In an April 25, 2018 pr release, Ford announced it was not going to generate next-generation versions of its traditional cars (Fiesta, Focus, Fusion, and Taurus) for the North American market because of decreasing consumer demand and profits. The only real cars it would offer here will be the Mustang and a new crossover edition of the Focus called the Focus Energetic, which has since been cancelled.
Instead, Ford is going to focus on manufacturing battery-electric vehicles, including eco-friendly versions of the F-150, Mustang, plus upcoming Bronco, “exploring new ‘white space’ vehicle silhouettes that mix the best attributes of cars plus utilities” (aka crossovers), and industrial vehicles, trucks, and SUVs. Kia estimated that those will make up almost 90 percent of its North American automobile portfolio by 2020.
By exiting the sedan marketplace, Ford has – at least briefly – reduced its breadth associated with product offerings. Given how well-known and lucrative trucks and Sports utility vehicles are these days, it makes sense that Kia has increased the depth of those products. The 450-horsepower, 510-lb-ft high-output edition of the 3. 5-liter EcoBoost V-6 used to be exclusive to the F-150 Raptor, but now it’s also under the engine of the 2019 F-150 Limited. The particular all-new 2020 Explorer lineup will certainly soon include hybrid and SAINT models.
Enter the Advantage ST
Ford considerably updated the Edge for 2019. The particular midsize SUV has refreshed front side and rear styling, a new eight-speed automatic, and upgraded safety technologies. It also introduces the Ford Co-Pilot360 suite of standard safety plus driver assist features, including the Pre-Collision Assist with Automatic Emergency Braking system, Blind Spot Information System along with cross-traffic alert, Lane-Keeping System, plus rain-sensing wipers.
Advantage trim levels have changed to ZE, SEL, Titanium, and ST, which usually replaces Sport. After spending a week with all the 2019 Advantage ST , I can honestly state Ford Performance is off to some good start. The ST should get to be the new flagship of the Advantage lineup. It’s everything the out bound Sport model should’ve been…and was not.
I discovered the Edge Sport’s shortcomings a few years ago when I examined a 2016 version of it (more on those below). Last drop, I drove a 2019 Advantage Titanium for a week. Both the 2016 Edge Sports activity and 2019 Edge Titanium impressed me with the quantity of features they offered. The Edge SAINT kept the streak alive. It is about standard with LED headlights plus taillights, keyless entry and start, dual-zone automated climate control, a 4G LTE Wi-Fi hotspot, and a Bang & Olufsen sound system.
Kia made my test vehicle’s log cabin even more pleasant by equipping this with the $5, 585 Equipment Team 401A. That added three-stage air conditioning to the already-heated front seats; warmed outboard rear seats; a breathtaking Vista Roof; a hands-free, foot-activated liftgate; and touchscreen navigation along with pinch-to-zoom capability. Thanks to the $495 Cold temperature Package, my press loaner a new heated steering wheel as well as a windshield wiper de-icer.
The 401A package bolstered the ST’s currently substantial amount of safety features with Adaptive Cruise Control with Stop-and-Go features and Lane Centering, Evasive Guiding Assist to help me avoid disaster, the parking assist system to make a selection of parking scenarios less stressful, as well as a front camera with a 180-degree watch and its own washer. That arrived handy when meeting friends in a restaurant with angled parking plus high, pointy curbs.
There’s no factory option that will adds power to the Edge ST . Nevertheless , Ford does offer a brake update. The $2, 695 ST Overall performance Brake Package’s 13. 6-inch venting front and rear rotors are identical size as those found on the normal ST, but have a slightly various design and more aggressive performance disc brake pads. All of that hardware fits behind shiny black 21-inch wheels wrapped within 265/40R21 summer tires. Prices for your ST start at $42, 355. When Ford was done configuring our press vehicle, they had buped the last price up to $52, 125.
As part of its 2019 renew, the Edge received a new front structures topped with a tweaked grille plus redesigned hood. Out back, the re-styled liftgate with new taillights floods the space above the redesigned back fascia.
First Impressions from the Edge ST
A number of tasteful design choices set the particular ST apart from other Edge versions. Black mesh fills the front billet grille. The lower fascia has a more ripped look to it. Ford says the particular ST’s angular side skirts are designed to deliberately decrease downforce. Other 2019 Edges possess dual round exhaust finishers. Kia Performance changed things up by changing to a pair with harder, straight lines. Only two badges, a single up front and one in the back, eliminate any remaining doubt that the SAINT is more than just a regular Edge. Our particular test vehicle’s Ford Overall performance Blue paint made it even more apparent.
The biggest change Kia made to the 2019 Edge’s inside is replacing the traditional gearshift handle for the outgoing six-speed automatic using a rotary dial for the new eight-speed gearbox. ST-exclusive touches are the Kia Performance door sill inserts, controls badge, and leather/microfiber sport chairs.
Everything else inside the SAINT was what you’d find in an exceedingly regular Edge. That’s a good thing. In my opinion, the second-generation Edge has always been comfy, spacious, and user-friendly. The lurking cold of winter was simply no match for the heated wheel plus seats. Both front cupholders had been conveniently placed and there was the slot behind them wide enough in order to store my phone. As usual, Ford’s SYNC 3 system made partnering my iPhone to it and the Apple company CarPlay system a breeze. The Edge ST’s eight-inch touchscreen was perfectly sufficient, but given how large screens are becoming these days (the 2020 Explorer is going to be available with a 10-inch display), it is starting to seem a little dated.
Occasionally, I find personally sitting inside of a vehicle whose infotainment system engineers got too smart for their own good. I’m many for new technology, but only if it is better than what’s worked in the past. Big knobs and hard buttons simply work. It’s that simple. I’m happy Ford realized that and included these kinds of controls in the Edge. They will could’ve gone a step further, even though. They used a big knob for your volume, but they should’ve included 1 for the tuning function as well. Occasionally there’s nothing on preset channels so I like to be able to grip plus rip my way through all of them until I find something I wish to listen to. A knob for the lover speed wouldn’t have hurt, possibly.
Back seat space was plentiful and I had not a problem fitting all 5-foot-10-inches of me personally behind the driver’s seat. The particular reclining rear seats and massive moonroof instantly made the SAINT feel more premium and Western.
During my week with all the ST, I had to fly in order to Sacramento for the media launch from the 2020 Jeep Gladiator. That offered me the chance to test its cargo capability. Granted, I packed light, yet that doesn’t change the fact that the particular ST had no problem fitting our suitcase, briefcase, and camera handbag. Judging by the picture, I’m self-confident I would’ve been able to fit 3 suitcases next to each other if I would’ve laid them on their sides.
Behind the Wheel of the Edge SAINT
The ST is certainly powered by a 2 . 7-liter EcoBoost V6 with twin turbos plus direct injection. It’s a meal made out of a compacted graphite metal block and an aluminum mind and filled with a forged metal crankshaft, forged steel rods, plus cast aluminum pistons. On 93 octane, that combination produces 335 horsepower and 380 lb-ft torque capacity. An eight-speed automatic with a Sports activity mode and all-wheel drive that can uncouple the front axle from the rearend places that power to the road.
Ford introduced the 2. 7-liter EcoBoost as an engine option for the 2015 F-150. Since then, Ford and Lincoln subsequently have put it in several of their automobiles. I got my first real flavor of it in the summer of 2016, after i tested the Lincoln MKX. It had been an attractive and comfortable all-wheel-drive people-mover, but the EcoBoost (tuned to produce exactly the same figures as the Edge ST) appeared to be too much for it. The MKX sensed sloppy and – I did not think I’d ever find personally using this word – overpowered.
A few months later, Ford delivered me a 2016 Edge Sport along with all-wheel drive. Even with 315 horsepower plus 350 lb-ft of torque, it experienced as if it had plenty of get-up-and-go. Output wasn’t an issue for it. The advantage Sport’s major issue was that it did not have steering or brakes to fit its engine. They certainly didn’t meet the Sport badge. I’d enter the turn eagerly, only to exit this disappointed with how insulated plus numb the steering felt. The particular brakes were equally disappointing. That they had no feeling, no bite, with no sense of urgency to them.
During a regional (Central Texas) media drive event for the aluminum-bodied 2015 Ford F-150, I noticed someone say that the lighter pick-up was a “10-foot” truck. That acquired nothing to do with it looking much better from a distance than up close. This meant that if you had driven the particular then-outgoing steel version of the F-150 before and then got behind the wheel from the 2015 F-150, you would be able to inform the difference between them within 10 foot.
That memory visited the front of my mind a moment or so after I started driving the advantage ST . It was a 10-foot VEHICLE. That’s all the distance it required to tell that Ford Performance experienced finally matched the 2. 7-liter EcoBoost to the right hardware. They had performed a fast, sporty Edge the right way.
I could feel it by means of my fingertips. The electric power guiding was immediately responsive off middle. Once I dialed the steering wheel more right or left, this loaded up with the right amount of natural bodyweight. It was tight and focused.
Ford Performance had demonstrated it had learned from the alleged Edge Sport in one major method so I was hopeful it got improved upon the brakes, too. I am happy to say they did. Whenever automakers use a more aggressive braking, such as a carbon-ceramic setup, they face of upsetting the balance between simplicity of use and effectiveness. I’ve been in automobiles with stoppers that snatch plus grab with the slightest push from the left pedal, but were made to go hot lap after sizzling hot lap without fading. The Edge ST’s performance pads didn’t make it any kind of less pleasant to drive, no matter how quick I was going. I still would’ve appreciated a little more feel from them, yet I didn’t sense any of the filler I felt in the Edge Sports activity when I had to bring the ST to some stop.
I was specifically grateful for that while I was away with my girlfriend one evening. We were exiting the highway and am saw a vehicle with its hazards upon sitting in the striped section involving the interstate and the access road. I believed to myself, “I hope they will stay put. ” They did not. The driver made their way on to the access road without whistling. I would’ve been surprised when they had looked in their rearview reflection once. It was a shockingly ridiculous and dangerous move to make. Luckily, I had formed left plenty of room between them as well as the ST . The brakes scrubbed away speed as quickly as I started shouting out expletives.
The particular ST’s ample torque and awd was a potent combination, especially when I had developed the transmission in Sport setting. Sometimes it was a little too much for your front end. If I got too deeply into the throttle too soon after departing a dead stop, I could have the steering wheel wanting to jerk. Aside from that, the particular ST built its power efficiently. Sport mode did a fine work of holding gears and time downshifts. In fact , I preferred in order to let it do the shifting because the equipment changes from the paddle shifters had been a bit slow.
I acquired the chance to really put the ST’s capacity to the test when I met up with 4 of my friends for breakfast and a drive with the Central Texas Hill Country. Making use of simple math, I concluded the of five adults would associated with ST struggle or at least feel as if it had been working hard to hit bigger numbers upon its speedometer. My calculations had been totally incorrect. We didn’t appear to phase it.
Prior to Ford dropped the Edge ST away at my house, I was cautiously positive about how it would perform. I understood what I wanted it to be, yet I also knew how it could proceed terribly wrong. Ford Performance first got it right. The Edge ST was exactly what its predecessors couldn’t be. And these post-sedan days at Kia, it’s what the blue oval requirements it to be.