Developed to simulate the weightlessness of space, Murano’s zero gravity seats may help reduce fatigue. This clever system not only shows you a clear image of what’s directly behind you, it gives you a virtual 360° bird’s eye view of your surroundings, which helps make parking a whole lot easier. THE MY16 MURANO HAS BEEN NAMED “ACTIVITY VEHICLE OF TEXAS” BY THE TEXAS AUTO WRITERS ASSOCIATION.
Not all crossovers have to succumb to the stereotype of being little more than a boring, family-hauling transportation appliance.
The Murano is still powered by a 3.5-liter V6 that now makes 260 hp and 240 lb-ft of torque. Surprisingly, when paired to all-wheel drive, the Edge’s turbocharged four-cylinder is still rated slightly worse than Murano’s V6 in terms of fuel economy, with official figures pegged at 20 mpg city and 28 mpg highway compared to the Murano’s ratings of 21 mpg city and 28 mpg highway. The turbocharged engine isn’t just thirstier; it also can’t match the Murano’s drivetrain for overall smoothness or that nice V6 sound. As tested, the Murano Platinum AWD weighs in a few hundred pounds lighter than the Edge Titanium AWD and in the corners, it’s noticeable. The Murano’s brakes are a bit spongy and damper rebound control is much better in the Edge, as the Murano can get bouncy at times. Those looking to tow a boat or small camper trailer will want to opt for the Edge, as it can be had with a tow package that allows upwards of 3,500 pounds to be hauled from behind the crossover with either the turbo engine or the V6. And speaking of bygone eras, Ford has finally ditched the much despised MyFordTouch and installed the brand’s new Sync3 infotainment software that isn’t just an improvement, it’s downright great. For some reason, automakers think precious metals make for good trim grades, so it’s the Murano Platinum against the Edge Titanium. Spending time in the back seat of either vehicle shouldn’t be an issue, as they offer a ton of space. But hauling gear swings back in the Edge’s favor, as not only does it offer more cargo room overall, it also has a lower load floor.


Well, as tested, the Murano is about $2,800 cheaper and scores slightly better on the IIHS crash tests. The Kia Sorento undergoes a substantial refresh and emerges bigger, better and ready to take on the segment leaders. With more space, a V6 and an extra row of seats, can the larger Santa Fe succeed where the Veracruz failed? The VQ V6 Engine inside the current Murano, Maxima, Altima & Quest is one of Wards Automotive Top Ten Best Engines of the World right now. Compared side by side, the two are quite similar on paper, but when driven, the two feel entirely different.
By monitoring the distance and velocity of the vehicle in front of you, and the one in front of that one too, it can help detect potential risks.
Rear passengers get a USB connection port with smartphone interface in the back, so they can plug in, play music, and control it all from their own seat. Since this is a Nissan product, gear changing duties are handled by a continuously variable transmission. Although its exterior sheet metal may lack the flash of the Nissan, the Edge does have a modern, cohesive design that’s quite attractive. A higher curb weight and less efficient six-speed manual transmission can be blamed for the Ford’s greater thirst. But it delivers power in a refined, subdued way and after a minor boost delay, offers more accessible torque and acceleration under normal driving conditions.
The Murano rotates better through a corner and behaves more like a car, while the Edge feels like a regular crossover.
The weight and effort from the Edge’s steering was also preferred by many, even if it lacks any sort of feel.
The Murano adds a dose of style to an equally well laid out interior, but there are some cheap pieces of switch gear that feel like left over bits from a bygone era.


Not to be outdone, Nissan has an equally new version of NissanConnect that operates in a very similar fashion and is just as user friendly.
As equipped, both vehicle come loaded with features like adaptive cruise control, ventilated front seats, panoramic sunroofs and remote starters. Despite the Edge having more room on paper, the Murano is actually the more spacious, more comfortable vehicle of the two. With futuristic, concept car styling that favored from over function, it was the clear the Murano was not your average family hauling snoozer. Like the Murano, Ford offers a 3.5-liter V6 for the Edge, but it returns horrid fuel economy.
Whereas the Murano at times takes moderate amounts of engine speed to produce forward momentum, the Edge is happy puttering along in the lower rpm range. The Nissan’s steering is lighter and looser, yet still better communicates what the vehicle is doing. The Edge takes things a step further by offering automated parking assist, rain sensing wipers and active lane keep, while the Murano counters with 360-degree parking cameras and power folding rear seats.
The Edge, on the other hand, is stylish, refined and spacious, but it’s missing some of that fun-to-drive factor. Last year, the third generation Murano went on sale and although it’s still oozing style, things have been toned down a bit as it adopts more familiar styling. To combat this, a 2.0-liter turbocharged four-cylinder engine can be had that makes 245 hp and 275 lb-ft of torque, albeit when fueled by premium gasoline. Overall, the Murano is the more fun-to-drive vehicle, but that’s not saying much, as it’s not exactly engaging.



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