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ROOM TEMPERATURE FUSION?

Models Covered: 5dr hatch: 1.4, 1.6 petrol, 1.4 TDCi, 1.6 TDCi [Fusion1, Fusion2, Fusion3, Fusion+ Style, Zetec]

BY ANDY ENRIGHT

Few mainstream cars have caused quite so much perplexed head scratching and confused chin stroking as Ford’s Fusion. When it first appeared in design sketches, it was mocked up like a rugged little 4x4 but as it neared production, the edges were smoothed off and it eventually landed in UK showrooms looking little more than a chunkily rebodied Fiesta with a little extra in the way of ride height. This puzzled British customers and the Fusion has resulted in more than a few blown sales targets for Ford dealers the length and breadth of the nation. That’s not to say it’s a bad car. Anything based on a Fiesta platform is going to make a great little package, but the Fusion’s target market seems a little ill defined. If the idea of a well-engineered and economical supermini that offers a better vantage point appeals, a used Fusion offers the opportunity for a genuine bargain.

Based on the chassis of the sixth generation Fiesta, the Ford Fusion landed on these shores in August 2002. Ford’s advertising trumped the benefits of that extra couple of inches of ride height, featuring a vertically challenged chap sitting on a pile of programmes at the theatre in order to see the stage. Unfortunately for Ford, it would take more than this for customers to see the point of the Fusion. Three engines were available from launch; 1.4 and 1.6-litre petrol units and a 1.6-litre TDCi powerplant that Ford had worked on in conjunction with Peugeot and Citroen. The Fusion was subsequently offered with a neat Durashift sequential manual gearbox that did away with the need for a clutch pedal and made the Fusion a doddle to pilot through traffic-choked cities. A Fusion+ model was also made available, featuring a healthy complement of standard equipment including a DVD rear seat entertainment system. Towards the end of 2004, a 90bhp 1.6-litre TDCi engine was introduced to the range. A facelifted version was introduced at the close of 2005. It featured restyling for the bumpers and grille, revised headlamps and tail lamps, thicker body side mouldings and body coloured handles and mirrors on selected models. Inside, a redesign concentrated on improving the feeling of quality and space. Highlights included a smarter fascia with easier to read instruments and a soft-feel upper section to the instrument panel.

Despite the raised ride height and chunky styling, the Fusion isn’t really a go-anywhere vehicle. Built on the same front-wheel drive underpinnings as the Fiesta it is in some respects a latter day incarnation of the Matra Rancho – and if you remember one of those, you really are an anorak. Suffice it to say that it supplied the go-anywhere looks without the need for the expensive go-anywhere hardware that would normally accompany them. If we suspend our inbuilt cynicism of the PR machine that pushes the Fusion upon us, what are we left with? Basically, the Fusion looks like a Fiesta on stilts with some clever packaging tricks up its sleeve. The rugged bumpers and mini-4x4 stance of the original Frankfurt show car have been toned down into something far more conventional, the Fusion slotting into the supermini-MPV class quite nicely, despite Ford’s claims to the contrary. It’s a market that features purpose built designs like the Toyota Yaris Verso, crossover designs like the Suzuki Ignis, Honda Jazz and Daihatsu YRV. In short, it’s one of the hot sectors. In designing the Fusion for urban families, a number of key criteria had to be met. These elements included a higher driving position to give good all round visibility, body height and wheel designs optimised for ground clearance and ride comfort so that Fusion drivers can easily shrug off kerbs, speed humps and the worst urban potholes. So-called ‘cubed-out’ architecture maximises seating space while the same philosophy maximises the luggage space by providing a squared-off rear header and a flat load floor. That driving position is a full 75mm higher than you’d find in a Fiesta and it’s longer but slightly narrower too. The bumpers and rubbing strips followed intensive research into how cars become damaged in the urban environment. Should you contrive to take the car’s name somewhat literally and meld it with something else, it’s good to know that you’ve an Intelligent Protection System that will intervene with dual stage front air bags that sense the type and severity of the impact. Side airbags are available for front seat passengers and optional curtain bags provide side-impact head protection. The high seating position gives a commanding view of the road ahead and there’s a wonderful sense of airiness about the cabin. As well as offering the usual split/fold rear seats, the Fusion also allows the front passenger seat and the rear seats to fold flat, although the operation isn’t as slick as in some rivals. Even with the seats in an upright position, the boot is impressive with a standard luggage volume of some 337 litres. Should you need to slide luggage out from the rear, Ford have thoughtfully designed the Fusion with no rear loading lip. The elevated seating position also allows for extra stowage space under the passenger seats, whilst the fascia features a flip-top bin like the Galaxy whilst the main instruments are housed in a neat oval binnacle.

Although Fusion and Fiesta trim/equipment levels aren’t directly comparable, one fact stands out right from the get go. The low level of customer take up for the taller sibling has sent used prices tumbling. A Ford Fusion1 which retailed for £9,825 in August 2002 on a 52 plate is now worth £3,200, whereas a Fiesta LX five-door which retailed at £25 more new is still worth £3,700. Opt for the Durashift-equipped 1.4-litre Fusion2 and prices open at £3,800 on the 52 plate. The 1.6-litre Fusion2 starts at £3,700 whereas a Fusion3 with the same powerplant opens at £3,800. If you plan on covering significant mileage, the 1.4-litre TDCI diesel is the version to go for and the Fusion1, 2, and 3 trim levels on the 02 plate are priced at £3,400, £3,800 and £3,900 respectively. A facelifted car on an 06 plate with the 1.6-litre TDCi engine starts from around £7,700. Insurance ratings are reasonable, the Fusion ranging from Group 4 for the base 1.4-litre models up to Group 6 for the plusher 1.6-litre variants.

Being so new, there’s little to report. Make sure your prospective purchase has been properly serviced and that the tyres are in decent shape. Otherwise check for the usual kiddie damage and parking scrapes. Engines are, on the whole, reliable, but watch for the usual signs of wear and signs of hard fleet or company use such as worn carpets or beaten up trim.

(approx based on a Fusion1 1.4) As you might expect, parts are plentiful and relatively inexpensive. A clutch assembly and an alternator will both be around £75. Front brake pads are around £30 a set and the rears £20, a replacement headlamp is close to £50 and a manual door mirror should be in the region of £50. A full exhaust is about £120 and a catalyst is about £220. A starter motor around is around £110, front wing is around £90, a windscreen about £70.

As you would expect from anything based on a Fiesta, the handling is very good. Although the tall Fusion looks like something that may be slightly top heavy, your first corner will rapidly dispel this impression. Somehow Ford seem to have engineered a ride that’s able to absorb the ruts and bumps of city streets with a chassis that enjoys spirited driving. Refinement is a mixed bag, the 1.4-litre engine being reasonably well behaved at higher speeds with tyre and wind noise making a significant intrusion. The 1.4-litre engine needs to be worked quite hard to make respectable progress, hitting 60mph in 13.5 seconds on the way to 101mph. CO2 emissions are reasonable, the Fusion pumping out 154g for every kilometre travelled. Likewise, you’ll not be taken to the cleaners at the pumps, the 43.5mpg average fuel consumption a fine effort. Even around town you can expect to see over 33mpg. Should you want to expend even less effort in the city, a ‘clutchless’ Durashift version is also available. When driven back to back with the 1.4-litre petrol powerplant, the TDCi diesel version is infinitely more desirable, the additional muscularity of the powerplant making those annoying downchanges on long uphill stretches virtually superfluous. The acceleration to 60mph is a little tardier at 15.3 seconds, but this gives little clue as to the satisfying nature of the Duratorq engine’s mid range pull. The in-gear acceleration times give a more accurate representation of the car’s punch, and here the scores are reversed, the diesel car comfortably acing its petrol counterpart. That’s perhaps not surprising, given that the midrange is where the turbocharger really gets to work, and what’s also equally predictable is the way the diesel car excels in terms of fuel consumption. What’s surprising are the raw figures. The combined fuel economy figure of 64.2mpg allows the Fusion TDCi to travel 634 miles between top ups, whilst the carbon dioxide emissions are a virtuous 116 grammes per kilometre. The Fusion 1.6 brings to the party a 99bhp engine that’s good enough to propel it to 60mph in 10.6 seconds en route to a top speed of 111mph. It’s a very willing powerplant, if a little vocal at the top end of the rev range and given that maximum power is generated at a nosebleed 6000rpm, it responds well to a heavy right foot. Driven in a more genteel manner, the Fusion 1.6 will return an average of 43mpg. There’s a 422 mile fuel tank range and emissions are an acceptable 157g/km.

It’s fair to say that as a new product, the Fusion has been a rare flop from Ford. It’s something of a shame when a car as thoroughly engineered and well built as the Fusion fails to find favour, but Ford’s marketeers just hadn’t tied down the target market sufficiently, pricing the Fusion above what buyers could snap up a Focus for. This is all good news if you’re in the market for a used example, as prices have taken a nosedive. Where the Fusion was more expensive than the Fiesta new, it’s now available for less than its more cramped sibling. Whereas a new Fusion struggled to make a case for itself, a used version makes all the sense in the world. The head scratching stops here.

BEST OF THE RECENT CLUTCH?
The Ford Fusion 1.4 Durashift Offers A Method Of Changing Gear That Keeps You In Control But Makes City Driving A Piece Of Cake. By Andy Enright

When it comes to cars for the urban jungle, there can be few better candidates than the Ford Fusion Durashift. Here is a vehicle that’s in its element in the sort of traffic that would reduce a Gregorian monk to wheel-thumping, vein popping frustration. If you really want to make the urban sprawl and crawl your own, here’s the car for the job.

Combine the elevated ride height of the Fusion body with the ‘clutchless’ Durashift EST gearbox and you’re onto a metropolitan winner. Ask many drivers committed to manual gearboxes what they dislike most about a conventional automatic and it would probably be just that: the removal of that vital element of control. We’ve all driven poor automatics that change up halfway through corners, thus depriving us of grip. Either that or they’ll snick the next gear up as you start descending a hill, ensuring that you wear through brake pads at double the normal rate. Durashift EST is different. It’s a clutchless manual gearbox that retains all the control, performance, low cost and economy of a manual ‘box, along with the convenience and simplicity of an automatic. That’s Ford’s party line at least. If you just want the simplicity of a conventional automatic, you can have one but only with the 1.6-litre engine. You may well have seen this sort of gearbox before. The famous Ferrari F1, Alfa Romeo Selespeed and BMW SMG systems are all examples of its ilk, but the Fusion’s system runs headlong into more prosaic and slightly less well-known competitors. Direct rivals like the Renault Clio Quickshift and the Vauxhall Corsa Easytronic have already made inroads into this market. In order to move the game forward, the Fusion Durashift not only adds those crucial vertical inches but also offers a cleverer electronic brain.

"The Durashift gearbox makes the Fusion an urban warrior par excellence"

Prices start at £11,140 for a Durashift EST equipped Style fitted with the Duratec 1.4-litre 16v petrol engine, with the equivalent Zetec and Zetec Climate models retailing at £11,740 and £12,340 respectively. A luxury £12,940 Fusion Plus can be ordered that includes a CD autochanger, bigger alloy wheels and a subtle styling kit. Durashift EST is an electromechanical adaptation of the standard Fusion five speed manual transmission with two distinct modes of operation – Auto Shift Mode (ASM) and Select Shift Mode (SSM). Three tiny electric motors take the place of the clutch pedal and the cables normally required by the clutch and shifting mechanisms. Two of these motors do the shifting work on the driver’s behalf and the third motor, supported by a hefty spring, actuates the clutch. So yes, despite there being no clutch pedal, you still get a clutch. To engage the manual SSM mode, the driver merely has to move the lever from the ‘D’ position and tip the lever back to change up and forward to change down. Unlike most systems which can be a little jerky, the Fusion Durashift is easy to flick smoothly up and down the gearbox, the engine even blipping instantaneously on downshifts to match the revs for you. The key difference between Durashift EST and many other sequential manual transmissions is the quality of the software in full automatic ASM mode. Drop the lever into ‘D’ and roll away and you’ll probably appreciate the syrupy smoothness, but there’s a whole lot of clever programming behind it. The Transmission Control Unit (TCU) is a box of tricks that gathers information from a number of sensors, analyses driving styles and communicates with the car’s main brain, the engine control unit (ECU). This allows the Durashift-equipped Fusion to include a number of clever driving ‘strategies’. It has a downhill detection system that compares vehicle acceleration and driving torque. When the downhill mode is activated, the system reacts by forbidding upshifts below a certain engine speed. When the brakes are applied, the system downshifts to a lower gear ratio. Likewise, the system has strategies for driving uphill or when driving against resistance, for example when pulling a trailer. There’s a curve detection mode to prevent unwanted gearchanges midcorner and a ‘fast-off detection’ system that stops the gearbox upshifting if the driver’s foot flies rapidly off the accelerator – a typical response when he or she is unsure of the road ahead or about to hit the brakes. Like any automatic, there’s even a ‘creep’ function that eases the car forward when in ‘D’ or backwards when in ‘R’, prolonging the life of the clutch in stop/start traffic and making the whole process a good deal smoother. As you would expect from anything based on a Fiesta, the handling is very good. Although the tall Fusion looks like something that may be slightly top heavy, your first corner will rapidly dispel this impression. Somehow Ford seem to have engineered a ride that’s able to absorb the ruts and bumps of city streets with a chassis that enjoys spirited driving. Refinement is a mixed bag, the 1.4-litre engine being reasonably well behaved at higher speeds with tyre and wind noise making a significant intrusion. The 1.4-litre engine needs to be worked quite hard to make respectable progress, hitting 60mph in 13.5 seconds on the way to 101mph. CO2 emissions are reasonable, the Fusion pumping out 154g for every kilometre travelled. Likewise, you’ll not be taken to the cleaners at the pumps, the 43.5mpg average fuel consumption a fine effort. Even around town you can expect to see over 33mpg. Many industry experts were a little puzzled when the Fusion was first introduced, wondering whether the public would take to this elevated Fiesta. The Fusion Durashift models make a far more convincing case than the manual versions, establishing themselves as the best urban Ford if your needs run beyond a Ka. The Fusion has found its niche. Over to you.

Facts At A Glance CAR: Ford Fusion 1.4 Durashift EST PRICES: £11,140-£12,940 – on the road INSURANCE GROUP: 4-5 CO2 EMISSIONS: 154g/km PERFORMANCE: 0-60mph 13.5s / Max Speed 101mph FUEL CONSUMPTION: (urban) 33.2mpg / (extra urban) 53.3mpg / (combined) 43.5mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: length/width/height 4020/1708/1503mm

Plus TICKET
For Those In Search Of A More Luxurious Fusion, Ford Present The Fusion+. By Andy Enright

The Ford Fusion has established a rather unusual niche for itself as the tall car that’s great in the city. But for those more upwardly mobile denizens of the urban jungle, Ford have released a Fusion with a whole lot more equipment that makes it one of the more interesting choices around for the modern family.

Think for a moment about how we use our cars. The days when we could get by with a ‘normal’ family hatch are probably slipping behind us now, the market lagging behind in that realisation. Vehicles with more flexible seating systems and enhanced visibility but which don’t end up looking like a wheelie bin are likely to represent the next wave in buying preferences. Maybe Ford has jumped into this market before it’s had time to mature with the Fusion, a car that has raised a few puzzled eyebrows amongst buyers, but a drive in the Fusion Plus may well convince them to ditch their prejudices. Instantly identifiable by its big 16-inch alloy wheels and body styling kit, the Fusion Plus looks a good deal beefier than Fusions we’ve become accustomed to and more like the original design study. The silver mesh front grille looks a little different and the car’s more purposeful stance removes the fresh air visible in the standard car’s wheelarches. Tinted privacy glass is fitted which not only helps to keep the interior cool but also helps to differentiate the Fusion Plus from its humbler siblings.

"The piece de resistance of the Fusion Plus has to be the DVD rear seat entertainment system."

There’s also what Ford dub a "rear seat activity console’ which is probably the most flowery term for a storage bin (10.7 litres) we’ve yet heard. Granted, it also contains an auxiliary power outlet so that yet more electronic gizmos can be run from the back seats. There are also four new stowage pockets for small bits and bobs: one on the front edge of the driver’s seat cushion, one on the inner face of the driver’s seat backrest and one on each corner of the rear seat cushions. which may well raise some eyebrows should an officer of HM Customs take a good look around the interior of your vehicle. The interior fabrics are a little Plusher and the loadspace carpet features some integrated protective runners. Four engine choices are offered, the popular 1.4-litre TDCi common rail turbodiesel that generates 67bhp, a more powerful 90bhp 1.6-litre TDCi, or a pair of 16v petrol units – a 1.4-litre powerplant that’s good for 79bhp or a 99bhp 1.6-litre engine. Driving dynamics do justice to Ford’s hyperbole and act as a clear yardstick for the rest of the sector. Should you want to expend less effort in the city, a ‘clutchless’ Durashift version is also available. In designing the Fusion for urban families, a number of key criteria had to be met. These elements included a higher driving position to give good all round visibility, body height and wheel designs optimised for ground clearance and ride comfort so that Fusion drivers can easily shrug off kerbs, speed humps and the worst urban potholes. So-called ‘cubed-out’ architecture maximises seating space while the same philosophy maximises the luggage space by providing a squared-off rear header and a flat load floor. That driving position is a full 75mm higher than you’d find in a Fiesta and it’s longer but slightly narrower too. The bumpers and rubbing strips followed intensive research into how cars become damaged in the urban environment. Should you contrive to take the car’s name somewhat literally and meld it with something else, it’s good to know that you’ve an Intelligent Protection System that will intervene with dual stage front air bags that sense the type and severity of the impact. Side airbags are available for front seat passengers and optional curtain bags provide side-impact head protection. The Fusion has lately been revised, with restyling for the bumpers and grille, revised headlamps and tail lamps, thicker body side mouldings and body coloured handles and mirrors on selected models. Inside, a redesign concentrates on improving the feeling of quality and space. Highlights include a smarter fascia with easier to read instruments and a soft-feel upper section to the instrument panel. It’s certainly a big improvement on the cheap-feeling plastic of the original model. The high seating position gives a commanding view of the road ahead and there’s a wonderful sense of airiness about the cabin. As well as offering the usual split/fold rear seats, the Fusion also allows the front passenger seat and the rear seats to fold flat, although the operation isn’t as slick as in some rivals. Even with the seats in an upright position, the boot is impressive with a standard luggage volume of some 337 litres. Should you need to slide luggage out from the rear, Ford have thoughtfully designed the Fusion with no rear loading lip. The elevated seating position also allows for extra stowage space under the passenger seats, whilst the fascia features a flip-top bin like the Galaxy with the main instruments are housed in a neat oval binnacle. The Fusion Plus certainly has what it takes to convince even the most sceptical family motorist that this is one of the trendier ways of transporting two parents and two kids yet to hit the market. That said, many will still fail to see the benefit of paying extra for a car that rides on Fiesta underpinnings and doesn’t handle quite as adroitly as its more conventional sibling. That said, isn’t it time to readjust our priorities and think of what we really need family cars for? As a vehicle that will likely spend upwards of 60% of its time in urban environments, the Fusion Plus - especially in TDCi diesel form – is a commonsense solution to a problem few realise they have. Enhanced visibility, ease of parking and built in systems to lower the stress of carting the kids about take the hassle out of motoring and that has to be well worthwhile.

Facts At A Glance CAR: Ford Fusion Plus Range PRICES: £12,445-£13,610 – on the road INSURANCE GROUPS: 5-6 CO2 EMISSIONS: 116-157g/km PERFORMANCE: [1.6 petrol] 0-60mph 10.9s / Max Speed 112mph FUEL CONSUMPTION: [1.6 petrol] (combined) 42mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: length/width/height 4020/1708/1503mm

FORD’S URBAN VISION
A supersized Fiesta or a separate entity altogether? Andy Enright considers Ford’s Fusion TDCi

It took Ford quite some time to get hip to the concept of platform sharing. Costs were shared between group brands – witness the Jaguar X-TYPE running on Mondeo running gear – but within the Ford marque itself, things were a little different. Certainly, the sort of niche marketing that saw the Renault Megane spawn into a Scenic or a Vauxhall Astra metamorphose into a Zafira was noticeable by its absence until the C-MAX arrived. Hence the Ford Fusion, the Blue Oval’s original attempt to get with the program. In 1.4 TDCi diesel form as tested here, it looks good. But is it good enough?

It’s a model that is most definitely of its time. As motoring trends wax and wane, some surprising cars are created. Think back to the mid-Eighties when almost every sporting car available had an all-wheel drive Audi Quattro-aping variant. Then there was the early Nineties boom in chunky 4x4s, responding to the soaring insurance premiums that temporarily did for the hot hatch. These days urban crossover vehicles – majoring on either lifestyle, versatility or a combination of both – better suit the prevailing buying mood and the Fusion 1.4 TDCi is just one of a number of likely suspects. Its chunky looks have a 4x4 feel – but this is a 2WD car only. The high-sided body has something of an MPV-look to it – but the seating inside is quite conventional. As a result, you may find the Fusion a difficult concept to pin down. A supersized Fiesta would be a simple summary of its appeal, but at £12,000 for the entry level Fusion 1.4 TDCi Style and £13,200 for the Zetec with that engine, you’ll need to pay a good deal more than an additional 50p (a la McDonalds) to go large. For those that really want to differentiate, a luxury Fusion Plus can be ordered that includes a CD autochanger, bigger alloy wheels and a subtle styling kit or you can upgrade to the 90bhp 1.6-litre TDCi engine.

"The Fusion TDCi is a riddle wrapped in a mystery inside a big, square body."

Petrol people however, will miss out on the excellence of Ford’s latest diesel engine. Did we say Ford? In actual fact, this unit was developed by PSA Peugeot Citroen with a bit of Ford input and a lot of Ford cash. Hence its fitment in cars like the Citroen C3 and Peugeot’s 307 model. Installing a heavy diesel engine into the front of a lightweight car usually means all sorts of decidedly sub-optimal fixes regarding the ride and handling. If the engine in question was lighter, you wouldn’t need industrial strength front suspension, nor a set-up that caused the car to understeer wildly in order to provide some modicum of ride comfort. That’s the basic premise of the Duratorq 1.4 TDCi engine fitted to the Fusion, weighing as it does a mere 98kg. The handling certainly benefits from this lightweight powerplant, being barely distinguishable from the excellent Fiesta, despite the Fusion’s higher centre of gravity. When driven back to back with the 1.4-litre petrol powerplant, the diesel version is infinitely more desirable, the additional muscularity of the powerplant making those annoying downchanges on long uphill stretches virtually superfluous. The acceleration to 60mph is a little tardier at 15.3 seconds, but this gives little clue as to the satisfying nature of the Duratorq engine’s mid range pull. The in-gear acceleration times give a more accurate representation of the car’s punch, and here the scores are reversed, the diesel car comfortably acing its petrol counterpart. That’s perhaps not surprising, given that the midrange is where the turbocharger really gets to work, and what’s also equally predictable is the way the diesel car excels in terms of fuel consumption. What’s surprising are the raw figures. The combined fuel economy figure of 64.2mpg allows the Fusion 1.4 TDCi to travel 634 miles between top ups, whilst the carbon dioxide emissions are a virtuous 122 grammes per kilometre. The Fusion has lately been revised, with restyling for the bumpers and grille, revised headlamps and tail lamps, thicker body side mouldings and body coloured handles and mirrors on selected models. Inside, a redesign concentrates on improving the feeling of quality and space. Highlights include a smarter fascia with easier to read instruments and a soft-feel upper section to the instrument panel. It’s certainly a big improvement on the cheap-feeling plastic of the original model. For something aimed so deliberately at the young and image-conscious, the Fusion pays more than mere lip service to mundane criteria like practicality and comfort. There’s masses of passenger space with a roof that’s almost gratuitously high, giving an overall impression of airy expanse. Ford seem to have missed a trick in not building in more MPV-style tricks however, the fixed airline-style table on the folded front passenger seat back being about the only nod in this direction. The rear seats neither slide, swivel nor detach and the boot lacks hooks or a two-piece tailgate. Still, the car can carry an impressive 337 litres and comes equipped with a cargo net and split/fold rear seats, so it gets most of the basics right. That theme carries on throughout the cabin, which is functional, workmanlike but not endowed with any great flair. The Fusion TDCi is a riddle wrapped in a mystery inside a big, square body. It’s a mini-MPV without much MPV-style design trickery. It’s elevated like a compact 4x4 but without all wheel drive mechanicals. For a car with such a promising foundation, the Fusion 1.4 TDCi is irritatingly less than the sum of its parts. What does it offer over the excellent Fiesta 1.4 TDCi? A little extra space and a better view. If this is worth the premium, go right ahead. Despite the lofty vantage, many will struggle to see the point. But either way, your Ford dealer stands a good chance of winning your cheque.

Facts At A Glance CAR: Ford Fusion 1.4 TDCi PRICES: £12,000-£13,800 – on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 122g/km PERFORMANCE: 0-60mph 15.3s / Max Speed 98mph FUEL CONSUMPTION: (combined) 64.2mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: length/width/height 4020/1708/1503mm

GONE FISSION
Ford’s Fusion has established a small but significant Supermini niche for itself. Jonathan Crouch checks out the revised range…

We like to think of ourselves as sporty, active, dynamic and young at heart. In our imaginary promotional video, we throw the skis/surfboard/mountain bikes into the back of a lifestyle-orientated compact car like Ford’s Fusion. We smile an ice-white grin at the camera, check out our tan in the rear view and then pull away. Extreme.

Every day’s a Saturday, the sun always shines and birds never unload on your bonnet. The reality, as Ford and every other manufacturer expect us to forget, is slightly different. It’s a world of screaming kids, garden centres, mother-in-law fetching and 3mph crawls to work. This is what the Fusion was designed for. It works better on the North Circular than it does at the North Face. It’s lately been revised, with restyling for the bumpers and grille, revised headlamps and tail lamps, thicker body side mouldings and body coloured handles and mirrors on selected models. Prices start at £11,300. Inside, a redesign concentrates on improving the feeling of quality and space. Highlights include a smarter fascia with easier to read instruments and a soft-feel upper section to the instrument panel. It’s certainly a big improvement on the cheap-feeling plastic of the original model. Ford says there are now more than a dozen seat fabric and fascia colour combinations to choose from, giving the interior "an exciting, trendy feel" so "customers can be as stylish, distinctive and original as they like." Which is presumably also the intention behind adding ‘vibrant’ exterior colours that include "tango red", "amethyst", and shocking "sublime". The Fusion range has also been assigned a unique colour - "Spanish olive."

"It still works better on the North Circular than it does at the North Face…."

Ford has taking this ‘refreshing’ opportunity to add many features usually only found on larger cars. These include rain sensing wipers, automatic 'home safe' headlamp mode, air conditioning with automatic electronic temperature control, satellite navigation, on-board computer, one-touch-down driver's door window, power folding heated door mirrors, MP3-compatible stereo systems and voice-controlled hands-free phone connection. Large car technology has also been applied to the electronic system. Each vehicle features a Controller Area Network (CAN) that can circulate specific data throughout the car, as required. Although much of this technology is working out of the driver's sight, there are visible examples such as the duplication of the radio station name and tuning information in the instrument cluster ahead of the driver, and the automatic speed-related volume control. Additionally, the hazard warning lights operate automatically under emergency or heavy braking above 62mph. Otherwise, it’s pretty much as you were, with prices starting at around the £11,000 mark and a choice of 1.4 and 1.6 petrol and diesel engines spread across three main trim levels (Style, Zetec and Plus, with air conditioned ‘Climate’ variants of the first two). Despite still having a front end bluffer than the north section of the Eiger, the Fusion isn’t really a go-anywhere vehicle. Built on the same front-wheel drive underpinnings as the Fiesta, it is in some respects a latter day incarnation of the Matra Rancho – and if you remember one of those, you really are an anorak. Suffice it to say that it supplied the go-anywhere looks without the need for the expensive go-anywhere hardware that would normally accompany them. Many have found the Fusion difficult to pigeonhole (including buyers) but that hasn’t stopped Ford from shifting quite a few after a slow sales start. Yes, it’s a Fiesta on stilts, but the whole effect isn’t unappealing if you accept it for what it is – Ford’s evergreen supermini in a slightly funkier suit. In designing the Fusion for urban families, a number of key criteria had to be met. These elements included a higher driving position to give good all round visibility, body height and wheel designs optimised for ground clearance and ride comfort so that Fusion drivers can easily shrug off kerbs, speed humps and the worst urban potholes. So-called ‘cubed-out’ architecture maximises seating space while the same philosophy maximises the luggage space by providing a squared-off rear header and a flat load floor. That driving position is a full 75mm higher than you’d find in a Fiesta and it’s longer but slightly narrower too. The bumpers and rubbing strips followed intensive research into how cars become damaged in the urban environment. Should you contrive to take the car’s name somewhat literally and meld it with something else, it’s good to know that you’ve an Intelligent Protection System that will intervene with dual stage front air bags that sense the type and severity of the impact. Side airbags are available for front seat passengers and optional curtain bags provide side-impact head protection. The high seating position gives a commanding view of the road ahead and there’s a wonderful sense of airiness about the cabin. As well as offering the usual split/fold rear seats, the Fusion also allows the front passenger seat and the rear seats to fold flat, although the operation isn’t as slick as in some rivals. Even with the seats in an upright position, the boot is impressive with a standard luggage volume of some 337 litres. Should you need to slide luggage out from the rear, Ford have thoughtfully designed the Fusion with no rear loading lip. The elevated seating position also allows for extra stowage space under the passenger seats, whilst the fascia features a flip-top bin like the Galaxy whilst the main instruments are housed in a neat oval binnacle. The Fusion has never revolutionised the Supermini market in the way Ford hoped it would but it’s established for itself a useful little niche just above Fiesta that will be consolidated by this package of updates.

Facts At A Glance CAR: Ford Fusion range PRICES: £11,300-£14,400 – on the road INSURANCE GROUPS: 4-7 CO2 EMISSIONS: 116-157g/km PERFORMANCE: [1.4 petrol] 0-60mph 13.7s / Max Speed 102mph FUEL CONSUMPTION: [1.4 petrol] (urban) 33.2mpg / (extra urban) 53.3mpg / (combined) 43.5mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: length/width/height 4020/1708/1503mm

ON A LONG FUSE
The Ford Fusion May Divide Opinion But There Should Be No Dissenters When It Comes To The Subject Of Its 1.6-Litre TDCi Diesel Engine. Andy Enright Reports

Driving cars for a living never fails to throw up surprises. That car you thought was fantastic when you drove it on billiard smooth German roads can seem a bit raggedy on British tarmac. The sports coupe that seemed astoundingly beautiful a year ago can now look a bit of an old tart. Sometimes the surprise comes when reacquainting yourself with new variants of cars that initially left you a little cold. That’s where you need to shelve your preconceptions and, occasionally, swallow your professional pride. Such a case in point is the Ford Fusion 1.6-litre TDCi.

Most people were puzzled by the Fusion when it first appeared. It sits on a Fiesta chassis but is a little bit taller and a little longer than the standard Fiesta hatch without offering the ultimate in supermini-MPV practicality. Early design sketches had shown a rugged looking vehicle with 4x4 appeal but when the Fusion first appeared in showrooms, it had none of that urban attitude. As a result, the car got a bit of a drubbing in the press from which it has barely recovered. It deserves a second chance though, and when fitted with Ford’s excellent 90bhp 1.6-litre TDCi engine makes a very appealing package. The Fusion cabin is a little bigger than that of the Fiesta and one of the downsides of this is that there’s a little more in the way of engine noise apparent when inside. The 1.6-litre diesel engine is one of the more refined of its ilk, but drive a Fusion 1.6TDCi directly after its Fiesta equivalent (as Ford rather short sightedly organised on their launch event) and the Fusion seems not only louder but also less assured in its handling and ride. All things are relative, however, and once you get used to the higher levels of body roll, it’s possible to drive the Fusion 1.6TDCi with quite some urge and still get plenty back from the car. The steering is well weighted, the gearshift is good, the brakes are exemplary and the engine has enough guts to pull with real strength up hills. The peak torque figure of 204Nm comes at a lowly 1,750rpm, which means that you won’t need to beat the engine to death to get great performance. Drive the car a little more sedately and you’ll be able to average over 60mpg. On a run this car can exceed 70mpg, quite astonishing for a vehicle that can offer the driver a generous portion of fun. Show me any other vehicle that can comfortably accommodate five and luggage, return these sort of fuel figures and still be a blast to drive and I’ll be very surprised. Suddenly the Fusion seems to be coming back from the dead. Prices start at £12,410 for the Zetec version, through £13,010 for the Zetec Climate and topping out at £13,610 for the equipment stuffed Fusion Plus. These work out at around £700 model for model over the equivalent Fusion 1.4 TDCi. Is it worth it? Well, if you’re a keen driver, then yes, the additional expense is well worth forking out for. If the car’s just going to be used as a second or third workhorse, the smaller diesel engine is probably the better bet. In fact, the entry-level 1.4-litre petrol powerplant would make even more financial sense if your annual mileages were ultra low. Fleet users will be encouraged to hear that emissions for this vehicle are rated at a mere 122g/km.

"The 1.6TDCi engine has enough guts to pull with real strength up hills"

Petrol people however, will miss out on the excellence of Ford’s latest diesel engine. Did we say Ford? In actual fact, this unit was developed by PSA Peugeot Citroen with a bit of Ford input and a lot of Ford cash. Hence its fitment in cars like the Citroen C3 and Peugeot’s 307 models. Installing a heavy diesel engine into the front of a lightweight car usually means all sorts of decidedly sub-optimal fixes regarding the ride and handling. If the engine in question were lighter, you wouldn’t need industrial strength front suspension, or a set-up that caused the car to understeer wildly in order to provide some modicum of ride comfort. That’s the basic premise of the Duratorq TDCi engine, tipping the scales at around 100kg. The Fusion has lately been revised, with restyling for the bumpers and grille, revised headlamps and tail lamps, thicker body side mouldings and body coloured handles and mirrors on selected models. Inside, a redesign concentrates on improving the feeling of quality and space. Highlights include a smarter fascia with easier to read instruments and a soft-feel upper section to the instrument panel. It’s certainly a big improvement on the cheap-feeling plastic of the original model. For something aimed so deliberately at the young and image-conscious, the Fusion pays more than mere lip service to mundane criteria like practicality and comfort. There are masses of passenger space with a roof that’s almost gratuitously high, giving an overall impression of airy expanse. Ford seem to have missed a trick in not building in more MPV-style tricks however, the fixed airline-style table on the folded front passenger seat back being about the only nod in this direction. The rear seats neither slide, swivel nor detach and the boot lacks hooks or a two-piece tailgate. Still, the car can carry an impressive 337 litres and comes equipped with a cargo net and split/fold rear seats, so it gets most of the basics right. That theme carries on throughout the cabin, which is functional, workmanlike but not endowed with any great flair. The Fusion got a rough ride when it first appeared. Although its relative value proposition versus a Fiesta is still open to question, the choice of engines needn’t be. If you can afford it and if you enjoy a spirited steer, get this 1.6-litre TDCi version. It’ll make you look at a Fusion in a whole new light.

Facts At A Glance CAR: Ford Fusion 1.6 TDCi Range PRICES: £12,410 - £13,610 – on the road INSURANCE GROUP: 6 CO2 EMISSIONS: 122g/km PERFORMANCE: 0-60mph 12s / Max Speed 109mph FUEL CONSUMPTION: (combined) 61.4mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: length/width/height 4020/1708/1503mm WHO TO SEE:

THE POWER OF FUSION
As a more versatile spin on the usual Supermini theme, Ford’s Fusion could have a lot going for it. Andy Enright looks at the 1.6-litre version

You won’t see the phrase ‘Supermini-MPV’ in any of the literature promoting Ford’s Fusion – but that’s essentially what it is. A conventional supermini – in this case based on the latest Fiesta – with a dash of extra versatility.

There’s nothing new in any of this of course. Toyota likes to think that it effectively invented this concept with the Yaris Verso, but truth be told, other Japanese models like Mitsubishi’s Space Star and Suzuki’s Wagon R+ were offering much the same sort of thing for longer. The Fusion however, represented the first real European attempt at this sector. It’s a very good effort too – as you’d expect from something Fiesta-based – and is reasonably priced from £10,745. We’re looking at the 1.6-litre petrol version here, an engine which powers the £12,545 Zetec Climate variant, though you can also order it for £13,145 in more lifestyle-orientated ‘Fusion+’ guise. With the Zetec Climate variant, you get alloy wheels, remote steering wheel-mounted controls for the CD stereo, front foglamps, a perimeter alarm, a loadspace retention net and a map-reading lamp. The Fusion+ includes a CD autochanger, bigger alloy wheels and a subtle styling kit. Despite appearances, the Fusion isn’t really a go-anywhere vehicle and you can’t have one with four-wheel drive. Built on the same front-driven underpinnings as the Fiesta, its rugged looks are purely for the urban jungle. The 1.6-litre version we’re looking at here looks set to be a big seller, even if it does represent the apex of the Fusion range. Running head-on into ‘lifestyle’ rivals such as the Vauxhall Meriva, the Fusion 1.6 brings to the party a 99bhp engine that’s good enough to propel it to 60mph in 10.6 seconds en route to a top speed of 111mph. It’s a very willing powerplant, if a little vocal at the top end of the rev range and given that maximum power is generated at a nosebleed 6000rpm, it responds well to a heavy right foot. Driven in a more genteel manner, the Fusion 1.6 will return an average of 43mpg. There’s a 422 mile fuel tank range and emissions are an acceptable 157g/km.

"Whereas the Focus shouts thirtysomething, the Fusion is definitely twentysomething…."

Anything based on a Fiesta chassis is guaranteed to be a sharp drive and the Fusion is no exception. The higher centre of gravity does give rise to a greater degree of lateral rock and roll over severe surface imperfections, but it’s still tightly nailed down and can corner with élan. The steering is surprisingly hefty but is a little dead either side of straight ahead, one of the few criticisms that can be levelled at a car that otherwise barely puts a foot wrong. The Fusion has lately been revised, with restyling for the bumpers and grille, revised headlamps and tail lamps, thicker body side mouldings and body coloured handles and mirrors on selected models. Inside, a redesign concentrates on improving the feeling of quality and space. Highlights include a smarter fascia with easier to read instruments and a soft-feel upper section to the instrument panel. It’s certainly a big improvement on the cheap-feeling plastic of the original model. For something aimed so deliberately at the young and image-conscious, the Fusion pays more than mere lip service to mundane criteria like practicality and comfort. There’s masses of passenger space with a roof that’s almost gratuitously high, giving an overall impression of airy expanse. Ford seem to have missed a trick in not building in more MPV-style tricks however, the fixed airline-style table on the folded front passenger seat back being about the only nod in this direction. The rear seats neither slide, swivel nor detach and the boot lacks hooks or a two-piece tailgate. Still, the car can carry an impressive 337 litres and comes equipped with a cargo net and split/fold rear seats, so it gets most of the basics right. That theme carries on throughout the cabin, which is functional, workmanlike but not endowed with any great flair. The driving position is a full 75mm higher than you’d find in a Fiesta and it’s longer but slightly narrower too. The bumpers and rubbing strips followed intensive research into how cars become damaged in the urban environment. Should you contrive to take the car’s name somewhat literally and meld it with something else, it’s good to know that you’ve an Intelligent Protection System that will intervene with dual stage front air bags that sense the type and severity of the impact. Side airbags are available for front seat passengers and optional curtain bags provide side-impact head protection. All five occupants get three-point seat belts and Ford have created a body structure that minimises footwell intrusion in the event of an accident. Maybe the Fusion is cleverer than we at first thought. In providing Fiesta style appeal for those that have grown out of a Fiesta yet aren’t prepared to accept a Focus, it opens a whole raft of possibilities. Product lines in different sizes become a reality. Think of the Fusion as a Fiesta in Extra Large size and you’ll not be too far from the point. Marks and Spencer in automotive form.

Facts At A Glance CAR: Ford Fusion 1.6 PRICES: £12,545-£13,145 – on the road INSURANCE GROUP: 6-7 CO2 EMISSIONS: 157g/km PERFORMANCE: 0-60mph 10.6s / Max Speed 111mph FUEL CONSUMPTION: (urban) 31mpg / (extra urban) 54.3mpg / (combined) 43mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: length/width/height 4020/1708/1503mm

COLD FUSION?
The Ford Fusion 1.4 Offers An Inexpensive Way To Get A Grandstand View. Andy Enright Reports…

According to Ford’s advertising, the Fusion should represent nirvana for those more vertically challenged amongst us. No longer will you have to crane your neck to see past the traffic, no longer will you need to resort to an effete compact 4x4. The Fusion puts you head and shoulders above most other road users, even in entry-level 1.4-litre guise.

That’s the theory in any case. Ford have researched this market with forensic precision and identified that many – especially urban – drivers wanted a car that was as compact as a Fiesta-sized supermini but which boasted a commanding view so that they wouldn’t feel intimidated by the city’s more lumbering inhabitants. Seeing and being seen consistently scored highly amongst female car buyers and the Fusion is a nod in the direction of this important purchasing bloc. Commanding a £1,000 price premium over the Fiesta it’s based upon, the Fusion 1.4 offers a little more than a Fiesta with a booster seat. Ford dubs it an Urban Activity Vehicle, which tells us very little. In fact the Fusion blurs the traditional boundaries between tall superminis like the Honda Jazz and more conventional representations of supermini MPVs like the Vauxhall Meriva. The Fusion has lately been revised, with restyling for the bumpers and grille, revised headlamps and tail lamps, thicker body side mouldings and body coloured handles and mirrors on selected models. Inside, a redesign concentrates on improving the feeling of quality and space. Highlights include a smarter fascia with easier to read instruments and a soft-feel upper section to the instrument panel. It’s certainly a big improvement on the cheap-feeling plastic of the original model. Priced from £10,645 in Style trim and £11,245 for the Zetec, few will begrudge the premium. A luxury Fusion Plus can be ordered that includes a CD autochanger, ranin-sensing wipers and a subtle styling kit. The Fusion is longer, taller and wider than a Fiesta and the cabin is supremely practical. The rear seats can fold down with their headrests in place, there’s a very low rear loading sill Plus the driver’s seat is adjustable for height, guaranteeing a decent driving position.

"The Fusion 1.4 offers a little more than a Fiesta with a booster seat"

As you would expect from anything based on a Fiesta, the handling is very good. Although the tall Fusion looks like something that may be slightly top heavy, your first corner will rapidly dispel this impression. Somehow Ford seem to have engineered a ride that’s able to absorb the ruts and bumps of city streets with a chassis that enjoys spirited driving. Refinement is a mixed bag, the 1.4-litre engine being reasonably well behaved at higher speeds with tyre and wind noise making a significant intrusion. The 1.4-litre engine needs to be worked quite hard to make respectable progress, hitting 60mph in 13.5 seconds on the way to 101mph. CO2 emissions are reasonable, the Fusion pumping out 154g for every kilometre travelled. Likewise, you’ll not be taken to the cleaners at the pumps, the 43.5mpg average fuel consumption a fine effort. Even around town you can expect to see over 33mpg. The Fusion is, nevertheless, an enigmatic proposition. If it’s designed for those people who want a little space than a Fiesta offers, where does that leave Ford’s next model up, the Family Hatchback Focus? After all, a Focus 1.4LX is in the same ballpark as the Fusion 1.4 pricewise and offers a far more grown-up proposition. But therein lies the point. Whereas the Focus shouts thirtysomething, the Fusion is definitely twentysomething. Or twentysomething with the screaming kids, the garden centre obligations and the aspirational/imaginary extreme lifestyle you’ll read about in the Fusion brochure. For something aimed so deliberately at the young and image-conscious, the Fusion pays more than mere lip service to mundane criteria like practicality and comfort. There’s masses of passenger space with a roof that’s almost gratuitously high, giving an overall impression of airy expanse. Ford seem to have missed a trick in not building in more MPV-style tricks however, the fixed airline-style table on the folded front passenger seat back being about the only nod in this direction. The rear seats neither slide, swivel nor detach and the boot lacks hooks or a two-piece tailgate. Still, the car can carry an impressive 337 litres and comes equipped with a cargo net and split/fold rear seats, so it gets most of the basics right. That theme carries on throughout the cabin, which is functional, workmanlike but not endowed with any great flair. The driving position is a full 75mm higher than you’d find in a Fiesta and it’s longer but slightly narrower too. The bumpers and rubbing strips followed intensive research into how cars become damaged in the urban environment. Should you contrive to take the car’s name somewhat literally and meld it with something else, it’s good to know that you’ve an Intelligent Protection System that will intervene with dual stage front air bags that sense the type and severity of the impact. Side airbags are available for front seat passengers and optional curtain bags provide side-impact head protection. All five occupants get three-point seat belts and Ford have created a body structure that minimises footwell intrusion in the event of an accident. The Ford Fusion 1.4 may demand an additional £1,000 over and above the price of an equivalent Fiesta but for many the additional expenditure will be justified in terms of a more reassuring feeling at the wheel. It certainly feels a more substantial proposition than a Fiesta, although the basic interior may deter some fashion-conscious buyers. Does it have what it takes to eke out a share for itself in a tough corner of the market or is it all altitude? It will be interesting to see.

Facts At A Glance CAR: Ford Fusion 1.4 PRICES: £10,645-£12,445 – on the road INSURANCE GROUP: 4-5 CO2 EMISSIONS: 154g/km PERFORMANCE: 0-60mph 13.5s / Max Speed 101mph FUEL CONSUMPTION: (urban) 33.2mpg / (extra urban) 53.3mpg / (combined) 43.5mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: length/width/height 4020/1708/1503mm

HOT PURSUIT
The Pursuit special edition adds extra ruggedness to Ford’s Fusion but will buyers feel like pursuing it? Steve Walker reports…

It’s ironic that the styling of off-road vehicles, a look that has evolved from a purely pragmatic set of design solutions, has become a more saleable asset than their actual off-road performance. The 4x4 is now a fashion statement and its design cues are permeating the mainstream with increasing regularity. It’s reached the stage where you can buy vehicles built to look like off-roaders but which would be no more adept in a muddy field than your family hatchback. Say hello to the Ford Fusion Pursuit, a classic example of automotive style over substance that it’s hard not to like.

The Fusion Pursuit is what Ford’s Fusion should have been from the outset. Before the car’s launch, rumours were rife of a rugged Fiesta-based 4x4 look-a–like but when the covers slid from the Fusion’s bodywork, the assembled media scrum was treated to a Fiesta that was slightly taller. Ford, it seemed, had lost their bottle, toning down the Fusion’s 4x4 styling themes and removing the central point of the car in the process. Admittedly, rival mock-roaders haven’t exactly set the sales charts on fire, with Volkswagen’s Polo Dune commanding only modest interest from buyers along with Citroen’s C3 XTR and the less said about the Rover Streetwise the better, but at least they went the whole hog. The Fusion Pursuit does likewise, its extensive body styling kit incorporating deep side mouldings that extend down the length of the car. These do without body-colouring and so create a two-tone effect in tandem with the upper bodywork which can be specified in Colorado red, Tonic, Moondust Sliver, Tango Red, Frozen White, Verdigris and Ocean Blue. The Pursuit’s rugged appearance is further reinforced by front and rear skid plates with alloy wheels, clear side indicators and a rear spoiler completing the effect.

"If you can take the Ford Fusion Pursuit for what it is and stop grouching about its lack of any off-road ability, its appeal is clear"

Standard equipment obviously includes the standard Fusion specification of a CD stereo, remote central locking, twin front airbags and driver’s seat height adjustment supplemented by a sliver gear knob. The ‘Climate’ part of the car’s official moniker denotes the additional inclusion of air-conditioning, Ford’s Quickclear windscreen and powered, heated mirrors. This particular Fusion is offered with a choice of engines. Each 1.4-litres in capacity, the two available powerplants are a 79bhp 16v petrol and a 67bhp TDCi common-rail diesel. The petrol option is faster with a 14-second 0-62mph sprint but it has to be worked harder than the diesel under normal driving conditions because of the TDCi unit’s superior torque. The diesel might take a laborious 16.3s to perform the 0-62mph time trial but it’s stronger through the mid-range because of its 160Nm maximum torque from 2,000rpm - the petrol engine delivers 124Nm from 3,500rpm. The oil burner is more economical too, with a 61mpg combined average compared to 43mpg in the petrol. You’ll pay £11,995 for the petrol model and £12,695 for the diesel derivative. The Fusion Pursuit looks impressively macho but if you did drive it into the middle of a bog, it would quickly reveal itself to be all show and no go. As with all the vehicles of this type, its underpinnings are lifted directly from the supermini that spawned it and the last time I checked, Ford’s Fiesta was not equipped with four-wheel-drive. At least the Fusion’s raised ride height should make it that bit easier to tow out of trouble and the Pursuit’s body cladding might help prevent it picking up too many knocks on the way. It’s important to point out that the reasons why the 4x4 look has become so popular with city dwellers who never venture offroad are not purely cosmetic. By some happy coincidence, the chunky wheels and raised ride height that help a 4x4 traverse off-road obstacles let urban motorists take kerbs and traffic calming measures in their stride while affording them an enhanced view of their surroundings over the top of less lofty vehicles. The Fusion isn’t a proper 4x4 but it does still offer these benefits, albeit to a lesser degree. That driving position is a full 75mm higher than you’d find in a Fiesta and it’s longer but slightly narrower too. The bumpers and rubbing strips followed intensive research into how cars become damaged in the urban environment. Should you contrive to take the Fusion’s name somewhat literally and meld it with something else, it’s good to know that you’ve an Intelligent Protection System that will intervene with dual stage front air bags that sense the type and severity of the impact. Side airbags are available for front seat passengers and optional curtain bags provide side-impact head protection. The high seating position gives a commanding view of the road ahead and there’s a wonderful sense of airiness about the cabin. As well as offering the usual split/fold rear seats, the Fusion also allows the front passenger seat and the rear seats to fold flat, although the operation isn’t as slick as in some rivals. Even with the seats in an upright position, the boot is impressive with a standard luggage volume of some 337 litres. Should you need to slide luggage out from the rear, Ford have thoughtfully designed the Fusion with no rear loading lip. The elevated seating position also allows for extra stowage space under the passenger seats, whilst the fascia features a flip-top bin like the Galaxy whilst the main instruments are housed in a neat oval binnacle. If you can take the Ford Fusion Pursuit for what it is and stop grouching about its lack of any off-road ability, its appeal is clear. The chance to own a good-looking vehicle sporting those en vogue 4x4 design cues without the cumbersome and expensive mechanicals is one that will be attractive to many. Just don’t start to believe your own hype and try to take it off road.

Facts At A Glance CAR: Ford Fusion Pursuit range PRICES: £11,995-£12,695 – on the road INSURANCE GROUPS: 4-7 CO2 EMISSIONS: 122-154g/km PERFORMANCE: [1.4 petrol] 0-60mph 13.7s / Max Speed 102mph FUEL CONSUMPTION: [1.4 petrol] (combined) 43.7mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: length/width/height 4020/1708/1503mm