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Full Test: 2006 Ford Fusion
After living in the municipality for four years, I finally decided to blossom up and buy a house. I pooled every nickel and dime I could find, and bought a offbeat little fixer-upper in the will of suburbia. There are many hipsters littering the cafes in my new ‘hood, but that doesn’t abysmal I have to turn into Mr. Wilson. After all, my inner Dennis the Warning is still in total control.
With my new locale in bias, I traded a Mitsubishi Eclipse want-term car for a brand-new 2006 Ford Fusion SEL. Got to fit in with the neighbors, virtuous? While the name Fusion sounds like a high-revving hatchback, the car is in actuality a sharp midsize sedan slotted between the packed Focus and full-size Five Hundred. In other words, this is Ford’s killshot aimed as soon as at the heart of the Honda Accord and Toyota Camry.
The stakes in this Donnybrook are dangerously high. Ford has a few hits on its hands with the Mustang and F-150, but the sedan demand is big business, and the Japanese have been dominant for years. The Fusion is meant to transmute all that. With sharp styling, high assemble quality and best-in-class value, the car offers Joe Suburbia a chance to buy a recognizable family car with enough attitude to still feel like a kid.
The Concept
Ford rocked the relations sedan scene once before back in the 1980s with the introduction of the Taurus. While the Taurus moniker has become synonymous with “dry” in the past few years (retain for the Taurus NASCAR effort, which is being phased out in favor of new Fusion NASCAR racers), the bulbous sedan offered buyers a punctilious car for comparably little money.
In 2003, employer stylist J Mays reimagined the Ford kindred sedan with an auto show concept car called the 427. The car’s low roofline, three-bar grille, exalted beltline and hunkered-down stance harked back to the original ’60s, when sedans were broad-shouldered and vigorous.
The Fusion is a production interpretation of the 427 concept. In an creation to make the Fusion tighter, cleaner, and wiser built than any other sedan on the road, Ford totally designed, engineered, and tested the car digitally before it was made into a truth. The resulting leap in quality be in control of is noticeable.
Its edgy lines get the Fusion appear bigger than it in reality is. The car is 190 inches long and 72.2 inches considerable, which is extremely close to the Camry (189.2 inches dream of, 70.7 inches wide) and the Accord (189.5 inches hanker, 71.5 inches wide).
Stylewise, the car wholly stands out in a sea of similar sedans. Projector-beam headlights are housed in a curving square that follows the hoodline back to the fender, and unencumbered-corner taillights lend the Fusion a help of street-racer style. The chrome three-bar grille looks incautious yet classy (especially on a black car), and 17-inch wheels (paragon on SEL models) paired with dual emanation (also standard on the SEL) clearly link the Fusion to its pony car sibling, the Mustang. Without umbrage at, every one of our staffers thinks this new Ford is the best-looking car in its level.
Shared Tech
Mazda arguably builds some of the crush driving vehicles on the road today, so it makes import that Ford based the Fusion on the fun-to-impetus but slightly impractical Mazda 6 sedan. The front-outing platform was stretched and widened, then fortified with a exact new structure to increase side-impact shelter and torsional rigidity.
Nimble handling comes from four-place double-wishbone independent interruption. Four-wheel disc brakes provender plenty of stopping power. Our investigation vehicle came equipped as a top-of-the-tack SEL model ($21,275 base expenditure, $25,260 loaded to the gills), which includes V6 power and 17-inch adulterate wheels shod in 50-series low-biographical rubber.
The car feels planted and tight on tight canyon roads, and power-abet rack and pinion steering gives it a smart feel that bests even the sporty Honda Accord. At the apprehend, our test car ran through the slalom at 61.4 mph and came to a terminate from 60 mph in 124 feet. That compares from head to toe favorably to the Accord (60.2 mph and 133 feet) and the Camry (61.8 mph and 121.8 feet).
Grovelling model Fusions get an aluminum inline four-cylinder, but the SEL is powered by a 3.0-liter V6 equipped with dual-running costs camshafts and variable valve timing. Productivity is rated at 221 horsepower at 6,250 rpm and 200 hammer-feet of torque at 4,750. Those numbers are a bit shy of the V6 kind average, with the Honda pumping out 240 hp and 212 lb-ft and the Toyota making 225 hp and 240 lb-ft.
However, the Fusion has the only six-tear automatic in its class, and the transmission performed delightfully with nicely matched shifts and easy operation. In acceleration trials, the Fusion still lagged degree behind the pack, with an 8-second 0-60 on one occasion and a 15.8-second quarter-mile run. In a modern comparison test, a V6-powered Accord and Camry both ran 0-60 in about 7.5 seconds.
Clandestine the Cabin
The Fusion really shines from within, where dwarf details jump out at the driver like freshly laundered pants with a dollar bill cryptic in the pocket. Soft-touch materials throng with in the cabin, and fit and finish is remarkable. Every panel is flawlessly aligned, and gaps are kept to a reduced. The leather-wrapped steering vicinity is comfortable to hold, and loaded with nonchalantly-to-use audio and climate controls. Even the analog gauges are leisurely on the eyes yet somehow sporty and just a scarcely bit different.
Settling into the driver arse, the first thing you’ll notice (on SEL models at least) is the contrasting stitching in the leather seats. This wasn’t resultant on Ford’s part, but it really dresses up the look of the shack. Automatic climate control comes exemplar on the SEL, and it works very well with a basic three-button interface. Ford even designed the duct system for rest operation, and it became obvious on a hot August day with the A/C blasting.
With 38.7 inches of front headroom and 42.3 inches of front legroom, the Fusion feels ample but not cavernous. And with increased hip- and shoulder allowance the Ford offers plenty of inside real estate to lounge around in.
On the Approach
Ford executives claimed at the conveyance launch that they wanted the Fusion to determination like a four-door Mustang, and they’re not far off the distinguish. Steering feel is excellent, and when pushed penetrating in a canyon the suspension stays planted with moderate understeer and minimum body roll. The car is certainly no full-people sport sedan, with a mere 221 hp on tap, but it is fashionable.
The seats are extremely comfortable, the car is stunningly hush, and the secondary controls are easy to use and assume from while driving. Even the air conditioning vents are well designed and righteous to operate.
I only have two complaints about the Fusion: It needs more power and a ameliorate shifter. The 221-horse V6 is fine for highway cruising, but an SVT kind with a lightweight V8 (à la Taurus SHO) would be most desirable. Even the recently announced 3.5-liter international V6 would be an improvement. I’d also like to see a shifter with more than fitting “Drive” and “Low” as despatch gear options. How about specific gates for 1st, 2nd, “Move,” and “Top Gear”?
Conclusion
If you unqualifiedly want basis transportation from Tip A to Point B, there are lots of inexpensive sedans to determine from. However, if you’re looking for an affordable people hauler with enough edge, attitude, and savoir vivre to stand out from the Japanese crowd, the 2006 Ford Fusion deserves a look.
Components: The stereo in our assay car was the upgraded Audiophile system. It includes eight speakers and an in-spurt six-disc CD changer. The Audiophile system costs an extraordinarily $420 and has features like dispatch-sensitive automatic volume direct and three sound profiles. Those profiles optimize the noise presence for the driver, rear-ass passengers or all occupants.
Performance: The mind unit is rather bland-looking for an upgraded audio system but it works well with the sporty point of the Fusion’s interior. The controls are passably easy to use. The only problem is the confusing “request” buttons that seem to indicate that they’re in use accustomed to for switching CDs in the in-dash changer. Really, there are other buttons that are farther away and subject up and down that must be used to change CDs. Bass, treble and other such functions are accessed via a honest-to-use “menu” button. The steering spin-mounted audio controls trade well with the dash-mounted knobs, and the system is skilled of playing MP3-format CDs.
The sound prominence is just OK. The extra money out on the “top-of-the-line” stereo doesn’t transcribe into stellar sound quality. One of the prime problems is that bass response is very exhausted. In fact, the stereo sounds most skilfully when both bass and treble are turned all the way up. And even then the bass sounds mud-spattered and rumbly rather than sharp. Plus, the highs are too fulgid. One of the keys to any good system is separation and this stereo does not have that. It certainly isn’t an horrendous-sounding stereo but it could be so much better.
2005 Honda Accord EXV6 coupe 0-60
0 60 honda accord coupe: My sisters 2005 Honda Accord EXV6 Coupe 0-60 video. She has since traded this car in and currently drives a Mercedes Benz C230 Sports Sedan
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