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Posted April, 2006

Road Test: 2006 Ford Fusion SEL

By Kevin S. Lowery

What happens to the show cars after they’re sacked? They’re dumped. But their effect doesn’t end there. Depending on the amount of buzz a concept car creates, it can most certainly determine the longevity of a manufacturer’s design plan. First, there is the “Papa Bear” buzz, those show cars that are remembered only by automotive historians. Next is the “Mama Bear” buzz, a styling study that indicates the intention of the company’s five-year design plan but will never see the light of day in its current form. Then there’s the “Baby Bear” buzz — or the one that is “just right.” And chances are very high that design will be virtually “lifted” and put into production. Such was the case with the Ford 427 concept, which was the darling of last year’s auto show circuit.

The result was the Ford Fusion, based on the Mazda 6 sedan. Still, the company retained the bold three-bar grille, multi-element projector-beam headlamps and even kept charcoal-black leather interior with contrasting oatmeal-colored seat stitching.

Even a great design would be in vain if it were not for the heart and soul of any car — the engine. The Fusion offers a choice of Ford's 2.3-liter Duratec 23 I-4 or the 3.0-liter Duratec 30 V6. Both feature all-aluminum construction, dual overhead cams, four valves per cylinder, intake Variable Cam Timing (i-VCT) and electronic throttle control. Output for the V6 version is rated at 221 horsepower at 6,250 rpm and 200 pound-feet of torque. These numbers are a little lower, but within close range of the Honda Accord and Toyota Camry.

The four-cylinder engine delivers 160 horsepower, and can be paired with a five-speed manual or automatic transaxle transmission. The 221-horsepower 3.0-liter V6 is paired with an advanced six-speed automatic transaxle. 17-inch wheels and dual exhaust are available and come standard on the SEL. Sadly, the V6 Fusion does not offer a manual transmission option.

With a stiff chassis and increased torsional rigidity, the Fusion’s handling is satisfying Thus, the four-wheel independent suspension can absorb harshness and respond appropriately as indicated by the steering. Four-wheel power disc brakes are standard on the Fusion, and a 4-sensor, 3-channel anti-lock braking system (ABS) with electronic brake force distribution (EBD) is optional.

Later, a four-wheel-drive option will be made available along with a hybrid powertrain — making the Fusion the fifth full hybrid in the Ford Motor Company stable along with the Ford Escape Hybrid, Mercury Mariner Hybrid, Mazda Tribute Hybrid, and Mercury Milan Hybrid.

The steering is quite responsive. Even when it is pushed hard the suspension feels like it is firmly footed. Understeer was moderate and there was a minimum of body roll. It isn’t a racing sport sedan. After all, it only has 221 horsepower to work with. But it is much more sporty than I had first imagined. (I can’t wait until next year when Ford offers minor enhancements.)

Inside, the Fusion challenges the class leaders in roominess, including front shoulder room, rear seat legroom and trunk space. Materials that are soft to the touch are plentiful, and the fit and finish is remarkable. A choice of three distinct interior themes allows customers to personalize their driving environment. On all models, a variety of high-end features are available, including tilt-and-telescope steering wheel, heated front seats and a six-disc in-dash CD player that also reads MP3-encoded audio discs.

Fusion designers also worked hard to ensure passengers can slip into the back seat with ease. In a packaging exercise, the designers even donned size 14 shoes to confirm that someone with that foot size could enter and exit without brushing the B-pillar scuff plate or the back of the front seat. Their goal was achieved by pushing the rear door as far back toward the C-pillar as possible. It's this kind of attention to detail that contributes to the overall package ingenuity of the Fusion, including such standard ergonomic niceties as a height-adjustable driver's seat, a tilt-and-telescope steering wheel, and automatic climate control comes (standard on the SEL).

In addition to carrying people in comfort, the Fusion is capable of making quick work of the cargo area. Its roomy 15.8-cubic-foot trunk boasts a flat load floor and low liftover height with compact decklid hinges that won't crush boxes or groceries. What's more, the rear seats feature a standard 60/40 split and fold-flat function with spring assist, allowing pass-through access to handle extra long items and provide best-in-class storage space.

The 2006 Ford Fusion is the company's first fully "digital" car. It was completely designed, engineered and tested for manufacture in a digital environment — using the most advanced design tools available. By drawing on these new tools and the company's global product development resources, the Fusion's engineering team was able to bring the Fusion to market faster than traditional vehicle-development programs. The Fusion is the first vehicle from Ford's new CD3 architecture, which will eventually be the basis for up to ten unique vehicles in North America and approximately 800,000 vehicles annually over time.

The Fusion is built at Ford's Hermosillo Stamping and Assembly Plant in Mexico.

Also good news for the environment, the Duratec 23 I-4 will be rated as a Partial Zero Emissions Vehicle (PZEV) in California. It will be the Ford brand's third PZEV application, after the Escape Hybrid and Focus PZEV.

Our test vehicle came equipped as a top-of-the-line SEL model ($21,275 base price, $25,260 loaded). That includes a V6 engine and 17-inch, low-profile wheels. Both engines are PZEV compliant. The standard Duratic 23 and five-speed manual transmission returns 23 mpg city and 31 mpg highway. The V6 will provide 21 mpg city, 29 mpg highway.

I don’t understand all the hullabaloo about the exterior design being so dramatic. Not that it’s unattractive. Rather, it’s sort of like going on a blind date and finding someone with a “personality.” Beauty, of course, is in the eye of the beholder. (After all, what do I care what it looks like from the outside when I’ll be on the inside?) If Ford could only put in a lightweight V8, they might be able to unfuse my money from my wallet. R&D