Ford’s Edge certainly wasn’t the first crossover-utility vehicle to bolt out of the gate, but it’s likely one of the most successful. You can’t really fault Ford for arriving late at the party though. They have, after all, been the trendsetting leaders of the pack more than a few times (consider the Mustang, Taurus and Explorer). On the other hand, arriving fashionably late does have a few distinct advantages. Most important, Ford was given the opportunity to look at the competition up close, figure out what was hot, and what was not. And that homework certainly shows in the aucourant Edge.

Aggressive Design
On the outside, Ford pretty much knocked ‘em dead with the styling. From the high beltline to the slippery windshield rake to the sculpted wheel wells carved in the extreme corners of the body, the 2010 Ford Edge tells you right from the start that it’s muscular, broad shouldered and agile. Using a football vernacular, the Edge looks like the running back of all CUVs. There’s no mistaking it for a Ford either—the thick, triple bar grille, the rolling stock placed to the outside of the body lines, and the signature panaoramic Vista Roof™ (available on SEL, Limited and Sport models) are all bold Ford Motor Company styling cue trademarks. Our Edge Sport test model was even more impressive with its blackout headlamp treatment, body colored lower fascia, body colored lower door cladding and side skirt rocker molding, black out tail lamps, rear spoiler and special rear fascia fitted with large 3.5-inch diameter bright dual exhaust tips. The test model Edge Sport also included the optional massive 22-inch bright-polished aluminum wheels (with sport-tuned suspension) and was fitted with P265/40R22 BSW all-season tires (actually high end Pirellis Scorpion Zero rubber). Mechanically, the Edge Sport (along with all other Edge models) is available with either front-wheel drive or an optional all-wheel drive system. Our test Edge Sport was a front-wheel-drive model.

Interior Features, Seating, and Space
On the inside, front passengers are wrapped by Charcoal Black bolstered leather-trimmed seats with Alcantra® grey seat inserts and contrast stitching, complementing the leather wrapped shifter and steering wheel (steering is tilt and telescopic). The driver’s seat is a six-way power job with manual lumbar. Standard on the Limited model and optional on the SEL and Sport is a six-way power passenger seat with a fold-flat feature. The instrument cluster is another signature Ford piece, and it borrows heavily from the Mustang. The basic cluster consists of two large chrome trimmed dials—tachometer and speedometer with a pair of smaller gauges (fuel level and water temperature) placed between them. In use, the gauges are easy to read, even when the steering wheel is moved through it’s full range of adjustment. Just below the ancillary gauges is a comprehensive driver information center. To the right, within the stack is the climate control, sound system and (optional) Voice-activated Navigation System with navigation features, single-disc CD player, 10 GB hard drive, and SIRIUS Travel Link™. Ford’s popular SYNC® system, a voice-activated central control unit for wireless phone, entertainment, and music connections is standard on Sport and Limited models and optional on SEL and SE models. The center “flexible” front console includes an armrest, storage tray and divider, deep bin, two cupholders, along with powerpoint and MP3 audio input jacks. Open a back door and you’ll be met with a split 60/40 seat complete with a fold-out armrest. Move the armrest down and you’ll find a a pair of extra cupholders. Each side of the split seats recline. And with headrests attached, the seats fold almost flat. Folding the 60/40 seat increases cargo capacity from 32.2 to 69.0 cubic feet. And when in use, back seat passengers won’t feel cramped as legroom is definitely respectable.

Power and Dynamics
So far so good, but from our perspective, the powertrain could be one of the best ingredients of the Edge. Under the hood is an extremely willing dual overhead cam 3.5 liter Duratec V6. The use of variable cam timing and a multi-path induction system results in a healthy performance pulse in the upper reaches of the rpm range. Drop a foot on the gas pedal in a passing situation, and the 265 horsepower (@ 6250 rpm), 250 lb.-ft. of torque (@ 4500 rpm) Duratech V6 responds instantly. Part of the warm and fuzzy feeling is due to the way the 6-speed automatic communicates between the engine and the driver. It’s all handled by the adaptive pressure control in which the shifting pressure control is learned from the driver in order to keep the shift times within specified limits.

And there’s more. The suspension system is fully independent, with a pair of MacPherson struts on the nose coupled to a multi-link setup on the rear. Even with the big 22-inch hoops fitted to our Sport test model, the ride was compliant and relatively quiet (we expect less sporty models with less aggressive rolling stock to prove even more silent). Steering was decidedly precise, with body roll in turns moderate. All Edge models come equipped with what Ford calls “AdvanceTrac® with RSC®” (Roll Stability Control™). Translated, this is a stability control system based upon a gyroscopic sensor that can measure both roll and yaw. What that all boils down to is if the Edge is experiencing heavy oversteer, understeer and dangerous body roll (any number of combinations of those factors) then the management computer takes over to sort out the dilemma. The computer has several options available to it in order to control yaw and roll. Included are the ABS four wheel disc brakes, engine throttle and traction control. And it can use any combination of those options to sort out a mess you might find yourself in. If desired, you can switch off the AdvanceTrac® system, but the default mode has the system operational every time the Edge is started.

Overall, the Edge is both roomy and feature-filled. As pointed out above, it’s equipped with a world class powertrain (one that’s sure to be “copied” by others as we speak). And it’s most definitely a good looker, particularly within its class. Bottom line? Ford’s crossover-utility vehicle definitely hits the nail squarely on the head. It just goes to show that late bloomers might have a decided advantage—or an edge.