2015 Ford Edge

2015 Ford Edge

Episode 3434 , Episode 3447
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

No vehicle helped to make the SUV a required family friend more than Ford’s original full-framed Explorer. Indeed its enduring success allowed Ford to go slow to shifting to car-based utes, other than the compact Escape. But, for 2007 they gave in, and launched the mid-size Ford Edge. While not as rugged as Explorer, it still had solid sales. Now, finally, there’s a second gen Edge, and it’s new from corner to corner.

While auto writers use the phrase “all-new” a lot, the 2015 Ford Edge really is about as all-new as any vehicle can be, with very few parts carried over from the first gen. 

Its stronger unit-body structure has a wheelbase that is 1.0-inch longer than previous, though track has been narrowed slightly. As for the suspension, a MacPherson-type strut with isolated sub-frame remains up front, but in back there’s a new integral link setup with coil springs that’s designed to shift ride quality in a sportier direction. 

And indeed, we found that to be the case on the roads less traveled around Phoenix, Arizona. Ford’s Curve Control is still available, but thanks to the vastly improved chassis, it seemed less willing to intervene. 

For those that wish to take it further over the edge, a Sport model returns and it’s even more proficient than before, thanks to additional suspension tweaks and standard 20 or optional 21-inch wheels.  

All models are noticeably quieter inside, with very little-to-no wind or engine noise, unless you have the throttle pinned. Weight is down a tad, but not so much that we noticed it. 

A good improvement overall, yet it’s still not as polished as many in this crowded segment. 

The Edge does showcase much of Ford’s latest technology, like inflatable rear seatbelts, hands free lift-gate, Lane Keeping, and adaptive cruise control. A back-up camera is standard; with a 180-degree view front camera, with washer, available to aid in pulling out of blind places. Active park assist adds perpendicular help, and will even pull out of the spot for you when you’re ready to go.  

The make-or-break aspect of any family vehicle however, is how you’re treated inside. Up front room is slightly more generous from before. And, the nicely supportive seats use thinner padding, so the environs seems even more spacious.  

Additional soft touch material are well placed, taking both the look, and feel of the cabin a notch or two higher. There is noticeably more space for rear seaters too, but the Edge remains a 5-passenger crossover, saving 7-passenger duties for the also now unitized Explorer. 

Cargo room grows most of all, up 7.0 cubic-ft. in the rear to 39.2.  Maximum space, with the seatbacks folded, is now a healthy 73.4 cubic-ft. 

The exterior design is equally important of course, as few people want to be seen in an ugly ride; and here the Edge is clearly… …edgier. The previous gen’s rounded shape has been replaced with a more angular one; and while size has grown, the less bloated look makes it appear tidier.  

For sun worshipers, the Edge has one of the longest sunroofs out there, with Ford’s Vista Roof taking up almost 4-feet of real estate. 

Under hood property is occupied by 1 of 3 engines. Base is a 2.0-liter EcoBoost I4, and it’s technically a new engine, as it features a twin-scroll design that both improves efficiency and increases power. Horsepower is now 245; torque is also up by 5 to 275 lb-ft. 

The naturally aspirated 3.5-liter V6 carries over, but its reprogramming results in slightly less horsepower at 280 and 250 lb-ft. 

The new option, is the F-150’s 2.7-liter V6 EcoBoost, here putting out 315-horsepower and 350 lb-ft. of torque, which comes standard in the Edge Sport.  

Fully automatic all-wheel-drive is available with any engine, and towing capacity remains at 3,500-lbs. 

Now, we spent most of our early drive time with the 2-point-0, and came away pleased; with its nice, sharp throttle response helping it feel plenty stout. But we did find the standard 6-speed automatic transmission easily confused and quite busy. Sport mode didn’t seem to offer any relief.  

Base pricing stays exactly the same at $28,995. But Sport trim ups the high end a bit, starting at $38,995. All-wheel-drive tacks on 2-grand more. 

Ford has obviously learned a lot about building crossovers, as the Escape and Explorer consistently rank among the top-10 in SUV sales. And, even the first Edge spent some time on the list. Well, now it just looks like Ford is getting greedy, as the really “all-new” 2015 Ford Edge will likely make a return to the top-10, and score a perfect 3-for-3 for the blue oval.

Specifications

  • Torque: 275 lb-ft. / 250 lb-ft. / 350 lb-ft.
  • Horsepower: 245 / 280 / 315
  • Engine: 2.0 liter / 3.5 liter / 2.7 liter
2024 Lexus TX 2

2024 Lexus TX

Built To Please Luxury-Minded American Families On The Move

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Lexus sells SUVs in just about every shape and size, but until now has never had a true large three-row family-style crossover in their lineup. Well, the new TX is just that. So, let’s find out if the seventh SUV to enter the Lexus brand is also able to usher in a new era of big-family luxury.

Lexus has been in the SUV game longer than most luxury brands, but the all-new 2024 Lexus TX is their first purpose-built, large three-row crossover utility. Looking equal parts enormous and luxurious outside, it’s a big jump up from the no longer available RX350L, as far as space inside front to back, but especially in the third row when it comes to legroom, but also in flexibility and ease of use compared to their other current three-row offering, the truck-based LX600.

The TX’s 20.2 cubic-feet of space behind that third row is a real bonus too. That space expands to 57.4 cubic-feet when you fold the second-row seatbacks, with a 97.0 cubic-foot max with all seats stored and folded. And of course, there are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable. And it is a very comfortable family hauler with seating arrangements for either six or seven passengers.

2024 Lexus TX 3/4 Front
2024 Lexus TX Dead Front
2024 Lexus TX Profile
2024 Lexus TX Taillight
2024 Lexus TX Dead Rear
2024 Lexus TX Grille
2024 Lexus TX Wheel
2024 Lexus TX Gas Engine
2024 Lexus TX 3/4 Front2024 Lexus TX Dead Front2024 Lexus TX Profile2024 Lexus TX Taillight2024 Lexus TX Dead Rear2024 Lexus TX Grille2024 Lexus TX Wheel2024 Lexus TX Gas Engine

It’s easy to make things bigger inside, much more difficult if you’re Lexus to make them vastly better. And while the TX interior is very nice, it’s not as big of an upgrade from platform mate Toyota Grand Highlander as we expected. Though considering our Premium trim tester is just one step up from base, there’s lots of standard content, but also a lot going on when it comes to controls and touch-sensitive surfaces. It did take some getting used to, with many dash controls looking very similar, and the steering wheel controls being somewhat temperamental.

There are plenty of choices when it comes to the powertrain. Standard is this 2.4-liter I4 turbo in the TX350 rated at 275 horsepower and 317 lb-ft of torque. It works with an eight-speed automatic transmission and comes in front- or all-wheel drive. An available 500h adds hybrid assistance to that 2.4-liter, and at the top of the lineup is Lexus’ first-ever V6-based plug-in hybrid, the 550h+, which packs 301-total horsepower and delivers 33-miles of EV range. Both hybrids are all-wheel drive, and all TXs are rated to tow 5,000-lbs.

There are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable.

Our all-wheel drive 350 had a nice little jolt of power for getting a nice little jump off the line at our Mason Dixon test track, and then after a slight pause, power began pouring on in full force, ushering us to 60 in 7.5 seconds. The engine was plenty willing to keep dealing out the power, but the ultra-smooth automatic shifts were a tad sluggish, creating a noticeable drop-off in momentum as we worked our way down the track. Still, a 15.6-second 92 miles-per-hour quarter-mile is quite acceptable for a family hauler.

The TX is almost 17-feet long, but it sure doesn’t feel that big when you’re driving it around, and it scooted thorough our slalom course with the ease of a vehicle half that size. Its predictable nature allowed us to easily manage its luxury-minded steering feel and carry quite a bit of speed through the cones. While the TX shares the same basic suspension design as the Grand Highlander, tuning is unique.

2024 Lexus TX Dashboard
2024 Lexus TX Shifter
2024 Lexus TX Front Seats
2024 Lexus TX Second Row Seats
2024 Lexus TX Third Row Seats
2024 Lexus TX Cargo Area Behind Third Row
2024 Lexus TX Full Cargo
2024 Lexus TX Door Handle
2024 Lexus TX Sunroof
2024 Lexus TX Dashboard2024 Lexus TX Shifter2024 Lexus TX Front Seats2024 Lexus TX Second Row Seats2024 Lexus TX Third Row Seats2024 Lexus TX Cargo Area Behind Third Row2024 Lexus TX Full Cargo2024 Lexus TX Door Handle2024 Lexus TX Sunroof

Government Fuel Economy Ratings are 20-City, 26-Highway and 23-Combined; we averaged a great 25.3 miles-per-gallon of Premium, and it only goes up from there with either of the two available hybrids.

Pricing starts reasonably for a luxury SUV with the TX350 beginning at $55,050 and all-wheel drive a $1,600 option, but things can escalate quickly from there.

While not their first three-row utility, the 2024 Lexus TX is their first dedicated three-row platform aimed squarely at the heart of the American market. Clearly, they’ve hit a bullseye, as it makes us want to pack up the family and hit the road. But this is also the first Lexus to be built in Indiana.

While most of the car business seems to revolve around novelty, wow-factor, and gadgetry these days, Lexus continues to deliver quality, calm, and comfort, all while keeping the luxury experience remarkably attainable.

Specifications

As Tested

  • Engine: 2.4-liter I4 turbo
  • Horsepower: 275
  • 0-60 mph: 7.5 seconds
  • EPA: 20 City | 26 Highway | 23 Combined
  • Transmission: 8-speed automatic
  • Torque: 317 lb-ft
  • 1/4 Mile: 15.6 seconds at 92 mph
  • MW Fuel Economy: 25.3 mpg (Premium)