That’s a few hundred pounds heavier than the Murano and about 200 pounds shy of the Pilot. The Edge’s weight is the likeliest factor: It weighs 4,098 pounds in the base, front-wheel-drive model and 4,282 with optional AWD. The other models listed perform better still, even though they’re also seven- or eight-seaters (except the Nissan Murano, which is more fuel-efficient). The Edge’s estimates fall between those for the Honda Pilot and Saturn Outlook, both of which are larger and include three rows of seats, versus the Edge’s two rows. Unfortunately, the Edge’s EPA-estimated gas mileage isn’t what one might expect from a car-based vehicle of this size with a V-6 and a six-speed transmission. Engine sound penetrates when it’s working its hardest, but overall the cabin is noticeably quiet. Thanks to the six gears, and the drivetrain’s quick reaction times, passing power is at the ready at any speed. Sprinting to 60 mph in roughly 7.5 seconds (in the front-wheel-drive version), the Edge leaves little to be desired in terms of quickness. It kicked down quickly and eagerly, and there was little if any lag between the pedal and the engine response. I was disappointed by the transmission in the Outlook (see the review), so I was relieved to see it perform so well here. It’s the sole engine the only transmission is a six-speed automatic developed with GM and employed in that company’s new GMC Acadia, Saturn Outlook and upcoming Buick Enclave. Fortunately it’s all-new - rated for 265 horsepower at 6,250 rpm and 250 pounds-feet of torque at 4,500 rpm - and more modern, refined and gutsy. When I heard of the Edge’s 3.5-liter Duratec V-6, I fretted that it was a bored-out version of the played-out Duratec 3.0-liter that just barely meets the challenge in several Ford models. The SEL and SEL Plus add chrome tailpipes. The spoiler on the higher trims is body-colored. Ford hasn’t gone the way of some competitors by eradicating black door handles and side mirrors they appear on the SE, along with a black rear spoiler. There are three Edge trim levels: SE, SEL and SEL Plus. The taillight treatment doesn’t bother me as much, but the rear looks a little like a minivan’s. The Fusion’s styling has grown on me (except for the shiny taillights), and to me the Edge is better still. If they didn’t look like SUVs, they looked like station wagons, and wagon is a dirty word - almost as dirty as “minivan.” The Chrysler Pacifica and Ford Freestyle, the latter a brilliantly packaged and underappreciated people-mover, have floundered, in part, because they look like giant station wagons. Does this mean people are getting more comfortable with models that have SUV characteristics but don’t look quite like trucks? Many car-based SUVs have been made to look like the familiar truck-based variety, tricking image-conscious shoppers into trying them and discovering all their inherent benefits. This associates the Edge more with Ford’s cars than its trucks and SUVs. The Edge follows the styling direction established by the Fusion, Ford’s midsize sedan. On its own merits, though, it’s definitely worthy of consideration for shoppers seeking a midsize SUV. Even though it’s a crossover, its gas mileage isn’t what it could be, and it lacks the third row of seats that seems so important to buyers nowadays. The Edge is a comfortable, quick, smooth-riding light SUV with five seats and fresh styling. To see what details are different this year, check out a side-by-side comparison of the two model years. Little of substance has changed with this year’s model. Editor’s note: This review was written in December 2006 about the SEL Plus AWD version of the 2007 Ford Edge.
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