   2013 Ford Fusion Hybrid SE. Click image to enlarge |
Review and photos by Greg Wilson
For many of us, the pleasure of driving is one of the great joys in life. I would argue that even drivers who just want to get from Point A to Point B appreciate a car with responsive steering, secure handling, strong acceleration, good brakes and a comfortable ride. That’s why I’m not a big fan of hybrids, plug-in hybrids or electric cars. In their effort to maximize fuel economy, they often compromise performance and comfort.
But to give credit to the car companies, they have put a lot of effort into making hybrid vehicles drive like ‘normal’ cars even as new ‘green’ technology such as engine start-stop systems, electric steering, continuously variable transmissions and regenerative braking systems have made that job harder. The recently redesigned 2013 Ford Fusion Hybrid is a good example of a hybrid car that has ironed out some of those hybrid-specific compromises. Compared to its predecessor, the 2013 Fusion Hybrid offers smoother automatic engine starts, more responsive steering, less cabin noise and vibration, improved ride and handling, and a roomier cabin – all of which contribute to a more pleasant driving experience.
Fuel economy first
First, let’s look at what hybrid buyers are most interested in: fuel economy. According to the EPA, the 2013 Ford Fusion Hybrid’s fuel consumption (L/100 km) of 5.0 city/5.0 hwy/5.0 combined is a big improvement over the previous generation Fusion Hybrid’s 5.7 city/6.5 hwy/6.1 combined, and better than most other current hybrid cars in the market, including the Toyota Camry Hybrid (5.7 L/100 km combined), Hyundai Sonata Hybrid (6.5 L/100 km), Kia Optima Hybrid (6.5 L/100 km), Volkswagen Jetta Hybrid (5.2 L/100 km), Buick Regal e-Assist (8.1 L/100 km) and Chevrolet Malibu Eco (8.1 L/100 km). The Fusion Hybrid is bested only by the Toyota Prius and Prius V (4.7 L/100 km) and the smaller Prius C (4.7 L/100 km ).
The EPA figures are an excellent guide and good for comparison purposes, but your real-world fuel economy will differ vastly if you do a lot of city driving (where hybrids can run on battery power alone) or if you do more highway driving (where the gas engine does more of the work). For example, in our five previous test drives of the 2012 Toyota Camry Hybrid (with five different drivers with different driving routes), we observed average fuel consumption figures of 5.7, 5.9, 6.0, 6.1 and 6.5 L/100 km respectively. At the end of my week with the Fusion Hybrid tester, its fuel consumption readout was showing an average of 6.3 L/100 km after 3,680 km on the odometer. Still, this is excellent fuel economy for a mid-size sedan weighing 1,640 kg.
    2013 Ford Fusion Hybrid SE. Click image to enlarge |
Apart from its sleek new shape, a number of technical upgrades are responsible for the Fusion Hybrid’s improved fuel economy: a new more fuel-efficient 141-hp 2.0-litre Atkinson cycle 4-cylinder engine that replaces the previous 156-hp 2.5-litre Atkinson cycle 4-cylinder engine, and a new Ford-built continuously variable transmission that replaces the previous Aisin CVT. An electric air conditioning compressor, electric water pump and electric power steering eliminate the need for an accessory drive belt, thereby improving fuel economy by reducing engine load – the air conditioning and power steering continue to operate on electric power when the engine shuts off automatically at stop lights. As well, a new more powerful 118-hp electric motor replaces the previous 106-hp motor allowing the 2013 Fusion Hybrid to run on electric power alone at speeds up to 100 km/h, up from 75 km/h in the previous model. Finally, a new lighter and more powerful 1.4 KW/h lithium-ion battery pack replaces the previous nickel-metal hydride battery pack behind the rear seat.
  2013 Ford Fusion Hybrid SE. Click image to enlarge |
On the road
When you first turn the ignition key, a “Ready to Drive” message lights up in the instrument cluster, and depending on the battery’s charge level, the engine may or may not start. It’s possible to drive away gently on electric power and accelerate all the way up to 100 km/h on battery power alone, but you have to accelerate very slowly to avoid the gas engine from starting up, and you’d likely have a trail of irate drivers behind you too. It’s best to accelerate normally, and once up to speed, allow the onboard computer to decide when to turn the engine on and off.
In the Fusion Hybrid, there’s no drama when the 2.0-litre engine starts and stops automatically; the transition is hardly noticeable and vibration is limited to a mild rumble. You can hear the engine when accelerating but it is surprisingly quiet and there’s virtually no whine from the electric motor either – probably because Ford added acoustic underbody shields and sound-absorption materials to help reduce engine and road noise. As well, the Fusion Hybrid’s ‘active noise control’ uses the audio system to further cancel out road and tire noise inside the cabin.
Though the 2013 Fusion Hybrid has slightly less combined horsepower than the 2012 hybrid (188 vs 191), it weighs 75 kg less, and acceleration times are comparable. Edmunds.com reports a respectable 0 to 60 mph time of 8.0 seconds for the 2013 Fusion Hybrid, 0.4 seconds faster than the 2012 Fusion Hybrid. Thanks to the electric motor’s instant torque, the Fusion Hybrid accelerates quickly off the line and the ‘shiftless’ continuously variable transmission is seamless. Pressing a button on the shift lever engages a kind of Low gear which elevates engine revs for downhill braking purposes.
The driver can view real-time power distribution on a brightly coloured display in the instrument cluster: a small battery symbol shows the lithium-ion battery charge level, when it’s being charged through regenerative braking and coasting, and when it’s sending power to the electric motor for propulsion. Average and current fuel consumption readings are also shown. The more fuel-efficiently you drive, the more green ‘efficiency’ leaves grow on your virtual tree display.
    2013 Ford Fusion Hybrid SE. Click image to enlarge |
With its longer wheelbase, fully independent suspension and wider track, the 2013 Fusion Hybrid has a comfortable ride and competent, predictable handling despite its harder compound, fuel-saving Michelin Energy Saver 225/50R-17-inch all-season tires. Steering effort is very light but not vague, and it’s easy to manoeuvre the Fusion when parking. Still, I’d recommend the optional rearview camera (part of the $700 MyFordTouch package) and Reverse Sensing System ($400) with front and rear parking sensors.
For those who aren’t confident when parallel parking, the optional Active Park Assist ($600) is a real bonus: as you drive past a potential parking space, just press a button on the instrument panel and instructions on the touch-screen will tell you when to stop. Put the car in Reverse gear, and then let the car steer itself slowly into the parking space. All you do is modulate the brake pedal and accelerator as the car guides itself into position. It works amazingly well.
  2013 Ford Fusion Hybrid SE. Click image to enlarge |
When changing lanes, over-the-shoulder visibility is assisted by a third side window but our test car also featured a handy blind spot warning system. Ford’s Blind Spot Information System (BLIS) (part of the $1,500 Driver Assist Package) warns of other cars travelling in the left or right blind spots by flashing yellow lights in the side mirrors and emitting audible warnings. As well, BLIS warns the driver of oncoming cars crossing behind the Fusion when backing out of parking spaces.
Also part of the Driver Assist Package is the Lane Keeping System that uses a front camera to monitor the car’s direction. Should the car drift over the line, it warns the driver with warning sounds and steering wheel vibrations. It will even guide the car back into the lane. Finally, Adaptive Cruise Control uses radar to judge the distance to the car travelling in front and not only warn of a possible collision, but brake the car automatically if a collision is imminent.
While the Fusion Hybrid scores well in the acceleration, steering, handling, and ride department, I found its brakes very sensitive due to the regenerative braking function. Only a little pressure on the brake pedal will stop the car and too much pressure results in an abrupt stop. This is a common problem with hybrids but it seems more pronounced in the Fusion Hybrid. Still, the Hybrid’s standard four-wheel disc brakes feel powerful and the Fusion Hybrid stops very quickly.
  2013 Ford Fusion Hybrid SE. Click image to enlarge |
Roomy cabin
With a wheelbase that’s increased by 123 mm (4.8 in.) for 2013, the Fusion offers a roomier cabin with more rear legroom; the cabin can accommodate four adults comfortably although rear headroom may be tight for over 6-footers. As well, there’s a bit of a ledge to step over when getting in.
The Fusion Hybrid, which comes in only one SE trim level, has a nicely finished interior with a soft-touch dashboard, leather wrapped steering wheel (manual tilt and telescoping), raised centre console and protruding touch-screen, aluminum trim around the centre stack, and a thin horizontal strip of wood trim on the dash and doors. My car had the optional Luxury Package ($2,100) which includes retro-styled black leather seats with white stitching and heated front seats. It’s easy to get comfortable in the driver’s seat which has power height and power lumbar functions. The front passenger seat is also power operated but it doesn’t have the power lumbar feature.
The Fusion Hybrid driver faces a multi-function leather-wrapped steering wheel that tilts and telescopes for optimal positioning, and a brightly lit instrument display with a single white-on-black round speedometer bordered by two colour display screens with menus that can be navigated with the buttons on the steering wheel. To the left of the speedo is a display showing average fuel consumption, current battery charge level and fuel level. While driving, an arrow above the battery indicates it is being charged, and an arrow below it shows when battery power is being used for propulsion. This screen can also show fuel economy history every five minutes. Using buttons on the steering wheel, the driver can scroll through a limited number of audio, telephone, and navigation functions displayed in the small screen to the right of the speedo. This screen can also be used to display the ‘efficiency’ leaves rewarded for fuel-efficient driving.
    2013 Ford Fusion Hybrid SE. Click image to enlarge |
But the main interface for navigation, climate, audio, telephone and information functions is the large MyFordTouch touch-screen in the centre of the instrument panel. As many reviewers have pointed out, this screen’s response to touch commands is sometimes slow requiring repeated attempts, which can be distracting for the driver. The screen also looks rather untidy at times because of fingerprints. Alternatively, some of the screen’s major climate and audio controls are duplicated below the touch-screen on a flat opaque touch surface, however I found this surface lacks the responsive feel of traditional buttons. There are other choices too: many major functions such as audio volume, phone, and cruise control are located on the steering wheel and ‘Sync’ voice commands are another option for telephone and entertainment functions.
Those with portable audio or video devices can pop them in the centre storage box and hook them up to one of two USB ports, an iPod jack, a 12-volt power outlet or A/V jacks. There’s also a large open bin ahead of the shift lever with a 12-volt outlet. Rear passengers have map pockets on the back of the front seats, a folding centre armrest with cupholders, and both 12-volt and 110-volt outlets.
   2013 Ford Fusion Hybrid SE. Click image to enlarge |
Due to the big lithium-ion battery pack behind the rear seats and a rather thick trunk lid, trunk space in the Fusion Hybrid is compromised. At least the 60/40 split folding rear seatbacks do fold down – although with a narrower opening than in a standard Fusion sedan.
Competitors
Starting at $29,999, the Ford Fusion Hybrid’s main competitors are the Toyota Camry Hybrid ($27,710) and Hyundai Sonata Hybrid ($28,999) but buyers may also cross-shop Ford’s own C-Max Hybrid wagon ($27,199), Toyota Prius ($26,100), Kia Optima Hybrid ($29,995), Volkswagen Jetta Hybrid ($30,175), Buick Regal e-Assist ($36,845), and Chevrolet Malibu Eco ($27,940). Then there are the plug-in hybrids like the Ford Fusion Energi Plug-in Hybrid ($38,899), Chevrolet Volt ($42,000), and Toyota Prius PHV ($35,700). However, aside from being more expensive, my guess is that regular hybrid buyers don’t want the bother of plugging in their hybrid car every night, even if it saves some fuel.
   2013 Ford Fusion Hybrid SE. Click image to enlarge |
Canadian Green Car Award winner
The new Ford Fusion Hybrid gained some instant credibility recently when it was proclaimed the winner of the first annual Canadian Green Car Award. This award, organized by Green Living Magazine, is selected by a panel of experts from the Automobile Journalists Association of Canada who consider such factors such as fuel economy and low emissions as well as the use of natural or recycled materials, build quality, features, price, consumer appeal, and the driving experience. Significantly, the Fusion Hybrid was chosen from a varied list of 15 ‘green’ vehicles including hybrids, plug-in hybrids, pure electric cars, diesel-powered vehicles and normally-aspirated and turbocharged gasoline engine vehicles. Conspicuously absent from the contest though were any ‘green’ vehicles from Toyota and Honda.
Verdict
With both improved fuel economy and an improved driving experience, the 2013 Fusion Hybrid manages to be exceptionally frugal while still being a reasonably pleasant car to drive – increasing its appeal to drivers wary of the hybrid driving experience.
Pricing: 2013 Ford Fusion SE Hybrid
Base price: $29,999
Options: $6,100 (Luxury Group: leather seats, heated front seats $2,100; MyFord Touch with rearview camera $700; Navigation system $700; Driver Assistance Package with Blind Spot Detection and Lane Keeping System $1,500; Reverse Sensing System $400; Active Park Assist $600; engine block heater $100)
Freight and PDI: $1,550
A/C tax: $100
Price as tested: $37,749
Competitors:
Buick Regal e-Assist
Chevrolet Malibu Eco
Ford C-Max Hybrid
Hyundai Sonata Hybrid
Kia Optima Hybrid
Toyota Camry Hybrid
Toyota Prius
Volkswagen Jetta Hybrid
Crash Test Results:
National Highway Traffic Safety Administration (NHTSA)
Insurance Institute for Highway Safety (IIHS)
