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2011 Ford Edge: A Chunky Monkey with Reflexes

When I graduated from the venerable, attractive, and ridiculously expensive University of British Columbia, it was with an undergraduate degree in English Literature clutched within my left hand. Having consumed innumerable books ranging from mind-blowingly, life-changingly good to Ondaatje levels of bad, I like to think that I got pretty good at following a plot, no matter how obscure it got. Little did I know that that skill would serve me so well after graduation.

Because believe me, you better have a good nose for the plotline when you’re driving a 4,460 pound crossover with “Sport” emblazoned across the liftgate. Crushing the scales beneath a curb weight that’s a wee bit heavier than previous Edge models, the Sport model at least benefits from the fitment of the equally new Mustang’s 305-horsepower V6. Displacing 3.7 litres, the larger engine (the rest of the Edge line is powered by 285-horsepower 3.5L V6s) is paired with the same manumatic V6 as Mustang buyers get, and the result is a surprisingly enthusiastic powertrain. Feeling similar to Nissan’s 3.5L V6-powered Murano, the Edge’s accelerative properties seemed to be imbued with some degree of alacrity, and I never found myself wanting for power during passing and merging maneuvers. 

Of course, getting a lot of weight to move forward with some verve doesn’t take a rocket scientist (although they too have experience with this), but whomever was in charge of the big, burly crossover’s brakes and handling might have been one. After all, getting this much mass to stop and turn as quickly as it does takes the work of a more intelligent man than myself… then again, as the aforementioned Arts degree may indicate, such a statement may not rule out much of humanity. In any case, both the brakes and chassis of the Edge Sport should be heaped with praise for their amazing ability to turn this almost 4,500 pound crossover into a lithe, almost nimble vehicle. Stopping in what feels like an impossible short distance, the new braking system (which includes everything from new pistons to bigger pads to bigger rotors) makes the most of the massive footprints of the 265/40R22 Pirelli Scorpion tires, while the suspension tuning has been obviously tuned to make the most of the low sidewalls and massive wheels. Riding with what I would call a sure-footed, positive ride, it’s not the softest vehicle on the road, but it does quell irregularities and bumps surprisingly well given that each corner is saddled with somewhere in the neighbourhood of 100 pounds’ worth of unsprung weight thanks to those huge wheels and tires.

2011 Ford Focus 2.0 TDCI Titanium Review | Zero Point

• Driver Assistance Pack (£750 to have road signs read for you and white lines adhered to)

The latter is a demonstration of just how clever the new Focus is. It’ll tug the steering wheel to warn you if you’re wandering out of lane or, in active mode, nudge the car back into lane for you. It’ll alert you if your blindspot is full of menacing car and pop your lights up automatically saving you from that tiring flick of finger to put your headlamps on full beam.

Extraordinary really. Every single system works seamlessly and I applaud the safety benefits of some of the cleverer gadgets available on the new Focus. I just worry that we’re inching ever closer to the stage where the driver becomes redundant. Presumably the road sign reader could send a jolt when you break the limit, and then ease off the power and apply the brakes for you. It’s not that far off.

And how will these optional extras stack up in 10 years' time? I'd rather own a more basic model with less stuff to go wrong.

All that kit must add plenty to the kerbweight, because our Ford Focus 2.0 TDCI doesn’t feel as quick as those performance figures suggest. The engine is quiet and refined most of the time, but you do have to rev it hard to make decent progress. Which doesn't bode well for the 1.6 TDCI due at CAR Towers next week.

But sling the new Focus through some corners and you’ll come away impressed. On the chunky 235/40 ZR18s of our test car, you just can’t unstick it. Only in very tight corners could we feel the torque vectoring system pulling the car deeper into the apex. The fact is, there’s so much mechanical grip that the electro-nannies are rarely called into play. The steering is well judged: enough heft to reassure you, a directness to give you a connection with the front wheels, and a sliver of feel missing from many mainstream hatchbacks.

Those massive wheels do seem to hinder the turning circle though. ‘The lock’s so poor, I missed my driveway,’ says managing ed Greg Fountain, without a hint of a irony. It’s that bad. There’s a typically precise Ford gearchange and the ‘integrated’ handbrake works well, with none of the pinch you’ll find in a Saab 9-3.

The Focus is a quiet cruiser, with sixth a long legged affair and the shape is quiet and avoids wind rustle. The Focus rides surprisingly well on those big rims unless you’re on really unsettled Tarmac.

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