Mid-range saloons aren’t exactly moving out of dealer showrooms with much alacrity and haven’t been for some time as the SUV brigade has trampled all over what was their territory. But if potential buyers can be persuaded to see there is life beyond what are effectively high-riding station wagons, the new Ford Fusion saloon has the credentials to do it.
If there’s any confusion (excuse the deliberate pun) in your mind over the model nomenclature, allow me to explain that Fusion is the American name for the model we always knew as the Mondeo. This nameplate didn’t exactly gain traction in South Africa unlike in the United Kingdom where it’s always been a hot seller so the Ford marketing people clearly see greater possibilities arising with some fresh branding, albeit that the Fusion has actually been on United States roads since 2013.
My research says that the delay in arrival of Spanish-sourced derivatives, which we shall be getting, is a consequence of Ford’s restructuring to curb the bleeding that afflicted the Blue Oval and others in many markets. Put simply, production cutbacks put pressure on manufacturing output.
Appearance is reportedly a highly significant factor in fashioning purchasing decisions and on this score, the Fusion is most definitely a front-runner. This latest execution is on the large side of medium and features a flowing cabin line and heavily creased flanks that sweep back from a stylish visage that has many Aston-Martin genes embedded in its DNA. It’s flowing, interesting, neatly-detailed and well-constructed and it can’t be confused with any of the competition so count showroom appeal as a definite asset.
Open a door and you will quickly be aware that Cologne has been allowed more free rein as far as interior execution goes. Even if black is the dominant colour wherever you look — and won’t South Africans love that — there is an almost Audi-esque feel about much of the detailing and that can’t be bad.
Ford’s overly-familiar and fussy dashboard architecture, as found in the Focus and Fiesta among others, is nowhere in sight. Instead, a new simplicity prevails with pleasing touch and feel elements complemented by a large central information screen (8 inches to be specific) that’s sadly still devoid of satnav but which features Ford’s much-trumpeted SYNC2 system.
A Ford exec hinted that the satnav omission may be attended to down the road but via smartphone connectivity as opposed to on-board mapping. With an integrated display screen of such generous proportions, it seems inconceivable that mapping won’t find a home here.
Aside from the feel-good factor, occupants will be pleased with space and comfort levels. Indeed, the multi-adjustable and neatly-tailored front pews are especially comfortable with excellent back support and really well-positioned head restraints being stand-out features. As is becoming more common across the board these days, equipment levels are high which means virtually everything is powered.
Regular load luggers will be pleased to know that the boot space, occupied in part by a space-saver spare, is generous at 453 litres. If the Fusion is pleasing on the eye and equally pleasing to sit in, the good news is that Ford’s engineers have spent a lot of time honing things you can’t see but which collectively titivate the senses. Call it built-in refinement, if you will.
In recognition that D-segment entrants in general have closed the gap on models that occupy the luxury end of the scale, Ford had added a lot more sound-proofing to make sure its entrant isn’t left behind. The central door gaps, for example, are now rubber- sealed from top to bottom and the A and B-pillars incorporate hydro-formed high strength steel which aids rigidity.
All these tweaks help in keeping unwanted noises at bay but there’s more under the skin in the shape of a new integral-link rear suspension which is mounted to a sub-frame to assist in the isolation of road-induced noises. Admittedly, most of the running on the launch routes took in motorways or decent A-roads, but a narrow and bumpy mountain pass provided a stern enough test of the Fusion’s underpinnings and demonstrated that Ford’s chassis boffins have achieved an excellent balance between handling finesse and a comfortable, supple ride.
There are few cars in any category that can beat the Fusion’s overall comfort and refinement levels which means it’s a jolly nice piece of equipment to travel in over long distances. It’s also good to drive with the electrically-assisted steering providing nicely-judged directness and feel which is thankfully devoid of off-centre stiffness which afflicts so many powered systems.
No car will get too far without an engine and a transmission and here, Ford is offering launch customers a choice of three power plants and two automated gearboxes available across four models. Readers may be surprised to know that a 1.5 litre EcoBoost engine is the point of entry option. I say “surprised” because the Fusion, in terms of size, is far-removed from familiar 1500cc econoboxes. Worry not though as this giant-killing engine produces no less than 132kW and more importantly, a torque peak of 240Nm available all the way from 1 600 to 4 000 rpm.
Only at very low revs is there evidence of any turbo lag and in combination with a smooth-shifting 6-speed auto box equipped (hooray) with paddle shifters, this small engine always feels up to the job and delivers its wares with commendable smoothness and lack of fuss. Top speed is 218 km/h and the 0-100 time is 9.2s.
Next up, and available in Trend or Titanium spec levels with 6-speed auto are the 2.0 EcoBoost models, the former boasting 149kW and a torque peak of 300Nm which provide a top end of 232 km/h and 0-100 in 8.7s. The Titanium derivative, as driven, is altogether more sporting with 177kW and 340Nm on tap. Power delivery is urgent and appealingly brawny and thanks to the fitment of paddle shifters, it’s easy to apply “manual” inputs to take advantage of the sportier disposition. Flat out, this model will hit 240 km/h and dispose of the 0-100 run in 7.9s.
Diesel fans are catered for by the 2.0 TDCi in Titanium trim. The extra torque, all 400Nm of it aided and abetted by a power peak of 132kW, reaches the road courtesy of a 6-speed PowerShift dual clutch auto that changes quickly and smoothly and which also offers paddle shifters.
A 225 km/h top speed and a 0-100 time of 8.6s tell you this version is no slouch but as with most modern turbo diesels, its forte is not all-out speed but the effortlessness with which momentum is delivered. If pressed for an answer, I’d say my favourite was the Titanium 2.0 EcoBoost, but the biggest surprise and the best-riding of the three derivatives driven, thanks to the use of taller profile tyres, was the 1.5 EcoBoost.
The fact is that all four versions offer a wonderfully composed ride, excellent equipment, comfort and safety levels (go to www.ford.co.za for details of all the equipment and option packs) and suave looks that collectively make the new Ford Fusion a leading contender in the D-segment.
(Duly’s are the official Ford importers for Zimbabwe and should be contacted for details of model availability and pricing)
wiley@telkomsa.net