Ford edge 2007 sel plus review youtube,ed&f man belgium mundial,education in japan topic wiki - Good Point

On its face, and it's a big face, the 2007 Ford Edge has all the makings of a competitive crossover-utility vehicle, or CUV: rigid unit-body construction, ample 265-horsepower V6, all-wheel drive, cutting-edge styling (sorry) and room for five plus some luggage. The fact is you get a comparable Honda Pilot EX-L AWD or Toyota Highlander Limited AWD (both with a third-row) for less than that.
Draped in a retro-futurist wrapper, looking like an inflated Ford Fusion with a massive three-slat bumper-car grille, the five-passenger 2007 Ford Edge is a cleverly styled vehicle that conceals its true size well. Because of that big footprint and not offering a third row by design, second-row passengers will enjoy nearly the same leg- and headroom dimensions as the front row. While those rear seats do recline to a large degree and fold forward effortlessly with the pull of a single lever (or push of a button in the cargo bay), the price is that the articulating seats themselves are not all that comfortable. The driving position is good with ample height adjustment available (no power pedals, though), but why is the seatback angle adjusted with a manual lever? We've already mentioned the superb ride qualities of the Edge's suspension tuning, so it was time to put it to the test at the track.
With obviously advantageous 1st and 2nd gear ratios, the Edge launches and accelerates smartly, but the thrill is gone by the time 60 mph is reached in 8.3 seconds. The six-cog transmission is a step in the right direction; however, without a manual mode and with just two positions ("D" and "L") from which to select, the shift logic is left to the engineers who programmed it.
Curious to see what would occur if we selected "L" at freeway speeds, we pulled the lever back a notch only to have the revs rocket up over 6,000 rpm. Have a look at this recent comparison test of small all-wheel-drive SUVs for the dynamic neighborhood Ford ought to be in with the Edge.
It gets even harder to defend the Edge when it's compared to the Hyundai Santa Fe, Mazda CX-7 or Toyota RAV4. Although we like Ford's newest crossover, the edgiest thing about it turns out to be its name. In a recent official announcement, we have just learned that Ford Motor Company has decided to put the brakes on the release dates for the Edge and its luxury platform mate, the Lincoln MKX.
Sound quality is average or perhaps a little above average thanks to plenty of speakers and a cargo-area-mounted subwoofer. Loading CDs is quick, and changing from one CD to the other requires only that you press one of the 1-6 numbers on the top row. Special features: The center console is large enough to hold a laptop, plus there's a doorlike divider that's helpful when you don't need quite so much depth. Conclusion: Better than Audiophile systems of the past, this optional stereo has several innovative features and earns high marks in terms of functionality. This car is a tremendously important vehicle for Ford, as it is essentially the only "all-new" model it's got in the hopper for the next few years. Well, it looks "good," it drives "good" and it has a "good" interior (comfortable, roomy and attractive).
So that leaves us with three "goods," one "acceptable," one "passable," two "unacceptables" and one "annoyed." My math is a little fuzzy, but I don't know if that averages out to an overall "good" rating. If you read our long-term blog, you've heard me mention my favorite valet at a particular restaurant in Beverly Hills who also happens to be a car enthusiast. OK, as you guys know, I traded my 2006 Acura MDX, and picked up a 2007 Ford Edge SEL (Plus). I intentionally skipped on the roof and AWD, because my MDX was AWD, and they insured me a 4 x 4 rate, which is just like having a freaking sports car, costing almost as much as the Fusion and F-150 combined (to insure) and more than the F-150 and Fusion combined (monthly payment). The 2007 Edge is a 4-door, 5-passenger sport-utility, available in 6 trims, ranging from the SE FWD to the SEL Plus AWD.
The SEL Plus AWD is equipped with a standard 3.5-liter, V6, 265-horsepower engine that achieves 17-mpg in the city and 24-mpg on the highway. After sitting in it for a while, one begins to realize the extensive use of plastics in the vehicle.
The second row (Source of the complaints of my 2006 MDX), is actually roomier than in my MDX.
While some won't consider this a true SUV, because it's not a body-on-frame SUV, in the same vein as the Explorer, Pathfinder, and 4-Runner, this is a great SUV. The Honda Pilot is in the Edge's class, with regard to price- but it is a 7-8 passenger SUV, compare to 5-pasengers for the Edge.



I know a big handsome man like yourself doesn't need the wheels but does the car turn their heads. One last note, I had to get AWD since I found the FWD version** had WAY to much torque steer under power. It drives smoothly and quietly, and additional amenities include optional sat-nav, upgraded audio, rear-seat entertainment and a monster-sized power-sliding glass roof. At about 8 inches shorter than a Ford Explorer in length, 6 inches fewer in height, but more than 2 inches wider, the Edge casts a pretty big shadow in traffic. Be that as it may, getting in and out of the Edge's rear doors is challenging because the doors don't open very wide and the rear wheel arches encroach on the small opening.
The seat bottoms lack contour and sufficient cushion to accommodate that near flat-folding feat.
Our tester featured the Medium Light Stone Leather treatment that unfortunately extends to the top of the dash pad, reflecting the light color perceptively in the windshield. Overall, most staffers thought the interior's appearance was better than the insubstantial tactile feel and material choices that provide the look. In our slalom test, we were pleased with the confident and weighty steering, how well the Edge responded to input, and decent grip supplied by the optional 18-inch tire package. On paper it delivers with modern attributes such as all-aluminum construction, dual-plenum intake, variable intake-valve timing and a 6,700-rpm redline. For the most part, we have few complaints with shift timing and strategy, but it does seem to "want" to be in as high a gear as is mechanically possible. The problem is the brakes are not ventilated and need to slow some 4,500 pounds of hurtling metal. As it now stands, the Edge is barely better (and sometimes worse) than the hulking SUVs it is supposed to replace.
They say putting the release off until late December (more likely early 2007) will allow them to address quality issues before the vehicles are in the hands of the public. Audiophile systems used to sound barely adequate with bass and treble boosted all the way up, but this one sounds good with any adjustable EQ left flat. We like the "keypad" feature that lets you punch in your favorite satellite radio station directly -- song title and artist name also show up on the central display screen and that lends the whole system a sort of upscale look and feel. A suspended tray over the whole box is the perfect place for an MP3 player or cell phone, and the power point inside the storage area means you can play and charge a device that's completely out of sight.
However, given the Edge's price we'd expect an optional system that delivers stellar sound quality as well. The bulk of the interior panels are hard and plasticky, which is "acceptable" at $26,000 but "unacceptable" at the $36,000 our test car cost.
Despite having leather-trimmed seats, and a center console spiffed up with the optional navigation system, the rest of the interior is outfitted with hard plastic pieces. Upon introduction, the SE FWD is equipped with a standard 3.5-liter, V6, 265-horsepower engine that achieves 18-mpg in the city and 25-mpg on the highway. U-turns on city streets are no problem, and with prowess equal to, if not superior to my 2006 MDX, the Edge feels like a lifted sports car.
Prior to getting the Edge, I thought the Fusion had the best factory stereo I'd ever heard. We were surprised to look eye-to-eye with and take up as much lane width as Jeep Grand Cherokees and Ford Explorers. When stowed, the cargo area grows from a modest 32 cubic feet to an equally modest 70 cubic feet. But in the end, it was the non-defeat stability system (and much touted Roll Stability Control) whose constant vigilance put a 58.9-mph cap on the handling prowess. And when we parked the Edge, that hefty steering feel we liked so much in dynamic testing didn't lighten up much.
Four-valve double-cam designs don't usually offer much low-end torque, and at 250 pound-feet at 4,500 rpm, the new 3.5-liter engine is no exception.
Instead, pressing the overdrive-off button offered only a slight amount of throttle control and engine braking. Saying, "The manufacturing process and the supply base aren't to the level of consistency and stability we'd like to see," we more accurately suspect early tests and the resulting reviews of these two vehicles have had a chilling effect on the company's plans.


Bass is prominent and there are some highs but the midrange seems to be MIA which means much of a song's detail or texture is missing. We also like the fact that the auxiliary jack is located in the center console and not on the face of the dash. Hard buttons along both sides of the display are labeled and easy to read so it's simple to change from one media type to another. The braking distance from 60 is another "unacceptable" feature (over 150 feet?!), but it's feasible that our test car's performance wasn't indicative of the entire product run. This is a man who sees a lot of cars, and working in Beverly Hills, he sees a lot of premium automobiles.
The cabin was fairly quiet and the seating position was comfortable with heated seats that worked quickly and maintained a steady toastiness.
I was getting 26 on the highway.] The 6-speed automatic transmission with overdrive is standard on both trims. The leather on the seats is well crafted- the best I've seen in any Ford vehicle, including the Navigator. Like a high school dance chaperone on high alert for lascivious behavior, the stability system would put the brakes on just when we started getting aroused by the Edge's moves. To put that uninspiring distance into perspective, the 7,550-pound Ford F-350 Super Duty 4x4 recorded a 142-foot stop in a recent heavy-duty truck comparison test. But it's hard to make a compelling argument for the Edge when compared to traditionally styled stalwarts like the Honda Pilot, Toyota Highlander, or even Ford's own Explorer. While these kinds of delays are not uncommon (as with the Pontiac Solstice, among many others), it does speak to the importance of this crossover to the future health of FoMoCo, and to the power of unbiased reviews such as this one. Poor separation also contributes to a so-so listening experience although we must admit this stereo is able to get loud without much distortion.
Occasionally the display screen can be too jam-packed with information and that can be confusing. Second, the transmission only offers two forward positions for the shifter -- "D" and "L" -- just like in the Fusion. But the 3.5-liter V6 engine got whiny when pushed above 40 mph and I had to give myself a lot of stopping distance to feel confident in its braking ability. I haven't done any dead stop, WOT runs with it, but it feels every bit as quick (if not quicker) than my MDX was.
With the Audiophile system you just don't get the sonic detail we'd expect in an optional stereo in a car costing nearly $40,000 as tested. I can deal with the audio issue because the system sounds quite good and the steering wheel controls are extensive. Now, it was dark and he didn't have a chance to see the badge on the front, but he had a point; the Edge is attractive enough to be mistaken for a more luxurious vehicle. This would only be noticeable to someone looking for problems, the average consumer would not notice these shortcomings, however- no car is perfect. Its crossover dimensions are more European than a traditional Ford, and its carbon-colored paint gives an elegant gloss to its exterior.
Overall, it was a fairly nice vehicle, but why not go all the way and offer a complete package? In-floor cargo management, one touch folding 2nd row seats (optional), all for a starting price of $25,000.
But, having only had the vehicle 5 days, with three of those spent driving, I haven't really had a chance to play with it yet. I tried the shifter in the "L" position and it actually did a passable job of holding gears on a twisty road. Ultimately this won't matter to the majority of buyers who just put their crossovers in "D" and never look back.



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