If Aston Martin were to produce a mid-sized sedan it mightvery well look something like this. Fortunately, the handsome Ford Fusion is far more affordable. It’s exponentially less costly to operate too, especially this model, which is... a hybrid. (ON CAMERA) No doubt about it Prius delivers the best fuel economy, however, if you want something more traditional in the design department there are plenty of hybrid sedans. Toyota Camry, Honda Accord, Chevy Malibu, Hyundai Sonata, Kia Optima.Let’s cut to the chase. During my week with this top-o-the-line Platinum model, this was my fuel economy average driving with a moderate throttle foot. I could easily nail the E.P.A. rating of 43 city, 41 highway with a lighter touch. That efficiency is courtesy of a 2-liter 4-cylinder making 141 horsepower combined with a 118 horse AC motor for a total of 188 hp.(ON CAMERA) It’s on. The gas engine doesn’t always fire up.2017 models get a new rotary control knob for the continuously variable transmission freeing up real estate for bigger cup holders. (ON CAMERA) Fusion is not built on a dedicated hybrid platform so the battery does take up some trunk space.Not only is the lithium-ion pack installed here, the 12-volt battery is right next to it. There’s no spare just an inflator kit, not unusual these days. The seatbacks offer up a fighting chance to carry long items. Cargo space isn’t half bad, taking on five packs of my measuring metric. You will probably load suitcases... I hope. 0-60 takes runs (SOUND UP) take a bit longer than 9 seconds, there are quicker hybrid sedans out there.(ON CAMERA) If you want fast from your Fusion, go with the twin turbo V6 Sport model. This one’s for fuel economy.The powertrain is always smooth and doesn’t sound overworked. Occasionally some distant component whirring can be heard. Hardly a deal breaker. (ON CAMERA) Fusion hybrid will coach you to better fuel economy. Blue bars are good. Yellow... not so good. There’s also the leaves. Drive efficiently and you’ll get a display that’s more lush. Apparently my driving style is deforestation. These also a braking coach that will show drivers how much juice is being returned to the battery pack. With a little practice (and annoying those behind me) I got pretty good at it. A very comprehensive guide shows where electric energy is flowing. Like other hybrids the battery is charged when coasting and braking. The gas engine shuts down at stops (SOUND UP) It pulls away initially using the electric motor, then the gas engine smoothly feathers in. In years past, hybrid powertrain were less polished. That’s not the case here.(ON CAMERA) No only is this car quiet and comfortable, it’s no slouch in the driving dynamics department.There’s a solid hefty feel about the Fusion, the kind that normally comes from Germany.(ON CAMERA) Accelerate hard and there’s a little bit of that rubber dynamic common with CVTs bit it is pretty well managed. (ON CAMERA) The brake pedal modulation going from the regenerative side to the actual physical disk brake is pretty well done.Apparently, Fusion Hybrid can run on electric power alone up to 85 miles an hour. Not something I experienced A base Fusion Hybrid retails for about 26 thousand dollars. Plunk down an additional 12 grand and the Platinum model gives your eyes much more to appreciate. In addition to all sorts of creature comforts and material upgrades, it sports safety kit such as adaptive cruise control, semi-autonomous parking, lane-keeping assist, and auto braking with pedestrian detection. A moment of celebration, 2017 Fords get Sync 3, a major leap over its outgoing user interface in both speed and clarity. Android Auto and Apple CarPlay are tossed in as well. (ON CAMERA) I am 5’9“. Sitting behind a driver my size, there is plenty of room back here. And can I just say, these seats are very comfortable, excellent thigh support.Very accomdating for two, middle passengers must deal with this. Nearly anything can be charged up back here. These cushions are not heated if that’s a deal breaker for you.There’s also a plug-in hybrid version of the Fusion called Energi. That’s Energi with an “i“. It will go some 19 miles on electric power alone before defaulting to a standard hybrid mode. It’s battery also takes a larger chunk out of the trunk. As it stands this standard hybrid version is a great way to look stylish and keep the fuel bill down. Just so long as you’re not in a huge hurry. The Fusion lineup covers a lot of ground. Front and all-wheel drive are available depending on model. There are two four cylinders, a turbo V6, this hybrid system and a plug-in powertrain. So, if you like the design, and really, this is among the best looking mid-sized sedans available regardless of price, there’s not much to keep a buyer from finding one tailor-made. The all-wheel drive Sport model makes 325 horsepower and 350 lb-ft. of torque. For those who find the Taurus SHO a bit big, the Sport might be perfect. (ON CAMERA) Thanks for sticking around to the very end, you now know more about the Ford Fusion Hybrid than those who bailed early. And a little secret, I have never driven this generation Fusion before . Kind of surprising, not sure how I missed it, I’ve certainly driven all the competitors. Sometimes these things happen. But, if you’re in the market for a mid-sized sedan, hybrid or otherwise, I suggest you take a look. It’s pretty well done. That’s Driven... finally... I’m Tom VoelkBase price $26,060 as tested $38,2902-liter I-4CVTDOHC 16-valve Atkinson-cycle 2.0-liter inline-4, 141 hp, 129 lb-ft; permanent-magnet synchronous AC motor, 118 hp, 177 lb-ft; combined power rating, 188 hp; 1.4-kWh lithium-ion battery pack43 city / 41 highwayA 118-hp electric motor helps the 141-hp 2.0-liter Atkinson-cycle four-cylinder to provide quiet, deliberate motivation. Electric-only operation supposedly can propel the Fusion at speeds up to 85 mph, but you’d have to be extremely gentle with the accelerator to see it happen, since the gasoline engine usually kicks on during any normal acceleration. A 1.4-kWh lithium-ion battery pack feeds the electric motor; the pack is recharged by the engine-driven generator and during braking.