Sedan is comfortable, user-friendly and frugal
Piloting the Fusion Energi creates an almost Zen-like calm, even in heavy traffic
I cast aside skepticism regarding hybrid vehicles years ago, and I’m more than willing to look upon them as useful, efficient and, sometimes, even fun to drive. I haven’t exactly waded into the even more fuel-efficient plug-in hybrid pond. Call it a toe dip.
So I thought I’d give Ford’s Fusion Energi a try. I’ve always thought the mid-size family sedan a handsome design and, in top-line Platinum trim, suitably upscale for the price.
Ford has introduced a number of tweaks for the 2019 Fusion, including new Co-Pilot360 driver-assist technology, plus sleeker styling and 20 per cent greater projected all-electric driving range for the plug-in Energi. It can travel about 1,000 kilometres on a full tank of gas and battery charge, which gives it one of the longest combined ranges for any plug-in hybrid sold in North America.
The beauty of the plug-in hybrid is that it uses both electric batteries and a gas engine for power. Essentially, plug-in hybrids are electric vehicles until the battery runs down. Then they work like a conventional hybrid. The car’s software, as well as regenerative braking, recycles energy to the battery otherwise lost when the driver hits the brakes. According to Ford, the Fusion Energi’s all-electric range is an estimated 34 km. During my week with the Fusion Energi, I averaged 6.0 L/100 km, with a significant portion of highway driving.
Under the hood is a 141-horsepower, 2.0-L Atkinson-cycle four-cylinder engine — same as in the Fusion hybrid. On the alternative power side, there’s a 118-hp electrical motor/generator, with lithium-ion batteries to save weight and generate more power. Combined output is 188 hp.
It still feels eerie, gliding off on electrical power in total silence. The only time I heard anything approximating noise was when I needed maximum A/C to cool off a hot interior, the extra load causing a thrum from under the hood. Piloting the Fusion Energi engenders almost Zen-like calm.
Acceleration is reasonable, and the ride is on the comfy side. The Michelin Energy Saver tires let the Fusion coast along for great distances without throttle, allowing the battery pack to recharge. The problem is that there’s not much give, and even the smallest road imperfections are felt.
Less acceptable is the paltry amount of regenerative braking. The Fusion would benefit from something similar to the Chevrolet Volt’s “regen on demand” paddle, which helps recoup more energy.
The other big compromise is the lack of trunk space, due to the location of the battery pack. It’s a paltry 232 L, about half that of a regular Fusion and some 100 L less than the Fusion Hybrid.
The Energi loses some of its technical edge to the newer midsize plug-ins — the Honda Clarity, Hyundai Sonata and Kia Optima being the most obvious. But it’s user friendly, competitively priced and comfortable.