First Drive: 2013 Ford Fusion

Story and photos by John LeBlanc SANTA MONICA, CALIF. — The family sedan segment has become a virtual game of leapfrog. Seemingly, every few weeks, some automaker is debuting an all-new, mid-sized four-door of some sort, quickly followed by a rival launching shortly thereafter. In the past year alone, we’ve seen redesigned versions of mainstream, mid-sized four-doors such as the Chevrolet Malibu, Dodge Avenger, Honda Accord, Toyota Camry and Nissan Altima. This month, it’s Ford’s turn in the family sedan spotlight, launching its redesigned 2013 Fusion. Unlike some of its rivals, the 2013 Fusion arrives in a position of strength. With a car that hasn’t mechanically changed much since 2006, the Fusion has been the best-selling family sedan in Canada for the past three years. To keep that ranking —  and like the recent Fiesta, Focus and Escape — the 2013 Fusion sticks to Ford’s plan to offer slick styling, a range of downsized powertrains and plenty of high-tech features. For 2013, the Fusion eschews last year’s optional six-cylinder with a fuel economy-conscious five-engine lineup made up solely of four-bangers. A carryover, gas-only 2.5-litre with 175 horsepower and 175 pound-feet of torque is the starter motor. Matched to a six-speed automatic, it’s rated at 9.2 litres per 100 kilometres in the city and 5.8 L/100 km on the highway. As the only Fusion engine available with the six-speed manual gearbox, the next-step-up 1.6L turbocharged four with 178 hp and 184 lb-ft scores 8.0 and 5.3, respectively. With the autobox, it’s 8.7 and 5.5. The top-line 237-hp and 270-lb-ft  2.0L turbo-four scores 9.2 L/100 km in the city and 5.9 on the highway. The “big” Fusion motor is also available with all-wheel drive, a feature shared only with the Subaru Legacy in this class. The gasoline-electric Fusion Hybrid returns. Its new Atkinson-cycle gas four has shrunk from 2.5 to 2.0 litres, making 141 hp and 129 lb-ft of torque and aided by an electric motor rated at 118 hp and 117 lb-ft. New lithium-ion batteries and an electronic continuously variable transmission aid in the Hybrid’s impressive 4.0 L/100 km city and 4.1 highway estimates. Ford is promising that a Fusion Sport and Fusion Energi plug-in electric hybrid (using the Fusion Hybrid’s hardware but with a larger battery) will arrive next year. In addition to options such as a navigation system and rear backup camera, upscale features such as active park assist, lane-departure warning with lane-keep assist, adaptive cruise control with forward collision warning and blind spot warning are available. The 2013 Fusion’s pricing will be competitive when models start arriving in Ford showrooms this month, ranging from the $22,499 base SE 2.5 to the top-line $33,999 Titanium 2.0T AWD, while the Fusion Hybrid starts at $29,999. During my limited drive time in congested Los Angeles traffic, I got to drive the Fusion 1.6T with the stick, the top-line Titanium 2.0T AWD and the Hybrid. Although I suspect few takers will be found for the Fusion 1.6T/manual combo, at least it adds some driving fun to what is admittedly a fuel economy first engine. Surprisingly, the Titanium 2.0T AWD didn’t feel measurably quicker than the 1.6T. It doesn’t help that the 2013 Fusion is one of the heaviest cars in its class. As for the Hybrid, Ford claims you can drive using its e-motor alone up to 100 km/h. Rush-hour traffic on Pacific Coast Highway meant that speed was never achieved. But I did get the gas engine to shut off briefly, cruising along at 80 km/h. And the Hybrid’s transitions between gas and electric modes are almost as seamless as those of the class-leading Camry. Whatever 2013 Fusion I drove, the ride and handling characteristics were near the top of this admittedly crowded class. The electric steering in the 1.6T and 2.0T has some feel and is linear. And its McPherson strut front and multi-link rear suspension deliver the type of firm yet controlled ride Audi drivers are use to. Where the Ford won’t be compared to an Audi is inside. While the build quality is up to par for this class, the materials are relatively dull in their execution. Esthetics aside, Ford needs to start over with its MyTouch centre stack controls design. Because of the lack of tactile feedback from the smooth buttons, simple actions such as adjusting the cabin temperature are frustrating at best. Details aside, Ford will sell plenty of 2013 Fusions based on its looks alone. If Aston Martin ever decided to build a family sedan, it would look a lot like the Fusion. On the car-crazy streets here in Santa Monica, the Fusion got plenty of thumbs up. One guy asked if it was a Maserati. More time is needed behind the wheel of the new 2013 Fusion to get a better idea of how it stacks up against the competition. But, on paper, the new Ford family is near the top of its class in regards to styling, driving characteristics, fuel economy and available features. That is until the next, new family sedan arrives …

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