The redesigned Fusion is fun and stylish,
but the devil is in the details
The 2013 Fusion is the latest in a string
of recent redesigns in the popular midsized-sedan category. And in a class
generally known for bland styling and a lack of driving excitement, it’s a fresh,
charismatic newcomer. But like some promising and talented celebrities, it has
just enough quirks to erode your enthusiasm.
The
new Fusion has a dashing design but needs fine-tuning.
The new fusion looks upscale and stylish,
and it handles like a really god European sports sedan. We bought three
versions: top-trim Titanium, a mid-trim SE, and the SE hybrid.
All versions provide a composed, civilized
ride that’s as good as that of cars costing twice as much. The cabin is
blessedly quiet. The Titanium version is the best-handling midsized sedan we’ve
tested. And the Hybrid models posted the best fuel economy we’ve measured in a
midsized sedan: 39 mpg overall.
So what are the problems? One is Ford’s
pair of EcoBoost turbocharged four-cylinder engines that fall short in both
acceleration and fuel economy, compared with competitive models such as the
Honda Accord, Nissan Altima, and Toyota Camry (see below).
Another beef is the MyforTouch infotainment
system, which handles audio, climate, and communications functions. Optional in
mid-trim Fusions and compulsory in high-trim version, it’s needlessly
complicated and finicky to use.
Cabin space is a little snug, which
compromises the driving position and rear-seat room. The Fusion’s sleek form
reduces function, cutting into outward visibility. And our cars, which we bought
soon after the Fusion went on sale, have multiple ill-fitting body and trim
parts (see “Teething Pains,” on page 54).
Ford
has issued a recall for 2013 Fusions with the 1.6-liter engine because of
possible coolant leaks, but the cars now in dealerships should not have that
problem.
For many people, those gripes may be
trumped by the new Fusion’s dashing styling and stellar driving experience. But
they were enough to drag the cars’ scores down and keep them out of the top
tier in our midsized-sedan ratings. The Fusion is too new for us to have
reliability information, but other recently redesigned Ford models, including
the Explorer and Focus, have been markedly trouble-prone. Ford has issued a
recall for 2013 Fusions with the 1.6-liter engine because of possible coolant
leaks, but the cars now in dealerships should not have that problem.
A dynamic performer
The Fusion is a delight to drive. It clings
to corners, with quick, decisive turn-in response and well-controlled body
lean. The steering is ideally weighted, with reassuring road feel. And all of
our cars proved enjoyable, balanced, and predictable at their handling limits.
The 18-inch tires, which are standard on
the Titanium and optional on SE versions, further improve handling.
We wish the Fusion’s EcoBoost engines
better commented its dynamic abilities. The 1.6-liter four in our SE provides
decent performance overall but needs to work hard and sounds gruff when revved.
The larger 2.0-liter four delivers ample power but lacks the creamy smoothness of
competing V6s.
We
wish the Fusion’s EcoBoost engines better commented its dynamic abilities
Most Fusions will have a smooth, responsive
six0speed automatic transmission; although the SE also offers a six-speed
manual and thee Hybrid uses a continuously variable transmission. You can get
all-wheel drive, but only in the Titanium.
The Hybrid’s powertrain is very impressive.
It’s slick and refined, and it squeezes out an eye-popping 39 mpg overall and
41 mpg on the highway. Though that’s nowhere near the model’s EPA estimate of
47 mpg for city, highway, and combined fuel economy, it’s still excellent
overall. It also delivers competitive acceleration. With a light foot on the
throttle, you can ease up to about 35 mph using electric power alone. And it
can cruise with its gas engine off below 62 mph.
For even more efficiency, you can get the
Fusion Energy plug-in hybrid. It uses the same drivetrain as the Fusion Hybrid
but with a larger lithium-ion battery pack. We expect it to supply about 20
miles of electric-only range.
Drivers will find plenty of head room and
seat travel in the cockpit, but the seating space is a little narrow, and
there’s not as much room to stretch out as in most rival sedans. Even short
drivers found it rather snug.
Ford’s
MyFord Touch system
The front seats are well shaped and
comfortable, although we prefer the firmer padding of the leather ones over the
somewhat spongy cloth seats. Rear seating is a little tight, and people may
find their heads brushing the roof. Three adults can fit, but they won’t be
happy for long. Optional on the SE and standard on the Titanium is Ford’s
MyFord Touch system, which uses a touch screen and flush-mounted
touch-sensitive buttons on the center stack. The SE version has knobs for
volume and tuning, but the Titanium’s more cluttered interface lacks a tune
knob. Many screen menus are overly complex and slow to respond, which can prove
distracting to operate while driving. We suggest skipping MyFord Touch; many of
our testers consider it a deal breaker.
Fortunately, Ford’s Sync system lets you
use voice commands for audio, climate, and phone functions. And establishing a
Bluetooth link to your phone is easy.
Ford’s
Sync system lets you use voice commands for audio, climate, and phone functions
The trunk is a good size; it’s a bit
smaller in the Hybrid model but not as tight as in most hybrids. The trunk
opening is small, however, and the trunk lid doesn’t always stay open when
loading. In all versions, 60/40-split rear seats fold down to extend the cargo
capacity. Rather than a spare tire, the Hybrid has an inflation kit.
