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Right smack in the center of today’s crossover maelstrom are vehicles like the Nissan Murano and Toyota Venza; they’re the very definition of a “midsize” utility. Since its introduction in late 2006 this Blue-Oval crossover has been something of an innovative product for the company. The limited model provided for evaluation was powered by a 3.5-liter V6 and featured two-wheel drive. The overall interior design is pleasantly straightforward, with no unnecessary swoops, angles or odd-looking design flourishes.
There are plenty of soft surfaces throughout the interior, including the dashboard and armrests, though curiously the tops of the door panels are constructed of hard plastic, seemingly to assault unsuspecting elbows. As one might expect, the front chairs are comfortable and fully adjustable, but rear-seat passengers are also treated to generous accommodations. Call me an automotive Luddite, but one thing I love about the Edge’s interior is the ignition.
And here’s a little secret, spend an hour or so poking around the different screens and playing with the touch-sensitive buttons; you’ll figure it out. In addition to the main screen there are two small displays mounted in the instrument cluster, one on each side of the centrally mounted speedometer.
MyFord Touch is standard on Limited-trim models, though it’s part of a $2,000 options package available on SEL Edges, which are one step below. When it comes to dollars and cents the most affordable Edge starts right around $29,000, including $895 in destination and delivery fees.
Our Limited test model’s 3.5-liter V6 delivers decent low-end grunt but as mentioned it really comes alive at the top of the rev range. Performance is aided by a six-speed gearbox that on paper is a great solution but in practice can be a little bit clunky; sometimes upshifts aren’t as smooth as they could be. Drivers that want a little more control can manipulate the transmission via a shifter-mounted rocker switch.
So, after more than half a dozen years on the market has Ford’s Edge lost its edge or is it still an innovator for the company? New-car shoppers have crossover fever, and automakers keep bringing more and more of these car-based utilities to market. Do new safety and tech features help the aged Murano keep up with the times, or is this once-modern machine past its prime? With two different sizes for five or seven passengers, and three engines to choose from, Hyundai offers unmatchable choice in the all-new Santa Fe.
Compared side by side, the two are quite similar on paper, but when driven, the two feel entirely different. Surprisingly similar in some aspects, yet still completely different in others, these two hatches take different approaches to a common goal. Despite how similar the Kia and Nissan may appear on paper, they are very different in execution. Watch our Short List video to learn about the top 10 most unreliable cars on sale right now, according to our friends at Consumer Reports.



All data is provided for entertainment purposes only, is subject to change without notice and is provided without warranty of any kind. But this segment is not exclusive to Japanese manufacturers; Ford offers a vehicle with features and utility to match. Price for a base SE model starts at $28,595 including destination with our Limited test car at over 37 grand.
The materials used are nice looking and pretty much everything is screwed together properly; fit and finish was better than the Toyota Venza we evaluated a few weeks ago.
It’s likely this cockpit will still look attractive in 10 years, unlike the Venza for instance, which is reminiscent of something out of a Picasso painting.
There’s plenty of legroom and the backrests can adjust to a wide array of angles for maximum comfort. The Edge delivers a maximum volume of about 69 cubic feet behind the front seats, which is a whisker less than the Venza and a couple cubes more than what the Murano can muster. A rocker switch mounted in the cargo area allows the backrests to drop, maximizing cargo space without requiring you to fumble with levers on either side of the vehicle. Eschewing modern push-button start our tester was equipped with an old-fashioned key that you stick into a slot and twist. The Limited model we tested clocked in at a gasp-inducing $37,125, which is quite a chunk of change for a blue-collar, Blue-Oval vehicle.
Unfortunately though Ford’s Duratec engines aren’t the smoothest sixes around; they vibrate a little more than some of their competition.
The SelectShfit automatic works well enough, you can rifle through the various ratios as necessary, though the shifter has to be all the way back in “S” mode for this to work. The steering is duller than a rusty hammer and outward visibility is compromised slightly by fat-bottomed A-Pillars.
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SELECTION OF WINNER: One (1) Entrant will be selected by random selection who have subscribed to our email newsletter. ODDS OF WINNING: Odds of winning a prize are determined by the total number of eligible entries received. CONDITIONS: By entering the Sweepstakes, entrants agree to be bound by the Official Rules, Terms and Conditions and that Sponsor has the irrevocable right to use in perpetuity entrants' names, user names, likenesses, photographs, voices, home mailing address, biographical and prize information, and entry materials, without notice to entrants and without compensation or obligation, in any and all media now or hereafter known throughout the world, in any manner whatsoever, to advertise and promote Sponsor, its products and services, the Sweepstakes, and for any other purpose except where prohibited by law. Following a pretty substantial refresh in 2011 it was the first product to introduce customers to MyFord Touch, the company’s controversial infotainment technology.
With twin independent variable cam timing, Ti-VCT in Ford-speak, it delivers a class-competitive 285 horsepower with 253 lb-ft of torque. Combined it averages 22, a figure we managed to beat, albeit barely, topping it by a couple tenths of an MPG.
MyFord Touch isn’t perfect, it can be a bit sluggish, but it’s far from the electronic death sentence others have made it out to be.


The left screen handles things like the trip odometer, fuel-economy readout and tachometer.
If you’re looking for a utility it’ll definitely get the job done, but like a bowl of cornflakes there’s just not all that much to get excited about anymore. Entrant waives the right to assert as a cost of winning a prize any and all costs of verification and redemption or travel to redeem said prize and any liability which might arise from redeeming or seeking to redeem said prize. A year later the Edge received a big powertrain upgrade in the form of the brand-new 2.0-liter EcoBoost four-cylinder turbo, and guess what?
This engine loves to rev and surges ahead as the tachometer pointer hits about 5,000 RPM, sprinting to redline before the transmission grabs the next gear; a six-speed automatic is standard across the board. It stickers at 21 miles per gallon city and 30 highway resulting in a combined score of 24 MPG, which is quite respectable for this class.
My peers complain that it’s unresponsive, hard to operate and crashes like a drunk driver, but I’ve experienced NONE of these faults.
The right display is tailored to functions like climate control, navigation directions and entertainment options.
Sponsor is not responsible for fraudulent calls or emails made to entrants not by the Sponsor. Additionally, EcoBoosted Edges are only available with front-wheel drive; V6 buyers can opt for all-weather grip. If you want to start the engine just turn the key all the way to the right; to shut it off simply do the opposite. That’s not to say others haven’t, but the system was trouble free during my week with the Edge.
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