See the 2019 Ford Edge ST Inside and Out

The ST's standard all-wheel-drive system can vary its torque split as traction demands, and it can automatically disconnect drive to the rear for improved fuel efficiency—the ST's EPA estimates of 19 mpg city and 26 highway are both 2 mpg better than the previous Edge Sport's.

While the lead-footed 18 mpg we averaged with the ST isn't that impressive, it is also 2 mpg better than the 2015 Sport managed while in our hands.

At the test track, the ST ran to 60 mph in 5.7 seconds and covered the quarter-mile in 14.3 at 98 mph, which is reasonably quick for a 4597-pound SUV that moves on waves of easy-going torque—that is, until you realize a 2015 Edge Sport we tested hit the same marks in 5.6 and 14.2 seconds (with the same trap speed), thanks in part to weighing some 160 pounds less.

The Edge ST's lazy powerband is short on spunk yet befits its mainstream mission. The new transmission shifts smoothly and unobtrusively in its normal D mode.

Pressing the S button on the console-mounted shift dial calls up more aggressive shift mapping that holds gears longer, but the gearbox never feels hustled in its ratio swaps.

Sport mode also adds a digital tachometer to the instrument cluster, enlivens the throttle response, and pipes additional engine noise into the cabin through the stereo speakers, which turns into a low, flat-pitched drone after a short while.

To rise above the dynamics of the competent, if less-than-engaging base Edge, the Edge ST gets suspension upgrades that include spring rates that are increased by 12 percent in front and 20 percent at the rear versus the Sport, with a 60 percent boost in roll stiffness via beefier anti-roll bars.

The ST carries over the Edge's standard strut front suspension but adds monotube dampers to the rear multilink setup in place of twin-tube units.

Body motions are nicely controlled during spirited drives down twisty, challenging roads, with brake-based torque vectoring aiding the ST's agility (there’s no rear torque vectoring).

Ride quality is commendably smooth even on the optional 21-inch wheels (20s are standard).

While Ford Performance has tuned the ST's steering effort slightly to the heavy side, the action is reasonably quick and enriched with some feedback.

There are additional coolers for the transmission and the all-wheel-drive system's power take-off unit, as well as an optional $2695 ST Performance Brake package as was fitted to our test vehicle: upgraded 13.6-inch front brake rotors (the ST's 12.4-inch rear discs carry over), red-painted calipers with performance brake pads, and 21-inch wheels wrapped with Pirelli P Zero summer tires (265/40R-21 versus the stock 245/50R-20 all-season rubber).

The Edge ST is not a leash-tugging terrier like the effervescent Fiesta ST, but it will play along if you feel the urge.

For the rather modest entry price of $43,350, additional revisions are limited to new front and rear bumpers, a smattering of ST badges inside and out, and plush 10-way power-adjustable front sport seats with supportive side bolsters and microsuede inserts.

Standard features are many, including full-LED lighting, blind-spot monitoring, lane-keeping assist, and a Bang & Olufsen premium sound system. Pricing can climb quickly with all the extras, although the ST's mostly untouched instrument panel and center stack can look rather old-fashioned next to more modern big-screen setups.

Including the upgraded brake package, our example stickered for $52,125 with the addition of the $5585 401A Equipment Group (navigation, adaptive cruise control, adaptive LED headlights, a panoramic sunroof, evasive steering assist, active parking assist, and more) and the $495 Cold Weather package (a heated steering wheel, windshield wiper de-icer, and front and rear floor liners).