2007 Ford Fusion SEL AWD Track Test
Unexciting, and Therefore Excellent
Imagine, if you will, 12 acres of dead flat pavement completely devoid of lamp posts, dividers, trees and obstructions of any kind. Now imagine its being continuously flooded by a set of sprinklers until the asphalt is submerged under a thin layer of standing water. What do you do?
If youre at all like me, the word hooliganry probably jumps to mind first. It isnt long before images of high-horsepower coupes hanging the tail out in huge, sweeping, high speed turns triggers the salivary response, and moments after that a small layer of sweat encroaches on your eyebrows. Its the typical physiological response to excitement; and it was exactly what happened to me when Ford told me theyd be turning the we, the journalists, loose on their new wet vehicle dynamics testing area, part of Fords recently revitalized Dearborn Proving Ground. Of course, when I was told the only vehicle available for testing on the wet skidpad was their latest iteration of the Fusion lineup; a new all-wheel drive model my excitement was dampened, to say the least.
And who can blame me; hearing that youll be cruising around a peanut-shaped cone course in an all-wheel drive family sedan would shatter your dreams of heroic Shelby Mustang drifting too. And after driving the Fusion AWD on the course, I can say with all certainty that it was far from the exciting experience Id dreamed of, which is to say that the car performed exquisitely. After all, in an all-wheel drive family sedan like this, an exciting tail-out experience on the skidpad equates to dangerous driving dynamics on the road; precisely what Ford is trying avoid.
Powered by your choice of a 2.3L four cylinder or a 3.0L V6, the Fusions output ratings are pretty comparable to its competition; with the four putting 160 horsepower to the ground while the 3.0L ups that figure to 221 horsepower. For comparisons sake, the Honda Accord four cylinder makes 6 more horsepower with a price tag thats $1,000 more expensive than the Fords. The V6 Accord bests the V6 Fusion by 23 horsepower and costs more than $4,000 more. Thats $174 per horsepower! Of course the fact that the Accord isnt even available with all-wheel drive speaks further to the Fusions excellent value.
But the buck doesnt stop there. That very well priced V6 comes with a six-speed automatic transaxle; something Honda doesnt even offer (and Toyota only fits their six-speed auto to their more expensive top-of-the-line Camry V6s). That six speed is geared much like a 5-speed throughout the first five gears, with an obviously taller sixth offering a 6:1 overall gearing ratio as opposed to 4.5:1 like most five speeds. What does all that mumbo jumbo mean? Well it means that you get better performance while maintaining an 20 mpg rating in the city and an impressive 28 mpg rating on the highway. Mated with the automatic, our V6-powered tester performed quite well on the track, given it was basically a big puddle. The course, which was peanut-shaped and featured both a large and small radius turn at either end, was designed to demonstrate exactly how well the all wheel drive Fusion could put the power down on a slick surface, and as mentioned, it performed admirably, especially as compared to the front-driver. In between corners the Fusion could be held at full throttle from the turn exit until the next turns entrance, without the front end running wide. Trying the same tactic in the FWD car resulted in the car understeering dismally, eventually putting the power down easily 50 feet outside where the AWD car did. And even if you did stay on the throttle in the AWD car, the result was predictable and moderate understeer that was easily corrected by simply getting off the gas and putting some weight back on the front end. It doesnt take a rocket scientist to figure out which youd rather be driving when the road is covered in snow or ice.
The interior reflects the same sensibility as the drivetrain. Heralded last year as Fords first fully digitally designed car, the Fusion was the first car to use Fords now-signature “global product development system.” As a result, it was designed faster, and more efficiently than previous models, with some estimates placing the GPDS accelerative ability at as much as 10 months worth of saved time. Also, the digital design meant engineers could better utilize the space within the Fusion, which is why it felt so roomy even to this lanky journalist; while most cars dont leave much fore/aft adjustment of the seat once I get inside, this one still had plenty. On the other hand, the press release boasts excellent shoulder room, although truth be told this was one area where I felt there could have been some improvement; I was constantly aware of just how close my elbows were to the doors when I was driving.
Even more impressive is the rear seat room: once considered something of an afterthought, Ford really paid attention to detail here. As a result, the rear seat boasts less than inch less shoulder room for its rear seat occupants than those in front (meaning that its decent, but youll want to claim one of the outside seats if youre ever in back), and the leg room measures in at 37.0 inches as opposed to the front seats 42.3. When designing the Fusions rear doorway, designers donned size 14 shoes to make sure that there would be ample room for even the largest feet underneath the front seat.
The tester I was piloting at the track had the optional leather with contrasting stitching, which looked far more upscale that its price tag would suggest, and included a very nice wood trim package that looked good in the traditional sense, although another tester on hand with black leather and piano black trim was by far the best looking combination, so long as you dont mind wiping fingerprints off everything in your spare time. The radio worked easily enough; although to be honest it was your standard Ford fare, which is to say that while everything was clearly labeled and easy to use, it wasnt the prettiest part of the car. Also, the gauges seemed to be a little far away, and were easily obscured by the steering wheel. On the good side, that ugly little radio (yes, Ill go that far) includes a standard auxiliary jack (as every car SHOULD, given theyre worth their weight in gold for those us with MP3 players) as well as a six-CD in-dash changer that will read MP3 encoded discs, which to be honest is somewhat redundant since Ive yet to meet someone that downloads MP3 format music and doesnt own an MP3 player (that they would hook directly into the stereo via the aforementioned and blessed auxiliary jack). And while our testers didnt have it, we were told that later in the 2007 model year a navigation system will make its debut in the Fusion.
But what the Fusion really needs in mid-07 is a facelift. Yes, its a new design, and sure, it may be very “forward looking,” but it is just not right. Perhaps its the seemingly gratuitous tri-bar grille, or maybe its the recycled and blinged-out 92-96 Honda Prelude taillights, but the thing just looks somewhat off. I say somewhat because the overall shape looks good; the gorgeous Lincoln Zephyr (now MKZ) testifies to that with the same overall body. And much of the Fusion looks great too, the curvy, fade-away, wingless trunk line appears like its right off of an Audi A8 (thats good), the V6s dual exhaust muscles up the back end somewhat, and chunky fender flares make the car look hunkered down and planted while the headlights add to the substantive look of the car. Its just that grille and those taillights (although some find the grille the cars most attractive element - Ed.). On that note, while perusing the grounds I did spot a single Fusion that had something of a graphite, or black chrome (yes, it exists) treatment on the signature tri bar grille and I must say it transforms the front end from something resembling a wide-eyed fish with braces into a much sleeker looking car that could be mistaken for a proper sports sedan. A feature of the “3D Carbon” Fusion, its definitely something Id opt for, even if it just meant getting that darker grille.
All in all, the Fusion SEL AWD is an excellent car. Benefiting from such luxuries as automatic headlights, heated mirrors with puddle lights (those little lights underneath the mirrors that light up the ground when you unlock the car), and 17-inch wheels, the SEL is a great value, offering more than its similarly priced import competitors. It delivers decent power, especially in V6 form, and although Ive harangued it for its chrome-infused styling, youll never mistake it for another car, and theres something to be said for that in todays cookie cutter car world. Ive always felt that the differences between American and Japanese cars have been in how theyre used; with American cars being better at traversing longer distances, and the Fusion holds true to this statement while closing the city-driving gap substantially. With a quiet and frustratingly composed ride, my dizzying trips around the wet peanut were far from the heart-stopping thrill rides Id hoped theyd be, but I guess we all have to grow up some time, right?
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Those bling bling taillight have simply got to go. Now. Please. (Photo: Ford Motor Company)
Understeer at its finest. (Photo: Ford Motor Company)
Rounding bends is a totally unexciting experience, which is exactly what Id want in a four door family sedan. (Photo: Ford Motor Company)
Options for interior treatments include very traditional, very nice woodgrain, plus this ultra-chic piano black finish. (Photo: Ford Motor Company)
Given the cars footprint isnt huge, it has a deceptively large interior and trunk. Could Tony Soprano use these for his... erm... errands? Yes. In black. WIth piano black trim. And a black grille. (Photo: Ford Motor Company)
Much like the rest of the interior, the gauges are very simple, somewhat elegant, and above all sensible (albeit a little far away). (Photo: Ford Motor Company)
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