2008 Ford Fusion SE

Nobody asked me but . . .

I’m sure you’ve seen the commercials. A bunch of average Jacks and Jills are zooming around a handling course laid out with pylons. In the background are either Road & Track or Car and Driver banners to add an air of legitimacy to the proceedings. The drivers are all effusive about the Ford Fusion versus its Toyota Camry and Honda Accord competition. It’s all been done before. And I formerly had a long association with one of those publications so I know that side of the equation. So is the Fusion real or Memorex?

Let’s start at the beginning. All three—Fusion, Camry, Accord—are midsize family sedans. The two Japanese models are typically the annual volume and quality leaders in this segment. The Fusion is the new Ford upstart, one of the two new Fords designed to replace the Taurus. The larger Five Hundred, recently renamed the Taurus, is the other. And don’t get me started on the renaming.

We all know Ford’s in trouble. And the Fusion is a critically important model to Ford’s Way Forward.

Lay the outline and interior dimensions of all three cars on a wall and there’s nary an inch of separation in any important area. Mechanically they are all front wheel drive with standard 4-cylinders engines of similar size, horsepower and torque. All have independent suspension front and rear, power assisted rack and pinion steering and front disc brakes. One has standard rear drums, and, no, it’s not the domestic Ford, but rather the Japanese Accord.

The Fusion’s 2.3-liter provides surprisingly brisk acceleration, to the point that it fooled some knowledgeable passengers into thinking it was a V6. It revs freely and eagerly to 6500 rpm and it’s smooth and relatively vibration free. Ditto for lack of noise and vibration. I’d rate it as good or better than the Camry 2.4-liter for NVH. The Ford 2.3-liter also has very good low- and mid-range torque—pulling power—and it doesn’t mind being revved to provide top-end passing power. And as a PZEV (Partial Zero Emission Vehicle) it’s clean and it gets good mileage, an estimated 23 mpg city/31 mpg highway according to EPA measurements.

The optional 5-speed automatic in the 4-cylinder models is seamless; just put the lever in Drive and go. In fact, Ford doesn’t offer an automatic with manual shifting and I didn’t miss it. And if you like manual gearboxes, go for it. I drove another 2.3-liter Fusion with manual and I found it a pleasant surprise: It shifts smoothly, gates are well delineated and clutch action is smooth and progressive.

V6 models come standard with a smooth shifting 6-speed automatic and this combo provides some of the sportiest performance in the mid-size sedan segment.

Both Fusions I drove were mid-grade 4-cylinder SEs, which start at $18,695 (plus $725 destination) for the 4-cylinder manual and $21,445 for the V6 and 6-speed automatic model. The base S model lists for $17,700.

Overall the Fusion interior gets high marks for fit, finish and materials. Controls and switches are logically and conveniently positioned. The steering wheel has adjustments for both reach and rake and the supportive driver’s seat has power for fore/aft adjustments. Rake adjustment is manual and the spacing between detents was too wide for my liking. I’ll also grouse about the small door map pockets and the rearward vision, which is chipped off by the high rear deck.

Okay, I’ve held you in suspense long enough. Actually suspension is a more appropriate word. Let’s face it. Most drivers don’t typically mention family sedan and fun-to-drive in the same sentence. I say why not. Should family equate to sedate or boring? Not in my book.

The basic structure of the Fusion started life as a Madza6. And the Fusion is infused with a large dose of the same zoom-zoom behind-the-wheel feel that makes Mazdas fun to drive. Direct steering, precise handling, limited body roll, a firm responsive ride. Braking is linear and progressive and not prone to early ABS intrusion. These are not terms found in the typical family sedan lexicon, including the Camry’s and the Accord’s. So I vote with the R&T and C and D readers: The Fusion is more fun than the competition. It’s also affordably priced and well screwed together.

It’s great to see Ford back and on a forward roll.