As
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| Oatmeal contrast stitching is a nice touch against the black leather. (Photo: Trevor Hofmann, Canadian Auto Press) |
mentioned my loaner was top-of-the-line, so the optional 17-inch wheels and P225/50VR17 tires were fitted, helping it grip the road better than the stock 16-inch wheel and tire package would. Actually, the Fusion handles very well considering its compliant nature, also thanks to its power-assisted low-friction rack-and-pinion steering system with tilt and telescopic wheel function, but I'm looking forward to a dedicated sport version, something Ford normally does extremely well (remember the SHO Taurus?). No doubt this model will feature Ford's all-new 3.5-litre V6, which has been updated to 263- or 265-horsepower, depending on application, and 249 to 250 lb-ft of torque. While Ford hasn't announced this engine for the Fusion yet, only stating it will be in its new Edge crossover, and various Lincoln products, it's only natural that it will get Fusion duty as well as replace the Duratec 30 in the Freestyle, among others. No doubt Jaguar will want to get their hands on it too, as will Mazda. The new engine features a Ford-designed and produced six-speed automatic too, so it's possible a manual mode will be part of the package in time.
Still, I didn't really miss it not being there, as I find I hardly use
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| Stretched Mazda6 frame gives the Fusion greater interior room. (Photo: Trevor Hofmann, Canadian Auto Press) |
manual shifters if they only offer console-shift actuation. If paddle-shifters are part of the equation, however, I'll scroll through the gears all day long - just like I did recently with the fabulously interactive paddles in VW's Passat 3.6. Back to reality, I found the current six-speed in the Fusion an ideal mate for the current 3.0-litre six. A quick tap on the throttle resulted in immediate action, the car pulling away from standstill with enough enthusiasm to set me back in my seat. Shifts from one gear to the next are suitably smooth, and the transmission's intelligent mapping means it reacts to driver input, even downshifting on its own.
The brakes are well sorted too, with standard four-wheel discs all-round, enhanced with a standard four-sensor, three-channel antilock system with electronic brake force distribution (EBD). The brake rotors are quite large, allowing for quick, controlled stops.
What I found most interesting about the Fusion, however, was its
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| Instead of using space-consuming hinges, the Fusion has struts to maximize cargo volume. (Photo: Trevor Hofmann, Canadian Auto Press) |
interior roominess. It just doesn't look as large as it is from the outside, and then factoring in its Mazda6 origins, stretched and widened along the way, mind you, its rear-seat legroom is surprisingly accommodating. Actually, even tall, large folks will find room aplenty back there, and up front the scenario is much the same. Cargo? Again its trunk is surprisingly large, nowhere near as generous as Ford's class-leading Five Hundred, but at 447 litres (15.8 cubic feet) it's amply large for hauling big items. Its relatively low liftover height and tallish dimensions allow for items that wouldn't fit into some competitor's trunks.
