For 2017, Ford has graced its Fusion hybrid with an additional trim level—the zooty Platinum spec—along with a host of cosmetic changes shared with the rest of the mid-size Ford Fusion sedan range, but you’ll have to look closely to detect differences. The Aston Martin–like grille is slightly wider than before to give the front end a lower look. The headlights are new, too, with the base S and SE models using projector-beam-style halogen lights, while the Titanium and Platinum trims get standard LED lights. All trim levels employ restyled LED taillights dressed up by a chrome spear.
Inside, a new gear-selector dial operates the automatic transmission. This metal wheel takes up less real estate between the seats than did the former shift lever. It has a satisfying and expensive feel to it as it efficiently calls up park, reverse, neutral, and drive. With the traditional shifter gone, there’s now more space for two cupholders, a longer center armrest, and a deep slot for phone storage. Platinum, Titanium, and SE models with the Technology package get an 8.0-inch touchscreen running the Sync 3 system, Ford’s newest generation of audio, phone, and navigation controls.
The new top-dog Platinum trim comes with the softest leather you can get in a Fusion. Although this leather looks to be a dead ringer for the Bridge of Weir skins seen in the Lincoln MKZ, Ford-brand marketeers call it Venetian leather. This glove-soft upholstery covers the instrument panel, the heated and cooled seats, the steering wheel, and the armrests. A quilted pattern, similar to what you see in some Audis, is found on the doors and the seats. Platinum models also come standard with driver-assistance technology that’s optional on SE and Titanium models, including blind-spot monitoring, adaptive cruise control, automatic parking, lane-keeping assist, and pre-collision alert with pedestrian detection.
What remains unchanged is the hybrid’s powertrain, so driving it is pretty much the same experience as before. A 118-hp electric motor helps the 141-hp 2.0-liter Atkinson-cycle four-cylinder to provide quiet, deliberate motivation. Electric-only operation supposedly can propel the Fusion at speeds up to 85 mph, but you’d have to be extremely gentle with the accelerator to see it happen, since the gasoline engine usually kicks on during any normal acceleration. A 1.4-kWh lithium-ion battery pack feeds the electric motor; the pack is recharged by the engine-driven generator and during braking. (A second hybrid, the plug-in Energi model, offers a bigger, 7.6-kWh battery pack that enables 19 miles of all-electric range for those intent on drawing juice from the grid.) Highway and combined EPA fuel-economy figures remain at 42 mpg, but the city number falls by 1 mpg to 43.
Buying a hybrid used to be all about making sacrifices in favor of fuel-economy ratings, but now that the technology has matured and gone mainstream, it’s becoming clear that you don’t have to give up styling, luxurious appointments, or features just to get efficiency. Discerning consumers will want to test-drive hybrid alternatives from various automakers; there are definite distinctions among them in how their powertrains and controls feel and operate. In hybrids, just as in ordinary gasoline-only cars, noise, a harsh ride, and jerky operation are issues of refinement and not something to accept because they “come with the territory.”
That said, acceleration isn’t the Fusion hybrid’s strongest suit. The previous model took 9.1 seconds to get to 60 mph in our testing, close to two seconds longer than a Toyota Camry hybrid, and without any underhood changes for 2017, there’s been no evident improvement. While the Fusion hybrid is not quick, its electric motor adds a nice dose of torque to initial takeoff from a stop, so it doesn’t feel poky in city driving. Even under hard acceleration, the four-cylinder’s noise is well muffled and never sounds strained. The powertrain provides adequate forward thrust, but what’s most noteworthy about this particular hybrid system is how quietly and seamlessly the electric motor and the gas engine interact. Every hybrid Fusion comes with active noise cancellation, and it seems to work. There’s not much engine, tire, or wind noise at highway speeds.
The Fusion’s ride is comfortable, even with the larger 18-inch wheels. The steering is nicely weighted and accurate but doesn’t offer much feedback. Brake-pedal feel is good while blending the transition between regenerative and friction modes, but the switchover can still be felt as a change in grabbiness that takes a bit of getting used to. Ford says it recalibrated its regenerative and four-wheel disc-brake systems for 2017, but our initial takeaway is that the new Chevrolet Malibu hybrid handles this aspect better; conclusive judgment awaits more experience with both cars in their final production forms, however.
Fusion hybrid pricing starts at $26,060 for the S model and rises to $37,895 for the lavishly equipped Platinum. With the exception of the latter, which has no commensurate model at Toyota, the Fusion Hybrid is priced within $1500 of the Toyota Camry hybrid. While many hybrid-sedan shoppers may automatically go to Toyota because of that brand’s pioneering reputation with such powertrains, they’ll be doing themselves a disservice if they don’t first consider the alternatives. The Fusion’s superior refinement and attractive design make a strong argument, especially for those who’d enjoy the Platinum version’s plush environs.
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