2006 Ford Fusion Review

Specifications

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 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, 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 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, 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 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, 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 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, also resulting in a livable 40.0-foot turning circle.

As mentioned my loaner was top-of-the-line, so the optional 17-inch wheels and P225/50VR17 tires were fitted, helping it grip the road better than the stock 16-inch wheel and tire package would. Actually, the Fusion handles very well considering its compliant nature, also thanks to its power-assisted low-friction rack-and-pinion steering system with tilt and telescopic wheel function, but Im looking forward to a dedicated sport version, something Ford normally does extremely well (remember the SHO Taurus?). No doubt this model will feature Fords all-new 3.5-liter V6, which has been updated to 263- or 265-horsepower, depending on application, and 249 to 250 lb-ft of torque. While Ford hasnt announced this engine for the Fusion yet, only stating it will be in its new Edge crossover, and various Lincoln products, its only natural that it will get Fusion duty as well as replace the Duratec 30 in the Freestyle, among others. No doubt Jaguar will want to get their hands on it too, as will Mazda. The new engine features a Ford-designed and produced six-speed automatic as well, so its possible a manual mode will be part of the package in time.

Still, I didnt really miss it not being there, as I find I hardly use manual shifters if they only offer console-shift actuation. If
paddle-shifters are part of the equation, however, Ill scroll through
the gears all day long - just like I did recently with the fabulously
interactive paddles in VWs Passat 3.6. Back to reality, I found the current six-speed in the Fusion an ideal mate for the current 3.0-liter six. A quick tap on the throttle resulted in immediate action, the car pulling away from standstill with enough enthusiasm to set me back in my seat. Shifts from one gear to the next are suitably smooth, and the transmissions intelligent mapping means it reacts to driver input, even downshifting on its own.

The brakes are well sorted too, with standard four-wheel discs all-round, enhanced with a standard four-sensor, three-channel antilock system with electronic brake force distribution (EBD). The brake rotors are quite large, allowing for quick, controlled stops.

What I found most interesting about the Fusion, however, was its interior roominess. It just doesnt look as large as it is from the outside, and then factoring in its Mazda6 origins, stretched and widened along the way, mind you, its rear-seat legroom is surprisingly accommodating. Actually, even tall, large folks will find room aplenty back there, and up front the scenario is much the same. Cargo? Again its trunk is surprisingly large, nowhere near as generous as Fords class-leading Five Hundred, but at 15.8 cubic feet its amply large for hauling big items. Its relatively low liftover height and tallish dimensions allow for items that wouldnt fit into some competitors trunks.

In the end, as good as the Fusion is from an engineering point of view, it wouldnt sell well if it didnt look the part. Fortunately for Ford, it looks fabulous. The result of staying true to good design principles instituted in its fabulous 427 concept car. The only angle that it appears a bit generic is from the rear quarter, due to its triangular taillight design. The 427 concept featured rectangular tail lamps, unique although somewhat retro, pulling cues from Galaxies of the past. While almost every automaker in the midsize segment, from Chevy, with its recently updated Impala, to Honda, with its mid-cycle enhanced Accord, sport triangular rear lights, Ford has at least given the Fusions lenses a jewel-like treatment. While they look nice, Id really like to see Ford stretch a bit, and do something a bit different as far as taillights go, for the Fusions mid-cycle design upgrade. As far as the rest of the car goes, mind you, dont touch it, it looks stunning.

So, how well is the Fusion doing in quantifiable numbers? During the first two months of 2006 Ford sold 19,142 Fusions, with March targeting about 10,000 units at the time of this writing. Even more important for Ford, the Fusion is pulling buyers away from other makes similarly to how Chryslers 2005 300 sedan did when it launched. According to J.D. Power and Associates Power Information Network (PIN), the Fusion is “conquesting” buyers from other brands at a rate of 38.5 percent, well beyond its initial target of 25 percent. Also important, Fusions only stay on dealer lots for weeks, on average, instead of months, and thats not due to deep-cutting incentives or loads of fleet sales. The fleet mix is only 16 percent, extremely low for the midsize segment, which should result in much stronger resale/residual numbers than Taurus or many of its competitors, while average incentives are only slightly higher than Februarys midsize-segment industry average of $1,556, at $1,653. Higher incentives were expected, as Ford buyers have become conditioned to incentives thanks to the automaker pushing less enticing metal through its dealership doors over the past few years. Other stats show that the average buyer is male, a 59.2 percent mix, and 46 years old. Ford adds that Fusion sales are increasing at a rate of 15 percent each month.

So, its safe to say that Fusion has been a monumental home run for Ford, helping to keep Ford customers coming back to renew their loyalty, as well as pulling in new customers from other makers. And after my week with the car, I fully understand what all the fuss is about. Finally a full-on, worthy competitor to Japans best; Dearborn should be proud of their new Fusion.