2017 Ford Fusion First Drive Review: More Than Just a Pretty Face?

Despite six engine options, two drivetrain choices, and a near $40,000 price when loaded, the 2017 Ford Fusion is no numbers car. The midsize sedan’s greatest asset remains design; it’s one of the most attractive four-doors on the road under $50,000. With the Fusion updated for 2017, Ford hosted an event for journalists to experience the substance behind the refreshed car’s good looks.

Surprisingly, the Fusion’s naturally aspirated 2.5-liter I-4 is the volume seller, though the turbocharged 1.5-liter I-4 ($900 on the SE) comprises 25-30 percent of the mix and is expected to grow in popularity. The base 2.5-liter engine is good for 175 hp and 175 lb-ft of torque, compared to the 1.5’s 181 hp and 185 lb-ft of torque. No 2.5s were available at Ford’s drive event, but the turbocharged 1.5 felt reasonably peppy in the city. Even so, you’ll want to be a little patient when you plan to pass that slow-moving truck or enter a freeway onramp. The Fusion is heavier than the Toyota Camry and Honda Accord, and we’re guessing the car is slightly slower to 60 mph than those best sellers.

Fusion buyers with lead feet would be better off with the new Sport model, which will offer 325 hp and a startling 380 lb-ft of torque from a turbocharged 2.7-liter V-6 when it arrives later this summer, a few weeks after the other models. Unfortunately, the higher-volume non-hybrid Fusions have EPA-rated fuel economy near the bottom of the class, with 21/32 mpg city/highway for the 2.5-liter I-4 and a more respectable 23/34 mpg with the 1.5. The automatic-transmission 2016 Accord gets 26-27/35-37 mpg with a 2.4-liter four-cylinder engine, the 2016 Camry comes in at 25/35 mpg with a 2.5-liter I-4, and the new 2016 Chevrolet Malibu—also using a turbocharged 1.5-liter I-4—gets 27/37 mpg. Where the Fusion 1.5 moves past the Malibu (but not the Camry or Accord) is in offering a longer driving range, allowing you to squeeze in one more trip to work or school before having to refuel.

The 2017 Fusion also features a new rotary shift dial that falls in both the functional and “oooh, look at that” categories. In my day with the 2017 Fusions (they all get the new shift knob), I noticed no delays in its action, with clear detents between Drive, Neutral, and Reverse. There’s a easy-to-select Sport mode on the non-hybrid models, which have standard steering-wheel-mounted paddle shifters on EcoBoost cars. The electric parking brake is a helpful upgrade as well, though I wish there was an auto-brake-hold button next to the parking brake lever on the center console. The six-speed automatic offered smooth shifts in the 1.5 and 2.0 EcoBoost models I drove, and the 1.5’s engine stop-start system was one of the more seamless ones I’ve experienced.

The 2017 Fusion’s quietness was especially impressive—and not just on the hybrid models (read our 2017 Fusion Hybrid review HERE). While enjoying the hushed cabin and increased storage space over the pre-refresh Fusion, I appreciated that the car’s instrument cluster, with two color screens flanking a speedometer, is still available. It’s a cool bit of customizable tech and, with the introduction of the Sync 3 infotainment system, Ford hopes to put its infotainment-reliability issues permanently in the past. The system’s graphics look good, but for users of Apple CarPlay and Android Auto, it’s also somewhat irrelevant. Drivers in the habit of using the quick-charging USB port to charge their phones will also activate those third-party infotainment systems, which also provide navigation. One warning for any car with Apple CarPlay and Android Auto: In the hills of Malibu and other regions where cell phone reception isn’t the greatest, the system occasionally couldn’t produce a full map display. Still, Apple CarPlay and Android Auto are good features that include another navigation alternative, voice-command text messaging, and easy access to compatible audio apps.

 

The suspensions of the Fusions I drove (with 18- or 19-inch wheels) soaked up most road imperfections; the car feels solid on the road but not as sporty as the Mazda6. Behind the wheel of a loaded 2017 Fusion Platinum, the view is rich enough to mostly justify the car’s high price ($37,495 or more, depending on whether it’s the 2.0 EcoBoost, hybrid or Energi plug-in hybrid). A two-tone dash and leather everywhere keep things upscale, as does seat piping. The partially quilted seats and door panels are neat, and the full LED headlights’ daytime running lights add to the curb appeal. A power-operated steering column is helpful, as is the adaptive cruise control system that worked well on the highway and can come to a complete stop, too. We tried using Ford’s Enhanced Active Park Assist system, but found it not quick enough to be more than just a way to brag to Malibu- and Accord-owning neighbors. At least that might be the case when using it to reverse into a perpendicular space; the parallel parking function may be more useful. Also, on the next-gen Fusion, we’d like to see a body-colored antenna instead of the black one atop the 2017 model. The available exhaust outlets integrated into the lower rear fascia, though, look sharp.

The Fusion Platinum comes standard with the turbocharged 2.0-liter I-4, which now makes 245 hp and 275 lb-ft of torque. Perhaps weighed down by the Platinum’s extra equipment, the engine didn’t provide enough of the seat-of-the-pants feel we expect from a V-6 alternative. On lower trims, the 2.0 might make more sense. I can understand it for a buyer who wants more than the 1.5 can offer but won’t pay for the 325-hp $34,350 Fusion Sport. The Sport comes standard with all-wheel drive, which is available on the 2.0. Midsize sedan intenders who want all-wheel drive can also consider the six-cylinder Chrysler 200 and all Subaru Legacys.

Rear-seat passengers won’t find much to complain about in the 2017 Fusion. Although in person the rear seat doesn’t feel quite as big as the specs suggest, it’s still decently spacious for two across. Those who regularly fill the rear seats with three passengers should know the drivetrain hump in the back seat intrudes into usable space more than in the Camry.

In terms of safety, the 2016 Fusion did well but fell just short of the Camry and Accord, and the revised 2017 model hasn’t yet been tested. The 2016 model received an overall five-star rating from the NHTSA, like the Accord, Camry, and Malibu. In IIHS testing, the 2016 Fusion received Good ratings in four categories and an Acceptable in the small overlap front test. The 2016 Accord and 2016 Camry received Good ratings in all five categories, and the 2016 Malibu has received Good ratings in the only two categories for which it’s been tested so far. One way to minimize damage in an accident is to avoid one altogether, and I’ve always appreciated Ford’s integrated blind-spot side-view mirrors (with a smaller mirror in the corner of the mirror).

Stylish and quiet, the competent 2017 Fusion should be on midsize-sedan buyers’ shopping lists. As long as you don’t expect class-leading quickness or efficiency, the refreshed 2017 Fusion is ready to prettify your driveway.

Don’t miss our 2017 Ford Fusion Hybrid and Fusion Energi review HERE

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