Call the 2006 Fusion a Ford-in-ation of the Mazda 6, and you’d be pretty close to the truth. Based on the same platform that has spawned the notable 6, the 2006 Ford Fusion shares some of its mentor’s qualities and, unfortunately, some of its weaknesses. First, the good stuff.

The Fusion is a rigid ride, and Ford execs claim that it’s actually more than 12 percent stiffer than the Mazda 6. The difference on asphalt is that, in combination with the suspension, the Fusion absorbs virtually any kind of hole or bump you can toss at it, doing so without complaint and with nary a whisper. It also makes for improved handling character.

The Fusion is set to the ground with a rear multi-link independent suspension in back and a short- and long-arm (SLA) independent suspension up front. This setup differs from most common sedan suspension configurations, in which the rear sports a wishbone suspension and front gets the common MacPherson strut setup. The difference is largely in the type of handling and driving experience engineers and designers strive to deliver. For example, a front SLA suspension may allow for more responsive handling and a lower hood, as the components are located lower in the sub-frame of the vehicle.

According to Ford, the Fusion’s suspension design improves ride quality, noise and unwanted steering wheel feedback. That’s perhaps only partially true. On one side, the Fusion was a composed and spirited driver, but on the other hand it felt a little harsher on the road than your garden-variety Camry. Another benefit to the suspension, however, is the design. Thanks to lower components, the Fusion is able to offer a low-slung hood and more cargo room in the trunk. Ultimately, the suspension, when combined with the car’s rack-and-pinion steering, offers a firm ride with responsive steering and a good, hard connection to the road.

Under that suspension are standard 16-inch wheels or optional 17-inchers, adorned with standard P205/60R16 tires or available P225/50R17 tires. The standard brakes feature four-wheel discs with front brake ventilation. Available braking systems include four-wheel antilock (ABS) with electronic brake force distribution (EBD).

Powering the car through corners and straight-aways are two engines mated to three transmission choices. The 2.3-liter four-cylinder produces 160 horsepower at 6,250 rpm and 150 lb.-ft. of torque at 4,250 rpm, connected to either a five-speed manual or automatic tranny and able to get as much as 31 miles per gallon on the highway. An optional 3.0-liter V6 engine delivers 221 horsepower at 6,250 rpm and 205 lb.-ft. of torque at 4,800 rpm, and is set up with Ford’s dynamite six-speed automatic transmission. The six-speed delivers a smooth and uneventful journey through the torque band, with fuel economy numbers (23/31 for the four-cylinder, 21/29 for the V6) that perhaps are close to a continuously variable transmission. Both engines run clean; the four-cylinder is PZEV rated, which is virtually hybrid level for low emissions, and the V6 offers a ULEV rating. For those who think that’s barely acceptable, a hybrid version of the Fusion – with propulsion based on the Ford Escape Hybrid system – will be available for the 2008 model year.

The bad news? The 2006 Ford Fusion, like the Mazda 6 before it, will probably get nailed for not having enough interior room – though one would never guess it while sitting inside. On paper, however, the Fusion is slightly narrower than the competition – Ford engineers were able to stretch the platform just 2 inches door-to-door and little more than an inch stem to stern.