By on October 9, 2018

As I shuffled, exhausted, into the airport bathroom, a whistle-shaped fan was attempting to dry its freshly mopped floors — picking up the scent of the urine-soaked tiles and wafting it directly into my nostrils. It was not shaping up to be a good week and I had another 2,000 miles to go before I arrived in Utah to sample the 2019 Ford Edge ST and Edge Titanium.

Ford’s Edge has been a guilty pleasure of mine ever since I used one to follow the PGA tour almost four years ago. That experience ended with me feeling worse about golf but much better about a vehicle I had previously written off as uninteresting. The Edge Titanium I basically lived out of during that period didn’t become more exciting. But every time I had to park it and traverse eighteen holes of nearly consistent boredom under the hot summer sun, I’d look back at its fresh red paint and whisper “take me away from all of this.” And that’s exactly what it did when my time with the tour ended.

I loaded up the massive rear compartment, shuttled a few locals home, and drove it back to New York City under budget on fuel, where I found that it was actually small enough to park on the street. I was damned pleased with it, but thrilling performance wasn’t part of the overall appeal. That’s why I was legitimately excited to try Ford’s new Edge ST — a model that replaces the Sport trim for the 2019 model year and was dubbed by its creators as the quickest ST ever made. 

(Full disclosure: Ford flew me to beautiful Park City, Utah and put me up in a exceptionally nice hotel room and gave me food while I tested the Ford Edge Titanium and ST for the duration of this two-day press drive. I also had one glass of free bourbon and regular eyefuls of the state’s plethora of healthy looking blonde people.)

Touching down in Utah, the perplexing vehicle greeted me with a massive ST logo, but everything else seemed familiar.

En route to Hoonigan Racing’s base near Ken Block’s mountain home, our intended destination inspired me to sample the vehicle’s sport mode. The vehicle stiffened slightly and emitted an augmented engine noise that caused immediate displeasure. The turbo V6 is not history’s best-sounding engine, and piping more of it into the cabin didn’t improve my already gloomy mood. A bad first impression, exacerbated by my own tiredness and personal preference for V8s and buzzy inline fours with lots of turbo spool and ridiculous venting. Thankfully, the more time I spent inside the ST, the more I realized we had gotten off on the wrong foot. More on that later.

On the surface, the 2019 Ford Edge hasn’t changed all that much. Visual alterations include an updated grille, fascias, tailgate, wheels, and hood. While I never considered the Edge a looker, it has grown more attractive over the years. Every new element for 2019 combines to create a more premium-looking automobile — especially on the Titanium Elite package, which adds painted bumper bottoms and side skirts, 20-inch wheels, and a tasteful amount of chrome accenting.

The ST has a few unique exterior pieces as well, the front fascia and blackened grille being the most obvious. While it’s not a cornucopia of tailored bodywork, the changes are sufficient to make the sporting variant stand out from its siblings in a big way.

Ford hasn’t been quite as busy inside the cabin, but this isn’t the crisis you might imagine. The Edge retains its top-shelf ergonomics and boasts a fabulous amount of storage. Useful-sized compartments can be found just about everywhere and it’s practically impossible to position your body in a way that feels uncomfortable. My one gripe is with Ford’s decision to give the 2019 Edge a rotary dial shifter. Still, it works well enough and frees up even more space on the center console.

Materials appear to be of superior quality and everything is put together solidly. During my time in Utah, I sat inside five examples of the model and not one offered me a piece of plastic that rattled or bowed as I exerted more force than necessary. Leather seats are supportive and soft, with a bit more firmness and additional bolstering on the ST to hold you in place during hard cornering. But you’re not immobilized like Hannibal Lecter being wheeled into the Shelby County Courthouse. You’re permitted to move freely regardless of the trim you choose, and space is ample.

While slightly taller than the average man, I’m a relative shrimp compared to the rest of TTAC’s staff. I’ve no doubt they’d all be equally comfortable inside the Edge. There’s even a good amount of head and legroom waiting in the back, unless you’re comically tall and find yourself perched beneath the optional panoramic moonroof.

Cargo capacity is an excellent 39.2 cubic feet behind the second row and 73.4 cubes with the seat folded. Ford probably could have wedged another couple of seats in there if it wanted, but I’m glad it didn’t. The Edge’s ability to absorb cargo and provide five occupants with loads of breathing room are two of its greatest strengths.

As stated earlier, my first day of driving the ST left me feeling rather empty. But I returned to it with fresh eyes and a full night’s sleep on day two. Hoping to give it a fair shake, I took it out for a little longer than Ford’s PR team recommended. Further away from Park City, Utah, the traffic dissipated and I could really start to approach the vehicle’s limits — which were higher than I initially surmised. The ST is head and shoulders better than the Sport trim it replaces.

Ford publicly touts the Edge as the fastest ST ever. Nowhere is this more evident than from a dead stop. The model’s 2.7-liter EcoBoost V6, on loan from the F-150, gives birth to 335 horsepower and 380 pound-feet of torque — rushing you to 60 mph in under 6 seconds, according to the manufacturer. I wouldn’t imagine much faster then 6 seconds, but it’s still enough to best the Focus ST and break the speed limit without even trying. Top speed is stated to be around 130 mph, but my testing of that claim led me to believe it’s electronically limited. The Edge ST and its optional Pirelli P Zero tires are clearly capable of more.

Diving into a hard corner, the vehicle telegraphs its considerable weight to the driver while remaining surprisingly compliant. Just as it begins to understeer, the all-wheel drive system unloads more oomph to the rear axle, while brake-based torque vectoring optimizes power from left to right. It’s enough to get the vehicle to rotate if you want, though I had neither the time nor the correct roads to fully test its mechanical magic. Longtime Ford engineer Jonathan Crocker told me the AWD system is entirely new, as is the suspension setup — which now employs monotube shocks and firmer springs. Paired with the ST’s heavier steering, it’s lively without being unpredictable, all thanks to electronic stability control. But the Edge will never fool you into thinking you’re driving a low-slung, lightweight performance coupe.

I asked Ford just how much electronic help could be shut off, and was told you can basically disable everything but roll stability. There’s also an “Advance Trac Sport Mode” that can be accessed by double tapping the ESC Off button while in sport mode, which disables traction control and most other nannies.

On the more casual side of things, the Edge ST is still comfortable to drive out of sport mode. With the enhanced engine noises removed, it’s exceptionally quiet inside, and the new eight-speed transmission is swift and smooth under normal driving. However, I was less thrilled with it after putting the hammer down in its performance setting. Ford has kindly programmed it to hold onto gears, which is a hoot, but I occasionally felt it was time to step up to the next cog before the car did. While this can be alleviated by manually selecting gears via the plastic paddle shifters, if you’re hoping for DTC levels of quickness, prepare to be disappointed.

By comparison, you’ll never notice this on the Titanium trim. At 4,100 pounds with all-wheel drive, the model’s 2.0-liter turbo four has to work significantly harder to get up to speed. Output is only 250 hp and 275 pound-feet of torque. You don’t expect it to blast through the gears, so, when it doesn’t, you won’t care too much. But it isn’t a drag — 60 mph comes along in roughly 8 seconds. You just can’t have it any faster, as the 2.0-liter EcoBoost is now the only engine available on non-ST Edges. For everything other than aggressive pavement assaults, I found it up to the task. In fact, it’s a highly enjoyable vehicle to drive if all you want to do is put miles beneath its wheels.

Much of this media event revolved around the Edge’s available tech — which is robust and, remarkably, not even slightly obnoxious. Ford Co-Pilot360 comes standard on all trims, adding blind-spot monitoring, rear cross-traffic alert, auto high beams, lane keeping, automatic emergency braking, and rear-facing camera.

My fully-loaded Edge also had adaptive cruise control with lane centering, which functioned phenomenally during testing. In idyllic circumstances, the vehicle can stay with traffic through a long, sweeping turn without human help. Don’t expect it to handle a hairpin; Ford’s engineering team isn’t positioning this as semi-autonomous driving. Happily, it’s been designed in a way that keeps the driver engaged, minimizing opportunities to doze off. When it asks you to retake the wheel, you can’t trick it by giving it a little squeeze (like in a Tesla). You actually have to steer before the car feels satisfied and resumes its thing. I was elated to discover this while driving, as I am firmly against aids that allow motorists to ignore the road.

Customers with FordPass can also tap into the vehicle’s connectivity features. On the basic end of things, you can use the Edge’s 4G data connection as a Wi-Fi hotspot for mobile devices. But you can also use it to remotely start your car or network it with Amazon’s Alexa to open the garage door. I’d recommend trying those in reverse order. Ford says the tech is baked into every 2016 or later model equipped with a modem, and it’s working on adding new skills or adopting ones already developed by Amazon’s home companion.

Ford Sync 3 remains one of my least favorite interfaces. While functional, I’m not wildly interested in its slick digital graphics. I’d rather have something that looks basic but is a breeze to navigate. Fortunately, the problem gradually resolves itself the more time you spend interacting with the Edge’s 8.0-inch touchscreen. You can also get around it by taking advantage of Apple CarPlay or Android Auto connectivity, using one of the center cubby’s two USB ports (or optional wireless charging pad) to replenish your phone’s battery.

All told, the Edge remains a good choice for those interested in an average-sized crossover that’s both comfortable and cavernous. But a few highly specific deal breakers remain. With a maximum towing capacity of just 3,500 pounds on the ST (1,500 lbs across the rest of the range), boat owners may want to look elsewhere for their weekend workhorse. You also have to spend quite a bit of money to get the most out of the Edge. While the standard model is already available at dealerships now for $30,990 (including destination), all-wheel drive is an additional $1,995. Meanwhile, the Titanium starts at $39,545 and can be configured to nearly $48,000.

The 2019 Ford Edge ST starts at $43,350 with standard AWD, but that price is just another starting point. For example, there’s a $5,500 equipment group package that adds active park assist, adaptive cruise control, a 180-degree from camera, and heated/cooled seats. There’s also the $2,700 ST Performance Package that adds 21-inch black gloss wheels, huge brakes with performance pads, and those summer Pirelli tires.

I’ll stop short of calling it a scam, as the Edge ST’s primary competition is very expensive. The closest “rival” I can think of is something like the BMW X4 — which boats far less interior volume and starts at over $50,000 with a base 2.0-liter turbo that’s less powerful than even the basic Edge’s mill. While I’ll admit that most BMW advocates probably aren’t cross-shopping over at Ford, the concept behind both vehicles is essentially the same. The Ford just has a less fancy interior and much lower price points.

Domestic alternatives are nonexistent, however, and Ford knows this. Its PR team even referred to it as a “white space vehicle,” meaning it has no obvious competitors and doesn’t fit cleanly into any segment. I suppose I could tell you to examine a Dodge Charger Scat Pack if you just wanted a big back seat, comfortable ride, and rowdy performance — or the Durango R/T if you wanted an aggressive, high-riding family hauler that can drag a yacht. But both options result in sacrifices, and neither is a direct competitor to the Edge ST.

It’s out there on its own for now — or at least until Ford’s abolishment of sedans forces it to stick the ST badge on more crossovers. Still, I’m willing to admit this wasn’t a bad first attempt.

[Images © 2018 Matt Posky/TTAC]

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43 Comments on “2019 Ford Edge ST First Drive – Finding the White Space...”

  • avatar

    I wonder if that rotary dial shifter is sealed against inevitable spills from the cup holder right next to it? On my mazda, if I goober up the dial I’m might have infotainment problems but I’ll be able to drive home.

    • 0 avatar

      Doesn’t seem any riskier to me than traditional console-mounted shifters (except those disguised as manuals, with bona fide shifter boots. Those seem Big-Gulp proof.)

  • avatar

    I’ve found my several Edge Titanium 2.0 Ecoboost rentals to be very comfortable road trip cars, and sort of a goldilocks size-wise. Very roomy and comfy and feels more substantial and expensive than a compact crossover going down the road, but still easy to park. Interior materials are also IMO very presentable. 2.0 Ecoboost is like you said perfectly adequate, it has a very pleasing slug of torque after a bit of lag, and hauls the car up hills well. But if you really hammer it on an on-ramp, once past that fat low-midrange torque that feels so good at partial throttle, you can tell its a smaller motor that runs out of steam where a 3.5L NA V6 (the 2GR in my parents’ RX350 is my point of comparison) is just warming up. MPG between the two cars is comparable as well, about 24mpg in faster highway driving, but the Edge will take regular. Overall the Edge feels like 75-80% of the RX350 experience for 60%(?) of the price, so I’d call that good value.

    My biggest qualm with the Edge is build quality: exterior panel alignment and fit is consistently poor on every rental I’ve had, over the span of 3 years. No improvement in 3 years of the line being set up, I guess they just don’t care. My last Edge in Sacramento had a very annoying rattle somewhere under the rear seat as well as clunks in the suspension. Apparently the seat rattle issue has been a problem on the forums, but the suspension rattle I will chalk up to rental abuse.

    • 0 avatar

      Honestly if I lived at the low altitude where I grew up I probably wouldn’t care about turbos.

      “Overall the Edge feels like 75-80% of the RX350 experience for 60%(?) of the price, so I’d call that good value.”

      That’s the rub for some of us, isn’t it? I know what the “best” is but I don’t want to pay for it, what’s the closest I can come without spending more than I want?”

    • 0 avatar

      They’ll be a better discount on the ST than the Fsport RX.

      But this priced at 2019 RDX levels and offers much more content and power before Ford puts cash on the hood.

    • 0 avatar

      May parents made this mistake in 1994 (80% for 60%), buying an Eldorado over an Lexus SC. Come trade in time the Lexus was worth so much more that it was the “cheaper” alternative.

    • 0 avatar
      Dave M.

      Our 2010 loaded Limited was gone in 5 years. Build quality was suspect; but after 3 repeat breakdowns that stranded my then wife (cooling system failure; expensive repair), it was gone. The 2003 Highlander that preceded it and the 2015 Lexus RX-350 that succeeded it were solid blocks of quality. The Edge always felt heavy and lumbering.

      • 0 avatar

        Yeesh! My folks are up to 80k(?) on their ’09 RX350, it’s my mom’s around-town car and they use it for road trips. No notable issues aside from a pair of warped brake rotors since they bought it in 2012 with 15k miles.

  • avatar

    So it sounds like it’s an improvement over the Sport. That’s great, congrats Ford. I just don’t see the justification of calling this an ST. It’s still a heavy SUV with a decent motor and an updated AWD system..yay.

    “But the Edge will never fool you into thinking you’re driving a low-slung, lightweight performance coupe.”

    I’m not saying the Focus or Fiesta ST ever made you think they were low-slung performance coupes, but they are darn close in driving experience. They were fun, cheap hot hatches. Ford did a good job introducing the ST to our market and takes two steps backward with this. I get that the Sport and ST models mean similar things, but it just seems off. I don’t see enthusiasts taking to this model such as other sporty crossovers might.

    Oh well, rant over. Hopefully VW releases the Tiguan GTI soon

  • avatar

    “rushing you to 60 mph in under 6 seconds”
    “The 2019 Ford Edge ST starts at $43,350 with standard AWD”


    • 0 avatar

      My ancient E36 M3 with 240 hp hit 60 in 5.5 seconds per road tests of the era, and that car is practically laughed at for being slow compared to the Euro Motor by BMW enthusiasts.

      So, you’re telling us that a modern performance vehicle with 20 more years of technological advancement plus 100 more horsepower is a half second slower to 60??

      Meh is right, x 10. Yawn.

  • avatar

    regular eyefuls of the state’s plethora of healthy looking blonde people…

    My wife is a big DWTS fan and this season she finally blurted out: “Do all Mormons dance?” Seems like every blonde on that show is from Utah.

    the all-wheel drive system unloads more oomph to the rear axle, while brake-based torque vectoring optimizes power from left to right

    Torque vectoring actually makes me give it a little respect. I could likely have some fun with one (and a radar detector) taking the Payson, AZ shortcut from Gallup to Phoenix.

  • avatar

    I predict they sell about 127 of them.

    (Seriously, what’s the point of this vehicle?)

    • 0 avatar


      Performance CUVs are the next BIG THING!

      (Likely what the PR department would tell you.)

    • 0 avatar

      “(Seriously, what’s the point of this vehicle?)”

      Make $$$$$!!

    • 0 avatar

      To be quicker and more fun to drive than anything else in its segment, and yet it competes in a segment that isn’t in steep decline where a model like this falls on deaf ears (a la Fusion Sport).

      No, it isn’t for everyone, to include you and I, but I have no doubt it’ll sell. Performance utilities do sell, no matter if they’re Jeeps or BMWs, so there is a market for it.

      • 0 avatar

        Was the Fusion Sport even intended to be fun to drive? Ford didn’t knight it with the ST badge. In my mind, and it’s totally possible that I’m off base, Ford wasn’t aiming for a more engaging Fusion driving experience. They just wanted more. More equipment for more dollars. Give consumers a less expensive A4 alternative.

        Don’t know how it sold but it held no sway over me.

    • 0 avatar

      Just because you don’t understand it doesn’t mean it won’t sell. It has more of a future than the Fusion Sport, sadly.

  • avatar

    So you’re shooting the Fiesta ST and Focus ST…then coming around and trying to push me toward a tarted up SUV/CUV/Thing stickering at doubles the price of a fully equipped FiST and slogs +82% onto what a fully equiped FoST is stickered? Ford, are you kidding? All you’re doing is pushing your “fun car” market to VW, Honda, Nissan and Hyundai; not everyone with a FiST or FoST will move to a Mustang – sorry not going to happen – it’s a completely different car class.

    • 0 avatar

      I don’t think they really care. The FiST and FoST along with all the rest didn’t sell in numbers enough to make them economically viable for Ford.

      They aren’t pusing so much a seceding their market share in pursuit of more profitable vehicles so they can shore up the bottom line in lieu of hiring a silicon valley tech bro to “disrupt” thier apparently profitable car manufacturing business.

  • avatar

    The need for space is real for some of us. Until wagons return to popularity, which I predict will be never, sporty CUV’s are the next best option. Hopefully others will follow suit. (I suspect Chevy has a torque capacity issue with their 9-speed, so unfortunately I don’t expect to see a sportier Blazer trim.)

    Speaking of gearboxes, Matt probably should have pointed out that the ST does not use Ford’s 8-speed version of the GM 9-speed as all other Edge models do, which supports my theory that it’s not designed to handle serious torque.

  • avatar

    This is the SUV version of the Fusion with the turbo V6. Like the Fusion, Edge ST disappoints. The interior looks drab, the seats look meh, there’s a ton of plastic everywhere where for $50k they should have improved materials, it sounds like it handles like an SUV but has a body kit intimating it can do better… what is Ford expecting this to be?

    SUVs aren’t going to the drag strip. I guess you can have a little fun on freeway on ramps, but that’s the extent of ‘sport’ in an SUV.

    Ford should be doing better than this.

    • 0 avatar

      I’m not arguing that Ford couldn’t do better, but do they need to? The Grand Cherokee, Murano and Sportage certainly don’t have anything to compete. There’s simply no direct competition.

      There is a lot of kit here for $43k, which in a few months will be available for well under $40,000.

      • 0 avatar

        Yeah unless GM decides to do an Acadia with a twin-turbo V6 I don’t see any real competition for the Edge ST.

        I think the closest you could come would be that the selectable AWD system on the Acadia has a “Sport” setting. Presumably with torque vectoring.

  • avatar

    A comparison between Fusion Sport and Edge ST would be great.
    Which is better?

    • 0 avatar

      I’m guessing they’re both hair shirts. I could actually go to a dealer and place my rump in a seat but neither seem to be worth the effort. I do need to sit on the toilet though. I’ll do that instead.

      • 0 avatar
        Matt Posky

        If you need a lot of space, some extra tech (standard and $$$$), more comfort and something that’s satisfyingly quick and capable in corners but doesn’t ever feel bonkers, then the Edge is better.

        If you just want more thrills, and don’t mind a little bit of torque steer. Then you’d be happier in the Fusion. It’s still comfortable but is more willing to getting rowdy (in a predictable sort of way) and likely a few tenths of a second faster to 60mph.

        The weak spots for both are a debatably bland (but very user friendly) interior, weight, and transmissions that lack urgency.

        Of course, if neither interest you and just you want something lower tech and very mean, test drive those big Dodges I mentioned.

  • avatar

    And here you have why sedans are driving.

    An AWD V6 Buick LaCrosse Avenir is about $48K sticker and will zoom you 0 to 60 in 5.4 seconds, has a premium interior, 20″ wheels, safety tech, etc. etc. etc. etc. My God man, it doesn’t even have a turbo charger to get to 310 HP and can still give you 29 MPG highway.

    UGH – awful.

    This 5 passenger CUV from a non-premium brand (apples to apples) with seating for 5, 20″ wheels, safety tech, etc. etc. etc. and $48,000.

    Yay! Amazing! How nice!

  • avatar

    That’s an obscene pricetag for whats basically a stylized minivan. A Charger scat pack comes in cheaper and is a REAL performance car with actual driving dynamics. If you MUST go SUV for the room, pony up a little bit more (since its already overpriced, might as well go whole hog) for a Grand Cherokee or Durango with any Hemi.

  • avatar

    So answer me this, Ford, why did you build the new Lincoln Nautilus with a great A-pillar and visibility then let the new Edge out the door with the same old HUGE blind spot?

  • avatar

    Looks like the view from the driver’s seat still resembles the POV of the toilet tank with the weird high sides on the hood. Are they going for a central gutter theme?

  • avatar

    ARDFV = Another Rapidly Disintegrating Ford Vehicle

    Let’s revisit how these shoddily assembled, slapdash, POS Ford vehicles hold together structurally and mechanically at the year 3, 5, and 8 markers (especially the ECO-BOOM-SPLOSION Versions).

    “(Full disclosure: Ford flew me to beautiful Park City, Utah and put me up in a exceptionally nice hotel room and gave me food while I tested the Ford Edge Titanium and ST for the duration of this two-day press drive. I also had one glass of free bourbon and regular eyefuls of the state’s plethora of healthy looking blonde people.)”

    Thanks for that disclosure. I’m going to be honest here; Park City is gorgeous. I’d move there if I could now do so, and it could *almost* make me forget that I was stuck in some Ford Edge POS, at least for fleeting moments.

    Now, let’s hear the Baruth Bros Blue Oval Fan Club Leaders review of this Ford Masterpiece, to complete the fluffing.

  • avatar
    Art Vandelay


  • avatar
    cimarron typeR

    Not a fan of the styling but at least they made the car narrower than previous generations. That’s my most important dimension for the livability of a people hauler.
    I didn’t look at the Edge when I was in the market.I’m definitely not a fan of any tire diameter >19inch for any vehicle, that’s for sure. I’m sure the roads in Park City are smoother than K.C. where I live.Not to mention replacement costs.
    I think I’d prefer a GMC Acadia or upcoming Blazer, over this , as I feel the NA powerplant is a better drive , and overall better screwed together. The XT5 I did test drive felt as solid as my 2nd Gen ML350 and the Disco Sport we ended up buying.I;ve never driven a current Grand Cherokee, but I’d imagine this would also be a better option.

    The 3500 lbs towing capacity is fairly weak too. Our AWD sienna is 3500, our Disco Sport is over 4400lbs.

  • avatar

    I’ve always had a soft spot for the Edge. I’ve rented them many times, but I really preferred the old NA V6 over the turbo 4. I’ve had odd issues with the electronics/displays on multiple edges as well, which is disconcerting. It might be interesting to drive the ST, although the piped in engine noise would probably make me puke, and if I was going to go that route, I’d probably throw in the towel and lease an Audi SQ5 – even though I swore I would never have an Audi in my garage again.

    I do think there is a market for a high performance version of almost anything. If someone made a minivan that was reliable and drove like a Porsche Cayenne, I would probably buy one. People used to put superchargers on their 4runners along with stiffer suspension. GMC Typhoon/Syclone. If it performs well and is desirable, people might buy it. You can have fun in a big heavy vehicle, you just need to know what to expect. It’s not going to be a miata, but they can still be set up to pull high G loads in every direction – just with slower transitions and hopefully not upside down.

    I would prefer to drive a high performance sedan, but I see the appeal. I’m drawn towards all of the SRT vehicles, although they are a bit juvenile for someone my age. The FoST and FiST were always interesting.

  • avatar

    In some ways you can throw this car up against an X4 or Macan and it looks like a great alternative. (It gives up some handling but it’s a larger/more useful package.) But in other ways you throw it up against any of the V8 Grand Cherokees or Durangos and it seems lacking.

  • avatar

    For ~$50K, my pick would definitely be the TTV6 MKX. 1 vehicle can only do so much; I’d rather it focus on doing fewer things very well. We have a 2011 MKX and its been great. I’d definitely love to replace it with the current one with that TTV6 and the panoramic sunroof. SYNC3 would be a nice update from SYNC2 as well; I’m almost considering swapping it in our current car.

  • avatar
    K K

    I was kinda looking forward to this, bit honestly $50k for a loaded edge ST? I think the RDX A spec all wheel drive with technology package is only $45k. And I think the RDX A Spec is a direct competitor to the Edge ST.

    I think overall acceleration will be close and I think the Acura will out handle and out brake the ST- dont see the ST making a big impact – too much premium

  • avatar
    K K

    I was kinda looking forward to this, bit honestly $50k for a loaded edge ST? I think the RDX A spec all wheel drive with technology package is only $45k. And I think the RDX A Spec is a direct competitor to the Edge ST.

    I think overall acceleration will be close and I think the Acura will out handle and out brake the ST- dont see the ST making a big impact – too much premium

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