2015 Ford Edge
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
2025 Infiniti QX80
Infiniti’s Flagship SUV Sets A Course For Extravagance
This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.
Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.
You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.
Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.
And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.
It's an impressive looking utility from any angle.
In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.
It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.
A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.
Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.
Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.
The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 9-speed automatic
- Horsepower: 450
- Torque: 516 lb-ft.
- EPA: 16 City | 19 Highway | 17 Combined
- 0-60 mph: 6.3 seconds
- 1/4 Mile: 14.7 seconds at 95 mph
- Braking, 60-0 (avg.): 115 feet
- MW Fuel Economy: 18.6 mpg (Premium)
