Fusion is the car it needs to be

In 2003, Ford signaled its designs on the family sedan segment.

That year, the 427 concept car made its rounds of the auto shows, its broad-shouldered, contemporary sedan form echoing hints of vintage Thunderbirds and Mustangs.

The 427 turns out to have been a rolling laboratory for the 2006 Ford Fusion, which is one-half of a two-car strategy designed to win back the hearts of American consumers.

From 1992 to 1996, Ford’s midsize Taurus was the best selling car in the land. A bungled 1997 redesign and the relentless march of Toyota and Honda spelled the demise of Taurus and Ford more or less walked away from family sedans.

However, as all the American makers have since learned, a company cannot thrive on SUVs and pickups alone. So Ford has returned to the family domain with two all-new cars, the midsize Fusion and full-size Five Hundred.

Skeptical consumers will likely need some persuading, but the Fusion is the car Ford needs it to be. It’s handsome, capable and value-oriented, and it sets the stage for long-term growth in the category.

The Fusion is available in three trim levels, with prices beginning at $17,795, including destination. We drove an uplevel SEL ($21,710) equipped with the optional six-cylinder engine, anti-lock brakes, leather seats and other options that bumped the price to $25,650, which is well below the competitors’ premium offerings.

Air conditioning, remote keyless entry, power windows, mirrors and locks and an AM/FM/CD/MP3 sound system are standard on all trims, as are front airbags. No matter which trim you order, side-impact and curtain-style airbags and anti-lock brakes are optional.

The base engine, standard on all trims, is an all-aluminum, 2.3-liter four that makes 160 horsepower and is teamed with a five-speed manual gearbox or an optional five-speed automatic.

A 211-hp, 3.0-liter V-6 is available on SE (from $17,175) and SEL. The six is paired only with a six-speed automatic.

The Fusion is no shrinking violet. Three chrome bars comprising the grille dominate its dramatic front end, which is largely derived from the 427. The angular and deep-set headlights stretch well back into the fenders.

Interior design is understated and efficient. Highlights include contrasting stitching on the optional leather-covered seats and a well-designed instrument panel. The dash is trimmed in faux brushed aluminum, and tasteful bits of wood-grain trim are applied sparingly throughout.

The gauges are rimmed with satin-finish bezels and the dash and door panels are covered in a classy soft-touch material.

The 60/40 split rear seats fold down to increase cargo space.

The Fusion shares a platform with the Mazda6, which is among the market’s best-handling midsize sedans, and it adopts its cousin’s balance, body control and crisp handling characteristics.

It’s a little larger than the Mazda6, though, mainly because its chief competitors — the Honda Accord, Toyota Camry and Nissan Altima — are, too. The extra room will be particularly appreciated by rear-seat passengers, of whom all but the largest will find sufficient leg, hip and shoulder room.

Thanks to computer-aided design and engineering, Ford was able to grow the car while also improving its resistance to flex. The Fusion feels taut and crisply suspended and has that vaunted “big-car” feel.

Steering feel is a significant contributor here. It’s more heavily weighted than the over-boosted feel that is commonplace in all but the sport-sedan category. Once the driver has become acclimated to it, the system begins to show its subtleties; in particular, road feel, accuracy and response are all first-rate.

Compared with its major competitors, the Fusion is down slightly on power and the six lacks the unalloyed silkiness that marks the best in class. The six-speed gearbox is nicely matched to the engine’s torque curve, but is sometimes slow to downshift, a tendency underscored by the absence of a manual-sift mode. In fact, the only selections available are Drive and Low, precluding any driver involvement in the process.

This wouldn’t be such a loss were the Fusion less capable when the road turns interesting. When the tranny can’t decide which gear it wants when exiting that sweeping left-hander, the driver hankers to make the choice.

Obviously, this is a matter of minor consequence and only a handful of drivers will care, but it is an interesting anomaly in a car that otherwise is an engaging ride.

As a family car and daily driver, though, the Fusion fits the bill. It’s easy to get into and out of – Ford even made certain that rear-seat occupants with size-14 feet would be able to enter without scuffing their shoes on the door frame or front seatback – and it accommodates four adults comfortably.

Ride and handling are admirable and Ford has taken pains to give the Fusion looks both inside and out that stack up well against the competition.

The company has its work cut out for it as it attempts to bring Middle America back into the fold, but the Fusion will make the job easier than it might have been otherwise.

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