do not utilize bushings. The rod ends are machined to a shape that anticipates the maximum amount of piston-pin flex, then they’re dipped and coated in a molybdenum material that fills the space. This simplifies assembly and lowers the ultimate engine height by the amount of the bushings (2mm).

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