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2006 Ford Fusion SEL V6 Road Test

A Reminder That Good Things Also Come in Midsize Packages

I couldnt believe it. Jennifer, my wife, was very ill, so much so that it was impossible to attend the Los Angeles introduction of the new Fusion, a midsize car that is critical in the grand scheme of Fords future, not to mention the competitiveness of Detroits Big 3 overall.

As much as the success Chrysler has had with its 300 sedan must irk execs in Dearborn and GMs downtown Detroit Renaissance Center, youd think theyd have to admit to the premise that any domestic car achieving strong sales in a market now dominated by Asian imports is good for the image of domestic manufacturers overall. For this reason, it makes sense that Chrysler would be cheering now that Fords Fusion is becoming a hot seller, at least until a totally revamped Sebring/Stratus duo (or whatever theyll

Chryslers successs story was the 300; Fords looks to be the Fusion. (Photo: Trevor Hofmann, American Auto Press)

eventually call the future Chrysler and Dodge midsize sedans) arrives on the scene this summer.

Yes, amid that monologue you may have noticed me mention that the Fusion is now selling well. Im not surprised, as in many ways its the best midsize car ever produced by a domestic manufacturer. Besides, its bold chrome grille, vertically stacked headlamp clusters and overall profile makes for an extremely handsome package, a critically important element in the complex formula behind any cars success.

Fortunately,

Fusions upright headlamps and three-bar grille are very bold indeed. (Photo: Trevor Hofmann, American Auto Press)

my test cars overall quality was at least equal to and in some ways better than the pre-production example I had experienced a year prior during Fords pre-Detroit auto show sneak peak program. I came back praising the Fusions tight exterior panel gaps, superb fit and finish inside and much higher than average cabin plastics quality. To say that Im a little anal retentive about this latter subject would be an insulting injustice to my obsessive personality, so when I say Ford has put together an interior that can be compared positively to most rivals, with only Volkswagens new Passat and Toyotas

Plastics arent too plasticky, which is a welcome trait. (Photo: Trevor Hofmann, American Auto Press)

just-released Camry feeling more upscale and priced higher as a result, should mean a great deal.

I went through my usual routine, which according to Jennifer is among my more annoying habits, by tapping every plastic surface from the lower door panels to the A- and B-pillar covers. Yes, theres a difference between softer and harder plastics, as is to be expected in a car that will only set you back $17K in base trim, and that before any discount, but even the lesser plastics arent of the brutally hard, glossy variety still in use on some cars. The soft-touch plastic used for the upper dash, most of the console and upper door panels is premium stuff however,

Black piano lacquer trim and analog clock create an interesting twist of sport and class. (Photo: Trevor Hofmann, American Auto Press)

making me feel like the Ford sedan was sourced from the automakers European division rather than from Dearborn.
I also like the cars interior design. Its got personality, rather than the bland sameness displayed in many cars in this class. I should mention here, though, that the base Fusion isnt anywhere near as fancy as my full-load tester. Where my loaner featured gorgeous piano black lacquer over the center stack, dash and door trim, unheard of in this class, somehow coming across sporty and classy at the same time, plus a jewel-like analog clock adding an upscale touch usually exclusive to luxury sedans, the base car features matte black plastic surfaces of decent quality, but not particularly

Much like the knobs and switches inside, the Fusion feels tight and secure on the road. (Photo: Trevor Hofmann, American Auto Press)

stimulating to the eyes. Likewise the seats in my top-line test car also seemed more premium than any rivals in the entry-level midsize class, except maybe for a full-load Volkswagen Passat with the Sport Leather package, but at about $10,000 more than the specially-equipped Fusion, that features black leather and contrasting light gray stitching, the top-line VW is competing with premium models from Audi, BMW and Lexus.

The Fusions gauges are large and sporty, steering wheel feels ergonomically correct, and wrapped in soft leather feels just right, plus its various switches, knobs and buttons are above par in tactile quality. The automatic climate control system is a nice upgrade over the highly functional although rather low-rent three-dial setup in the base Fusion,

6-speed auto gearbox is pleasing, but it lacks any sort of manual-shift apparatus. (Photo: Trevor Hofmann, American Auto Press)

with only its square-shaped audio system interface looking a bit "aftermarket" next to rivals that do a better job of integrating theirs into the center stack design, but tuners will argue the Ford system is easier to remove and therefore replace with something "phatter" - maybe with a DVD-video screen? For me, the audio system sounds great, especially if upgraded with Fords 8-speaker Audiophile Premium AM/FM stereo radio with an in-dash 6 CD changer - not bad at all.

Fords Duratec 30 V6 is a proven powerplant, displacing 3.0 liters and, in Fusion trim, pushing out 221 horsepower at 6,250 rpm and 205 lb-ft of torque at 4,800 rpm, which might be a bit lower than its main competitors but better on fuel, and still sporting enough thanks to a rather low curb weight of 3,351 lbs in V6 guise, standard traction control in SEL V6 trim, plus its

A close up of that analog clock. (Photo: Trevor Hofmann, American Auto Press)

efficient Aisin-sourced six-speed automatic transmission. This is a smooth Japanese-made autobox, but DIY drivers might be miffed that no manual-mode exists. Ford has also chosen not to offer a full manual transmission, like its Mazda6 relative, so while its sporty looking it isnt a pure drivers car.

This is true when it comes to suspension calibration too. I really like the setup Ford has chosen though, as the fully independent undercarriage, featuring a short and long arm (SLA) front setup with rearward facing lower control arms and a 24 mm stabilizer bar, plus a fully independent multi-link setup with coil-over shock absorbers and lower control arms with a 16 mm stabilizer bar in the rear, does a fabulous job of soaking up city ruts and absorbing backcountry frost heaves, not to mention annoying parking lot speed bumps. Speaking of parking lots my testers steering rack was set to 2.5 turns lock-to-lock for relatively easy maneuverability,

Oatmeal contrast stitching is a nice touch against the black leather. (Photo: Trevor Hofmann, American Auto Press)

also resulting in a livable 40.0-foot turning circle.

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