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Story by Dubspeed Driven Contributor, Adam Barrera
Photos courtesy of Ford Motor Company
Twenty years ago, flush-mounted, replaceable-bulb halogen headlamps brought the exotic science of aerodynamics to mainstream tangibility in a midsize sedan called the Ford Taurus. The radical Taurus became an American staple almost instantly, and continued to bring innovation to the masses in its years as the nation’s best-selling car.
When Ford was faced with the challenge of redesigning the third-generation Taurus in 1996, the car’s overly ovoid exterior styling was more controversial than groundbreaking. Sales slipped, and the car lost its best-seller crown. The fourth-generation Taurus apologized for its predecessor’s styling by donning completely anonymous sheetmetal that neither stirred nor offended. The bland Taurus was no longer a powerhouse to be reckoned with, but Ford wasn’t about to give up the midsize crown without a fight.
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In order to remain relevant in the segment it reinvented, Ford couldn’t risk launching a less-than-perfect successor to the Taurus. Rather than develop a new sedan from scratch, Ford opted to build on the successful Mazda6 platform.
And Ford did build. The Fusion is not just a badge-engineered Mazda. Its track was widened by an inch to further minimize body roll. The wheelbase was also lengthened by 2.1 inches, translating into an additional half an inch of rear legroom and 0.6 cubic feet of additional trunk space.
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Peer inside, and you’d never suspect that the two cars were related. Piano black accents and an analog clock in the center stack exude a more mature attitude than the Mazda6, but the same attention to quality is apparent. Sounds emitted from power windows, seat motors, and door locks convey a sense of precision engineering.
When you tilt the Fusion’s power driver’s seat on three axes and finally find the right driving position, the interior suddenly becomes a cockpit. The driver’s seat boasts several degrees of lumbar support that cater to a wide audience of uncomfortable backs. Spirited drivers will find the side bolsters encouraging, though lateral thigh support is somewhat disappointing. The leather grain is not as supple as an Accord’s, but the upholstery does feel durable and is soft enough to soothe nerves during a lengthy freeway commute. Backseat passengers of all sizes will enjoy the supportive seats and generous legroom if you’re inspired to take a long backroad home instead.
Some manufacturers’ steering wheels are entirely too thick for the simple sake of being thick, but the Fusion’s wheel is easy to grasp and comfortable enough to hold for hours at a time. However, the leather wrap is noticeably thin. In our test car, the stitching was beginning to fray in the 10-and-2 thumb notches. With a little practice, the wheel-mounted cruise, climate, and audio controls provide predictable responses and are never prone to accidental presses.
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Cupholders abound. There are three within reach of the driver, including one cleverly placed in the door’s map pocket. A shallow compartment above the center stack is intended to house mobile electronics, and nicely augments storage space in the center console. Non-slip grip pads line most storage surfaces, and are easily removable for cleaning.
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Seas of green illumination detract from the interior’s ambiance at night. Gauges remain clear and easy to read, but controls in the center stack blend into one another. Even the analog clock is backlit in green. The classy centerpiece deserves better than a hue that has long been associated with spartan interiors.
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An unmistakable sense of bold American presence can be felt when you first spot the Fusion in a parking lot full of copycat midsize sedans. Approach the front of the car, and your eyes will immediately be drawn to the huge blue Ford badge proudly centered in a backdrop of three thick chrome bars. Ford’s unique New Edge design language may have grown mature, but it hasn’t lost its impact.
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Rear styling is even more of a departure from segment norms. Enthusiasts familiar with the Australian-market Ford Falcon will love the dramatically steep rake of the Fusion’s rear decklid. The chrome-ringed taillamps owe their sharp edges to the European Ford Mondeo. A three-quarter view of the Fusion’s rear end is an unmistakable tribute to the foreign Fords that never reach our shores. It’s the perfect complement to the all-American front end, and lends a global touch to the car’s cosmopolitan flair.
Under the hood, the Fusion is equipped to back up its looks. Variable valve timing helps the 3.0-liter Duratec 30 V6 produce 221 horsepower and 205 pound-feet of torque. In comparison, the V8-powered Taurus SHO delivered only 14 more ponies and weighed 162 pounds more than the Fusion. Power delivery is predictable and smooth, if not athletic. Ask this car to move, and it will confidently propel you past frumpy people movers and into the left lane.
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Only the steadiest right foot can suppress the spastic stoplight-to-stoplight nature of the standard six-speed automatic transmission, which is overeager to downshift in city driving. In town, gas mileage suffers because of the transmission’s indecision. City trips averaged 16 mpg.
Merge onto the freeway, and the gearbox begins to shine. At higher speeds, the transmission is just as eager to deliver buttery downshifts that seamlessly bring the engine back into the powerband. Once you’ve reached cruising speed, the tall sixth gear ratio silences the engine and maximizes fuel economy. On the highway, the Fusion averaged 25.6 mpg. Bold moves behind the wheel will reward you with a surprisingly melodic engine note that is just audible enough in the cabin to be exciting, but not intrusive.
Double wishbone suspension up front joins an independent multilink setup in the rear to create sharp turn-in and balanced cornering. The setup is reined in by conservative damping to ensure comfortable cruising over bumpy roads.
The SEL’s 17-inch aluminum wheels are wrapped in P225/50VR Michelin Pilot MXM4 tires that deliver above-average grip at the cost of above-average road noise. The tires track straight on slick surfaces and maintain composure through unexpected puddles.
Beefy disc brakes at each corner are ready to shed speed on a short exit ramp. The optional antilock braking system with electronic brakeforce distribution brings added stability in panic stop situations, but should be standard in this segment and at this price point.
The most important décor inside the Fusion is the collection of “Airbag” labels displayed throughout the cabin. Conventional driver and front-passenger airbags are joined by side curtain and seat-mounted airbags that protect the head and torso. This inflatable cocoon of safety was an option on our test car, but will become standard on every 2007 model year Fusion.
There is one safety and security concern. The Fusion’s keyless entry transmitter is embedded in the master key. The panic and trunk release buttons are not recessed and do not require a prolonged press to actuate. Accidentally popping the trunk when you’re already on your front porch is an annoyance when detected, and a security risk if unnoticed.
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Competitors’ keyless entry systems are designed with lockouts to prevent this sort of mishap. Even the Mazda6’s system is more guarded. The Five Hundred’s identical system proves that this is a Ford family trait — and it is nothing to brag about.
Although this problem is somewhat serious, it could easily be addressed by production staff. Such a minuscule problem is a far cry from the problems that plagued domestic manufacturers in the past.
Building a good car is hardly revolutionary — indeed, it is to be expected. In that sense, the Fusion is no trailblazer. But it is a sign that Ford still has a passion for — and is competitive in — the segment that they reinvented in 1986.
| Specifications |
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Base price – $21,710
Price as-tested – $26,445
