Globalization Improves Quality and Value
Sitting snuggly between the compact Focus and the grande Five Hundred is Fords latest sedan, the mid-size yet spacious Fusion, which is just a whisper longer in overall length than the Toyota Camry (yes the 2007 model), Honda Accord and Hyundai Sonata. This new from the tarmac-up, front-wheel drive (FWD) 4-door offering utilizes Fords highly acclaimed CD3 chassis architecture, also underpinning, albeit a shorter version, the Mazda6, to deliver a composed, smooth ride without resorting to marshmallows in place of springs. Part of the chassiss successful blend of handling and ride comfort can be attributed to its impressive stiffness, which allows the suspension | | This is a nice looking car. (Photo: Rob Rothwell, American Auto Press) |
to absorb road degradation without transmitting unpleasant reverberation throughout the vehicles body structure. The firmness also contributes to the Fusions predictable, athletic handling characteristics, which become evident when the road ahead becomes less than straightforward.
My time behind the Fusions wheel found me seated upon charcoal leather upholstery in an upscale SEL V6-powered version of the modestly priced mid-sizer. At the | | The Fusions stiff structure benefits handling and safety. (Photo: Rob Rothwell, American Auto Press) |
heart of its stout performance are 221 horsepower and 205 foot-pounds of twist flowing through a sophisticated 6-speed automatic transmission. The regular-octane-fueled energy is produced by a 3.0-liter (183 cu in), 24-valve DOHC V6 featuring variable valve timing - essentially a retuned version of the V6 giving the Mazda6 its "zoom zoom." Ford has worked hard to polish the operational refinement of the aging mill and it shows, however, its not yet meeting the refinement found in some of the competition, such as Hyundais | | Ford forgoes the usual plastic engine cover, exposing all of its hoses and wiring - how refreshing. (Photo: Rob Rothwell, American Auto Press) |
new Sonata V6 (well have to see what the upcoming 3.5L V6 is like in comparison). This said the Fusions V6 delivers fairly strong acceleration combined with quiet manners, unless pushed hard, when it tends to become a tad loud for my liking; although others might find the growl from the twin pipes alluring.
Performance-minded folk enthralled by the Fusions healthy V6 output may be disappointed to find that the 6-speed autobox isnt accompanied by a manual-mode setup. The best one can do to hold the engine in its sweet spot is gear down from "D" to "L," which is unfortunate | | Nice smooth 6-speed shifter, but wheres the manual mode? (Photo: Rob Rothwell, American Auto Press) |
given that a total of six cogs are potentially available. Nevertheless, gear changes are smooth and appropriately placed in the rev band to match most driving needs. Commendably, Ford engineers have succeeded in getting the engines oomph through the transaxle to the front wheels without inducing torque-steer; an alarming condition that plagues many V6-powered FWD automobiles. To preclude wasteful wheelspin, another affliction of FWD, Ford has equipped the V6 Fusion with traction control as standard equipment. The electronic limiter can be easily deactivated via a dash-mounted button. Of course, once the front wheels put the Fusion in motion, there will eventually come a need to restrain the welcome | | The Fusions handling is as adept as its ride is smooth, and braking is equally efficient.? (Photo: Rob Rothwell, American Auto Press) |
momentum.
Oddly, Ford has wisely equipped all Canadian-destined Fusions with 4-wheel antilock disc brakes as standard equipment, where the ones destined for its home market, yes, here the States, are only optional. The SEL, being the top-line Fusion, came with ABS, and I found the the cars stopping capability to be strong and easily modulated in all braking situations. But dont get too down, base model Fusion customers, as Dearborn at least gave its new sedan a full complement of safety features, such as side impact airbags and side curtain airbags, as standard equipment, and making matters sweeter, those Canadian Fusion fans dont get the full assortment of windbags as standard fare. But why not ABS? I know many decisions around standard equipment are influenced by the bottom | | Sleek profile; the Fusion could win buyers over on looks alone. (Photo: Rob Rothwell, American Auto Press) |
line and a desire by product planning price setters to reduce the price of entry for advertising reasons, but hey, Hyundai offers ABS and the full kit of airbags in its similarly priced Sonata - made in the U.S. by the way. The Sonata is also equipped with adjustable rear seat head restraints while the Fusion supplies built-in rear seat head restraints, which not only provide inferior head restraint for tall passengers but can also interfere with child-seat tether straps.
Contrary to not fitting as much standard equipment occupant protection into the Fusion as they could, Ford has padded it with plenty of other standard features such as a power-operated drivers seat, split folding rear seats, steering-wheel-mounted audio controls and tilt/telescopic steering, in addition to all the power-assisted content usually supplied these days, including cruise control and keyless entry. | | The Fusions driving position is above par, and materials quality, plus fit and finish is excellent. (Photo: Rob Rothwell, American Auto Press) |
Moving from the base SE edition to the highly contented SEL brings with it spoils such as leather upholstery, premium audio, steering-wheel-mounted heat and fan controls plus much more.
The base engine in both the SE and SEL is a 2.3-liter (140 cu in) I-4 producing 160 horsepower and 156 foot-pounds of torque. This unit is mated to either a 5-speed manual gearbox or a 5-speed autobox. To its credit, Ford has made the hotter V6 with its 6-speed automatic transmission available with both trim levels, allowing buyers plenty of flexibility in matching their driving needs and desires with the reality of their pocketbooks.
Allowing such packaging and pricing flexibility helps the Fusion compete in a mid-size sedan segment that is fierce to say the least. Fords CD3 global platform architecture is allowing cross-pollination within the automakers multi-nameplate empire, with better quality, higher-value vehicles being the outcome. But the question remains, | | The rear seating area is roomier than its exterior lines suggest. (Photo: Rob Rothwell, American Auto Press) |
in todays competitive market does the Fusions blend of elements and attributes have what it takes to replicate the success Fords venerable Taurus enjoyed in its heyday, once the best selling sedan in North America? In time, customer response will tell, but after spending considerable seat time in my attractive SEL tester, I think it does. While it may not eventually become the number one seller, the Fusion is unique enough in its styling to stand apart from many of the bland mid-sizers currently clogging shopping mall parking lots, while not being stylistically over-the-top. Unfortunately, the Fusions well-defined lines have resulted in a sizeable blind spot when changing lanes or reversing due to the width of the rear pillars supporting the roof. Despite this visual intrusion, the Fusion is a comfortable, pleasant car to drive that holds its composure when pushed into corners or raked over broken pavement. Prospective mid-size sedan buyers looking for plenty of room, good value and smart looks would be smart to add the Fusion to their list of rides to "checkout."
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