2017 Ford Edge

The SEL, the Edge's best-selling 2017 trim, carries the standard 2.0L EcoBoost turbo I-4 rated 245 hp; Titanium buyers could step up to a 3.5L naturally aspirated V6, while the range-topping Sport used a distinct 2.7L twin-turbo V6. Unchanged from the second generation's 2015 introduction through the 2018 model year.

Peak torque for the standard 2.0L EcoBoost four, paired with a 6-speed automatic across the 2017 lineup (the 8-speed did not arrive until the 2019 refresh).

Instrumented tests of the second-generation Edge's 2.0L EcoBoost AWD (unchanged 2015–2018) cluster in the high-7-second range; the 2.7L twin-turbo Sport is considerably quicker, in the low-6-second range.

The 2.0L EcoBoost four is adequately smooth and torquey around town but shows some turbo lag and coarseness under hard acceleration; the optional 3.5L V6 and especially the Sport's twin-turbo V6 deliver notably stronger, smoother power.

The 6-speed automatic shifts smoothly enough in routine driving but has noticeably fewer ratios and slower kickdown response than newer competitors' 8- and 9-speed units, with occasional hunting on light throttle — a known weak point Ford addressed with an 8-speed only in the 2019 refresh.

The standard 2.0L EcoBoost Edge is rated to tow 1,500 lbs unequipped; adding the trailer tow package on any trim, including the 2.7L-powered Sport, raises the max conventional rating to 3,500 lbs.

AWD is optional on SE, SEL, and Titanium and standard on Sport, with a basic driver-selectable drive mode system (Normal/Sport/Slippery) but no low-range or terrain-specific hardware.

The Edge is a pavement-oriented crossover with modest ~7.9 in ground clearance, no dedicated off-road trim, skid plates, or low-range gearing.

Three gas engine choices for 2017 — the 2.0L EcoBoost I-4, an optional 3.5L V6 on Titanium, and the Sport-exclusive 2.7L twin-turbo V6 — but no hybrid, PHEV, or EV variant was ever offered on the second-generation Edge.

The standard 2.0L EcoBoost I-4 with FWD is the EPA combined-MPG leader of the 2017 lineup; the optional V6s and AWD trade efficiency for power.

EPA city rating for the standard 2.0L EcoBoost FWD configuration.

EPA highway rating for the standard 2.0L EcoBoost FWD configuration.

Calculated from the Edge's 18.0-gallon fuel tank and the volume trim's EPA combined rating; actual range varies with driving conditions and drivetrain.

Estimated using the EPA's standard 15,000 mi/yr assumption and period-typical fuel pricing against the volume trim's 24 mpg combined rating; V6 and AWD configurations would run somewhat higher.

All three 2017 Edge engines, including the EcoBoost turbos, are designed to run on regular 87-octane unleaded with no premium requirement.

NHTSA gave the 2017 Edge a perfect 5-star overall rating, with 5 stars for frontal and side impact protection; rollover resistance scored 4 stars, typical for the SUV body style.

Good ratings in moderate-overlap front, side, roof strength and head restraint tests, but only Acceptable in the small-overlap front test, and its optional front crash prevention system rated only Basic — together these disqualified the 2017 Edge from any IIHS Top Safety Pick award.

The volume SE trim comes with only a standard rearview camera; AEB/forward collision warning, adaptive cruise, lane-keeping, and blind-spot monitoring are all optional extras confined to the Technology package on SEL/Titanium/Sport trims.

AEB was optional rather than standard, and IIHS rated the 2017-2018 Edge's front crash prevention system only Basic — the lowest tier before Advanced/Superior — reflecting limited-speed autobrake without pedestrian detection.

Blind-spot monitoring with rear cross-traffic alert is alert-only and bundled into the Technology package, unavailable on the base SE trim and optional on SEL/Titanium/Sport.

Lane-keeping system is an alert-and-nudge assist rather than true lane centering, typical of mid-2010s Ford systems, and remains optional rather than standard.

Adaptive cruise control with forward collision warning is available as an option but lacks stop-and-go capability or any integrated highway-assist steering feature — basic radar cruise only.

No hands-free highway driving system existed on the Edge in this generation; Ford's BlueCruise did not arrive until years later.

IIHS testing found good visibility on straightaways but only fair visibility in curves across all four tested configurations, with excessive glare from low beams — a middling result short of a Good rating.

A standard rearview camera helps compensate for typical mid-size SUV sightlines, but no 360-degree camera or blind-spot mirror technology is standard on the volume trim, leaving average visibility overall.

Standard LATCH anchors with the Edge's conventional rear door openings make for workable, if unremarkable, car-seat installation typical of the mid-size SUV segment.

The 2017 Edge is a two-row, five-passenger mid-size crossover across all trims (SE, SEL, Titanium, Sport) — no third-row or 6/7-seat configuration was offered.

Front headroom is unchanged across the second-generation Edge (2015–2018); 2017 carries the same body and greenhouse, measured without the optional panoramic Vista Roof.

Ample front legroom typical of the mid-size two-row Edge; unchanged for 2017 within the second generation.

Second-row headroom slightly exceeds the front-row figure thanks to the Edge's boxy roofline and tops the mid-size SUV normalization band — a segment strength, unchanged for 2017.

Generous second-row legroom for the segment, aided by the Edge's long wheelbase and lack of a third row to compromise packaging.

The 2017 Edge is strictly a two-row mid-size SUV with no third-row option on any trim (SE/SEL/Titanium/Sport) — buyers wanting three rows had to step up to the Explorer. Scored per the segment's 'no third row / token seating' band.

Behind-second-row cargo volume is mid-pack for a two-row mid-size SUV — no third row to fold, so all capacity sits behind row 2.

Maximum cargo with the 60/40 second row folded flat is competitive but trails larger three-row rivals in this band.

Conventional center console, door bins, and a flat-folding second row cover the basics, but the pre-refresh 2017 layout lacks the redesigned console with added storage that arrived with the 2019 refresh, and there is no standout storage innovation versus rivals.

Front seats are well-bolstered and cozy with optional ventilation on Titanium, but reviewers repeatedly flag flat, unsupportive rear bench cushions clearly optimized for folding flat rather than long-haul comfort — the same seat structure that carried unchanged through 2018 and into the 2019 refresh. Recalibrated down to align with sibling model years and the mid-size SUV rated band.

The standard suspension absorbs larger bumps reasonably well with composed body control, but reviewers found it busier than expected over smaller imperfections with some vertical float over undulations; the Sport trim's stiffer tune and 20/21-inch wheels trade comfort for handling. Same tune carried through 2018 and into 2019 — recalibrated to match the sibling years.

Good cabin sealing keeps wind and road noise to a minimum at highway speed, with the Titanium's acoustic side glass and active noise cancellation further improving isolation — the same NVH package that carried through 2018 and into 2019 and was consistently praised by reviewers. Recalibrated upward to match the sibling years.

Heated front seats are standard on Titanium and available via option groups on SEL, but ventilated front seats, heated rear seats, and a heated steering wheel are bundled in the pricier Equipment Group 301A / Cold Weather Package on Titanium only rather than being broadly standard. Recalibrated up from 48 to reflect that Titanium-trim shoppers can readily option most features.

2017 was a carryover pricing year for this generation ahead of the 2018 bump and 2019 mid-cycle refresh, keeping the Edge SE among the more affordable mid-size SUV entry points.

SEL was the volume-selling 2017 Edge configuration, adding SYNC 3, dual-zone climate control, and additional convenience/tech content over SE while pricing well below Titanium/Sport.

Same generation and mechanicals (carryover 2.0L EcoBoost I4, 3.5L V6, 2.7L EcoBoost V6 on Sport) as the adjacent 2018 model, which RepairPal rates mid-pack for the class (~$611/yr average repair, 3.5/5.0 reliability); projected 5-year cost is estimated in line with that generation.

Weak residuals across this generation of Edge — depreciation studies consistently show the Edge losing value faster than the mid-size SUV class average, the single biggest ownership-cost drag for this vehicle.

Ford's standard basic warranty — the floor of the mainstream segment, matching domestic and Japanese rivals but trailing Hyundai/Kia (5/60) and Mitsubishi (5/60).

Ford's standard 5/60 powertrain floor — again the segment minimum next to Hyundai/Kia's far more generous 10/100 coverage.

No factory-complimentary scheduled maintenance out of the box, and the 2017 Edge predates the FordPass Connect embedded modem (added for 2019); owners get Ford's standard 5-yr/60,000-mi Roadside Assistance and could enroll in FordPass Rewards, but without the later connected-service perks.

$31,860 volume-trim price minus its estimated resale value after 5 years (42% retained, or about $13,381) leaves about $18,479 in depreciation. Add the projected $4,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,379 in total.

Consumer Reports rated the 2017 Edge's predicted reliability as roughly average for the model year, but owner-reported issues with the 2.0L EcoBoost engine and 6-speed automatic — including a torque-converter recall specific to 2017-18 models — kept it from scoring above the segment mid-point.

Ford's brand dependability standing was near the bottom of the industry through this period — dead last (31st of 33 brands) in J.D. Power's 2016 U.S. Vehicle Dependability Study, improving only to a tie for 26th in the 2017 study, still meaningfully below the industry average PP100.

The 2017 Edge carries a notably heavy recall load for its generation: torque-converter weld-stud failures risking total loss of propulsion (18V390000), an improperly welded windshield header on Panoramic Vista Roof cars that reduces lateral structural integrity, a shifter-cable bushing that can degrade and cause unintended vehicle movement, and a rearview-camera display defect. Eight total NHTSA campaigns touching powertrain, structure, and rollaway risk is worse than typical for the class.

The volume 2.0L EcoBoost/6F35 combination has a documented pattern of transmission and torque-converter failures (subject to its own recall) alongside a separate coolant-into-cylinder engine defect affecting 2015-2018 Edges that typically requires full engine replacement — owners outside warranty report $7,000-$10,000 repair bills. This is a real, recurring problem powertrain rather than an isolated issue.

Reviewers praised generous soft-touch coverage on the dash, doors, and center console above hip level, but consistently criticized the lower center stack and dash trim as cheap-feeling hard plastic — a mixed but overall competitive result for a mainstream mid-size SUV.

No widespread owner complaints about rattles or panel-gap inconsistency surfaced, but the Vista Roof windshield-header weld defect (subject of a 2017-specific structural recall) points to at least one real assembly-quality lapse for that configuration during this model year.

Ford operates one of the largest dealer and service networks in the US, giving Edge owners broad access to service and warranty work, though service-satisfaction surveys typically placed the brand in the middle of the pack during this period rather than among leaders.

RepairPal rates the Edge's overall reliability 3.5/5.0 (11th of 26 midsize SUVs) with an average annual repair cost of $611 — below the all-vehicle average of $652 — and fewer unscheduled shop visits than the segment norm, aided by high production volume and broad aftermarket parts availability.

2017 is the model year Ford brought SYNC 3 to the Edge lineup, replacing MyFord Touch on SEL-and-up trims with an 8-inch capacitive touchscreen while the fleet-oriented base SE kept its 4.2-inch non-touch display. 8.0 in sits near the bottom of the mid-size-SUV norm for this generation.

SYNC 3's debut on the 2017 Edge (SEL and up) was a major usability jump over the sluggish, criticized MyFord Touch it replaced, with quick tile-based menus and retained physical volume/tuning knobs — but the base SE's smaller non-touch display is a clear step down that drags the lineup average, and this was the system's first year on this model.

2017 was the first Edge model year to offer Apple CarPlay and Android Auto at all, bundled with the new SYNC 3 system on SEL (Technology Package) and standard on Titanium/Sport — wired-only, as wireless projection did not yet exist industry-wide, and entirely unavailable on the base SE's non-touch display.

SYNC 3's voice recognition handles basic phone, audio, and climate commands reliably on SEL-and-up trims, and an embedded SYNC 3 Navigation package was optional on those trims, but most buyers of this era defaulted to CarPlay/Android Auto for mapping and the base SE lacks the system entirely.

The standard 6-speaker system is adequate for the segment, while an optional 12-speaker Bang & Olufsen Play premium system (available on Titanium/Sport) was already a standout upgrade in the mid-size SUV class in this generation.

The 2017 Edge uses analog gauges across the lineup with, at most, a small monochrome or color productivity screen between them on higher trims — no fully configurable digital cluster was offered on any trim.

SYNC 3 supports periodic map and software updates via Wi-Fi or USB on SEL-and-up trims, but this is scoped to the infotainment module only, and the 2017 Edge predates the FordPass Connect embedded-modem standardization that arrived for 2019.

FordPass app remote functions (lock/unlock, vehicle locate) were newly available on SYNC 3-equipped 2017 Edge trims, but the SYNC Connect 4G modem enabling remote start over the app was an optional add-on rather than standard equipment, well short of the standard FordPass Connect module that arrived for 2019.

The 2017 Edge offers a modest pair of front USB-A ports standard on SYNC 3-equipped trims, with rear ports and an optional wireless charging pad available on higher trims; USB-C was not yet present on this generation, and the base SE's older head unit offers even less.

Proximity keyless entry with push-button start is standard from SEL up, with remote start available as an option package, though the base SE relies on traditional key-and-fob entry and no phone-as-key feature existed on this generation.

A standard rear-view camera is paired with available front/rear parking sensors and Active Park Assist on higher trims, but the 2017 Edge predates the Ford Co-Pilot360 branding/enhancements introduced for 2019 and does not offer a 360-degree surround-view system.

No head-up display was offered on any 2017 Edge trim, consistent with this generation's feature set across its entire production run.

Wide door openings and a low load floor make loading kids and stroller gear easy, but the 2017 Edge is a strict two-row, 5-seat crossover with no third-row option, and IIHS rated LATCH ease-of-use only Acceptable for this generation, citing hardware that complicates quick, correct installs.

NHTSA gave the 2017 Edge a full 5-star overall rating (5 front, 5 side, 4 rollover), but IIHS rated front crash prevention only Basic and small-overlap front only Acceptable with no Top Safety Pick award, and key ADAS - adaptive cruise, forward collision warning, blind-spot monitoring, lane-keeping, active park assist - were extra-cost options rather than standard on the family-friendly SE/SEL trims (Ford's Co-Pilot360 suite would not standardize this until the 2019 refresh).

Second-row space is generous and 39.2 cu ft of cargo room behind the rear seats swallows family luggage without folding anything down, but the rear bench is flat and thinly cushioned versus rivals, and there's no way to add capacity for a 6th/7th passenger.

A quiet, well-isolated cabin and the availability of a lighter, cheaper FWD configuration on SE/SEL/Titanium keep the Edge relaxed and easy around town, though the 6-speed automatic (shared across all four trims for 2017) can feel less refined than newer rivals' transmissions, and ride quality turns bouncy over smaller bumps.

The volume 2.0L EcoBoost FWD trims are EPA-rated 20/29/24 mpg city/highway/combined, giving commuters a reasonably efficient configuration, but fuel economy drops to 17/26/20 mpg with the 3.5L V6 and to 17/24/19 mpg on the AWD-only 2.7L Sport, leaving average-for-class per-mile costs once buyers move past the base engine.

At roughly 188 inches long the Edge is more compact than 3-row mid-size SUVs and offers a reasonable turning circle, though a 180-degree front camera and active park assist are optional rather than broadly available, leaving lower-trim buyers with just a standard rearview camera for tight parking.

The 2.0L and 3.5L trims can tow up to 3,500 lbs with the optional Class II Trailer Tow Package, but Ford capped the Sport's 2.7L twin-turbo V6 at just 2,000 lbs since it was not eligible for the tow package, and there's no factory payload/bed capability, so the Edge can handle only a small utility trailer at best regardless of engine.

By 2017 the 2.0L EcoBoost/6-speed and 3.5L V6 powertrains had a few years of in-market service history on this generation, and the 2.7L EcoBoost twin-turbo V6 (introduced for the 2015 Edge Sport) was similarly established, but this generation would go on to accumulate multiple NHTSA recalls over its production run and lacks any fleet-oriented reputation for hard-use durability.

Standard roof-rail side rails accept aftermarket crossbars and racks and a Class II hitch is available on 2.0L/3.5L trims, but there's no onboard power outlet for tools, no washable cargo liner ecosystem, and essentially no upfit market built around this platform.

A quiet cabin and supportive front seats make the Edge a competent highway cruiser, and optional adaptive cruise control reduces fatigue on longer drives, with the FWD 2.0L's 29 mpg highway rating and 18.5-gallon tank yielding roughly 535 miles of highway range, though the thinly cushioned rear seat limits multi-hour comfort for all occupants and adaptive cruise/lane-keeping remain options rather than standard equipment.

AWD is only optional on SE/SEL/Titanium for 2017 (standard only on Sport), so many buyers get a FWD-only crossover with no all-weather traction for gravel roads or campground access, and roughly 8 in of ground clearance with no low-range gearing or off-road-tuned suspension keeps even AWD-equipped Edges pavement-and-light-trail machines rather than true adventure vehicles.

A 60/40 split-fold rear seat, 39.2 cu ft of space behind the second row expanding to 73.4 cu ft with seats down, standard roof-rail side rails, and an available factory hitch make the Edge reasonably adaptable for gear, though there's no underfloor storage well or particularly clever packaging tricks versus segment leaders.

The second-generation Edge (2015–2018, unchanged for 2017) delivers taut, composed handling for a mid-size crossover — flat cornering and a planted, well-controlled feel that reviewers praised as class-competitive, though it stops short of genuinely engaging.

The electric power steering is well-weighted with natural effort buildup and tracks confidently on the highway, but front-tire road feedback is largely absent; Sport's standard adaptive steering eases parking effort without adding genuine feel.

Instrumented 60-0 mph testing of the unchanged second-generation platform lands in the high-110s of feet, solidly competitive for the class, with reviewers noting a firm, confidence-inspiring pedal aside from mild initial touchiness.

The volume 2.0L EcoBoost four pairs adequately with the carryover 6-speed automatic for smooth low-speed drivability, but the transmission's fewer ratios and occasional hunting on light throttle keep response from feeling fully polished versus rivals with 8- and 9-speed units.

Owners and reviewers describe a quiet, well-isolated cabin on the highway with the 2.0L EcoBoost four audible but inoffensive under hard acceleration; occasional turbo/engine drone under load is the main demerit.

Spec-data sources converge on roughly a 19.6 ft turning radius for the second-generation Edge (unchanged for 2017), yielding an approximate 39.2 ft curb-to-curb diameter — toward the wide end of the mid-size SUV norm given the Edge's footprint.

Low doorsills and wide door openings make ingress/egress easy, and supportive front seats (with optional cooling on higher trims) suit long trips, but a driver's footrest positioned uncomfortably close and thick roof pillars with modest glass area hurt outward visibility.

The volume 2.0L EcoBoost Edge is competent and composed but not exciting — pleasant rather than engaging; numb steering feel and the 6-speed automatic keep it from any 'take the long way home' appeal, an experience mostly reserved for the pricier, twin-turbo V6 Sport trim.

Base SE FWD ($28,950) includes SYNC 3 with 8-inch touchscreen, rearview camera, cloth seats, and 18-inch wheels — reasonable but not class-leading; power liftgate, leather, and driver-assist tech require stepping up to SEL/Titanium.

Sport trim's 2.7L EcoBoost V6 (315 hp) delivers near-performance-SUV feel for well under luxury-badge pricing, and the lineup's quiet cabin and ride quality punch above mainstream-price expectations, though top Titanium/Sport trims approach $40K.

Four well-spaced trims (SE, SEL, Titanium, Sport) each offered in FWD or AWD, spanning $28,950–$40,900 — a solid budget-to-loaded spread, though no true entry-luxury or off-road variant exists.

2017 was the Edge's best-ever US sales year at 142,603 units, up 6% from 2016 (134,588) — a clear rising performer within the mid-size two-row SUV field.

Ford carries solid mainstream credibility built on trucks and SUVs, but the Edge nameplate itself lacks a strong aspirational halo compared to Explorer or Escape; perception is neutral-to-positive rather than beloved.

As a high-volume mainstream Ford crossover, the Edge typically carried moderate factory-to-dealer and consumer cash incentives through 2017, especially late in the model year, without steep desperation pricing given strong sales.

The second-generation Edge launched for MY2015; 2017 is its third model year — a mid-cycle point with no major redesign for 2017 (Sport trim/2.7L EcoBoost had already arrived in 2016), ahead of the 2019 refresh.

The 2017 Edge won U.S. News' Best 2-Row SUV for Families and was a finalist for Best 2-Row SUV for the Money, with reviewers praising its quiet cabin and ride, though it wasn't a frequent outright comparison-test winner against segment leaders.