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car review

2010 Ford Fusion HybridFord

The marketplace has yet to decide on the 2010 Ford Fusion Hybrid - and its even more important, non-hybrid big brother - but stock investors certainly have given Ford a vote of confidence.

This week, Ford said it netted a total of $1.6-billion (U.S.) from selling 300 million common shares. So that's a big hunk of cash raised by a Detroit-based auto maker at a time when the other two are, as we all know, in a big mess. Ford's new money will mostly be used to fund a health-care trust for union workers in the United States.

Yes, Ford still posted a net loss of $1.43-billion in the first quarter. That's not good, although not completely out of line in today's automotive world. Toyota, for instance, said it had a loss of nearly $8-billion in its latest quarter.

Despite the cash burn, Ford's bosses say they believe the company has enough cash and cash-equivalent funding to operate through this economic mess. They also added, at the company's annual meeting, that they believe no government loans will be required.

The optimism - tempered, of course - is based on one thing: new products. The Fusion and its hybrid cousin are the first in a new model blitz coming over the next 18 months.

"We know we cannot just cut our way to success," said CEO Alan Mulally.

This year, Ford will launch not just the Fusion but also a new Taurus, a new Lincoln crossover and other updated models. The idea is to produce vehicles - cars, in particular, and what a shocker that is - that customers "want and value," Mulally said at the annual meeting.

And then there is Ford's electric-car plan.

"This year, we are also launching one of the most aggressive vehicle electrification programs in the industry," he said, pointing to the Transit Connect small van with battery electric power.

It is the first of what Ford says will be many pure battery-powered vehicles, hybrids and plug-in hybrids. Beyond the battery-powered Transit Connect in 2010, Ford also plans a new battery-electric small car in 2011; next-generation hybrid vehicles in 2012; and plug-in hybrids in 2012.

But it all starts here, with the 2010 Fusion Hybrid ($31,999). Ford's credibility is on the line with this car. If the new Fusion Hybrid flops, investors won't be snapping up any more shares and buyers will either hold onto their wallets or empty them elsewhere.

The '10 Fusion is a very promising start. Here's a number that might bring this mid-size hybrid sedan into better focus: 2,325.50 kilometres (1,445 miles). On a single tank of regular gas. In the 2010 Fusion Hybrid.

Sure, Ford organized the stunt - drivers trained in fuel-economy techniques drove around Washington, D.C., averaging 81.5 miles per gallon or about 2.9 litres/100 km. That's nearly double the Fusion Hybrid's official fuel-economy numbers: 4.6 L/100 km city and 5.4 highway.

This Fusion Hybrid is a match for the best hybrid sedans from Toyota and Honda. I'm talking about the 2010 Toyota Prius here and the 2010 Honda Insight. I've driven both and Ford has nothing to apologize for here, to explain away with bafflegab.

In fact, it's not merely a good hybrid, it's a good car. Period.

The fuel-saving electric steering feels nicely connected. The regenerative braking is smooth, linear and predictable, not grabby and irritating (as has long been the case with hybrids sold to date).

The firm chassis delivers a comfortable ride on the highway - one with good road isolation at higher speeds, especially - yet things here are tight enough and controlled enough to make driving a pleasant, confident experience on winding country roads.

That is true despite the fuel savings from the not-very-sporty Michelin Energy MXV4S8 tires. Oh, and the Fusion Hybrid gets better fuel economy than the slightly less pricey $30,900 2010 Camry Hybrid (5.7 city/5.7 highway).

It's a stretch to call the Fusion Hybrid "zesty" or "sporty" by mainstream, non-hybrid sedan standards - at least compared to the best in the segment like the Nissan Altima or Mazda6. Still, give credit to Ford for tightening up the turning circle, which makes parking lot manoeuvres - all that to-ing and fro-ing - much easier.

But the elements where the "hybrid" part of the Fusion should become obvious are hard to spot. That's a good thing.

For instance, there is almost no noticeable vibration or clunking or shimmying when the gasoline engine kicks in to help the electric motor. Also, there is no horrible shudder when the Fusion's gasoline engine restarts after stopping at a red light to save fuel.

Or take the regenerative braking that in part recharges the 275-volt nickel metal hydride (Ni-MH) battery pack. Regen braking essentially puts the electric motor into reverse when the driver hits the brake pedal, thus turning the motor into an electric generator.

Typically in hybrids, you can feel when regen braking has gone to work - physically feel the electric motor reverse and start charging the batteries while slowing the car. Not here, not in this Fusion Hybrid. Or at least it's not completely obvious. Nicely done.

The other side of the coin is pretty good, too. With 191 horsepower combined from its 2.5-litre, inline-four-cylinder engine and its 70-kilowatt electric motor, the hybrid has plenty of power.

A 0-100 km/h sprint takes just under nine seconds and that's more than enough for around town or even merging into speedier traffic.

Thank the electric motor. It delivers lots of torque for off-the-line acceleration. The 187-hp Camry Hybrid is quicker to 100 km/h (about 8.5 seconds), though.

The portly Fusion Hybrid (1,687 kg) is a hair slower than the lighter Camry Hybrid (1,650 kg). For the record: both cars use a continuously variable transmission (CVT) to send power to the front wheels.

And another thing. The Fusion Hybrid can run on pure electric power up to a claimed 75 km/h, about twice what other hybrids can do. You can try it, but to get to 75 km/h with electric power alone you'll need an uncommonly sensitive throttle foot, a loaded battery charge and patience - not just of yourself, but of nearby drivers waiting for you, too.

That said, the Fusion Hybrid will keep you informed about how "green" you're driving. The car has what Ford calls SmartGauge with EcoGuide.

The instrument cluster is capable of telling you all about your driving habits, using four different modes. The most detailed is called Empower.

The graphics are clean and modern, with the most interesting information displayed on the far right. That's where you'll find various leaves and branches. The more economically you drive, the more leaves you'll see.

What's lost in the Fusion Hybrid is space. The battery pack steals some back-seat room and trunk space. Not a lot, mind you, but taller people will notice they have less legroom in back and the trunk is nearly 30 per cent smaller in the Fusion Hybrid compared to the non-hybrid version.

As for the rest of the car, the Fusion is a handsome model, one updated for 2010 after being on the market unchanged for just three years. The bold three-bar grille up front looks sharp, the small hood bulge is aggressive and the overall lines of the car are attractive enough.

The cabin, meanwhile, is comfy and sensible. The seats are as good as any in the class and better than many.

Visibility is solid enough all around and the sound system and other controls make sense.

Ford makes its Sync electronic integration device available, so that's a plus, too.

Ford is rightly pleased of what's happened here with the Fusion Hybrid. The engineering was done in Michigan, not in Japan or Europe, and that's a point of pride.

Nonetheless, the Fusion Hybrid, like the regular model, is assembled in Mexico and some criticized that at the company's annual meeting. Note: Ford isn't taking government handouts, either.

Ford has two challenges on its hands. First, educate consumers in how to drive the Fusion Hybrid so that fuel economy is maximized. That's where the SmartGauge comes in - and dealer training.

The second challenge will come from rivals such as Toyota, Honda, General Motors and others who also sell hybrids. They'll all make their own claims about their own hybrids, and some will try to cast Ford's entry in a negative light.

Oh, and in Canada, Ford and its dealers also will need to educate owners about the car's limitations in cold weather. The hybrid system won't deliver great fuel economy on short trips during cold weather.

That's because the batteries need to be warmed up before they can deliver their power boost efficiently. At the same time, the gas engine is working hard to heat the exhaust catalyst that scrubs emissions.

Hybrid buyers in Canada will need to understand the system's quirks and limitations, or they'll be disappointed with fuel economy. That's where Ford's extensive dealer education program will need to click. If salespeople fail to explain how hybrid systems work, unhappy customers are sure to follow.

In a nutshell, the Fusion Hybrid is as much about image building as it is about selling cars to customers for profit. Ford expects Fusion Hybrid to make up only about 10 per cent of overall Fusion sales.

But if the Fusion Hybrid works as a car and as an image builder, Ford's stock will surely benefit, too.

jcato@globeandmail.com

****

2010 FORD FUSION HYBRID

Type: Mid-size gasoline-electric hybrid sedan

Price: $31,999

Gasoline engine: 2.5-litre, inline-four, DOHC, Atkinson cycle

Horsepower/Torque: 155 hp/136 lb-ft

Electric motor: 106 hp powered by a 275-volt nickel metal hydride battery pack of 250 modules

Transmission: Two-speed CVT

Drive: Front-wheel-drive

Fuel economy (litres/100 km): 4.6 city/5.4 highway; premium gas

Alternatives: Nissan Altima Hybrid, Toyota Camry Hybrid, Chevrolet Malibu Hybrid, Toyota Prius

****

Like

  • No clunks or thunks in the hybrid powertrain
  • Regenerative braking is smooth
  • Outstanding fuel economy
  • Dressy cabin and updated exterior design

****

Don't like

  • Hybrid gear takes up trunk and back-seat space
  • Winter weather robs batteries of performance and forces the engine to work harder to keep emissions clean - that will rob fuel economy performance

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