For a brand known for its once top selling body-on-frame explorer SUV, the arrival of the 2006 Ford Edge midsize crossover utility really raised eyebrows. But Ford was just responding to the reality of surging gas prices and a flood of lighter, more efficient CUVs from import rivals. So, the Edge was a gamble that paid off. Now, Ford is doubling down with a mid-cycle edge revamp of the Edge. So let’s see if it’s again a winner.

Typical of what car makers call a freshening, the 2011 Edge maintains most of its exterior sheet metal, with major changes largely limited to front and rear fascias.

But, the addition of a big drop-jaw Ford-truck style grille, more expressive headlamp housings, and beefier wheels, does deliver a fresh impression, and makes the modern stance of the Edge even more so.

But, Ford smartly paid a lot more attention to upgrading the interior of the Edge. The instrument panel is improved in style, in fit and finish, with softer materials. Taurus influence is unmistakable.

Our well-equipped Edge Limited also included the latest Sync system which controls climate, stereo, navigation, and other functions.

Ford’s Sync voice recognition system has now morphed into MyFord Touch and it has three screens: two colorful info screens inside the gauge cluster, and a large touch screen in the center dash. Now it looks very much like a big smart phone display.

And like a smart phone, there’s no tactile feel, so you have to look at the screen when you actually want to make a touch selection. We find that distracting—and it’s also annoying, especially when the system locks up like it did for us.

Now there are redundant controls for stereo and climate below, but they’re very sensitive, so again you have to look at what you’re touching.

On the other hand, Sync’s voice command system and Bluetooth connectivity are improved, but they’re still just a little fussy.

The two gauge screens are controlled by five-way switches on the steering wheel. Of all the controls, they are the most intuitive to use.

Available SD-card based navigation adds some neat tricks, too, like buildings appearing in 3D. But the best news here is the addition of SYNC TDI, an On-Star-like voice-prompt navigation feature.

Systems like Sync and MyFord Touch may very well be the future of automotive controls. Still, we also hope efforts continue to make voice command systems more intuitive, since you don’t have to take your eyes off the road to use those.

Edge remains a five-passenger crossover. The new front seats are more comfortable but could still use more lateral support.

Ford’s unique door keypad is standard on all but base trim. Blind Spot Monitoring is an option.

Rear seat space and comfort remain excellent, even for six-footers. That still leaves room for 32.2 cubic feet of cargo space behind a large opening hatch. And, folding the seats down brings that space to a competitive 68.9 cubic feet.

Base power for the Edge is still a 3.5-liter V6. But it’s smoother, with 285 horsepower, up 20, and 253 lb-ft of torque, up three.

New is the Mustang’s 3.7-liter V6 in the Edge Sport with 305-horsepower and 280 lb-ft of torque.

Front-drive six-speed automatics are fitted to both sixes with Sport trim adding paddle shifters. All-wheel drive adds new Hill Start Assist.

Still to come is an Edge Ecoboost, with a direct-injected, turbocharged 2.0-liter I-4. But, even without Ecoboost, Edge made gains in fuel economy.

Our front-drive 3.5 has government fuel economy ratings of 19 city, 27 highway. That’s up one in the city and two on the highway. On our test loop, we averaged 22.8 mpg of regular.

The Edge’s moderate Energy Impact Score of 15.6 barrels of oil per annum, and 8.5-ton Carbon Footprint, mirror those of the Toyota Venza V6.

Edge track performance was well above par: zero to 60 in 7.1 seconds, and the quarter mile in 15.7 seconds at 93 miles per hour. Power was best in the upper revs.

There was a fair amount of body roll through the slalom, but it had no notable affect on stability. The Edge Sport with its 22-inch wheels does even better.

The all-disc braking system is also new, from booster, to calipers, to first time Brake Assist. Our average 60-to-0 stopping distance of 129 feet was far better than the 146 feet in our previous test. Still, the 2011 Edge exhibited moderate fade and nose dive.

The Edge is a solid long distance highway tourer. Improved sound insulation, including acoustic glass, complement powertrain tweaks for impressively low noise at speed.

Pricing for a base Edge SE starts at $27,995. Our front drive Limited begins at $34,995, and the Sport at $36,995. All-wheel drive adds $1,850 more.

The improvements in the 2011 Ford Edge are extremely well-thought out. More tech, more comfort, and more all-around performance, without compromising its already strong five-passenger utility traits. It’s a perfect pairing for the all-new seven-passenger Explorer due soon. And that will make even more of a competitive edge for Ford’s rivals to worry about.

The [Polestar] 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor.