Ford joins busy crossover SUV market

Tired of lumbering, fuel-thirsty sport utility vehicles? Fords new Edge crossover SUV is a comfortable-driving, tall wagon with more carlike traits than SUV brawn.

Just introduced for 2007, the Edge offers all-wheel drive and the visibility and security of sitting up decently above the pavement. It also has five well-cushioned seats and a flexible cargo area.

Designed for on-road use, not rugged off-road travel, the Edge isn't necessarily priced lower than SUVs that can travel tougher terrain.

Starting manufacturer's suggested retail price, including destination charge, of $25,995 for a base, five-passenger, 2007 Edge with two-wheel drive, V-6 and automatic transmission is identical to the starting price of Ford's top-selling SUV, the mid-size Explorer, for 2007.

The base Explorer with two-wheel drive also comes standard with V-6 and automatic transmission.

Competitors to the Edge include other crossover SUVs such as the new-for-2007 Mazda CX-7 and CX-9 that share the same Mazda6 car-based platform that's in the Edge. These models start at $24,310 for a base, five-passenger CX-7 with two-wheel drive and turbocharged, four-cylinder engine.

Ford Motor Co. owns a portion of Japan's Mazda Motor Corp. and the two companies sometimes share vehicle platforms to save money and time in new-vehicle development.

Another Edge sibling is the more luxuriously appointed Lincoln MKX crossover SUV, which starts at $34,795 and is new for 2007.

The five-door Edge has the fresh look of a tall wagon riding on sizable wheels -- 17-inchers at a minimum -- and the vehicle is accentuated by a heavy-looking, chrome-colored grille in front.

About the same length and height as a Toyota Highlander on the outside but 4 inches wider, the Edge is well proportioned -- neither too small nor too big.

And shopping for the Edge is rather uncomplicated.

There are three trim levels -- SE, SEL and SEL Plus. All come with the same powerplant: A 265-horsepower, 3.5-liter, double overhead cam V-6 mated to a six-speed automatic transmission.

Torque, or that thrust of power that passengers can feel during aggressive acceleration, peaks at a commendable 250 foot-pounds at 4,500 rpm. The power is enough for Class II towing of 3,500 pounds and gave the test Edge SEL with two-wheel drive good get up and go, even on winding, hilly roads.

Yet the Edge was easy to drive in more leisurely travel in the city.

The power compares with the 185-horsepower, 3.4-liter V-6 with 210 foot-pounds of torque at 3,800 rpm that's in the 2007 Chevrolet Equinox crossover and the 215-horsepower, 3.3-liter V-6 with 222 foot-pounds at 3,600 rpm that's in the Toyota Highlander.

The Edge is a bit heavy, though. Even without all-wheel drive, this crossover tips the scales at just over 4,000 pounds, and this heft was noticeable in the test Edge, especially in curves and turns.

In comparison, a two-wheel drive Equinox weighs 3,741 pounds and a V-6 Highlander with two-wheel drive as well as third-row seating -- something not offered in the Edge -- weighs just over 3,700 pounds.

This helps explain why the Edge's fuel economy rating of 18 miles per gallon in city driving and 25 mpg on the highway for a two-wheel drive model is lower than that for a comparable Equinox and Highlander.

But note the Edge does better with gasoline than the Explorer, whose best rating is 15/21 mpg for a two-wheel drive version.

The Edge feels solid and well-behaved, even graceful, on the road and can handle sweeping curves at decent speed with composure. Steering is accurate but not twitchy, and brakes worked strongly in the test vehicle.

I found myself likening the experience to the feel of Subaru's B9 Tribeca, except that the Edge feels heavier and a bit larger.

I would advise, however, that Edge buyers add rear parking sensors -- available on SEL and SEL Plus models for an extra $245 -- to get a better idea if anything is behind the vehicle as it backs up. It's difficult to see things back there from the driver's seat.

The standard traction control and stability control came on during the test drive as I entered a couple tight curves a little too fast.

As the hefty Edge began to swing out of its lane over the yellow line, the safety system automatically applied brakes judiciously and pulled back on the engine power to slow the vehicle. It was a more aggressive reaction than many other stability control systems I've tested.

All safety features are standard on the Edge, and they include antilock brakes, curtain air bags with rollover sensor, tire-pressure monitoring and front-seat-mounted side air bags.

It's easy to get into near-luxury prices with the Edge. An Edge SEL Plus with all-wheel drive carries a lofty starting retail price of some $30,000. Add stylish chrome wheels, satellite radio and navigation system and the Edge is nearly up to $35,000.

And an Edge buyer who wants to be sure the front passenger can adjust his or her seat up and down for a comfortable height must move up to an SEL model with optional Seating Flexibility Package. Unfortunately, this Edge model starts at more than $28,000.

There's not as much cargo room at the back of the Edge as there is in the taller and longer Explorer. Maximum cargo space is 69.6 cubic feet with the Edge rear seats folded, compared with 85.8 cubic feet in an Explorer.