Baytown Ford

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Walk Around

The 2010 Fusion uses the same platform as the 2009 model, but from there similarities cease.

The all-new front-end design, beginning with a bold, three-bar chrome grille and racecar-like chrome-trimmed intakes at the bottom of the nose, has a muscular confidence that makes you take a second, more interested, look. How long has it been since the mainstream American mid-size elicited that?

The Fusion's sinuousness is continued in the carefully raised modeling of the hood, implying that what lies beneath is something genuinely worthy. True enough. The Fusion is no dragster, but its performance is spirited, and its 7.0-second 0-to-60 time in the Sport model gives it the edge over the Honda Accord (7.4 seconds) and Toyota Camry (7.1 seconds).

Given the conservative looks of the Honda and Toyota, the Fusion's styling makes a statement all its own. Its well-formed flanks, accented by gleaming streaks of chrome, give the Fusion both a dynamically fresh appearance and excellent aerodynamic efficiency. Its coefficient of drag, aided by underbody airflow tuning, is an extremely low 0.32, helping achieve high fuel mileage.

Ford stylists were able to combine graceful styling with practicality in another way. The Fusion's high-bustled three-box design delivers a tall, capacious trunk volume of 11.8 cubic feet. It also delivers an easy lift-over height.

In style and stance, the new Ford has a sporting, fun-to-drive spirit not normally associated with either Japanese or American workaday mid-sizers. The Fusion, rather, has the cues of a finely conceived European sedan gone global.

Interior

2010 Ford Fusion

By necessity, our test Ford Fusion Hybrid was furnished with instrumentation not found in any gas-engine versions. The Hybrid's so-called EcoGuide information system flanks the center-mounted speedometer with two LCD panels, communicating what the powertrain is doing, how it's doing it, and how, in real time, you can optimize its fuel efficiency.

Pushing a couple of buttons, you select between four different formats. Learning the distinctions between Inform Mode, Enlighten Mode, Engage Mode, and Empower Mode takes a moment, but then, if you're driving a hybrid, you're likely to want the best from your system. And as annoying and intimidating as some digital systems can be, we found that within 10 minutes driving, thanks to the tutorial nature of the EcoGuide, we were already using the throttle pedal to effectively stretch our mileage. Think of EcoGuide as an automotive video game. It's actually fun.

But if you just want to get to work really fast, especially if your traffic-heavy, stop-and-go commute often takes place at less than 50 mph, the hybrid system's most efficient speed range, a Fusion Hybrid will deliver mileage you never dreamed possible.

Our test car was upholstered with handsome black leather. Black pebble-grain texture on the dash gave things a well-furnished glow. The center stack contained a straightforward nav system and Ford's SYNC, the comprehensive communication network that allows the driver to track storms, place hands-free calls, find a movie start time, locate the cheapest gas in your region, and more.

The driver's seat had good lateral support, decent lumbar support, and proper elevation at the cushion's front to inhibit submarining (slipping under the belts) in a head-on impact. A sturdy chrome-trimmed shifter provided a businesslike grip.

The steering wheel features cruise-control buttons on the left side of the hub, and audio and media controls on the right. (And these controls were far enough away from the steering function to avoid accidental radio-station changes, as they should be.) The switchgear was neither showy nor cheap, with a straightforward utility appropriate to this car.

The deluxe Sony audio in our test car provided gorgeous sound, and better still, was adjusted by knobs. We've found the most efficient way to tune a sound system is with a radial knob, particularly when underway and especially on a rough road.

The air conditioning, which on the Hybrid is run directly off the battery pack (providing no power-sapping belt drag on the engine), was cool, powerful, all you could ask.

Rear seating was conventional for this class, which is to say, so-so. The seat cushions were flat and minimally cushioned. The two outside seats had a hint of lateral support, while the passenger in the center rear would be well advised to negotiate an upgrade. Headroom was reasonably good in back, given the downward taper of the roofline, but leave the fedora in your Bentley.

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