The Truth About Cars » ford fusion The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Sun, 27 Jul 2014 20:45:49 +0000 en-US hourly 1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » ford fusion Want A Ford Fusion 6-Speed Manual? Too Late. Fri, 11 Jul 2014 14:37:55 +0000 412x550ximage_2-412x550.jpeg.pagespeed.ic.bR00leczoj

Ford’s confusing strategy of pairing a 6-speed manual 1.6L Ecoboost and a 1.5L Ecoboost automatic on the Fusion just got a bit easier to understand. There’s only one choice now.

Reports say that the three-pedal Fusion is now dead, with the 1.5L engine the sole option for the Fusion’s smaller Ecoboost trim levels. Given what must be an absurdly low take rate, this is hardly surprising.

Last year, Bark M managed to take one for what may be our first Reader Ride Review. It might be the only independent account you’ll ever see of this car.

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Editorial: Lots Of Boost, Not Much Eco Tue, 17 Jun 2014 11:00:32 +0000 2013-Ford-Fusion-main_rdax_646x396


Just prior to Ford’s fuel economy ratings adjustment, I returned a brand new Fusion with a 1.5L Ecoboost engine. The last car I’ve driven with 1500 cc’s worth of displacement was my grandmother’s 2000 Civic, with its D-Series, single cam engine and 4-speed automatic. You would think that such a tiny engine would help Ford’s mid-sizer deliver solid fuel economy, but the best I could do was a mere 21 mpg in mixed driving.

According to the EPA, the same Fusion gets 23 mpg in town and 36 mpg on the highway, and 28 mpg combined – that’s about 25 percent better than I got. I’ve never had particularly good luck with the Ecoboost engines, whether it’s the 1.6L in the Escape or the 2.0L in the MKZ  in normal driving. My one good experience, in the utterly fantastic Fiesta ST, saw me return 40 mpg over a stretch of two lane highway at 60 mph. But who drives 60 mph on the highway, let alone in the Fiesta ST.

The Ecoboost engines are like the high school classmate who got infuriatingly good grades, but you always knew you were smarter than. They simply happened to be really good at standardized tests and repeating back information, even if their critical thinking and “streets smarts” were lacking.

So, these engines perform really well on the EPA fuel economy tests, but utterly fall apart in the real world. Driving them as one normally would means dipping into the boost of the turbo engine, and subsequently consuming lots of fuel. For an engine that’s been sold on the age-old promise of “the power of [insert large engine here], the fuel economy of [insert smaller cylinder count here]“, that’s not good at all. Especially when you are publicly forced to revise your own fuel economy estimates.

As fun as it may be for certain parties to mock Ford’s “Egoboost” engines, turbocharging is going to become near ubiquitous. The requirements for economies of scale dictate that global engine programs are the way to go, so no more separate powertrains for different markets. Engines must now meet European and Asian environmental regulations, while delivering power levels acceptable to consumers in America and China. And they must be able to motivate everything from an A-segment hatchback to a large crossover. Guess what fits the bill? A family of modular, turbocharged engines like Ford, BMW, General Motors, Honda and countless other OEMs have planned for the near future.

The big problem is not the engines themselves, but the flawed fuel economy tests that bear little relation to reality. These new technologies are then sold on the results of these tests, and the magic numbers never materialize. In some applications, like the Taurus/Flex/MKS/MKT and the ST cars, you at least get the feeling of “big power/torque” to make up with the so-so fuel economy. In the Fusion/Escape 2.0T cars, you get decent power, but fuel consumption is far below what one expects in vehicles of similar size.

In the newest 1.5L, you get neither. Like Jack said about the 1.6L its replacing, the 1.5L and 6-speed automatic “utterly, totally fails to impress.” The power isn’t there, but neither is the fuel economy. There’s a lot to recommend about the Fusion overall: it looks great, rides well, has a solid, well-built feel and they’ve finally fixed the once-awful MyFord Touch system. But I can’t seem to find a powertrain to works well. Perhaps I’ll have to rent a 2.5L base model. It might end up being the game changer for Ford’s mid-sizer.

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Ford’s Lightweight Gamechanger Wed, 04 Jun 2014 15:00:53 +0000 ford-fusion-lightweight-1


In just a few hours, we’ll be picking up a brand new Ford Fusion with Ford’s new 1.5L Ecoboost engine. As you are well aware, the Fusion is a gamechanger. Especially the one pictured above, which loses one cylinder and 500 cc of displacement.

The 1.0L Ecoboost three-pot is only part of an overall effort by Ford to produce an experimental lightweight car. The concept combines carbon fiber, aluminum, high strength steel, lightweight wheels and tires, specially treated gas and, of course, the aforementioned 1.0L engine, to bring weight down closer to 2,500 lbs, or about the same as a base model Fiesta.

One day, we’ll inevitably see mass produced cars made with aluminum, carbon fiber and other materials that we currently consider exotic. But how far will we go in decreasing cylinder counts? Some brands are already eliminating V6 engines from their mid-size offerings. Ford is set to offer a 1.0L version of the Fusion/Mondeo in Europe, but will we ever see a triple-powered mid-sizer here? Stranger things have happened, and the newest CAFE regulations are, you know, a game changer for the whole industry.

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Capsule Review: 2014 Ford Fusion Energi Tue, 27 May 2014 12:00:02 +0000 2014-ford-fusion-energi-01

Forget the Ford GT. Pay no attention to all the Shelby or Roush branded Mustangs. This car, the 2014 Ford Fusion Energi, is the true halo car for Ford. Homages to the 1960s are easy. People are willing to pay extra for an enormous engine, outrageous styling and instrumented-test bragging rights. On the other hand, a midsize sedan propelled by technology with more computing power than all the slide rules in the Apollo program and sold for a price that’s less expensive than a year of tuition at many colleges is extremely hard.

The 2014 Fusion Energi is their moonshot.


The second-generation Fusion was taken incredibly seriously by Ford, and it’s easy to tell. I think the success and critical acclaim of the first-generation Fusion surprised the company, and in developing the follow-up they wanted to grab the brass ring. All Fusions have a solid platform that’s got a bunch of high-strength steel in it. That makes it go down the road more solidly than any other midsizer. The competition feels limp by comparison. Jack covered this quite well on a Volkswagen-sponsored competitive drive.

The Fusion Energi mangles the English language because it sounds more impressive than saying “plug-in hybrid electric vehicle.” That’s what the Fusion Energi is, though, a plug-in hybrid that delivers a few miles of electric-only driving before defaulting to tag-teaming with the on-board 2.0 liter Atkinson Cycle four cylinder. The engine itself puts up 141 hp and 129 lb-ft of torque, unimpressive numbers that are the result of the “high-expansion” nature of the Atkinson cycle that trades performance for efficiency.


The electric side gets going with a 117 hp (88kW) motor and 7.5 kWh lithium-ion battery, and its all corralled by a CVT that sucks less than you’d expect (in at least two senses of the word) because of the electric motor’s contribution to torque delivery.  As far as hybrid system integration – the thumps and shudders that happen as two different prime movers hand off propulsion duties, the Fusion Energi is exceptional. Maybe it’s just a trick of the quiet interior, but the Fusion Energi is encroaching on the leadership of Toyota’s Hybrid Synergy Drive, the long-established hybrid refinement champ, and you don’t have to suffer with a Camry to get it. Even the stop/start function is unobtrusive, a feature that can feel like grabbing hold of a paint mixer even in luxury cars.  With the Fusion Energi, Ford has done its homework and come up with a very well-behaved hybrid powertrain that sits in a jewel of a car.

One particularly nice touch with the Fusion Energi system is that you can select between full EV mode and hybrid mode. This was pretty handy for my commute, which starts off as highway for the first 20 miles and then spends the final 20 miles grinding through stop-and-go. I loved being able to conserve the battery’s charge until the slowdown. Fuel economy, observed at 37 MPG combined, was lower than the 108/92 MPGe EPA estimates would have you believe.


The Fusion Energi takes 7 hours to charge on 120 volts and just a couple when connected to the  additionally-available  240 volt charger that Ford offers. Consider your parking situation to get the most out of this car. There is no garage at the Braithwaite homestead, so I lucked out weather-wise during the car’s stay. Otherwise, if you want to plug it in to charge during a rainstorm, you may be in for a zappy surprise. Without a garage, forget about the 220V charger.

The rigid structure was a big surprise to me. My experience with earlier Fusions had been largely positive – it’s always been a good car to drive – but you could see the seams, the areas of cost-savings. The second-gen Fusion is impressively well-crafted. Ford fussed over everything on this car and it shows. This is an American car that’s more finely burnished than the rest of the class, even the vaunted Honda Accord.


Yes, My Ford Touch is here, but, surprisingly, it didn’t get much in the way. Maybe I’m more used to it now, or maybe Ford’s upgrades have made it less hateful. It’s still complex, but I had more issues with the capacitive touch buttons on the center stack than I did with anything driven by the touchscreen. Not having buttons makes the designers happy, perhaps, but it makes drivers crazy. Buttons that are harder to button make drivers distracted and therefore dangerous. Everything else in the interior is very well put together to the point where it would feel at home competing with the Lexus ES. That’s hyperbole, but careful finishing and high-quality assembly are evident everywhere. I was very impressed with how few corners were cut. Ford clearly invested time and effort in designing this car, and they’re not skimping on it in the build stage, either.

Just the door seals are interesting to examine, and they show attention to detail that’s evident throughout. The leather seats are very comfortable, though like every car writer, I’ll ask for more lateral support. The things you touch are nicely finished with low-gloss plastics and soft-touch surfaces. Design, from the stitching pattern on the seats to the classy sweep of the  dashboard and door panels, is premium in the interior of the Fusion. It feels luxurious.


The carefully-tuned ride and handling feel more like a premium car from Der Vaterland than actual German competitors. Bumps are managed by the suspension to become non-events, underscored by the quiet interior. On the other hand, the suspension isn’t overly mushy at the altar of a smooth ride. Damping is excellent, so the wheels are under superb control. Hit a corner, and even with hybrid tires the Fusion is precise enough to be satisfying to even an enthusiast.

The Fusion Energi I drove was an SE trim, and your other choice is the loaded-to-the-gills Titanium. The Fusion Energi SE starts at $34,700, and mine carried options to drive the price up to $39,500. It’s hard to fathom what else the Titanium trim carries, given that there were features on this SE press car that I never, ever used (I can park very well myself, for example.) That said, the extra five grand went for things like the Driver Assist Package, Reverse Sensing System, Active Park Assist, navigation, rear-view camera and Intelligent Access with push-button starting.


The way the Fusion stands out from the field is different depending on what car you’re comparing it to. A Camry feels aggressively built-to-a-price, the Accord suffers from horrible electronics for infotainment, The Sonata and Optima feel like they could use another round of final tuning and integration, and the Altima is off in its own little world where tinny-feeling cars with underwhelming dynamics are okay. Surprisingly, the Chevrolet Malibu, while not as engaging to drive, has been upgraded for 2014 to be the yin to the Fusion’s swaggering yang. When you’re not talking hybrids or plug-ins, the Fusion has the Mazda 6 to contend with. It’s a great-looking car that didn’t need to lift its styling cues from Aston Martin, and it’s more pleasing to drive without feeling flimsy. But we’re talking about the PHEV Fusion Energi, so there’s really no exact direct competitor.

The long and short of my time with the 2014 Ford Fusion Energi can be summed up thusly:

Costs modestly, looks expensive, feels expensive. The additional hybrid gear doesn’t mar the experience or alter it significantly. The trunk shrinks a little (and the seats don’t fold), so you some practicality. The fuel economy may not equal the confusing window sticker figures, but it’s one of the very few hybrids on the road that’s actually a delight to drive.

The 2014 Ford Fusion Energi is great because it’s a hybrid, not in spite of it. That’s crazy hard to pull off.


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New Or Used : To Fleet? Or Not To Fleet? Fri, 04 Apr 2014 15:10:34 +0000
Hi Steve,

I really enjoy your articles.  Thank you.

I have a question about fleet cars.  I was driving to a meeting in one of the fleet cars my employer has.  Nothing special, a late model Ford Fusion .  And I was thinking is this a better deal to buy when they get rid of it than another used car?  Then I realized that people who use a car that doesn’t belong to them trash it. So I thought, “No way!”

Then I realized that the same people who don’t take care of it, aren’t the same people who maintain it.  So are fleet cars a better deal then non fleet on the market? After giving them a good cleaning does it not matter one way or the other all other things being the same?

There is an age old saying that applies here, “It’s not the horse. It’s the rider.”

If you have ever seen a horse trained, or experienced a long scenic horseback ride with someone who had never been a horse before, you’ll get the gist of this saying real quick. Folks who use natural horsemanship techniques to train their horses are usually able to give their horses a better life. As it relates to cars, just change two words and you’ll have the core of what differentiates a good life for a used car from a bad one.

It’s not the car. It’s the driver.

The daily driver is going to have a far greater impact on the long-term quality and longevity of a vehicle than the manufacturer. So let me cut to the chase and ask you the two salient questions that apply to your particular situation.

Do you know who drove this vehicle? Or how they drove it?

If you don’t know, then either try to find out or accept the fact that there is more risk to the long-term ownership equation. The deal may offset those possible expenses.

What has always shocked me over the years is that most consumers are willing to throw thousands of dollars into the wind without first taking a car to have it independently inspected. I look at everything before I buy, as did my grandfather who came from a long line of successful cattle traders. My advice is to get that vehicle looked at by someone who has wiser eyes when it comes to cars. A fleet vehicle may have a good maintenance regimen but that doesn’t mean it will be a sound purchase.


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Cain’s Segments: Midsize Sedans Wed, 12 Mar 2014 04:01:05 +0000 TTAC_midsize-car-sales-chart-February-2014

By stealing the Toyota Camry’s best-selling midsize car crown, albeit likely on a temporary basis, the Nissan Altima ended February 2014 as America’s best-selling car overall. The Altima’s lead was also substantial enough last month to make the midsize Nissan America’s leading car year-to-date.

It’s early. But the Altima’s trend is a good one. Year-over-year volume has increased in each of the last four months while rising nine times in the last eleven months. As Versa sales have fallen harshly – it’s still America’s leading subcompact – and the Sentra continues to play in the second tier of popular compacts, the Altima’s responsibility to produce big volume for the Nissan car lineup becomes more essential. Three out of every ten Nissans sold in the United States in February 2014 were Altimas.

By one standard of measurement, this means the Altima was far more important to Nissan than the Camry was to Toyota, where only 21% of the brand’s sales were midsize-car-derived. Camry volume decreased in February, the eighth such decline in the last year. To suggest there was some great gap between the Altima and camry in February would be to ignore the actual numbers. Per selling day, Toyota sold 1208 Camrys; Nissan sold 1285 Altimas.

Moreover, the Camry’s 7.3% drop was par for the midsize course in February. Segment-wide sales slid 6.3% – 6.6% if you discount the more premium-oriented Buick Regal and Volkswagen CC – as the auto industry as a whole levelled off and consumers flocked to entry-level crossovers. From the soon-to-disappear Dodge Avenger and the all-but-disappeared Mitsubishi Galant to high-volume players like the Camry, Honda Accord, Ford Fusion, Hyundai Sonata, and Kia Optima, midsize cars were down.

Volkswagen Passat sales slid 7%. The Subaru Legacy, entering a replacement phase but anything but popular, was down 31%. Help from the Mazda 6 is of little consequence. Mazda’s 46% increase translated into just 1243 extra sales. Mazda sold one 6 for every two Dodge Avengers sold in America last month. Fleet or retail, those figures prove the lauded 6’s rarity.

According to Automotive News, car sales overall were down just under 6% in February. This isn’t a midsize anomaly. But these midsize cars certainly play a large role in the passenger car market, as they were collectively responsible for 32% of the cars sold in the U.S. last month.

At Nissan, even fretting minds must be put at ease by the Altima’s improvement, not just in terms of the nameplate’s U.S. volume but the increased market share. Through the first two months of 2014, Nissan owns 16% of the midsize market as we’ve configured it here, up from 13% during the equivalent period one year ago.

2 mos.
2 mos.
Buick Regal
2200 1474 + 49.3% 3634 2479 + 46.6%
Chevrolet Malibu
17,448 14,817 + 17.8% 29,270 30,640 - 4.5%
Chrysler 200
12,046 11,446 + 5.2% 22,958 20,292 + 13.1%
Dodge Avenger
8189 9980 - 17.9% 12,984 19,608 - 33.8%
Ford Fusion
23,898 27,875 - 14.3% 44,615 50,274 - 11.3%
Honda Accord
24,622 27,999 - 12.1% 45,226 51,923 - 12.9%
Hyundai Sonata
11,190 16,007 - 30.1% 21,005 29,254 - 28.2%
Kia Optima
11,226 13,195 - 14.9% 21,205 24,447 - 13.3%
Mazda 6
3945 2702 + 46.0% 7117 4849 + 46.8%
Mitsubishi Galant
25 209 - 88.0% 42 433 - 90.3%
Nissan Altima
30,849 27,725 + 11.3% 53,364 49,189 + 8.5%
Subaru Legacy
2575 3745 - 31.2% 5310 6929 - 23.4%
Suzuki Kizashi
446 - 100% 732 - 100%
Toyota Camry
28,998 31,270 - 7.3% 52,330 63,167 - 17.2%
Volkswagen Passat
6997 7532 - 7.1% 13,233 16,388 - 19.3%
Volkswagen CC
964 1123 - 14.2% 1845 2315 - 20.3%
197,545 - 6.3% 334,138 372,919 - 10.4%
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QOTD: Your Automotive Predictions For 2014 Fri, 03 Jan 2014 13:00:27 +0000 Fusion-Titanium-front-quarter-450x337

Two years ago, I sat here pontificating about the 2012 Ford Fusion and its potential to be a “game changer” in the mid-size sedan market. Without any kind of concrete claim, it’s difficult for me to gloat about the accuracy of my claim, or for you, the B&B, to mock me for my over-exuberance (ok, it’s not). But this year, I’ve got something better: a prediction market of sorts, for the automotive industry. And it’s open to everyone.

-Jeep will sell about 125,000 units of the Cherokee in 2014, it’s first full year of sales. The Cherokee is too polarizing, and upper trim models get expensive. Toldeo is currently building 220,000 Wranglers per year for global consumption, with 141,000 of those sold in the US, where dealers can’t seem to keep them on the lots. They want to do another 250,000 units globally for the Cherokee, but I’m not sure they can sustain the current pace of 10,000 units a month, which I ascribe mostly to pent-up demand.

-Cherokee will be outsold by the 2014 Nissan Rogue, which is sufficiently bland enough to appeal to crossover buyers, while Nissan’s substantial dealer network, neutral brand image and ability to both crank Rogues out at Smyrna and finance practically anyone will help give it the edge. The CR-V and Escape will remain on top.

-The full-size segment will continue to decline, as crossovers eat away at this segment and every other passenger car segment in North America. Ford will not replace the Taurus with a next-generation, as sales of both the Explorer and its Police Interceptor version make such a car redundant.

-Small crossovers will continue to be all the rage in Europe, and one of the few growth spots in a flaccid new car market. Hyundai will launch its entrant in 2014.

-The shine will wear off of the Cadillac ATS, now that Cadillac PR isn’t paying attention, and the CTS V-Sport is basking in the warm glow of the hometown hype machine. Like the Camaro before it, the enthusiast press will cease its hyperbolic praise of the smallest Cadillac and call it for what it is: a competent, but not fully baked alternative to the Germans and Lexus.

BONUS: The mainstream automotive media (the big four buff books and enthusiast-oriented online publications) will continue to place themselves and their own tastes ahead of providing value to their readers. The Ford Explorer, which was criticized for abandoning its body-on-frame construction and becoming a “boring crossover”, is on track to have its best year since 2006, and as of the end of November, was America’s best-selling large SUV, proving an example of how out-of-touch the average buffet-circuit-and-diesel-wagon-lover is with the rest of the world.

If you have any, list them below. And come January 1, 2015, feel free to mock me mercilessly for the ones I get wrong. We can review my winners and losers – and yours as well.


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Ford to Idle Fusion Assembly at Flat Rock Plant for One Week in December to Control Inventory. Camry Incentives Blamed. Wed, 27 Nov 2013 05:50:23 +0000

In August, Ford Motor Company started production of their mid-sized Fusion sedan at its Flat Rock, Michigan assembly plant, supplementing production in Mexico to keep up with demand.


That demand has apparently been met now that Ford has confirmed that Fusion production at the Flat Rock facility will be idled for about a week next month “as we continue to match production with demand” for the Fusion. Also idled for the same duration will the the Michigan Assembly plant which builds the Focus and C-Max. Ford executives attribute higher than desirable Fusion inventories to more aggressive incentives offered by Toyota on the Camry. Toyota’s average incentives increased 8% in October from a year earlier.

Fusion inventories climbed to an 88 day supply at the beginning of November from an almost ideal 65 days supply a month earlier, according to the Automotive News Data Center.

Ford employees posting on say that they’ve heard that the Flat Rock plant could be idled for an additional four weeks during the first quarter of 2014.


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Bark’s Bites: The Car You Want to Buy Used in Three Years (And The Man Who Had the Courage to Buy it New) Mon, 28 Oct 2013 14:30:54 +0000 image_2

Meet Chris. Chris is a good friend of mine and a disgustingly handsome and successful young man. He’s 28 years old, has a mid six-figure job, lives in a swanky suburb of Boston, and dates a model who also happens to race motorcycles. Oh, and he also owns a 2013 Shelby GT500. Feel free to start hating him… now. Unfortunately, Chris is impossible to hate. He’s a genuinely good dude who comes from a long line of car guys. His family owned a Ford dealership for decades, and as a result, he’s a self-proclaimed Ford fan.

So when he received a promotion at work that caused him to start driving a lot more than he had previously, Chris did something sensible. He parked the GT500 in his garage and bought a Fusion on D-plan.

But it wasn’t just any Fusion.

Chris picked me up from Onyx Hotel in Boston to head out to dinner on Tuesday night, in part to celebrate my thirty-somethingth birthday, and in part just to hang out. When he rolled up in his 2013 Titanium White Fusion SE on black 18″ factory rims, I was initially disappointed, as I had been counting on checking out the Shelby.

I started to say as much when I got into the passenger seat when I noticed something incredibly surprising in the center console.

“Hey, is this a manual six-speed?” I asked, incredulously.

“Yah, buddy!” Chris replied in his stereotypical Boston accent. “Check this out.”

Chris proceeded to roll down the windows, which I had been ready to protest due to the thirty-six degrees fahrenheit temperature. As he quickly accelerated towrd Cambridge, I heard it. Whoosh. Oh snap. Ecoboost.

Chris is an accomplished driver, with dozens of hours of track time in his Shelby. (The fourth one he’s owned.) He’s also done more than a couple Lemons races in the Northeast. He deftly maneuvered through traffic, demonstrating the lateral grip of the Fusion through the tunnels underneath the Chesapeake. The turbo 1.6 whined and hustled on command.

“Dude, how did you find this thing?” I laughed. “There’s not a dealer in the country that floorplans a manual Fusion SE with leather interior and black 18″ rims.”

“I ordered it. The dealer’s a buddy of mine. When I put the order in, he said, ‘You better f—ing buy this thing. I’ll never sell it.’ ”

“He was right, you know.” And as I said those words, I started to wonder…why?

We valeted the car at The Beat Hotel in Cambridge, a subterranean restaurant near Harvard Square. The food was fantastic, the music was at least a valiant effort to mimic Michael Buble, and the waitstaff was both attentive and far too attractive. All in all, a good night. As we left the restaurant, we waited on the curb for the valet to return Chris’ Fusion. Although the other attendants returned with vehicles such as an F30 3 Series, G coupes and the like, our attendant hopped out of the car and said to Chris, “This is an awesome car, bro.”

And you know what? He was right. So I had to ask.

“So how much did this thing run you?”

“Dude, I sat with the order sheet for like an hour. I picked out everything I wanted and nothing I didn’t. 1.6 Ecoboost, Six-speed, Leather, full infotainment, rims, etc. Altogether, it was around $29k.”

I dare say at that price, this Fusion is, indeed, a game-changer. Or at least, it should be.

But unfortunately, there aren’t enough Chrises out there. Enthusiasts always talk about wanting a manual transmission sedan that scoots, but here is one that anyone could walk into any Ford dealer in America and buy, and sales of them are rarer than steaks in Laredo. It’s hard to see why Ford would keep offering this car. When they inevitably remove it from the order sheet, I’ll shed a tear for it. It’s incredible.

When Chris dropped me back at the Onyx, I watched as the valets whistled in appreciation as it drove away. Valets at a luxury boutique hotel, who must see everything under the sun, mind you. I shared their appreciation.

Ironically, Chris is now getting a company car. Doubly ironic, it’s a Fusion. When he sells his unicorn of a car, I’ll be sure to tell all of you, so you can finally have that used manual transmission sedan you’ve been dreaming of. Problem is, if they stop making new ones, there won’t be any used ones to buy. And that will be a shame.

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Ford Gearing Up For 400,000 Fusions In 2014 Tue, 01 Oct 2013 12:00:47 +0000 IMG_3642-Medium-550x366

With the Flat Rock assembly plant on the cusp of sending cars to dealerships, the Ford Fusion could potentially sell 300,000 units this year, becoming the first car nameplate from Ford to cross that mark in a decade. But to catch the best-selling Toyota Camry, Ford will have to have capacity for 400,000 units – something that could happen as early as 2014.

With plants in Hermosillo, Mexico and Flat Rock running at full capacity, Ford will apparently have the capacity to take the sales crown from the Toyota Camry. This year, Ford will have to set its sights lower, with one Kelly Blue Book analyst telling The Detroit News is “definitely attainable”.

The mid-size segment is undoubtedly America’s most competitive, with the Camry and Fusion facing competition from the Honda Accord, Nissan Altima and Chevrolet Malibu as well. While the Camry has a comfortable lead on the second place Honda Accord (and will almost certainly cross the 300,000 unit once September’s sales figures are released), Toyota executives have taken drastic measures to ensure the Camry hangs on to its crown.

Ironically, some observers fear that by shooting for 400,000 units, Ford would see its profits on the model reduced as the average transaction price falls – something that has dogged the Camry this year. But if the Fusion did become America’s best-seller it would be a “game changer” of sorts, as the first car to claim the crown from the Camry in over a decade.

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Intramural Interloper: Ford Fusion SE 1.6 EcoBoost Thu, 05 Sep 2013 16:47:28 +0000 IMG_3643 (Medium)

As is sometimes the case at press events, the VW Full Line Drive whence we gathered these Intramural League driving impressions had a few “competitive vehicles” included as well. The idea is that you drive the featured car back-to-back with the competitor. Having done that, you consider the merits of the respective vehicles, and you consider who paid for your hotel room, and you write the test accordingly. Volkswagen had a wide variety of “competitive vehicles” they could have chosen for the Passat and CC which, so far, have taken fourth and fifth place in our feature. The Malibu, the Accord, the Camry. The car they chose was a brand-new, $27,000, Fusion SE Ecoboost.

I’m not sure that was a good idea.

IMG_3642 (Medium)

Turns out the Fusion isn’t just a good reason not to buy a Lincoln MKZ; against the Passat/CC two-punch combo from Chattanooga and Emden it acquits itself remarkably well. Since VW paid for my hotel room, however, I’ll tell you what I didn’t like about said Fusion right away and perhaps the nice PR people will stop reading there and invite me back for next year. So here we go: the combination of the 1.6 Ecoboost and the GM/Ford combo six-speed torque-converter automatic completely, utterly, totally fails to impress. Had I taken the shortest drive loop available, which most of the journalists did, I think I might have come back with the sole impression that both VW big-sedan powerplants — the 1.8TSI and the 2.0T — bitch-slap the Fusion all the way to Hermosillo. There’s a noticeable difference between the 1.6 Ecoboost and the 1.8TSI in throttle response, motive power, and flexibility, and that difference is not in the Ford’s favor. That’s right: the Passat rocks the Fusion all the way through any street race you might care to run.

All VW fans should now stop reading the review and go read that thing we put up about the MRAP yesterday that has so many jimmies rustled at the moment. Thanks for stopping by! See you later today with the second-place finisher from the Intramurals!

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Are they gone? Let’s run another Fusion picture to throw them off.

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Okay. Coast is clear. So the Passat and CC are faster. That’s pretty much all they’ve got going for them. Over the same mountain drive loop I ran in the CC and Passat, the Fusion completely dominated the plus-size Volkswagens. Shall I count the ways?

#1: NVH. The Fusion is quieter than any Volkswagen save for the Phaeton. It practically oozes premium feel in much the same way that the CC does not. The same bumps that rattled the windows almost out of the CC’s frames were distant thuds in the Ford; the repaired pavement that sounded like a steel drum band in the Passat was not entirely discernible from behind the Fusion’s steering wheel. My audio notes tell me that the Ford’s stereo is better. Is it? Probably not, but the noise floor is so much lower in the Mex-American car it’s possible to actually enjoy said stereo more. It’s relaxing and pleasant to drive.

#2: Interior. The Fusion has the distinct look of a car that was engineered from the ground up in the twenty-first century. It’s stylish and made from interesting materials and it’s quite modern. Next to this, the CC looks ancient and the Passat looks dowdy. The seats are positively brilliant and they look the proverbial business as well. Once you internalize how the various Ford infotainment systems work, you’ll enjoy a much broader set of features than you would in the Volkswagens. Don’t forget the fact that the Fusion has two LCD screens in the instrument panel, multi-configurable and chock full of interesting information.


To be fair, VW buyers aren’t interested in stuff like that and they never have been. The only “gimmick” standard-issue Volkswagens ever really had was the shift light on the dash. Hell, my Fox had one turn signal indicator in the instrument panel. It was a single exposed green LED. “Volkswagen,” I used to intone primly to my uncaring passengers, “assumes, perhaps alone in this industry, that its customer base is intelligent enough to know which direction of turn it has selected.” Admit it: there’s something cool about that. But there’s also something cheap about that. The Passat and CC feel cheap next to the Fusion. That’s okay. What’s not okay is:

#3: Dynamics. The Fusion has real brakes that really work and really inspire confidence, despite being the porky pig of this bunch. It has overall grip limits that slightly shade the CC and it communicates better through the wheel. It’s properly damped. You can hustle it and it consistently managed to post similar speeds between corners despite having less engine than the Passat by a fair amount. It feels more like a traditional German Autobahn car than the German cars here. If the Passat is the Dasher or Quantum reincarnate, with light steering and plenty of intrusion from the road everywhere you feel or hear, then the Fusion has the hefty arrogance of an E39 BMW, smothering the road and delivering accurate but low-amplitude information through the control surfaces. If you race a Passat for pink slips in a straight line, you’ll walk home. If, on the other hand, you bring it to a mountain over Tokyo to face the “Drift King” and DK is driving a Passat, chances are you’re going to have Sonny Chiba tell you that you’re allowed to stay in Tokyo and date the hot Eurasian chick.

So those are the three primary ways in which the Fusion is superior to the Passat and CC. Let’s check the sticker price:

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It’s more car for less money. Let me slip on my dusty old VW Fanboy Knit Cap and point out that FORD MAKES THE FUSION SOUTH OF THE BORDER IN A CONVERTED HENHOUSE WHILE THE CC IS ASSEMBLED BY FORMER ME262 STURMVOGEL PILOTS IN EMDEN TO STANDARDS OF CARE AND MATERIAL THAT FORD’S “EL POLLO LOCO” FACTORY WILL NEVER ACHIEVE. Also something about how the girls working on the line in Tennessee in their zipperless outfits will probably break your heart, given a chance. I’m being hyperbolic but there’s something to it: if you want a car assembled in Europe, it will cost you more money and you should be prepared to pay more money. Period. Ford saves money by assembling the car in a NAFTA wage-free, I mean, free-trade zone. With that said, if you’re careful when you shop you should be able to get a Flat Rock one now. Many of the parts, however, will still be sourced from places where “fifteen dollars an hour” isn’t a prospective McDonald’s wage but rather the combined take-home pay of a working family of four.

This is also the part of the review where our readers will think to themselves, “Yeah, Ford. Right. I read Consumer Reports, too.” Okay, but the competition here is from Volkswagen. Too bad they didn’t have a Trabant and a ’96 Range Rover at the event so we could put it all in true perspective. If you want to be more or less certain that your new car will still run fifteen years from now, you might not want to fall in love with any of the vehicles under discussion.

Still. Imagine you’ve set the time machine to 1994. Your local Ford dealer has the Tempo and the facelift Taurus for sale. After looking at both of them, you stop by the VW dealer to check out the Passat VR6. Just consider the difference there, in handling, dynamics, materials quality, sheer curb appeal, snob appeal. Now get out of the time machine and sit in both the Fusion and the Passat. Which one feels like the upscale, expensive, luxurious car? Which one has more desire attached to it?

Face it: Ford’s on the move, while VW sits still.

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As Fusion Builds Start at Flat Rock, Ford Considers More U.S. Production Fri, 30 Aug 2013 19:13:28 +0000 2014-Ford-Fusion-at-Flat-Rock-front-three-quarter-796x528

For the first time, yesterday Ford started assembling the midsize Fusion sedan in the United States as production began at their Flat Rock, Michigan facility. That move will add about 100,000 units a year to Fusion production, which was formerly only done in Hermosillo, Mexico. Ford is looking at options for expanding American capacity even more, should demand grow, and a Ford executive says that the Flat Rock plant could produce yet another model in addition to the Mustangs and Fusions that are currently assembled there.

“We certainly have the flexibility for the future to do more,” Ford president of the Americas, Joe Hinrichs told Reuters. “We’re trying to get our capacity set up to meet demand. With the growing demand for our trucks, growing demand for Fusion, other product lines, that’s what we’re focused on.”

Demand for the Fusion, up 13% from last year, outstripped Hermosillo’s supply, even though the car is currently selling at an average transaction price of about $2,300 more than the best selling car in its segment, the Toyota Camry.

“We could have sold more [Fusions] if we had more,” Hinrichs said. “We expect the sales momentum to stay here in the U.S. and around the world.”

The Flat Rock plant is flexible enough to handle another vehicle. The Mustang and Fusion currently built there are based on completely different platforms.

“The Mustang and the Fusion are two different platforms, so we’ll be introducing two right now, but we certainly have the flexibility for the future to do more,” Hinrichs said. “We could do a lot of different things.”

UAW officials also hinted that another vehicle could be built at Flat Rock. “I don’t think we’re done yet,” said Tony Bondy, chairman of the Flat Rock factory’s UAW Local 3000. “I’ll leave it at that.”

UAW workers at Flat Rock underwent an intensive production training program intended to eliminate quality control problems that plagued Fusion and Lincoln MKZ production startups at Hermosillo. “We’ve done an unprecedented level of training for the new workers here,” Hinrichs said at the Flat Rock plant.

Every one of the 1,400 workers hired to staff the added third shift at Flat Rock went through 40 hours of training that Ford says was more intensive than the training given prior to the launch of the Ford Escape at the Louisville assembly plant. Ford also says that lessons were learned from that launch and that of the MKZ. The new Escape was the subject of a number of recalls and the MKZ launch was hampered by supply and quality control issues.

Flat Rock workers are now said to be trained in a more realistic environment that includes 10 different training areas for different assembly operations. “We took actual conveyers in the factory and installed them over there so people are working on the car in position, just like they’re going to be working on the floor,” Flat Rock plant manager Tim Young said.

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Toyota To Keep Camry Prices Steady In Face Of Ford’s Increased Fusion Production Tue, 27 Aug 2013 13:34:10 +0000 toyota-incentives

Toyota, which faces increased competition for its midsize Camry in the heart of the U.S. car market, says that it will try to hold the line on prices and incentives while still trying to keep bragging rights as the best selling car in America. At the same time, Ford is ramping up production of the Fusion, which is in short supply, and will be trying to keep transaction prices high as it increases supply.

The Camry was outsold by the Honda Accord and the Nissan Altima in March. Both of them are newer models than the Camry.Camry sales only rebounded when Toyota started offering incentives that were four time those offered by Honda on the Accord. Toyota insists that those incentives are not inordinate. “For incentives, we don’t think that our current level is necessarily high, but traditionally, we try not to be too dependent on them,” Nobuyori Kodaira, Toyota executive VP, told Bloomberg. “I can’t really comment on our future plans, but our plan for now is to stick to that as much as possible.” Besides incentives, to boost short term results Toyota can add content, like new technology features. Long term, Toyota has the option of speeding up the development cycle for the next generation Camry

In addition to competition from other Japanese brands, Toyota has watched all three U.S. based car companies gain market share in those companies’ home market. As other manufacturers offer truly competitive products and have significantly narrowed quality differences, Toyota can no longer rely on reflexive customer loyalty.

“It is true that rival carmakers have come out with very competitive models in the segment, and that competition in the U.S. midsize sedan segment is becoming fiercer,” said Kodaira. “What we need to do is to come out with even more competitive models.” In June, Camry inventories exceeded their usual levels by about half a month.

Kodaira declined to say whether Toyota will come out with a redesigned Camry to compete with refreshed products from Honda, Nissan and Ford.

Toyota expects to sell at least 400,000 Camrys in the U.S. this year. In July, incentives on the Camry averaged $2,581 per car compared to $627 for the Accord. Bill Fay, Toyota group VP for U.S. sales, echoed Kodaira’s remarks about incentives not being too high.


Meanwhile, Ford is adding a shift of 1,400 workers at their Flat Rock Michigan plant so that facility can join Hermosillo, Mexico in building the Fusion. Flat Rock currently builds the Ford Mustang. That shift at Flat Rock will add about 100,000 Fusions to Ford’s annual capacity for their well-received midsizer. Ford now has the capacity to build about 450,000 Fusions a year, about equal to Honda’s capacity for building Accords in the U.S. and about 25,000 units shy of to Toyota’s U.S. capacity for the Camry. Without the additional capacity, there was no way Ford could hope to challenge Toyota or Honda for the best selling sedan in the States but Ford seems more focused on selling more of the profitable Fusion than winning bragging rights.

Another challenge Ford faces is trying to keep its transaction prices high as it increases supply, something that normally creates downward pressure on prices. Currently Fusions are selling for about $2,400 more than Camrys.

Analysts say that popularity of the Fusion means that Ford will not have to lower prices by much. “Ford has managed to be a volume player competitive with the Toyota Camry and the Honda Accord while still maintaining a far more competitive price point,” Kelley Blue Book’s Alec Gutierrez told Bloomberg. “You might see prices come down a few hundred dollars, but I don’t think they face any significant risk of serious price degradation. They’re going to hold their premium spot in the segment.”

Fusion sales are up 13% this year and the midsize Ford has taken about 25% out of Camry’s sales lead.

The average price that the Fusion has sold for this year through July went up 5.8 percent to $26,343, led only by Volkswagen’s Passat in the mid-size car segment, according to Kelley Blue Book. Fusions are selling at $1,176 more than the segment average and $2,378 more than Camrys.

Analysts attribute the Fusion’s success to a variety of factors including distinctive styling, fuel economy and a wide selection of conventional, hybrid and plug in hybrid drivetrains. Ford is even seeing sales growth in California, a market that hasn’t been very receptive to domestic brands for years, with strong sales of the C-Max and Fusion hybrid. Ford car and light truck sales in the Golden State are up 18% for the first half of the year, compared to 2012, putting Ford in a virtual tie with Honda for market share there.

While Ford has a 40 day supply of Fusions nationally (a 60 day supply is considered normal), in the Los Angeles and San Francisco markets the supply is down to 30 days.

It isn’t just the law of supply and demand that will mean lower prices on Fusions as production grows. When Ford launched the Fusion, many of the early production models were highly optioned, with corresponding sticker prices. Now that lower content cars are a greater percentage of the mix, transaction prices should drop a bit.

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Ford Tries To Increase North American Capacity, Escape & Fusion in High Demand, Short Supply Thu, 08 Aug 2013 11:00:45 +0000 LAP PLANT CELEB_SV1_0035

After adding 600,000 units to its North American capacity within the past two years, Ford is trying to find ways to increase output of the Escape crossover and midsize Fusion, both of which currently have about 40 days supply. The Fusion is particularly in short supply on the east and west coasts, a good sign for any domestic automaker these days. A 60 day supply of cars in inventory is generally considered normal for the U.S. auto industry. Automotive News is reporting that at the Center for Automotive Research’s Management Briefing Seminars, held in Traverse City, Michigan, Ford VP for North America manufacturing, Jim Tetreault, said, “We’re still looking at how we get more out of every plant, and that’ll be a focus for as long as the demand is as strong as it is.”

One option is adding a third shift at the Flat Rock Assembly Plant, which currently builds Mustangs and a second shift is being added to start building Fusions. Adding capacity at the Louisville Assembly Plant, where the Escape is put together, will be done by speeding up the assembly line. Tetreault said that increasing speed by 2 Escapes an hour would give the automaker another 240 vehicles a week to sell. He said that squeezing out even one more car or light truck an hour would be worthwhile.

So far, Ford has used a combination of adding shifts and increased use of relief and floating employees to keep the lines humming at its 30 plants in North America. The automaker also has twice weekly meetings including manufacturing and purchasing managers along with “supplier technical assistance leaders” to look for capacity improvements. Another area of improvement has been through better equipment maintenance. Ford says that production was improved by 3% just by “better up-time” and new equipment purchases. Attention to ergonomics on the assembly line is also expected to yield greater productivity. Employee health, both reducing on the job injuries and identifying employees at risk for chronic illnesses and providing them with health advice, is also seen as a means of improving capacity by reducing absenteeism.

Ford has been increasing its human resources, with 8,000 hourly and 3,000 salaried employees hired within the last 5 quarters. That leaves Ford with a current total of 82,300 workers in North America. Tetreault doubted that Ford will ever see the kind of employment levels it had before the recession, even with continued growth in the U.S. market.

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Capsule Review: 2013 Lincoln MKZ Wed, 24 Jul 2013 13:00:10 +0000


“Quality means doing it right when no one is looking.” – Henry Ford

Anyone who aspires to review cars should give Mary Walton’s “Car: A Drama of the American Workplace” a careful examination. In 392 pages, Walton introduces us to the men and women who went through the gruelling task of designing, engineering and planning DN101, the second-generation Ford Taurus that was meant to dethrone the Toyota Camry once and for all from its spot as America’s favorite car. Only the hardest of hearts would fail to identify with the Ford staffers who spent billions of dollars and countless hours slaving away at a project that ultimately flopped in the marketplace. I know it gave me pause for a long time when it came time to review a car. I began to second guess whether it was right to harp on some poorly fitting trim or wonky steering feel or a carried-over powertrain. Surely, someone wanted to do better, but budget constraints, infighting or other external factors must have conspired to taint their platonic ideal of an automobile.

And then I spoke to someone who worked at Ford and told me the story of their mother’s car shopping experience. “I went to the Lincoln dealer with her to look at a new MKZ,” he told me. “I was there, wearing my Ford jacket, picking the car apart on the showroom floor, cussing and spitting tobacco into a cup. There was flash (extra plastic that hasn’t been filed away) on the fascia. The fit was poor. My mom ended up buying a Lexus.”

Suddenly I didn’t feel so bad anymore.

Forty seven thousand six hundred and sixty-five dollars. Take a second to visualize that. For most Americans, that is a lot of money. Quite possible their salary for the year. Maybe even a nice starter home on a rural route in an economically hard-hit part of the country.


That’s also how much you’ll have to fork over, before any incentives or rebates, for this car. A car that is approaching $50,000, but has a fuel filler door that spontaneously pops open every morning and hangs like a limp appendage.

I did my best to overlook the glaring quality issue that was staring me right in the face at 6 AM every day, but even the supposed selling points of the MKZ ended up pissing me off even more. Take the full length retractable sunroof, something that Lincoln’s marketing guys can’t get enough of.

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When fully retracted, it effectively blocks off half of your rear window field of view, reducing the already poor rear visibility. The brochure picture (above) downplays this effect but believe me, the chunky section just below the glass panel combined with the dark tinted glass gives you a field of view worse than the first generation Chrysler 300′s windshield. Luckily, this is an option that can be avoided, but so much of Lincoln’s sales proposition as a premium car seems to be based on this feature. Lest we forget previous issues surrounding fit and finish with this feature.

So, that’s two major issues before we’ve even turned on the car. Starting it is a bit like using an ATM. You hit the starter button on the center stack, then hit Reverse to back out, then Drive to go forward. All of this is done via a column of push buttons, like an old Chrysler, except there’s a discernible lag with this system that you don’t find elsewhere. Having never really experienced it before, I found it a bit disconcerting. The MyLincoln Touch system was as crappy as ever, slow to respond and awkward to use thanks to its haptic controls. The boys at Allen Park ought to start looking very closely at UConnect, and how easy it is to make a touch screen system that actually works. The 2.0 Ecoboost engine returned a whopping 16 mpg in city driving, while the turbo took forever to spool up when the accelerator was pressed. So much for downsizing engines to achieve greater fuel economy.

Most cars seem to have one redeeming feature that saves them from the depths of vehicular Hades. This has none. It does nothing better than a Fusion, costs as much as a decently equipped 3-Series, and displays the kind of QC issues that one would have expected from a Korean auto maker a decade ago. In such a competitive marketplace, this is a disgrace. The Lincoln MKZ is one of the most poorly executed cars in recent memory. There is literally nothing redeeming about it. I can think of more reasons to avoid it than to buy it. And I’m not the only one – Lincoln had so little faith in this car, that they had to pump up early driving impressions by putting Ferrari 599 GTO-spec Michelin Pilot Super Sport  tires on the car. Even then, nobody was fooled.

Once upon a time, Lincoln stood for something. It was the car of choice for pimps and presidents and every high-profile individual in between, whether your name was Iceberg Slim or John F. Kennedy. The MKZ, however, is for the kind of person Iceberg Slim would deride as a “mark” or a “sucker” – someone too dumb or brand loyal to go buy anything else. In the words of Nino Brown, another famous pimp, Ford ought to “cancel this bitch” and get back to making something worthy of the brand.

Lincoln provided the vehicle, insurance and one tank of gas for this review.

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Mid-Size Sedan Sales War: Toyota Wants To Retain Camry Lead By Any Means Necessary Mon, 01 Jul 2013 17:13:37 +0000 Malcolm X by any means necessary


This year’s sales race in the mid-size segment is one of the most competitive in recent memory. 5 of the top 10 best-selling cars in America are mid-sizers, and automakers are pulling out all the stops in an effort to unseat the Toyota Camry from its standing as America’s best-selling car. But Toyota isn’t going down without a fight.

Sales figures as of May show the Camry in a decent lead over the #2 Honda Accord, ahead by nearly 16,000 units. But the Camry, which is down by 5.5 percent year-to-date, and incentive spending is nearly double that of the Accord, according to figures from TrueCar compiled by Automotive News.

At $2,750 per unit, Camry incentives are up by 38 percent, while the Accord’s $1400 incentive is down by 40 percent. The new model changeover explains the big drop in Accord spending, but the Camry’s incentives (like  0 percent financing for 60 months) is part of a broader plan that includes a big fleet sales program (current making up 20 percent of sales, and expected to level off to 15 percent, versus the Accord’s 1 percent figure) to help move metal. Toyota is gunning for 400,000 units in 2013 if necessary, a figure that may be hard to match production wise for other auto makers. Then again, one has to wonder how profitable the Camry will end up being when there’s such a relentless drive for volume at all costs.

Other challengers, like the Nissan Altima, Ford Fusion, Chevrolet Malibu and Hyundai Sonata, seem to be relying on high fleet sales, heavy incentives or a combination of both, to keep their numbers up. The Fusion’s numbers are particularly interesting. Despite sales being up nearly 22 percent year-to-date and Ford making noise about capacity issues, fleet numbers and incentive spending remains relatively high. Ford is spending about $2,300 per car, while fleet mix runs at 34 percent.

Even the Chevrolet Malibu, regarded as the dog of the segment, has a 39 percent fleet mix, despite conventional wisdom holding that GM is merely dumping these cars on daily rental fleets as a means of moving them off the lot. Still, Malibu sales are down 18.9 percent so far, and it will be interesting to see how things progress as sales of the refreshed model loom ever closer.

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Dealer May Sell For Less Wed, 29 May 2013 11:30:04 +0000 283a57810a0d02b70008777c8dfe992a

The last week or two, I’ve been getting the Toronto Sun free of charge. The Sun, as it’s known, could be compared to, say, the New York Post, but it’s really more in the vein of a British tabloid paper. Like the Post, the front page always has some sensationalized headline, and it’s often looked down upon as the newspaper of the uneducated middle class, but if you want to know what’s really going on in Toronto, especially our farcical municipal politics, The Sun cannot be beat.

While its competitors have ads for local Aston Martin, Bentley and Land Rover dealers, the Sun seems to have never-ending full-page ads for local domestic car dealerships, which seem to be perpetually wrapping up some kind of blowout sale that brings a whole new meaning to the term “dealer may sell for less”.

Having never picked up The Sun prior to getting it delivered, I was unaware that you could get such a good deal on a new car. But every day, there are 2013 Fusions, Escapes, Journeys, Grand Caravans and even full-size trucks going for utterly unbelievable prices. How about

In some cases, like the Journey and the 200, you are getting some old tech, like 2.4L engines and 4-speed automatics. I don’t think I’d really want to drive a minivan at this stage in my life, but the Caravan at 17,995 is an unbeatable value – and the step up to a model with Stow N Go seats (which I’d imagine are a must have when kids and all their associated cargo are part of the equation) only brings the price up to just under $22,000.

The fact that a Dart 2.0L costs more than a Fusion or an Escape strikes me as absurd. I don’t know how much of it is manufacturer cash on the hood or a price war among dealers. One dealer principal I spoke to told me that this is happening already. According to him, car dealerships are just convenient real estate plays for a number of wealthy Toronto residents, and they’re ok with selling cars at rock bottom prices. For consumers, there’s never been such an abundance of good deals out there.


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Car Design Driving Increased Car Sales? Spare Me Wed, 22 May 2013 12:30:11 +0000 2013-Ford-Focus-SE-Ecoboost-1.6-001-450x300

A piece in Bloomberg that could hardly be seen as anything but relentless Detroit homerism puts forward the thesis that cutting-edge design is helping Detroit capture increasing market share in a white hot new car market. Per Bloomberg

From the fires of Detroit’s descent into near-death, GM, Ford and Chrysler Group LLC have forged some of the most distinctive designs since tail fins were soaring in the halcyon days of the postwar-era. Models such as GM’s Cadillac ATS sports sedan, Ford’s Fusion family car and Chrysler’s Jeep Grand Cherokee are turning heads and stoking sales.

On the strength of stylish new showroom offerings, GM, Ford and Chrysler all gained market share in the first quarter for the first time in 20 years. Meanwhile, Toyota Motor Corp. (7203)’s staid standard-bearer, the Camry, has endured three months of declining sales as the automaker ceded U.S. share this year.

Rather than single out Detroit as the object of my scorn, I will say that we are far from a golden age of car design, and that sentiment transcends vehicle nationalities. Safety regulations, CAFE and a relentless focus on fuel economy have made most cars look utterly homogenous; nearly all sedans are some variation of the reverse teardrop shape, while crossovers, tall wagons and SUVs blend into the same amorphous two-box conformity. There are a few standouts these days and Detroit seems to have a disproportionate share of them; the Jeep Cherokee (which is distinctive if nothing else), the Jaguar F-Type, the Chrysler 300. The Ford Mustang will sadly be turned into another organic blob as the Blue Oval prepares it for sale in Europe and other world markets. The new Cadillac CTS is a wonderful execution of the concepts expressed in the ATS, but at a price point that’s off-limits to many of us. But by and large, it is getting harder and harder to tell one car from another.

Bloomberg pays particular attention to the Ford Fusion, the 4th best selling car as of April 2013. Even so it is still being beaten by three dull-looking Japanese cars; the Camry, Accord and Altima. Cadillac is resorting to incentives to push the ATS, a car that was already the subject of more Bloomberg  boosterism and the Jeep Grand Cherokee, despite being a lovely SUV in every single respect, is not exactly a ground breaking design. Hell, the consistently criticized Chevrolet Malibu is currently ranked tenth in the sales charts despite being panned by just about everybody who fancies themselves an armchair Adrian van Hooydonk.

There are many factors driving the growth of domestic auto sales; the need to replace an aging vehicle fleet, the expansion of subprime financing on the part of certain manufacturers and of course, the general competitiveness of a wide number of American cars. But to suggest that we are in a “Golden Age” of design not seen since the 1960s – a truly superlatve era for automotive design in America - is an absolute farce.

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Capsule Review: 2013 Ford Fusion SE 1.6T Thu, 09 May 2013 12:00:08 +0000 IMG_2586

According to the “Infinite Monkey Theorem”, if you lock three monkeys in a room with typewriters for infinity, eventually they will produce Hamlet. By the same measure, should you lock three engineers in a room for infinity, eventually they will produce the perfect car. Ford has seemingly absorbed this philosophy through their European division, however, as most theorems go, instead of a the perfect car, they produced “Aston Martin Rapide part Deux, the Budget Restrained Sequel”.

The previous generation Euro Ford Mondeo 2.2 TDCi Titanium set up my expectations for the latest Ford Fusion/Mondeo when I flogged it around the Nurburgring in about 9 minutes. Capable, comfortable, attractive, and well screwed together, the Mondeo was the best car to wear the wrong badge. So now comes an even better looking, and supposedly even more capable version to both shores of the Atlantic (according to Ford). So does the Budget Restrained Sequel to the Aston Martin Rapide (or BRSAMR according to my Blackhawk pilot mentor, Lt. Col Mary Bell) match or exceed the high precedent set forth by the engineers in Cologne, Germany? Well, ja und nein.

At first glance, the BRSAMR looks gorgeous. The designers nailed the classic flowing lines coupled with a gigantic grill in near perfect proportions. The grill and headlights assemblies are remarkably well integrated, especially next to the nearly similar sized Taurus: making the Big Bull Barge look dated. Euro creases down the side with a fastback rear complete the effect of looking fast while standing still. But look closer. Ford sweated the details: the creases merge and flow in incredibly complex ways that make nearly every angle interesting to look at, with surprise and delight to behold. For example, the center high-mounted brake light: instead of slapping it inside the rear glass, Ford designers and engineers made a relief in the glass, a unique element for the brakelight that merges into the roof.  It provides a slight spoiler effect for the rear. This is functional, cleans up the air flow, and looks interesting. If they put that much thought into the brake light, that speaks volumes to the rest of the car…hopefully…


But it looks like an Aston Martin rip-off you say. Well…yes, and I welcome it. That’s like complaining Kiera Knightley looks too much like Natalie Portman. We need more beauty in this world, not more Malibus. Yet, the rear spoiler needs more elegant integration and when staring up close, the vertical front grill is massive. While it shall make a great zombie ram (take note Walking Dead producers, ditch Hyundai, you want the Fusion), I wonder how well pedestrians in crowded cities fare when the driver fails to look up while adjusting that MyFord Touch stereo.


Inside, the Fusion delights and surprises almost as much as the outside. I said almost…the dash swoops between the front passengers hiding a cavernous storage hole and elevating the multimedia interface within easy reaching distance of the driver and passenger. But what’s this? Fake wood on the door panels and dash? FAKE WOOD?!? Or is it tortoiseshell a’la Chrysler Sebring circa 2008. I can’t quite tell as the panels are small, and the sparkly element fails like a Twilight vampire. All I could ascertain was it was plastic, and unwelcome. Brushed aluminum, or even silver plastic would have worked wonders here…but I’m paid to criticize, not design, so Ford guys…fix this.

The other ergonomic foible that drove me up batty was the location of the manual shift mode buttons. The Toyota Camry had well placed paddles behind the wheel. The BRSAMR has a rocker switch on the side of the shift lever placed at a bizarre angle, while made of not the stoutest feeling plastic ever. This ergonomic misstep left me awkwardly angling my wrist to the point I left the BRSAMR in ‘Sport,’ hoping the magic transmission angel’s controlled shift logic avoided behaviors of a demon spawn. It wasn’t successful, but managed to remain on the level of annoying street preacher and not Westboro Baptist Church. Yet when pushed, the transmission snapped off shifts and downshifted in corners like a wizard. I guess it likes torture and not sedation. BDSM followers take note.

2013 Ford Fusion SE Interior

I shall now point out that the Fusion SE with the 1.6L turbo comes in manual. But I will only point it out, as the BRSAMR does not need it, nor will it add much to the enjoyment of the car. As I shall now explain, stay with me padawans.

The Fusion grips, steers and flows with aplomb… for such a large car. The steering feels a bit dead on center, but once past that, the wheel is accurate, well weighted, and precise. Turn into a corner, and the Fusion grips with minimal understeer, while giving decent feedback through the tiller. It’s possible to alter your line mid-corner without much drama, but then, the BRSAMR is heavy. You feel the suspension working overtime like a fat dude at Zumba. Body roll remains limited, but the alacrity in turn transition is just not there. The brakes stop, but the initial travel felt a bit vague as the big car tries to slow down. It makes commuting easier as you can lazily stomp on it with no finesse, but you are not driving a Focus, and you know it.

Ride quality remains good with firm, damped responses, although the optional larger wheels on my tester transmitted surface irregularities a bit more than I liked. Stick with the stock wheels. You aren’t fooling anyone that you are driving an expensive car, and if you are concerned about that, buy an old Lincoln for cheap, and get some 22’s… so you can indeed be ‘different’.

Overall, the Fusion was fun when pushed, but only just. Climbing back into my Audi A4 only compounded this impression. I wouldn’t mind trying to flog the Fusion, but I wouldn’t seek out any twisties just because I could.

Oh yeah, I forgot… the engine. Well, I heard something under the hood, but it was so smooth and quiet, I kinda forgot it was there. So did the acceleration curve. At 170bhp and minimal turbo lag, the engine proves adequate, if not mind blowing acceleration. It keeps the excitement down to levels where a Mormon girlfriend won’t leave you for the guy in the Camry, but won’t leave you trying to outgun the hipster in the diesel Golf.


So what IS the Fusion/Mondeo/BRSAMR? It’s simply the best looking, and nearly the most capable mid/full-sized sedan on the market. The Accord drives better. The KIA/Hyundai twins do the same for a bit cheaper, and the Malibu provides subprime financing fodder. Yet I give the Fusion the nod, as it looks good, drives well for a commuter, and has little things that remind you that cars should have character. Now Ford, make an SHO version…but don’t call it the ‘Rapide’.

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Ford 1.5L Ecoboost Is Actually A Four Cylinder Fri, 12 Apr 2013 12:00:21 +0000

Well, we were wrong. Turns out the 1.5L Ecoboost engine is a four-cylinder engine, but the intent remains the same. According to Reuters, it offers a way for Chinese buyers of the Ford Mondeo to get a tax break due to displacement.

Meanwhile Automotive News reports that the 1.5L engine will be offered alongside the 1.6L engine in the 2014 Fusion, until the 1.6L is gradually phased out. Power numbers should be similar to the 1.6L, but the engine will be lighter, thanks to changes like an exhaust manifold integrated in the cylinder head. This should also result in better fuel economy compared to the 1.6L engine.

In Europe, there will still be a 1.0L 3-cylinder option, and Ford apparently still believes that more power and displacement can be wrung out of the three-cylinder engine. We’re just not going to get a taste of it – yet. In Europe, where CO2 levels still matter, the 1.0L and its 125 grams of CO2 per kilometer, are a welcome addition.

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Wild Ass Rumor Of The Day: Three-Cylinder Ford Fusion For North America Tue, 09 Apr 2013 15:17:25 +0000

A story making the rounds of various forums is that Ford will introduce a 1.5L version of the Ecoboost three-cylinder in the MY2014 Fusion. Yes, a three-cylinder might be offered in a North American family sedan.

Ford offer’s the Fiesta’s 1.0L triple in European versions of the Fusion (dubbed the Mondeo), while the Chinese Mondeo gets the 1.5L variant. This engine makes 177 horsepower at 6,000 rpm and 177 lb-ft from 1,500-4,000 rpm. These numbers are nearly identical to the 1.6L Ecoboost 4-cylinder, but apparently, both engines will be kept around. The 1.5L will be offered with an automatic and stop-start, while the 1.6L will be only available with a stickshift. If the rumors are to be believed. We have put feelers out to our Ford contacts, but haven’t gotten any word back yet. Supposedly, the 1.5L engine will let Ford claim the fuel economy title back from the Nissan Altima and its 38 mpg highway rating.

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Mid-Size Sedan Sales Race: Camry, Accord, Altima And Fusion Dominate The Segment Mon, 08 Apr 2013 12:55:02 +0000

The mid-size sedan sales race has become a close one over the first quarter of this year – while the Toyota Camry has established a healthy lead, the race for second through fourth place comes down to an 8,000 unit spread between the Honda Accord, Nissan Altima and the (game-changing) Ford Fusion.

Despite leading the segment with 100,830 units sold in 2013, sales of the Camry were down 4 percent compared to 2012. Automotive News quotes Toyota’s Jim Lentz as saying that “not sure we can do much more than 400 [thousand] Camrys”, suggesting that the car may lose some market share – and possibly the title of America’s best-selling car.

While Toyota has been willing to put cash on the hood of the Camry to move units, it is facing some stiff competition. The Camry was outsold slightly by the Nissan Altima in March, while the second place Accord, with 88,427 units sold, is apparently the best selling mid-size sedan on a retail basis – if you believe Honda’s claims.

The third place Altima is down by about 10 percent versus Q1 2012 sales, with 86,952 units. Last year saw Nissan dealers aggressively pushing stock of the soon-to-be-replaced 2012 model out the door to make way for the new car. Meanwhile, the Ford Fusion has cracked the 80,000 unit mark itself, reporting a 26 percent gain over the same period.

To illustrate the gulf in sales between those four and the rest of the segment, one need only look at the numbers; the Chevrolet Malibu, with 49,179 units sold so far, is outsold by the Camry on a 2:1 basis, despite the Camry being one of the oldest cars in the segment and the Malibu being all-new. Ditto the Sonata, which is also one of the segment’s older vehicles and, according to Hyundai, limited by capacity constraints.


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January’s Best-Sellers: Fusion Closing In On Accord For Numero Dos Fri, 01 Feb 2013 21:05:03 +0000

Remember how you all mocked me for my earnest proclamation that the 2013 Ford Fusion would be a “game changer”? Well, January looks to be a promising prelude to my inevitable vindication, as far as sales goes.

Yes, one month in is hardly enough time to draw any conclusions, but the Fusion is off to a strong start. While the perennial favorite Toyota Camry is way out in front, with 31,897 units sold, the Fusion is nipping at the heels of the second place Honda Accord. The Accord sold 23,924 units, with the Toyota Corolla/Matrix (they’re grouped together) in third with 23,822 sold.

22,399 Fusions went out the door in January, while the 2013 Honda Civic held off the Nissan Altima for 5th place. You can check out the top 20 table here.

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Review: 2013 Ford Fusion SE 1.6L Ecoboost (Video) Sat, 22 Dec 2012 14:00:08 +0000

The 2013 Fusion is a critical car for Ford. Despite the rise of the Koreans, an Americanized Passat, refreshed GM and Chrysler products and a dip in Fusion sales between the 2012 and the all-new 2013 model, the Ford is still the fourth-best-selling mid-size sedan in America. Michael was invited to a regional Ford event in September where he revealed his opinions, but what most readers seem to recall is Derek’s proclamation that the 2013 Fusion is a “gamechanger.” To answer the question once and for all, Ford tosses us the keys to the volume-selling SE model with Ford’s recall-beleaguered 1.6L Ecoboost engine for a week.

Click here to view the embedded video.


No, this isn’t Aston Martin’s new mid-size four-door entry, although you could be forgiven for making the mistake. The new design is as shocking and striking as the old Fusion was bland and boring. Making your mass-market car over-styled is risky, but despite the Fusion’s rump being less daring than its schnoz, it manages to avoid looking cartoonish like the Sonata. The Aston mini-me styling is refreshing in a segment where “restrained” and “slab sided” are the mantra of the day. The new Accord is elegant for sure, but the large green house screams family sedan. The current Camry attempts to meld an edgy nose with refrigerator flat door panels. Even the stylish (in comparison) Altima looks far less exciting. Styling is subjective and I usually avoid commenting on design directly, but the 2013 Fusion is an exception. This Ford is quite simply the best looking sedan in America under $50,000.


What do the 2013 Fusion and the unloved 1995 Contour have in common? They are both Ford Mondeo world cars. (Thankfully that’s all they have in common.) After years of designing one sedan for America and one for the rest of the world, the company’s “One Ford” strategy put the Mondeo and Fusion back into the same breeding program. I’m not sure what Europe gets out of the cross-breed, but Americans will benefit from a level of refinement, parts quality and European design hitherto unknown to the Blue Oval on our shores. On the flip side this also means the Fusion’s interior is a study in black with most of the interior looking like it was carved out of a single piece of black plastic. Opting for the tan cloth or leather interior won’t avoid the black dashboard, but it does make the interior look warmer. Sadly this color option is limited to the Fusion S and SE only as the Titanium trim comes only in black.

Our Fusion tester impressed with buttons and parts-bin parts that felt more premium than the competition thanks especially to an all-new steering wheel. While the new tiller doesn’t get soft split-grain leather like the new Accord, Ford’s new button arrangements are easier to use, easier to reach and feel better built than the wheel in the C-MAX and Escape. Speaking of buttons and controls, our Fusion tester showed no signs of fine scratching on the control surfaces, a problem that the Altima, Accord and Camry all suffer from, despite having far more miles on the odometer than the Japanese trio we tested.

Front seat comfort is excellent although a step behind the 2013 Honda Accord which has the most comfortable seats in the segment. Unlike some of the competition, Ford’s tilt/telescoping steering wheel provides a large range of motion making it easy to accommodate drivers of different heights. The Fusion’s driver’s seat is 10-way powered in the SE and Titanium models and sports an optional three-position memory system (standard on Titanium) to speed driver swaps (or keep your better half from complaining). As you would expect, the passenger doesn’t get the same kind of seat-love with your choice of manual or 4-way power adjusting.

Rear seats are as low to the ground as any in this segment and far less bolstered than the front thrones. In a family sedan this is more a feature than a problem since it makes the middle seat a more pleasant place to spend your time. Despite the sloping profile I was able to fit my six-foot frame into the middle seat without issue, although the 2013 Accord offers noticeably more room in the rear. Because of the differing ways that manufacturers measure rear seat leg room, I recommend you take your whole family with you shopping, stuff them all in the car and see how comfortable everyone is at the same time. Want to know more about the seating and cargo room? Check out the video review.

Infotainment & Gadgets

All models come with the basic SYNC system which offers USB/iDevice and Bluetooth phone integration. As you would expect, power windows and door locks and a perimeter alarm are standard, but few will be buying the base S model since there are zero options. This makes the $23,700 SE model your real starting point with standard XM satellite ratio, six speakers, a power driver’s seat, auto headlamps, body-colored mirrors and the keyless entry keypad that’s been a Ford hallmark for ages.

We also need to talk about My Ford Touch, because if you want to check pretty much any other option box on the Fusion, MyFord Touch needs to be selected first. Want dual-zone climate control, a backup cam, blind spot monitoring, auto headlights, rain-sensing wipers, a 120V outlet, cross traffic alert, etc? The $1,000 MFT option (standard on Titanium) includes the 8-inch control screen in the dash, two 4.2-inch LCDs in the gauge cluster, dual-zone climate control and the backup camera. When MFT landed in 2010, the software had more bugs than a bag of 5-year-old flour. Thankfully, this latest version of MFT is more responsive and less problem prone. The competition has caught up however, with the Altima, Toyota and Honda systems delivering excellent USB/iDevice integration and basic voice commands without the lag and occasional software hiccups. Despite the system’s still-present flaws, MFT is still the sexiest system in this segment and the only one that brings the partial LCD disco-dash to the table. If you want the best in factory entertainment, you should know the 12-speaker Sony branded audio system is only available in the more expensive Titanium.

Automotive gadget dissemination follows a predictable path. The snazziest gadgets, safety features and entertainment concepts are first released by the big players in the luxury segment like BMW, Audi and Mercedes in their most expensive models. The next stop on the technology train is inevitable the mass-market sedan. It therefore shouldn’t surprise you that the Fusion can be had with an impressive list of options from an automated-parking system to adaptive cruise control and an innovative lane departure prevention system. Unlike most of the LDP systems up to this point, the Ford system doesn’t apply the brakes to one side of the car to get you back on track – it simply turns the steering wheel. The system is both slightly creepy and very effective. With the ability to apply more force to keep you in the lane than competing systems, the steering input feels more like a hand on the wheel than a gentle suggestion. If safety is your shtick, it’s worth noting that the Fusion and Accord scored well in the new IIHS small-overlap test while the top-selling Camry and Prius V “are the worst performers of the midsize group.” according to the IIHS.

As options lists go, the Fusion has more gadgets on offer than any of the competition – but it comes at a cost. The Fusion tops out at a fully-loaded AWD price of $38,170, $4,760 more than the most expensive Camry, $3,693 more than the Accord, and $5,730 more than a top-level Altima. As you would expect in such a cut-throat segment, comparing apples-to-apple,s the Fusion is priced very close to its top three competitors.


Compared to the competition, the Fusion has an oddly extensive powertrain lineup. There are four different engines, three transmissions, two hybrid variants and FWD or AWD to choose from. The base 2.5L four-cylinder engine and 6-speed automatic are largely carried over from the previous Fusion and good for 175 horses and 175lb-ft of twist. This is the sole engine in the Fusion S and base engine in the Fusion SE. We’re told by Ford that most 2.5L Fusions will be headed to fleets.

Next up is the new to America (and thrice recalled) 1.6L turbo direct-injection Ecoboost engine available with or without start-stop technology and with your choice of 6-speed manual or 6-speed automatic transmissions. Proving yet again that turbos are the replacement for displacement, the 1.6L mill produces more power (178HP) and more torque (184lb-ft) at lower RPMs than the 2.5L while delivering 2 more MPGs in the city and 3 more on the highway.

The sporty option is the 2.0L direct injection turbo which takes the place of a V6 in the Fusion SE and Titanium. With 240HP and 270lb-ft of plateau-like forced-induction torque, you’ll never miss those two cylinders. Should AWD be on your must-have list, be ready to shell out $32,200 because it’s available only on the Titanium. Before you complain about the cost of admission, keep in mind your only other mass-market mid-sized AWD option would be a Subaru. Last up is Ford’s redesigned 188HP hybrid system sporting a 2.0L Atkinson-cycle engine, a Ford-designed hybrid CVT transaxle and your choice of regular hybrid or plug-in battery packs. With this much variety appealing to different shoppers, check back with us when we get our hands on the 2.0L Ecoboost and hybrid models.


The Fusion impressed during the photo shoot and looked unstoppable on the printed spec sheet but none of that would matter if it felt like a wet noodle out on the road. Despite having a decidedly American-sized 112.2-inch wheelbase, it’s obvious Ford’s European division took the lead when it came to the chassis. The result is a ride that is incredibly composed, tight in the corners and as communicative as anything with electric power steering. The surprises continue when you shift your right foot over to find linear brake feel, absolutely no Taurus-like brake fade and short stopping distances.

In an interesting twist, the 6-speed manual is available in the 1.6L Ecoboost equipped SE for the same price as the automatic. As you would expect, this is the same 6-speed transmission found in the Fusion’s Euro twin and has a distinctively German engagement and overall feel. Clutch feel is top-notch as well comparing with the liked of the VW Passat and Jetta. In addition, rowing your own doesn’t have a feature penalty allowing you to still check the self-parking and lane departure prevention option boxes. Don’t get too excited, you can’t get the stick with the 2.0L turbo and AWD and if you opt for MyFord Touch you get a tiny digital tach that’s practically useless. For shame.

The 1.6L Ecoboost engine is fairly smooth and quiet on the outside and, thanks to a dedication to sound proofing, almost unnoticeable on the inside. What you will notice however is the broad torque curve of the diminutive four-banger when passing or hill climbing. During a short drive with the 2.5L engine I was constantly annoyed by the transmission’s up-shift happy nature, but despite the 1.6L’s tranny being programmed the same way it didn’t bug me as much. Why? Because all 184lb-ft are available at 2,500RPM and, thanks to the hair-dryer, 90% of that twist is available from 1,500-5,700RPM. This broad torque curve makes the 1.6L Ecoboost Fusion feel faster than it is with our run to 60 completing in 7.9 seconds, about 9/10ths off my gut estimate. This is considerably faster than the Passat and Malibu but not as fast as the Accord and Altima with their efficient CVTs.

Our tester came with the optional ($295) start/stop system which Ford claims is good for a 10% improvement in city driving and results in a 1MPG improvement in the Fusion’s EPA scores bringing the 1.6L SE up to 24/37/28 MPG (City/Highway/Combined). Ford touts the system as smoother than BMW’s 328 start/stop system and they are right. Of course the reason has as much to do with the smaller displacement as the positioning of the engine (transverse vs longitudinal). The way a transverse engine and the vehicle’s suspension interact when cranking is just different. If you live in a particularly hot climate, don’t expect start/stop to save you much as the engine has to stay running to power the A/C. Unlike our stint in the C-MAX, our Fusion beat the EPA combined score by half an MPG over nearly a thousand miles of mixed driving. With excellent fuel economy, dashing good looks, a quiet cabin, good driving dynamics and the longest option list this side of luxury sedan, the Fusion is not just a viable alternative to the competition, it truly is a game changer. The only problem is the pesky (and seemingly frequent) 1.6L engine recalls. Is that enough for me to take the Fusion off my list? Probably not, but I’d buy the hybrid or the 2.0L Ecoboost model anyway.

Ford provided the vehicle, one tank of gas and insurance for this review

0-30: 2.6 Seconds

0-60: 7.9 Seconds

1/4 Mile: 16 Seconds @ 88.5 MPH

Average Fuel Economy: 28.5MPG over 960 miles


2013 Ford Focus SE Ecoboost 1.6, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Exterior, Side, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Exterior, Wheels, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Exterior, Side 3/4, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Exterior, Rear, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Engine, 1.6L Turbo, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Engine, 1.6L Turbo, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Engine, 1.6L, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Engine, 1.6L Turbo, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Trunk, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Trunk, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Center Console, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Rear Seats, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Rear Seats, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Infotainment, MyFord Touch Controls, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Ford Focus SE Ecoboost 1.6, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes Zemanta Related Posts Thumbnail ]]> 147
I Spy the New Ford Fusion Wagon? Thu, 20 Dec 2012 13:00:25 +0000

I was already in a wagon state of mind when, driving home on the Lodge freeway after a stop in downtown Detroit, I spotted a camo’d car with manufacturer’s plates up ahead. It was some kind of hatchback or wagon and it had a Blue Oval on the hatch/tailgate so it was undoubtedly a Ford.

As I passed it, it was obviously a five door wagon. I couldn’t get a great look at the front end because of traffic and because it peeled off onto I-94 but from what I caught in the rear view mirror it looked like the new Fusion’s Aston Martinish front end. Checking what the wagon version of the Fusion’s European cousin, the Mondeo, looks like, and comparing it to what I saw and the one photo that I was able to shoot, I’m pretty sure that this is close to the same car. From the way the hatch splits the taillights and the location of the exhausts, and from what I can make out of the contouring on the mystery car’s flanks, I’ll go out on a limb and say that this is the new Fusion station wagon. Other pics of the new Mondeo Estate fit my recollection of what the car looked like. What say you?

New Ford Mondeo Estate

Ronnie Schreiber edits Cars In Depth, a realistic perspective on cars & car culture and the original 3D car site. If you found this post worthwhile, you can dig deeper and get a parallax view at Cars In Depth. If the 3D thing freaks you out, don’t worry, all the photo and video players in use at the site have mono options. Thanks for reading – RJS

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