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admin | Category: What Cause Ed | 05.05.2014
The sport utility vehicle became an endangered species not long after fuel prices began to skyrocket. Among other things, the CUV promised to deliver superior efficiency, and while some improvement has been evident, in many cases, the genre's fuel savings have failed to impress. Ford thinks it has the answer to that problem in the form of its new EcoBoost 2.0-liter four-cylinder engine.
Our Dark Blue Pearl Metallic tester in Limited trim carried a base price tag of $34,915 that rises to $35,910 by ticking the EcoBoost option box.
Our Edge was also packed with some of Ford's top options, including the 2.0-liter EcoBoost upgrade, Ford's excellent navigation system ($795), and BLIS blind-spot detection ($485). The 58-pound weight advantage isn't particularly significant, so there isn't much difference in the handling department between the V6- and EcoBoost-powerd Edges. The boosted four cylinder makes for fun and efficient motoring, and the experience is only enhanced by a rich and inviting cabin. Unfortunately, we still found ourselves staring at the center console in order to sift through the heating and ventilation controls. All-in-all, the 2012 Edge with EcoBoost takes a terrific midsize crossover to the next level. Financiamiento: 20% mA­nimo de enganche, 36 meses mA?ximo plazo, interes del 13% anual, sobre saldos insolutos.
But while vehicle buyers changed their shopping habits, they didn't actually stray that far from the SUV formula. Ford is using the compact, turbocharged mill in a variety of crossovers, including the 2012 Ford Edge, and we sampled a well-equipped Edge Limited to see how effective the Blue Oval's engine downsizing strategy is going. Ford doesn't mess around when it comes to the Limited trim: Standard accoutrements include leather-trimmed and heated seats up front, a 10-way power driver's seat, dual-zone climate control, SYNC infotainment, a 390-watt Sony sound system, back-up sensors and a rear view camera. This Edge Limited also included the Drivers Entry Package ($895), which adds remote start, push-button start and a power rear lift gate.
The extra coin will deliver 240 horsepower and 270 pound-feet of torque mated to a smooth-shifting six-speed automatic transmission.
The EcoBoost four provides good straight-line acceleration, with a 0-60 time that we estimate to be just over seven seconds. In fact, the Edge is still a bit of a porker, as this midsize CUV is a few sandwiches shy of two tons.


We remain more interested in the Edge's fuel economy, because the Environmental Protection Agency estimates suggest this diminutive powertrain should hit 21 miles per gallon in city driving and 30 mpg on the highway. Having been comprehensively upgraded for 2011, the Edge interior now boasts soft-touch materials everywhere occupants care to touch, including a terrific steering wheel and leather-clad shifter, plus a very cushy dash. We're big fans of SYNC and Ford's intuitive hands-free calling setup, and the Sony audio system packs a serious punch. Call us cavemen, but we prefer actual buttons and knobs to switchgear that can't be easily discerned by touch. Many of today's hottest-selling vehicles are crossovers; essentially the same tall wagons as the SUV, but with a lighter unibody chassis. When Ford's two-row CUV entered the market in 2007, it managed only 24 miles per gallon on the highway, and many buyers struggled to hit 20 mpg in mixed driving cycles. The EcoBoost also weighs a bit less, tipping the scales at 3,998 pounds – 58 fewer pounds than a front-drive V6 model. Luckily, the EcoBoost powertrain has plenty of punch, and at 76 inches across, the Edge is all kinds of wide, which helps minimize body roll even when the roads get curvy.
Those are the kind of numbers that we might have hoped for from a midsize sedan only a few years ago, but the Edge manages to find membership in the 30 mpg club in spite of the fact that it's the widest vehicle in its segment, weighing in at 238 pounds more than the longer Toyota Venza.
The seats are also a plush affair, with enough cushion to find a place of honor in most living rooms, and enough bolstering to hug torsos without making drivers feel like weekend racers.
Our second attempt at MyFord Touch was a bit less confusing than the first, as we had a better handle on the four quadrants of information and their corresponding color coding. And when we used the steering wheel controls, we found ourselves gazing into the 4.2-inch screen on the right side of the gauge cluster trying to find the optimal settings. With torque that comes on early in the revband, the EcoBoost feels even quicker than any instrumented testing might suggest – at least until hitting the freeway. The Edge also employs a stiff yet forgiving chassis aided by MacPherson struts up front and an independent rear suspension with trailing blade, integrated knuckle and lateral links. While the lion's share of the improvement is due to the smaller engine, Ford's engineers have also executed a number of meaningful tweaks to the rest of the Edge package, including fitting low rolling-resistance tires along with revised rocker panels and active grille shutters for improved aero. Assuming our 3.2 mpg difference is representative of real-world fuel economy, is the EcoBoost's efficiency increase worth $995? Phone connections are orange, navigation is green, entertainment is red and climate is blue.


Most crossovers remain substantially heavier than a comparable four-door sedan, and with plenty of frontal area, they don't exactly slice through the wind. When we tested the V6-equipped Edge about a year ago, passing acceleration felt a bit stronger at highway speeds. We were a bit surprised to learn that Ford has taken a pass on electric power assisted steering here in favor of a traditional hydraulic setup, as moving to EPAS likely would've helped conserve a bit more fuel. Unlike its three-row sibling, the Ford Explorer, towing capacity remains the same regardless of which engine you choose: 3,500 pounds.
Second row passengers are treated to gobs of hip room and a cavernous 39.6 cubic inches of legroom. Voice control is one way around the problem, but we often struggled to find the right words to satisfy the computerized voice on the other end – a potentially frustrating distraction in its own right. The boosted four-cylinder also doesn't sound quite as pleasant as the V6, but noise levels aren't obtrusive.
We also became accustomed to the five-way controls on the steering wheel, which helped us keep our hands on the wheel. Overall, we much prefer driving models not fitted with the powerful yet cumbersome interface. That means the $995 price tag of the EcoBoost model should pay for itself in about four years or about 50,000 miles.
In other words, there's more than enough space to haul that big screen television you've been eyeballing. We're thinking MyFord Touch will take weeks for new owners to get reasonably comfortable with, and we hope the system gets easier to use with the major upgrade scheduled early next year.
That's far from an immediate return on investment, but it's not bad and the equation could get more favorable if fuel prices spike.



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