   2014 Ford Fusion SE 1.5L. Click image to enlarge |
Review and photos by Peter Bleakney
Is Ford’s fetching Fusion mid-size sedan really only entering into its second model year? Hard to believe. At the rate the hotly contested family sedan segment is blasting along, this five-door family car with the Aston Martin grille almost feels like a veteran.
I guess that’s what the media will do to ya’. Right now it’s all about the 2014 Mazda6 being named AJAC’s Car of the Year, the upcoming all-new Chrysler 200, the soon-to-debut Hyundai Sonata and the Honda Accord Hybrid.
Nonetheless, there is some news in the Fusion camp for 2014. If buyers weren’t spoiled for drivetrain choice before, yet another four-cylinder motivational source is on the menu. This brings the count to five when including the $28,699 Fusion Hybrid and $38,899 plug-in Fusion Energi.
Today we’re looking at the 2014 Fusion SE FWD ($24,599) with Equipment Group 202A ($3000). This switches out the base naturally aspirated 175-hp 2.5L four for a new-for-2014 1.5L EcoBoost four that makes 178 hp and 177 lb-ft from 1,500 rpm.
Checking this box last year would have netted a 1.6L EcoBoost that made 178 hp and 184 lb-ft from 2,500 rpm. The 1.6L is now only available with a six-speed manual gearbox.
So why go through all this trouble for a mere 0.1 litres of displacement?
Improved fuel economy would be a good guess, but that is not the case. The numbers are all but identical.
The answer to this riddle lies on the other side of the globe. China is now the world’s largest automotive market, and there, cars above 1.5L of displacement are subject to additional taxes. Hence, a new mill for Ford’s global mid-size sedan.
Additionally, the demand for the Ford Escape crossover with the 1.6L EcoBoost is high, so this frees up production of that mill for the hot-selling cute ute.
The 1.5L EcoBoost wasn’t engineered to mate with a manual tranny. Why? Here’s a clue – in 2013 three-pedal Fusions accounted for a mere three percent of Canadian sales, and we are probably one of the more manual-enthusiastic markets.
It still rattles when cold like most modern direct-injection fours are prone to do, but overall it feels smoother than the 1.6L. While down a tad on torque, its peak arrives 1,000 rpm sooner.
  2014 Ford Fusion SE 1.5L. Click image to enlarge |
Despite its relatively puny displacement, this direct-injection turbo engine punches above its weight, delivering 177 lb-ft of torque from a low 1,500 rpm. It’s a charming little thing too, running with relative smoothness and making an earnest snarl when you put your foot in it.
The six-speed auto is tuned for maximum fuel economy. As such, it upshifts early and does its best to keep the engine spinning at low revolutions. As a result, when calling down to the engine bay for some acceleration you’re waiting a couple of beats for the transmission to find a lower gear and the turbo to spool up. Once all systems are online the Fusion moves out quite smartly, but highway throttle response is tardy.
 2014 Ford Fusion SE 1.5L. Click image to enlarge |
There is a toggle switch on the side of the shifter that will select gears manually.
Official fuel economy figures for this front-drive Fusion 1.5L are 8.8 L/100 km city and 5.5 L/100 km highway. My wintry week netted 9.7 L/100 km, which is nothing to write home about. That seems to be the issue with Ford’s EcoBoost engines. They post good figures in the unrealistic test cycle, but real world economy suffers the more of that “turbo” power you use.
This comes into play mostly in city driving. On the highway I saw fuel usage drop to the low sevens.
In our family sedan comparo last year, the 2013 Fusion SE 1.6L EcoBoost fared the worst.
Nonetheless, revisiting the Fusion was a pleasant experience. It’s a very good drive – certainly one of the more sporting of the segment – and it exudes a sense of composure and European solidity.
No tinny doors here – they close with a reassuring thunk. The heated leather front seats in this SE are exemplary, showing a rare blend of comfort and snugness that makes me think Ford learned something from its Volvo stewardship.
   2014 Ford Fusion SE 1.5L. Click image to enlarge |
Another area where the Ford shows its stuff is in suspension tuning. This car was wearing the optional 18-inch wheels (and no winter tires???), yet still managed an expert blend of body control and ride civility. Yes, it’s on the firm side when compared to the Toyota Camry, but never is it uncivilized. Steering feel is good – nicely weighted, linear and no on-centre numbness. Cabin isolation is right up there with the premium brands too.
Can’t really say that about the interior quality, as there’s a bit too much textured plastic and cheapish-looking faux metal trim for my tastes. Still, the steering wheel is lovely and driving position very good. The broad centre console gives the front digs an intimate and sporty cockpit feel. For those XXL types, it might feel a bit too cozy.
In the back, legroom ties with the class leaders but headroom not so much. The Fusion has a big trunk although the opening is relatively small.
  2014 Ford Fusion SE 1.5L. Click image to enlarge |
This car was fitted with the $850 SE Tech/MyFord Touch Package that includes back-up camera. Another 800 bucks adds navigation. Ford has taken a ton of heat over this comprehensive touchscreen interface, but continual upgrades have made it faster and easier to use.
I’m used to it, but no matter how they tweak MyFord Touch it’s still a bloody touchscreen which inherently requires your eyes to leave the road while aiming digits at a puny icon. Ford has carried this clean-up-the-console-at-all-costs mandate even further here with a plastic panel below the screen featuring more touch-activated “buttons” for HVAC, audio and seat heaters. At least they restored the volume and tuning knobs.
Kudos go to the fine sounding audio system and satellite tuner that avoids the all-too-common high-frequency phasing.
This tester also had a layer of optional safety kit that included reverse sensing system ($400), rear inflatable seatbelts ($190) and lane departure warning, cross-traffic alert and blind spot warning ($1500). Additional convenience features included proximity key with push-button start ($500) and Ford’s nifty self parallel parking thingy ($600) that scans for a suitable spot and then performs all the correct wheel-twirling while you operate the gas and brakes.
It’s a helluva party trick, but does anybody really use it?
In Canada, the Fusion outsells both the Toyota Camry and Honda Accord. Granted, fleet sales probably tip the balance here, but it does say a lot for this attractive and substantial sedan.
I enjoyed my week in this Sunset red Fusion SE 1.5L. Rubbery throttle response aside, it’s a complete package that hits a number of bulls-eyes – great seats, quality build, roomy, good audio and a decidedly European dynamic signature.
Plus, with this new engine you can brag to your friends you’ve got the smallest displacement in the segment.
Or not.
|
Related Articles: Manufacturer’s Website: Photo Gallery: |
2014 Ford Fusion SE 1.5L EcoBoost
Base price: $27,599
Optional equipment: premium floor mats with trunk mat $150; SE Tech/MyFord Touch package $850; navigation $800; active park assist $600; reverse sensing system $400; proximity key with push button start $500; 18-inch gloss black cast aluminum wheels, rear inflatable seatbelts $190; Driver Assistant Package $1500
A/C tax: $100
Destination charge: $1565
Price as tested: $34,954
Crash Test Results:
National Highway Traffic Safety Administration (NHTSA)
Insurance Institute for Highway Safety (IIHS)
