2019 Ford Edge

The SEL, the Edge's best-selling 2019 trim, carries the standard 2.0L EcoBoost turbo I-4 rated 250 hp; 2019 also introduced the range-topping Edge ST with a distinct 335 hp 2.7L twin-turbo V6, replacing the prior Sport trim.

Peak torque for the standard 2.0L EcoBoost four, now paired with a new-for-2019 8-speed automatic across the lineup (replacing the outgoing 6-speed).

Instrumented test of a 2019 Edge Titanium AWD (2.0L EcoBoost) by Car and Driver; the new ST is considerably quicker thanks to its twin-turbo V6 borrowed from the Fusion Sport/MKX.

The 2.0L EcoBoost four is adequately smooth and torquey around town but shows some turbo lag and coarseness under hard acceleration; reviewers found the new ST's twin-turbo V6 markedly stronger and more refined.

The new-for-2019 8-speed automatic (replacing the previous 6-speed) shifts more smoothly and with better ratio spread, though occasional hesitation hunting for gear remains under light throttle per period reviews.

The standard 2.0L EcoBoost Edge is rated to tow 1,500 lbs; the new Edge ST's 2.7L twin-turbo V6 with the trailer tow package raises the max conventional rating to 3,500 lbs.

AWD is optional on SE, SEL, and Titanium and standard on the new ST, 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 ~8.2 in ground clearance, no dedicated off-road trim, skid plates, or low-range gearing, even with the sportier ST added to the range.

Only two gas engine choices for 2019 — the 2.0L EcoBoost I-4 and the newly-added ST's 2.7L twin-turbo V6 — with no hybrid, PHEV, or EV variant offered on the Edge nameplate.

2019 was the Edge's mid-cycle refresh year (new front/rear styling, standard 8-speed automatic across the lineup, debut of the ST performance trim); the carryover 2.0L EcoBoost I4 remains the volume powertrain on SE/SEL/Titanium, with the 2.7L EcoBoost V6 exclusive to the new ST.

City rating for the standard 2.0L EcoBoost FWD powertrain used on SE, SEL, and Titanium.

Highway rating for the standard 2.0L EcoBoost FWD powertrain used on SE, SEL, and Titanium.

Computed from Ford's published fuel tank capacity (18.4 gal FWD, 18.5 gal AWD/ST) against the EPA combined rating for each configuration; Ford does not publish a range figure directly for gas models.

Estimated using the standard EPA annual-cost formula (15,000 mi/yr, contemporaneous ~$2.60/gal regular-fuel price assumption) applied to the 25 MPG combined rating for the volume 2.0L EcoBoost FWD trim; not independently verified against a live fueleconomy.gov cost listing this session (Gemini search grounding quota was exhausted, fell back to general web search).

The volume SE/SEL/Titanium trims' 2.0L EcoBoost runs on regular 87-octane fuel with no premium requirement; only the new-for-2019 ST's 2.7L EcoBoost V6 recommends premium, which is a low-volume performance trim.

NHTSA's full 5-star overall rating for the 2019 Edge, the first model year of the mid-cycle-refreshed second-generation structure that Ford carried unchanged through 2024.

IIHS tested the redesigned-for-2019 structure and rated it Good across all performed crashworthiness modes, but the Edge did not earn a Top Safety Pick award for 2019 because its standard-trim headlights rated Poor, disqualifying it despite otherwise strong structural results.

2019 is the model year Ford made Co-Pilot360 (AEB with pedestrian detection, blind-spot monitoring, rear cross-traffic alert, lane-keeping assist, auto high-beams) standard across the entire Edge lineup for the first time, but adaptive cruise control and lane centering still require the optional Co-Pilot360 Assist+ package on the base SE.

IIHS rated the standard front crash prevention system Advanced/Superior for both vehicle-to-vehicle and vehicle-to-pedestrian detection on this generation, a solid result just below the top tier.

Blind Spot Information System (BLIS) with cross-traffic alert is standard fleet-wide for 2019 as part of the newly-standardized Co-Pilot360 suite, but it is alert-only with no automated braking intervention.

Standard lane-keeping assist provides basic warning/correction; true lane-centering only comes bundled with the optional Co-Pilot360 Assist+ adaptive cruise package on SE, and reviewers describe it as functional rather than refined on this platform.

Co-Pilot360 Assist+ adds stop-and-go adaptive cruise with lane centering and evasive steering assist, standard from SEL up and optional on SE, but reviewers note nothing standout versus segment leaders on this mid-cycle platform.

Ford's BlueCruise hands-free system did not exist yet for the 2019 model year (it debuted on the Mustang Mach-E and F-150 in 2021), and it was never offered on the Edge at any point in its run.

IIHS rated headlights Poor on the SE/SEL/base-Titanium volume trims for this generation's launch year; only upper trims with specific LED option packages achieved the second-highest Acceptable rating.

Reviewers note thick roof pillars and modest glass area hamper sightlines; a standard rearview camera and optional 180-degree front camera partially offset the blind zones.

Full LATCH hardware (two lower-anchor sets plus a center tether) is present, but IIHS rated ease-of-use only Acceptable, citing lower anchors set too deep and tether hardware that can be confused for anchors.

The 2019 Edge is a two-row, 5-passenger mid-size crossover across all four trims (SE/SEL/Titanium/new-for-2019 ST); Ford does not offer a third-row option, unlike 3-row mid-size rivals.

Front headroom figure for the volume SEL trim, standard roof; unchanged by the 2019 mid-cycle refresh, which was styling- and powertrain-focused.

Front legroom figure carried across all 2019 Edge trims.

Second-row headroom, standard roof, exceeds the top of the mid-size SUV normalization band thanks to the Edge's tall, boxy roofline.

Second-row legroom is generous for the segment, aided by the Edge having no third row to compromise packaging.

The 2019 Edge is strictly a two-row mid-size SUV with no third-row option on any trim — buyers wanting three rows must step up to the Explorer. Scored per the segment's 'no third row / token seating' band.

Cargo volume behind the rear seats, on the lower end for the mid-size SUV band since the Edge is a two-row crossover without the extended cargo bay of 3-row rivals.

Maximum cargo volume with the 60/40 split second row folded flat.

The 2019 refresh brought a redesigned center console with added storage options, plus a deep console bin, covered forward console tray, and good-size door bins; without a third row to package, the cargo area itself is cavernous, but there's no single signature storage feature like a giga console.

Front seats are cozy with comfortable cushioning and available soft leather on upper trims, but the rear bench is flat and unsupportive, clearly optimized for folding flat rather than long-haul comfort.

The Edge absorbs larger, moderate-size bumps reasonably well, but reviewers found the ride busier than expected over smaller imperfections with somewhat exaggerated vertical motion on moderate dips — composed most of the time but short of segment-leading polish.

Reviewers consistently cite excellent wind-noise isolation at speed, with only mild, non-obtrusive tire patter as the dominant intrusion — a genuine strength for the nameplate.

Heated front seats arrive via the SEL's 201A equipment group, but heated rear seats and ventilated front seats are bundled only in the pricier 301A package, and a heated leather-wrapped steering wheel is standard solely on Titanium (available elsewhere only via a Cold Weather Package) — solid but gated behind options rather than broadly available.

The all-new fifth-generation-refresh 2019 Edge launched with the SE FWD as the entry point, undercutting most mid-size SUV rivals at the base level.

SEL was the volume-selling 2019 Edge configuration, adding SYNC 3, dual-zone climate, and Co-Pilot360 content over SE while still pricing well below Titanium/ST trims.

RepairPal pegs the Edge's average annual repair cost at $611 with reliability rated 3.5/5.0 (mid-pack for the class); the carryover 2.0L EcoBoost four and 2.7L V6 options keep projected 5-year costs moderate, consistent with adjacent model years for the same generation.

Weak residuals, among the worst in the mid-size SUV class — the Edge depreciates noticeably faster than the segment average, the single biggest ownership-cost drag on the 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, but the newly standard FordPass Connect modem enrolls owners in FordPass Rewards, whose sign-up bonus points (~42,000) can offset roughly the first few service visits; roadside assistance is included for the 5-yr/60,000-mi FordPass Connect period, a modest step up from Ford's older 3/36-only coverage.

$34,395 volume-trim price minus its estimated resale value after 5 years (43.7% retained, or about $15,031) leaves about $19,364 in depreciation. Add the projected $5,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $24,464 in total.

Consumer Reports rated the 2019 Edge below average for predicted reliability that model year, driven largely by owner-reported transmission and 2.0L EcoBoost powertrain complaints; JD Power new-vehicle quality scores for the redesigned-for-2019 Edge lineup were also middling.

Ford's brand dependability was mid-pack-to-weak in this era: JD Power's 2020 Vehicle Dependability Study (covering 2017MY vehicles) placed Ford at #10 of ~30 brands, but Consumer Reports' 2020 brand reliability survey dropped Ford to 22nd of 26 brands and JD Power's Initial Quality Study ranked Ford #16, behind several mainstream rivals.

The 2019 Edge carries three NHTSA recalls for its model year: a seat-belt pretensioner anchor issue (small population), a start/stop accumulator endcap with missing/loose bolts, and a rearview-camera software fault causing a blank or frozen image. None involve fire or major structural/powertrain failure, but the count plus a notable TSB (20-2234) for 2.0L EcoBoost misfire/white smoke tied to low coolant level indicates more than a clean sheet.

The volume 2.0L EcoBoost/8-speed automatic combination has a well-documented pattern of owner complaints — jerking or bucking during light acceleration (especially 2nd-3rd and 3rd-4th gear shifts around 30 mph), torque-converter shudder, and in some cases early transmission failure requiring full rebuilds well under 100k miles. The 2.7L EcoBoost V6 in higher trims and the new-for-2019 ST's twin-turbo V6 have a cleaner track record.

Reviewers found the cabin functional and reasonably hushed with decent-textured hard plastics, but consistently flagged a lack of visual richness and too much plain plastic for the price, even on the range-topping Titanium and ST trims.

Assembly quality itself drew few complaints — reviewers describe solid, consistent fit and finish with a quiet, well-insulated cabin, distinct from the powertrain and electronics gremlins that dinged the reliability items above.

Ford operates one of the largest dealer networks in the US (roughly 3,000 dealers nationwide), giving Edge owners broad access to service and warranty support even in rural markets.

As a high-volume mainstream nameplate sharing components with other Ford/Lincoln crossovers, parts and aftermarket support are wide and reasonably priced, though EcoBoost-specific transmission and turbo repairs can run high when out of warranty.

For 2019 Ford made the 8-inch SYNC 3 touchscreen standard across the entire Edge lineup, including base SE, replacing the smaller 4.2-inch display that had been standard on lower trims in prior years.

SYNC 3 was widely praised at the time for quick touch response, a clean tile-based layout, and physical volume/tuning knobs retained alongside the touchscreen, making it one of the more usable domestic systems of its era.

SYNC 3 supports Apple CarPlay and Android Auto standard across all 2019 Edge trims, but only via wired USB connection — wireless phone projection was not offered on this generation.

SYNC 3's voice recognition handles basic commands (climate, phone, media) reasonably well, and an embedded SYNC 3 Navigation system was available as an option on SEL/Titanium/ST, but most owners of this era defaulted to CarPlay/Android Auto for mapping.

Base 6-speaker audio is adequate for the segment, while an optional 12-speaker B&O Play premium system (available on SEL Technology Package, standard-available on Titanium and ST) delivers notably strong sound for the class.

The 2019 Edge retains analog gauges across the lineup with only a small 4.2-inch color productivity screen between them on higher trims — no fully configurable digital cluster was offered, a step behind newer rivals introducing full digital displays.

SYNC 3 on the 2019 Edge supports map and software updates via Wi-Fi or USB, but this is limited to infotainment-scope updates rather than whole-vehicle OTA software delivery.

FordPass Connect, with its embedded 4G LTE modem, became standard equipment on the 2019 Edge, enabling the FordPass app for remote start, lock/unlock, vehicle locate, and fuel-level checks at no extra hardware cost.

The 2019 Edge offers a modest set of USB-A ports (typically two front, with rear ports on higher trims) and an optional wireless charging pad on SEL Technology Package and above; USB-C was not yet present on this generation.

Proximity keyless entry with push-button start and standard remote start are available from SEL upward, though base SE trims rely 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 a semi-automated Active Park Assist on higher trims, but the 2019 Edge does not offer a full 360-degree surround-view camera system.

No head-up display was offered on any 2019 Edge trim, including the range-topping ST.

Wide door openings and a low load floor make loading kids and stroller gear easy, but the 2019 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 lower anchors set too deep and tether hardware that can be confused for anchors.

2019 is the first model year Ford made the Co-Pilot360 suite (automatic emergency braking with pedestrian detection, blind-spot monitoring with cross-traffic alert, lane-keeping assist, auto high-beams, rear camera) standard across the entire Edge lineup including the base SE, and NHTSA rated the vehicle 5 stars overall, but adaptive cruise/lane-centering (Co-Pilot360 Assist+) remained an extra-cost option on SEL and up, and the Edge did not earn an IIHS Top Safety Pick award because its standard/base-trim headlights rated Marginal-to-Poor.

Second-row space is generous (roughly 40 in of headroom and legroom) 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, and the 8-speed automatic introduced across the lineup for 2019 shifts more smoothly than the outgoing 6-speed, though the 2.0L EcoBoost pairing still shows occasional throttle hesitation and ride quality turns bouncy over smaller bumps.

The volume 2.0L EcoBoost FWD trims are EPA-rated 21/29/23 mpg city/highway/combined, and the lighter FWD layout is available on every non-ST trim, giving commuters a cheaper-to-run configuration than the range-topping ST, which drops to 19/26/22 mpg with its AWD-only 2.7L V6.

At roughly 188 inches long the Edge is more compact than 3-row mid-size SUVs, with a reasonable turning circle and an available 360-degree camera plus Active Park Assist on higher trims that ease tight parking, though it's still noticeably larger than a compact crossover in the city.

The volume 2.0L EcoBoost trims tow just 1,500 lbs, and the maximum rating of 3,500 lbs requires the new-for-2019 ST's 2.7L V6 with the Class II Trailer Tow Package; there's no factory payload/bed capability, so the Edge can handle only a small utility trailer at best.

The 2019 Edge carries over a largely proven 2.0L EcoBoost/8-speed powertrain combination and Consumer Reports predicted average reliability for the model year, but the newly introduced 2.7L EcoBoost V6 ST is an unproven quantity in its debut year, and this generation would go on to accumulate several NHTSA recalls (rear-drive-unit and driveshaft issues) across its production run.

Standard roof-rail side rails accept aftermarket crossbars and racks and a Class II hitch is available, 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 the optional Co-Pilot360 Assist+ adaptive cruise (SEL and up) reduces fatigue, with the FWD 2.0L's 29 mpg highway rating and 18.5-gallon tank yielding roughly 535 miles of highway range, though the rear seat's thin cushioning limits multi-hour comfort for all occupants.

Intelligent AWD is only optional on SE/SEL/Titanium for 2019 (standard only on the ST), 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.

New for 2019 on the mid-cycle-refreshed CD4 platform, the mainstream Edge corners flatly with reassuring stability and decent grip for a mid-size crossover, but stays secure rather than genuinely engaging; the all-new Edge ST's Ford Performance-tuned chassis holds on with very little body roll and less understeer, though reviewers noted its 68-inch-plus height still limits ultimate composure on fast curves.

Steering is accurately weighted for confident placement in traffic and on the highway but delivers little genuine road feedback; the new-for-2019 ST's firmer, heavier effort is described by reviewers as artificial rather than communicative.

Pedal feel is firm and predictable with no fade complaints in period reviews, and 60-0 mph stops are competitive for the class; the new Edge ST adds a Performance Brake package that reviewers rated on par with dedicated sports models for pedal feel.

New for 2019, the standard 2.0L EcoBoost I-4 (250 hp/280 lb-ft) paired with a new 8-speed automatic moves the roughly two-ton crossover with reasonable briskness but delivered uneven, indecisive throttle response from a stop in Normal mode; the all-new-for-2019 Edge ST's twin-turbo 2.7L EcoBoost V6 (335 hp) is markedly more responsive and punchy through the midrange with Ford quoting 0-60 mph in under 6 seconds.

The cabin is well isolated from wind and road noise at cruise across the lineup, but the new-for-2019 2.0L turbo-four is described as gritty-sounding above roughly 3,000 rpm; the Edge ST's V6 stays smoother and Ford pipes amplified, synthesized engine sound into the cabin in Sport mode.

Turning diameter is consistent at 39.4 ft across the all-new-for-2019 Edge lineup, on the wider end for a mid-size two-row crossover.

A raised, minivan-like seating position, wide seat/wheel adjustment range, and Ford's straightforward SYNC 3 touchscreen/control layout make the redesigned-for-2019 Edge easy to drive for a range of body types, though reviewers flagged a slightly skewed left-foot-rest position and thick windshield pillars/hood corners that create modest forward blind spots.

The mainstream Edge remains a competent, comfort-focused crossover rather than an engaging drive; the brand-new-for-2019 Edge ST is a genuine step up in enthusiast appeal, with reviewers calling its power delivery "entirely satisfying" even if some wished Ford had "turned up the wick" further, but it doesn't move the broader lineup's ranking versus more dynamically tuned mid-size SUV rivals.

The 2019 mid-cycle refresh is the model year that made Ford Co-Pilot360 (automatic emergency braking, blind-spot monitoring with cross-traffic alert, lane-keeping assist) standard across the entire lineup for the first time, alongside an 8-inch SYNC 3 touchscreen with standard Apple CarPlay/Android Auto even at base SE — a genuinely generous baseline versus the outgoing 2018 Edge. Dual-zone climate, wireless charging, and leather remain reserved for Titanium/ST.

Pricing spans roughly $29,995 (SE FWD) to $42,355 (ST AWD) before destination, and 2019 introduces a genuine performance halo in the all-new 335-hp 2.7L twin-turbo EcoBoost V6 ST. The third-generation platform dates to 2015, so cabin materials trail newer rivals like the redesigned Honda Passport, keeping overall value fair rather than a standout despite the refresh.

Four trims (SE, SEL, Titanium, ST) span basic FWD/AWD crossover duty through the new 335-hp twin-turbo V6 ST performance variant — a reasonable spread from value-focused to performance-focused buyers, though the ST-Line trim that later broadens the middle of the range doesn't arrive until 2020.

US Edge deliveries grew in 2019 (roughly 2% through the first nine months and nearly 7% in Q4) to an estimated 138,000+ units for the full year, the refresh and new ST trim giving the nameplate a modest sales lift versus 2018, landing it in the middle of the mid-size crossover pack behind the Toyota Highlander and Jeep Grand Cherokee.

Ford's brand equity is buoyed by F-150, Mustang, and the SUV-focused product push of the late 2010s, giving it solid mainstream credibility, but the Edge itself carries little halo of its own and sits as a middling nameplate within Ford's broader SUV lineup.

Ford Credit offered 0-1.9% APR financing plus several thousand dollars in cash-back/trade-assistance offers on the 2019 Edge for qualified buyers, along with lease specials — moderate, typical-of-segment incentives rather than the unusually aggressive deals seen in the pandemic-slowdown years that followed.

2019 is the mid-cycle refresh year itself for the third-generation Edge (new front/rear styling, standard Co-Pilot360, new 8-speed automatic replacing the outgoing 6-speed, and the addition of the ST performance trim), making it the freshest model year of this generation even though the underlying platform dates to 2015.

Reviewers praised the refreshed 2019 Edge's tight, sedan-like handling, roomy second row/cargo area, and newly standard driver-assistance tech, with the ST drawing particular praise for its V6 performance, but Cars.com and Edmunds both flagged interior material quality lagging the price and the non-ST trims as underpowered; it rarely topped comparison tests against the Honda Passport or Hyundai Santa Fe and received no major industry awards for MY2019.