The Ecoboost engine ups this crossover's EPA ratings from 19/27 mpg city/highway to 21 mpg city and 31 on the highway. In both of these SUVs, the arrival of the Ecoboost four-cylinder offers buyers the opportunity to up their mpg, at a relative modest sacrifice in performance. The inability to pair the engine with four-wheel drive will naturally limit its appeal.
Ford started offering its EcoBoost technology back in 2009 – the twin-turbocharged, direct-injection 355-hp 3.5-liter V6 first made appearances in the Taurus SHO and Flex SUV promising a serious power hike with no fuel penalty. The facelifted 2012 Ford Edge crossover already offers two different displacement V6’s. So Ford is offering a four-cylinder option on the Ford Edge, a rarity in its class. We’re familiar with the 2.0-liter EcoBoost engine from its promised appearances in the upcoming Focus ST hatchback and the Range Rover Evoque. But those are both significantly smaller and lighter than the 4,050-lb Ford Edge.
Unfortunately, EcoBoost is only available with front-wheel drive, which might limit its appeal in snowy climes. The only other tweaks Ford added to improve fuel economy are active grille shutters that close at speed to aid efficiency, and lower rolling-resistance tires throughout the range.
So does the EcoBoost make its argument as a fuel-sipping alternative? Ford introduced us to the EcoBoost Ford Edge at its giant Michigan Proving Ground where we evaluated it both on local roads, and along the company’s ‘hill’ course. Otherwise, the EcoBoost Ford Edge mimics its six-cylinder playmates – it shares the same trim levels, wheel sizes and technological options with only a small square EcoBoost badge on the tailgate and the front fenders. There’s no boost gauge inside to distinguish the ‘blown’ engine option. Well, if you have any plans for towing, Ford doesn’t offer its Class II hitch with the EcoBoost engine. Contrary to popular opinion, the EcoBoost is not the new entry-level engine; that’s left to the 285-horsepower 3.5-liter V6. Ford’s line of thinking is that the EcoBoost provides a fuel-savings option that would be positioned similarly to a hybrid vehicle, but without the complications of packaging batteries and an electric motor.
Super-popular options include the MyFordTouch ($750) and the Panoramic Vista Roof ($1,595).
For now, we’ll tag the Ford Edge EcoBoost as just another marketing-driven project, but we do look forward to a more extensive test to have Ford prove us wrong.
Americans like big stuff. We like big houses, big helpings of food, and big cars with big honkin’ engines. Companies are buying in with fervor, and Ford’s effort now includes the 2012 Ford Edge and its new, 2.0-liter turbo four-cylinder.
Installed in various Fords from the Taurus SHO to the F-150, a 3.5-liter twin-turbocharged V-6 was the first to wave the EcoBoost banner. The 2.0-liter EcoBoost is a modified version of the naturally aspirated 2.0-liter Duratec found in the 2012 Focus, and it carries over that engine’s direct injection, twin independent variable camshaft timing (Ti-VCT), and balance shaft. The EcoBoost’s unique cylinder head integrates the exhaust manifold to save weight.
(That V-6 SEL had launch-aiding all-wheel drive, however.) Aided by active grille shutters and unique rocker moldings, the EcoBoost returns 21 mpg in the city and 30 on the highway on regular gas, besting the 19/27 turned in by a front-wheel-drive Ford Edge with the 3.5-liter V-6.
On the roads surrounding Ford’s proving ground in Romeo, Michigan, we found the Ford Edge EcoBoost pulls strongly off the line, and we even induced wheelspin—and negligible torque steer—when we floored it. Beyond the couple of times we managed to confuse the six-speed auto, we were duly impressed with the 2.0-liter EcoBoost package.
