- 2014 Ford Fusion
- Interior / Exterior »
At the front, the hexagon grille bends and bevels between headlamps and foglamps in a way that’s half-Aston, half-Hyundai. We see the roofline of the Audi A7 from the rear quarters, with the LED taillamps punctuating that point. But take a look at the sideview and it’s all Ford, with the details somehow making a greater sense in composite.
Inside, it’s functional and sleep, especially taking focus front and center at the touchscreen-driven MyFord Touch system and the tablet-like finish of the center-stack controls. We like how it takes a step away from the super-angular, more pinched look of the Focus and Fiesta interior, instead framing the center stack of controls in a simple metallic ring that leaves a strong graphic imprint on the cabin. Even on lesser models, there’s a small LCD screen for radio and SYNC displays, flanked by a small battalion of hard buttons. It is undersized for the allotted space but doesn’t seem completely out of place. Our chief complaint inside is the use of gloss black plastic on the dash and door panel armrests; it’s prone to scratch and swirl, and doesn’t look as good after only a few thousand miles as it does before a single use.
On versions with MyFord Touch’s voice, wheel, and touch controls, the vitals are reduced to an elegant LCD touchscreen panel and to a minimum of breaks on the surface of the dash. Most of the controls here are almost flush–capacitive controls run the climate control systems and some audio functions, with only a couple of actual knobs. It’s a striking effect, with obvious influences from Volvo, including the storage bin under the climate controls, open at the sides.
- Performance »
The base-level engine, a 178-horsepower, 2.5-liter four-cylinder, doesn’t come close to performing as well as the rakish design suggests; it’s adequate with the six-speed automatic, but you’ll be downshifting more than you might think as the engine doesn’t make its peak torque until a relatively high 4,500 rpm. If we wanted the performance of a V-6 in the 2014 Ford Fusion, we’d head straight for the 2.0-liter EcoBoost turbo four, with its 240 hp and 270 lb-ft of torque in the top Titanium model. It’s quick to rev, and the automatic’s shifts click quickly via paddle controls. It’s also the most vibration-free, quietest installation of this powertrain we’ve yet experienced, in Ford-brand vehicles and in those from other formerly related automakers.
For 2014, last year’s 1.6-liter EcoBoost turbo is gone, replaced by a 1.5-liter turbo four. We haven’t driven this new combination–and we don’t yet even have power or fuel economy numbers for it–but Ford promises the same performance as the 1.6 with better fuel economy. Also, it will include engine start/stop in 1.5-liter automatic version, but we’d be more tempted by the great six-speed manual gearbox–a no-cost option on much of the lineup. The manual’s throws get a little long on the north-side gears, but the shift quality has a soothing, mechanical sweetness that’s reassuringly familiar to anyone who grew up driving European cars.
Even in its heaviest form, at about 3,700 pounds with the all-wheel drive offered in Titanium trims, the Fusion is quite light for this class, and with well-tuned steering and a taut yet absorbent feel, it has firm, flat, reassuring cornering that’s not to the detriment of ride quality, combined with a nimble, eager feeling that’s missing from most mid-size sedans–except for the latest Mazda 6. Of note for 2014 is a new performance tire option with summer-only rubber.
Steering in the Fusion isn’t perfect, but it’s consistent in force and feel; there’s not much feedback when unwinding the wheel, and the ratio could be quicker, but it feels sportier than what you’re going to find in other affordable mid-size sedans, whether you go with the 17-inch 50-series treads on the SE, or on the 45-series 18-inchers on the Titanium. The base 16-inch and optional 19-inch wheels at the bottom and top of the lineup will likely be more compromised.
With its front struts and rear multi-link suspension, the Fusion is firm and composed, and never forgets that it’s a family sedan first. It’s not stiff for stiff’s sake. There’s more ride compliance here than in the Malibu, but less so than the cozy new Altima and less body roll, too.
Wearing new looks for the 2014 model year, the Ford Fusion is breathtaking in its design, taking the family-friendly sedan into a fashion-forward area not often encountered.
Even a year later, the Fusion has probably the most radical design of any conventional mid-size sedan. The good looks are now gorgeous; the road manners, if anything, have grown even more athletic; and it’s now one of the most tech-forward, fuel-efficient mid-size models As an overall package, it’s everything almost any mid-size sedan buyer needs–and that’s part of the reason why we named it our 2013 Best Car to Buy.
The design’s a standout whether you judge it by its impressive collection of details or how it wraps all these elements together, in context. A hexagon grille bends and bevels between headlamps and foglamps in a way that’s half-Aston, half-Hyundai. We see the roofline of the Audi A7 from the rear quarters, with the LED taillamps punctuating that point. But take a look at the sideview and it’s all Ford, with the details somehow making a greater sense in composite. Inside, it’s functional and sleep, especially taking focus front and center at the touchscreen-driven MyFord Touch system and the tablet-like finish of the center-stack controls.
The base-level engine, a 178-horsepower, 2.5-liter four-cylinder, doesn’t come close to performing as well as the rakish design suggests, but it’s adequate with the six-speed automatic. If we wanted the performance of a V-6, essentially, we’d head straight for the 2.0-liter EcoBoost turbo four, with its 240 hp and 270 lb-ft of torque. It’s quick to rev, and the automatic’s shifts click quickly via paddle controls. For 2014, last year’s 1.6-liter EcoBoost turbo is gone, replaced by a 1.5-liter turbo four. At the time of posting, we don’t yet have power or fuel economy numbers for this new fuel-efficient pick of the lineup, but Ford will include engine start/stop in 1.5-liter automatic version, but we’d be more tempted by the great six-speed manual gearbox–a no-cost option on much of the lineup.
Even in its heaviest form, at about 3,700 pounds with the available all-wheel drive, the Fusion is quite light for this class, and with well-tuned steering and a taut yet absorbent feel, it has firm, flat, reassuring cornering that’s not to the detriment of ride quality, combined with a nimble, eager feeling that’s missing from most mid-size sedans–except for the latest Mazda 6. Of note for 2014 is a new performance tire option with summer-only rubber.
The Fusion’s cabin isn’t camped by the sexy silhouette, either. It’s a little longer overall than before, with a much longer wheelbase, which adds up to better legroom all around. Thinner and firmer front seats also help bring a lot more back-seat space; and even the base manual front seats are quite comfortable and supportive. Headroom’s great, provided you avoid the optional sunroof. And overall this is an interior that lends a feeling of quality, with good materials everywhere you look (and feel), great noise damping and vibration quelling, and satisfying sounds as you open and close doors. The trunk is 16 cubic feet, big for the class, and the Fusion has ample storage all around the cabin, with a stow space under the center stack, bottle holders in the doors, and a decently sized glovebox.
The safety assessment here is superb. Five-star overall ratings from the federal government plus IIHS Top Safety Pick+ status, as well as safety features like front knee airbags and standard Bluetooth hands-free all combine to give you a lot of reassurance. And for 2014, the inflatable rear seatbelt system that’s been offered on some of Ford’s crossovers is now available on the Fusion.
Fully loaded, the Fusion fits just under $40,000, but some of the best builds–with the smaller EcoBoost engine–should slot just under $30,000. For that, you’ll get navigation, blind-spot monitors, leather seats, a rearview camera and rear parking sensors. Even the base car includes cruise control; the usual power features; a CD player and an auxiliary jack; cloth seats; tilt/telescoping steering; and steering-wheel audio and phone controls. Power front seats, leather upholstery, a navigation system, and a rearview camera are options, as are all-wheel drive and a suite of safety features like lane-keeping assist and active park assist.
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