See Why the Roomy and Handsome 2019 Ford Edge Remains a Popular Mid-Size Crossover

More important, all 2019 Edge models, including the entry-level SE, now come standard with an eight-speed automatic transmission in place of the previous six-speed, as well as Ford’s Co-Pilot360 suite of driver-assistance features.

Every Edge gets automatic emergency braking, lane-keeping assist, blind-spot monitoring, and automatic high-beam headlamps.

The extensive $4150 Equipment Group 301A on our $48,085 test vehicle brings evasive steering assist, adaptive cruise control, and enhanced park assist, along with a panoramic sunroof and additional luxuries.

Inside, Ford has also redesigned the SUV's center console, replacing its traditional shift lever with the rotary unit from the Fusion sedan.

The knurled dial functions with a satisfying heft, and it does save some space, but the true upside is no longer needing to select park before exiting the vehicle; the onboard computer does it for you when you turn off the engine.

Otherwise the SUV's interior is unchanged and feeling a bit dated, thanks to its deep dash, thick pillars, and small-diameter steering wheel.

All other Edge models (SE, SEL, and Titanium) come only with a 250-hp turbocharged 2.0-liter inline-four engine that offers plenty of torque off idle and revs happily to its 6500-rpm redline, all while producing extremely little noise inside the cabin.

Front-wheel drive is standard on four-cylinder models, but all-wheel drive is available for an additional $1995. All-wheel-drive models also get paddle shifters (not as common in this class as they should be) that help the driver to manage the excellent new eight-speed gearbox.

Shift action is smooth, and the additional ratios notably improve around-town response and acceleration, even if the tuning can be a little slow to initiate downshifts. The eight-speed's advantages are further enhanced with the transmission’s Sport mode, activated via a button in the center of the shift knob, which helps it hang on to lower gears longer.

The Edge's instrumentation is also showing its age, with a central analog speedometer set between two small, difficult-to-read digital displays, one of which can be configured to show a tiny tachometer that we often had to squint to decipher.

Seat comfort, however, is a mark in the plus column.

Fuel-economy estimates improve slightly from last year as well. All-wheel-drive 2.0-liter models get EPA estimates of 21 mpg city and 28 highway.

However, Ford's EcoBoost engines are notorious for drinking like big-block V-8s when you drive with a heavy right foot, and we are guilty as charged, officer: We averaged just 16 mpg while exercising our test car for 550 miles.

And the Titanium didn't fare much better on our 75-mph highway-fuel-economy test, where it returned 25 mpg, 3 mpg short of its EPA rating.

With 280 lb-ft of torque peaking at 3000 rpm, the Edge's turbo four doesn't feel overly taxed by the SUV's porky 4357 pounds.

There's plenty of thrust, and the Edge has a calm, relaxed demeanor we came to appreciate during regular cruising. The Edge reaches 60 mph in 6.8 seconds and covers a quarter-mile in 15.3 seconds at 91 mph—roughly a second behind the figures we recorded for the new Edge ST, and times that are only quick enough to land the regular Edge midpack among its peers.

Thanks in part to acoustically insulating side glass up front, the interior is exceptionally quiet. The 2.0-liter is well isolated from the cabin, even at wide-open throttle, and the ride is generally supple and comfortable.

There is some impact harshness over larger pavement imperfections, but the light and quick steering allows the Edge to be placed fairly precisely on the road.