Ford is adding a new all-wheel-drive disconnect system to its refreshed-for-2019 Edge midsize two-row sport/utility vehicle, including the new 2.7-liter EcoBoost-powered ST model just added to the lineup. The disconnect system switches automatically between front- and all-wheel-drive using sensors to determine wheel slip, road conditions, speed, windshield wiper usage, and outside temperature, Ford says, to reduce fuel consumption.

It’s the first AWD disconnect system on a Ford product, though such competitors as Fiat Chrysler have offered such technology on FWD-based AWD vehicles for a few years.

The new Ford Edge ST, equipped with standard AWD with disconnect, a revised 2.7-liter EcoBoost V-6 and eight-speed automatic, is rated 19/26 mpg, up 2 mpg both city and highway from the ’18 Edge Sport that it replaces.

AWD-equipped ’19 Edges are rated 21/28 mpg, and FWD ’19 Edges are rated 22/29 mpg, Ford says. As part of the Ford Edge’s mid-cycle refresh, all models come with an eight-speed automatic, replacing the ’18 model’s six-speed, plus active transmission warm-up, standard auto stop/start, deceleration fuel shut-off, and exhaust gas recirculation.

The 2019 Ford Edge’s mid-cycle refresh was announced way back in January, though the AWD disconnect system was not part of that briefing.

The AWD disconnect system comes with an all-new dedicated electronic “brain” that analyzes those myriad inputs from throughout the SUV. Using an algorithm with “fuzzy logic,” the disconnect system can “detect in 10 milliseconds the need to engage or disengage all-wheel-drive,” and can “distribute up to 100 percent of the available power from the front to the rear wheels” depending on road conditions, Ford says.

The central Rockies are a wonderful place to visit any time of the year, but the scenery in early fall is particularly striking. I'm in Utah to drive the 2019 Ford Edge, and all I want to do is hike and take photos of the foliage — thin air and brisk wind be damned. The drive from the Salt Lake City airport across the mountains to Park City was a stunning blur of red and yellows leaves, all accented by the white trunks of thousands of birch trees.

The changing colors brought on by the new season really helped set the mood. In a radical announcement earlier this year, Ford said it was discontinuing sales of all cars in the U.S. save for the Mustang and Focus Active, to focus its time and energy on CUVs, SUVs and trucks, the three hottest segments on the market. A few months later, the company reversed course on the Focus Active, too. While the company does have a wide stable of crossovers, if the plan is to go all-in on them, Ford needs to rework and renew its lineup.

Despite Ford's liberal use of the phrase "all-new" in reference to the 2019 Edge in both press and marketing material, this is a mid-cycle refresh for the second-gen Edge that debuted in 2015. Sales of the current Edge have been increasing year over year since it was launched. Though there have been some notable alterations, most of what you see here is a carryover from that model. The big news, of course, is the Ford Performance-tuned 2019 Edge ST (a model that replaces the Edge Sport), but we'll cover it in a separate review soon.

The 2019 Edge gets new front and rear fascias, drawing influence from the lame-duck Ford Fusion. The grill is wider than before, though the corners no longer meet the headlights. A front air curtain — standard on all models — helps improve fuel efficiency. The tailgate and rear bumper have been redesigned, too, with sharper lines and fewer reflectors. The new taillights are now separate units connected by a gloss black panel. LED lighting is standard both front and rear. There are a number of new color and wheel options available for 2019. Overall, it's a small but handsome update.

Conversely, the interior carries over nearly unchanged. The center console has been revised, with the new rotary gearshift making room for some additional storage, and a wireless charging pad (standard on the Titanium and optional on the SEL). Aside from the optional panoramic moonroof, there's not much else new inside. The general design is fine, but there's too much cheap plastic, especially along the console. The instrument cluster's digital displays are small and lack the sharpness of some of the competition. And even with the update, there just isn't as much storage as you expect from a modern crossover.

But there are a number of new features available on the 2019 Edge. Standard equipment includes automatic emergency braking, blind-spot monitoring with cross-traffic alert, lane-keeping assist, keyless entry with push-button start, rain-sensing windshield wipers, automatic high beams and a 4G WiFi (though you'll have to shell out monthly payments to AT&T if you want to take advantage of it).

Optional features include an enhanced driver assistance suite that adds adaptive cruise control, lane centering, park assist and evasive steering assist. We had a chance to try all of these out. The lane centering and park assist were particularly impressive. The former keeps the Edge centered on the road, even through a corner, without the ping-pong effect you get with standard lane keeping. Using park assist, the 2019 Edge can park itself, even in parallel spots. It's not new, but it is handy. Other options included heated and ventilated seats, an upgraded audio system, a 180-degree front camera and a hands-free foot-activated tailgate.

Using the 4G modem, the 2019 Edge can also integrate with Amazon Alexa. As someone who owns no fewer than four Amazon Echos, it's great to see automakers take advantage of smart-home capabilities. You can monitor your fuel level, use remote start and unlock the car using an Echo or other Alexa-enabled devices. When you're in the vehicle, you can use Alexa voice commands to open and close your garage door, check your home security system or play music or audiobooks. It still feels somewhat gimmicky and redundant, but the list of features and skills is improving.

There is plenty of room for passengers and cargo. The front seats are soft, wide and comfortable. The rear seats had plenty of leg and headroom, even in models fitted with the panoramic moonroof. I could comfortably sit in the second row, behind a front seat adjusted to fit my long-legged, 6-foot-tall self. The cargo area is low and wide and fits in between competitors like the GMC Acadia and Chevy Blazer in terms of space.

The Edge gets an updated 2.0-liter EcoBoost turbocharged inline four making 250 horsepower and 275 pound-feet of torque. The 3.5-liter V6 has been dropped altogether. Power is sent to the wheels through a new eight-speed automatic transmission. Front-wheel drive is standard, though a new all-wheel drive system is optional. The system allows all the power to be sent to the front wheels, decoupling the rear axle automatically (as opposed to the manual decoupling on some GM products) to reduce parasitic loss. Fuel economy improves to 22 city, 29 highway, and 25 combined for front-drive models and 21 city, 28 highway and 23 combined with all-wheel drive. For reference, the pre-refresh 2.0-liter Edge with front-wheel drive was rated at 21 city, 29 highway and 24 combined and 20 city, 27 highway and 23 combined with all-wheel drive.

On the road, the Edge moves with the refined grace you'd expect from crossovers with substantially higher price tags. It's remarkable just how quiet the Edge is, thanks to improved sound deadening, laminated windows and improved aero. There's a little wind noise from the A-pillar, but it's really not too bad. At full throttle, the engine emits a small but smooth exhaust note, but it's obvious Ford left the sporty pretenses to the Edge ST.

The ride itself is relaxed but composed, soaking up bumps without wallowing about. Even with some of the larger wheel options, the Edge didn't crash on rough pavement, a problem common among vehicles with such little sidewall. There are moderate amounts of body roll and brake dive, expected but not unpleasant. The steering itself is light and direct, though the lane-centering feature does occasionally tug a little too much on the highway. It can easily be toggled on or off with a switch on the steering wheel.

The powertrain is great, delivering smooth, low-end torque off the line. Turbo lag is nearly nonexistent. Even at Utah's elevation — we were more than 8,000 feet up at some points — the Edge never felt taxed. It's not lightning quick, but thanks to shorter gearing there's ample power for most people's needs. The transmission tuning was excellent, and shifts were mostly seamless. Unlike some transmissions with eight or more gears, the unit in the Edge never felt like it was upshifting early to chase better fuel economy. The transmission always seemed to be right where you needed it when you put your foot down.

It may not be all new, but the 2019 Edge is a marked improvement over the one that debuted back in 2015. The powertrain is smoother and more efficient than before and is balanced by a comfortable yet composed chassis. Factor in the extra standard equipment and you have a compelling offering for those who don't want or need a large three-row vehicle like the Explorer or Expedition. The interior is still a bit disappointing, but it is a comfortable and quiet place to be.

The 2019 Edge is on sale now with a base MSRP of $30,990 for a base, front-wheel drive SE. That's just about the same as the GMC Acadia, the closest competitor in terms of pricing and size. All-wheel drive is a $1,995 option. Prices go up from there, though you can still get a pretty well-equipped Titanium for under $40,000. Those wanting a bit more grunt will have to step up to the $43,350 Edge ST.

Interior complaints aside, the 2019 Edge looks and feels like Ford's most premium product not fitted with a Lincoln badge. That's been the general consensus for a while, but the update really drives that point home. It's quiet and comfortable and the refreshed styling gives it a more premium appearance than either the Escape or Explorer. The loss of the naturally-aspirated V6 is no big deal, as the EcoBoost engine and new transmission offer plenty of refined power.

With Ford dropping passenger cars, it had to reinvigorate the rest of its lineup. Year-to-date sales are down for all Ford crossovers and SUVs, a trend the company can't afford to let continue. Even if it isn't all new, the 2019 Edge forms a solid center to Ford's core lineup.

Ford’s first ST-badged crossover SUV dials up power, handling and style.

The Ford Edge may now wear an ST badge, but this isn't the first time we've seen a hotter version of the Blue Oval's five-passenger SUV. The Edge Sport has been with us for a number of years, packing a 2.7-liter twin-turbo V6 with 315 horsepower, a firmer suspension, larger wheels and other styling tweaks to help set it apart from lesser models. The Edge Sport goes away for 2019; the new ST simply takes its place.

At first glance, the Edge ST might not seem all that different from the Sport. It uses the same 2.7-liter engine, has similar suspension upgrades and receives an appropriate set of sporty appearance modifications. But Ford claims some 75 percent of the ST's parts are unique to this specific model. And indeed, the devil is in the details.

For starters, the ST gets an exclusive front fascia with a larger mesh grille that improves cooling. Bigger side sills and special dual exhaust outlets offer sporty touches on the Edge's sides and rear, and the crossover rides on standard 20- or available 21-inch wheels. Inside, unique front seats boast beefier side bolsters with fabric inserts -- all the better to hug you with while cornering -- though the high seating position caused by the thick bottom cushion makes it difficult to get comfortable behind the wheel.

The 2.7-liter engine's output increases from 315 horsepower to 335, and torque jumps 30 pound-feet, to 380. You'll only get those numbers if you run 93-octane fuel, however, and it's unclear exactly how much of a power penalty will result from the use of 87-octane gas (Ford only publishes the more impressive numbers). The turbo engine bolts to an eight-speed automatic transmission, with a Sport mode that will hold gears in the meat of the rev band longer, with more aggressive shifts and even rev-match during downshifts. All told, the all-wheel drive Edge ST should accelerate to 60 miles per hour in less than 6 seconds, and return an EPA estimated 19 miles per gallon in the city and 26 mpg on the highway.

The Edge ST certainly feels like a willing performer while hustling up mountain roads outside Park City, Utah, the engine strong and responsive in its Sport setting. My only complaint is that during hard launches there's noticeable turbo lag before things really get moving.

As for the gearbox, the rev-match downshifts are smooth and responsive whether the transmission is left to its own devices or manually controlled via the steering wheel-mounted paddles. Upshifts, however, aren't so snappy when I'm manually selecting gears, with a huge delay when responding to paddle inputs. Opting to keep the trans in full auto is ultimately the best course of action for spirited driving.

To improve handling reflexes, the ST gets new shocks, firmer springs (12 percent stiffer front, 20 percent stiffer rear) and a thicker front anti-roll bar. Stopping power gets upgraded, too, with an improved brake master cylinder and larger rotors and calipers. There's even an optional ST performance brake package which adds special front rotors, better brake pads, red-painted calipers (natch), vented brake shields and 21-inch wheels wrapped in 265/40-series Pirelli P Zero tires.

On winding roads, the Edge ST is composed and doesn't feel too out of place when pushed hard. Hefty steering gets the ST's nose turned in neatly with the suspension giving way to some roll before digging in and dancing through bends. Tight hairpins force the front tires to plow forward and there's still some dive under braking when asking the stout clampers to bleed off speed at corner entry. All things considered, this sportier Edge is enjoyable to drive, but still nevertheless a heavy crossover.

Happily, the Edge ST doesn't feel too out of sorts on a tight autocross course, either. Side-to-side weight transfers happen in a controlled manner and carrying maximum speed through turns is easy because the ST nicely communicates the tires' available grip. I don't recommend running an Edge ST for next year's entire autocross season, but a one-off session here or there could certainly provide some grins.

That said, the trade-off to this brisk performance is that ride quality is harsh for daily use, though it might be better on the smaller 20-inch wheel/tire package. It's not exactly jarring, but you'll certainly feel every divot and rut you come across.

Performance kit aside, the ST is the same as any other Edge, offering serviceable room for five passengers and as much as 73.4 cubic feet of cargo space with the rear seats folded. Build quality in the cabin is decent, with plenty of soft-touch surfaces throughout the interior, as well as gloss black and carbon fiber-style trim.

The technology menu is familiar with Ford's easy-to-use Sync 3 system presiding over infotainment functions with an 8-inch touchscreen, 12-speaker B&O audio setup, Wi-Fi hotspot, Apple CarPlay and Android Auto. Navigation and Amazon Alexa integration, which can be used to lock and unlock the Edge and open and close garage doors via commands, is available.

Ford's Co-Pilot360 safety technology package is standard, giving all Edges forward collision warning with automatic emergency braking, blind-spot monitoring, a lane-keeping system, auto high beams and a backup camera standard. Disappointingly, the backup camera image quality is not so sharp. To further bulk up the Edge's safety arsenal, a Co-Pilot360+ package is offered, adding an excellent adaptive cruise control system with stop-and-go and evasive steering assist.

If you're on the market for a performance crossover that won't grenade your bank account, the 2019 Ford Edge ST isn't a bad place to start -- there's really nothing else like it at this price point. Because of that, Ford is trying to position that ST as a more affordable and practical option to the Audi SQ5, Jaguar F-Pace S and Porsche Macan S.

Of course, all three of those European rivals are more capable dynamically and far more refined, but accordingly wear heftier starting price tags. Those SUVs range from $55,000 to $62,000 while the Edge ST begins at $43,450, including $995 destination. My well-optioned tester tops out at $46,540.

Realistically, I can't see many would-be Macan buyers heading to Ford showrooms instead. But for those who do buy in to the sportier Edge ST package, they'll definitely have something that'll give other compact performance SUVs a run for their money.

In response to our First Drive review of the 2019 Ford Edge ST, commenter Luke wrote, "This makes me wonder if there is even room for an EdgeRS at some point." He's not alone in pondering that hypothetical. During the media launch in Park City, Utah, Motor Trend asked Ed Krenz, chief functional engineer for Ford Performance, how he might work up an Edge RS. Krenz knew exactly what he'd do with what he called "a bit of a white space vehicle," that would "create kind of that segment of non-premium, ultra-high-performance SUVs."

Krenz laid out the easy part of the answer by reciting the recipe for every RS model. His team "would have to bring more power ... [and] additional vehicle dynamics." Everything below the belt would get a harder tune, resulting in "even more aggressive tires, more aggressive suspension setup, active dampers, torque vectoring."

The unexpected part of Krenz's answer came when he riffed on the idea of a manual transmission. Opening with the comical understatement, "I think there is definitely a manual transmission enthusiasts group," Krenz then noted how Ford has kept the manual torch alive in the Mustang, and that "the Fiesta and Focus STs traditionally have had that capability." He concluded by saying, "I think we're gonna learn a little bit, whether or not this segment really requires that." His mention of the Fiesta and Focus STs makes us wonder if he's only talking about a potential Edge RS model getting a standard gearbox, or if the Edge ST has some kind of moonshot chance at a manual if that clamorous enthusiasts group can make enough noise.

Motor Trend mooted Ford's 3.5-liter twin-turbo V6 as a possible power source for still-purely-fantasy Edge RS. That motor produces 375 horsepower and 470 pound-feet of torque in the Ford F-150, and 450 hp and 510 lb-ft in both the Ford F-150 SVT Raptor and Lincoln Navigator.

Based on Edge ST reviews, Ford might want to do a touch more honing to the present offering before taking a more powerful step. But say that happens, and the Edge ST earns its badge: Would a 450-hp, hardcore Edge RS follow-up — with a six-speed manual — put a little love in your hearts?

Last summer saw two separate reports that Ford killed the next-gen Edge due in 2023, the move leading to the death of the Lincoln Nautilus in 2024 since the Lincoln is based on the Ford. As part of its future product roundup, Automotive News looked into the futures of a range of Ford Motor Company products, reporting that the Edge and Nautilus will both die in 2023. The Edge is said to be dead for good, thanks to Ford having four two-row crossovers in the lineup with the arrival of the hugely popular Bronco line, and a three-row Explorer that's only $175 more expensive at the moment.

The Nautilus, however, could get a second act. When Ford came to an agreement with Canada's Unifor union about the Oakville Assembly Plant, which builds the Edge and Nautilus, the automaker pledged to turn Oakville into an EV production facility. Lincoln's big on battery-electric vehicles in the near-term, Unifor mentioning Oakville product plans that would have at least one EV coming off the line by 2025 and four more by 2028. Automotive News says Lincoln's got a small crossover and a midsize crossover due in 2025, and the small one could come from Canada and slot into the space left empty by the departed Nautilus, perhaps carrying on the name, perhaps not.

One step up in size, the Ford Explorer and its Lincoln Aviator platform mate will soon welcome two battery-electric cousins into the family. These will both probably debut in 2022 and go on sale in 2023, the Ford produced in the Cuautitlan, Mexico, facility that now builds the Mustang Mach-E. As for which platform they'll ride on, it's not clear yet. Ford has four dedicated EV architectures planned for the company fold: GE2, the evolution of the Mach-E's GE1 platform; TE1 for trucks, coming in 2025; the Rivian platform that will contribute a dedicated Ford vehicle; and a version of Volkswagen's MEB platform for European offerings, with Ford planning to have an all-EV lineup across the Atlantic by 2030. The Explorer and Aviator EVs could get the GE2, or if Ford wants to showcase extra-rugged chops for both, the TE1.

The Ford Edge and Lincoln Nautilus for the U.S. market are built at the Ford Oakville Assembly Complex (OAC) in Ontario, Canada. Carscoops noticed that the union chapter that works the plant, Unifor 707, provided an update to its workers about what's ahead in 2024 as the OAC retools to build five new electric vehicles. The third sentence in the update is this: "As communicated by the Plant Manager the last Edge is scheduled to be built on April 26th." The Edge has been on death watch for at least four years, the summer of 2020 seeing the first public reports that Ford had killed its program to develop a next-generation Edge. In a span of 24 hours, Ford ignored the report, then denied it, then ignored it again, then talked around it to inquiring media and to Unifor 707. Insiders expected the execution to happen in 2023 or 2024, and although the speculated date has moved around a bit, here we are on schedule at the end of the road.

The 2024 Edge is the 2023 Edge, for obvious reasons, and you'll be able to buy one for a while longer. The base SE starts at $39,960 after the $1,495 destination charge, the top tier ST starts at $48,700. This pricing is another sign of the Edge's not being comfortable in the lineup. When we wrote in 2021 about purported reasons for the Edge's demise, we said, "The Edge is said to be dead for good, thanks to Ford having four two-row crossovers in the lineup with the arrival of the hugely popular Bronco line, and a three-row Explorer that's only $175 more expensive at the moment." That Explorer is now nearly $1,600 less than the Edge in base form, an Explorer XLT not even $200 more than an Edge.

So ends 14 years of life for a very popular crossover. Since the Edge's first full year on sale in 2007, the midsizer has fallen short of 100,000 sales in the U.S. on just three occasions: The Great Recession year of 2009, and the Covid recovery years of 2021 and 2022. And even those years weren't bad, the Edge doing numbers in the mid-to-upper 80,000s. In 2023, the Edge was at cruising altitude again with 106,098 units moved in the U.S.

The only remaining Edge will be the modern, three-row Chinese-market version that debuted last year as the Edge L, built built in Ford's factory in Changan, China. The Lincoln Nautilus will continue for our market as a Lincolnized version of that Chinese Edge. The 2024 Nautilus debuted last year, Ford recently using to announce the 48-inch display known as the Lincoln Digital Experience.

Next year, the Escape is slated to follow the Edge into the abyss. Assuming that happens, Ford's combustion-engined SUV lineup would be down to the Bronco Sport, Bronco, Explorer and Expedition.