2006 Ford Fusion Specs, Price, Fuel Economy, Engine, & Performance

One complaint: Although the Aisin Warner tranny offers six ratios, the driver can choose only between "D" and "L." In low mode, the transmission tends to stay in the lowest possible gear and will perform downshifts at inopportune times, like in the middle of a corner. Left in "drive," the transmission is overeager to select the highest possible gear at all times, bringing unwanted upshifts when lifting mid-corner, followed by multiple downshifts seconds later when powering out of a turn. A more extensive gate is needed, or maybe a "sport" mode or adaptive shift logic that senses enthusiastic driving and holds lower gears longer. Reprogramming the software could improve driveability significantly, and we hope Ford is already at work on a fix. Another oversight: While Ford offers world-class passive safety gear, including optional curtain and side-impact airbags, stability control isn't available on any Fusion.

Pull off the twisties and onto an Interstate, and the Fusion proves as pleasing to the flustered passengers as it's been to the ardent driver. Extensive tuning in the acoustic wind tunnel has hushed wind noise to below the level of the (also quite tolerable) tire sizzle and road noise. Ford claims best-in-class interior sound levels, and passengers can indeed converse using their "inside voice" comfortably at 80 mph.

Package all the above in an aggressive and distinctive wrapper, and the Fusion begins to look like a tempting midsize sedan. Hang window-sticker pricing on it that starts below that of a Hyundai Sonata ($17,995) and maintains a price gap of a thousand dollars or more relative to the Japanese blue-chippers all the way up the price ladder, and Ford would seem to have earned itself a taste-test from even the most discerning midsize-sedan connoisseurs.

Bon appétit!