1957 BMW 507

Professional racing drivers get to pilot some of the fastest, most technologically advanced cars ever made. So we鈥檙e always fascinated to find out what they drive when they鈥檙e not at work. And in the case of the legendary John Surtees, this was it. Surtees, for those unfamiliar, was a racer in a class all his own. He won the motorcycle world championship with MV Agusta four times. It鈥檇 be like if Valentino Rossi switched to F1 and won the championship. Rossi鈥檚 toyed with that kind of switch (with Ferrari no less), but Surtees remains the only man to win the top titles on both two wheels and four. In 1957, he had just won his first 500cc motorcycle championship when he saw BMW鈥檚 chief engineer Alexander von Falkenhausen driving a 507 at Hockenheim. Surtees was duly impressed, so when his employer Count Domenico Agusta asked him what he wanted as a prize, he immediately requested one of the Bavarian roadsters. After signing with Ferrari, old man Enzo insisted Surtees drive one of his road cars instead - and deducted the cost from the driver鈥檚 paycheck. Surtees kept the Bimmer anyway - his entire life, in fact, until his passing barely more than a year ago. Now his estate is putting it up for auction. Bonhams will sell it off at the Goodwood Festival of Speed this coming July, resplendent in blueish silver over red and with unsurpassed provenance.

With sporty driving characteristics, as well as impressive quality and durability, the Fusion stands out with inspired style, an upscale interior and a broad range of models including two hybrid versions and the 325-horsepower Sport. Built in Hermosillo, Mexico, the family-friendly Fusion competes very successfully against a long list of popular, high-quality, high-value mid-size sedans including the Honda Accord, Nissan Altima, Toyota Camry, Hyundai Sonata, Mazda6 and Chevrolet Malibu. The non-hybrid 2018 Fusion is available in five trim levels: S, SE, Titanium, Sport and Platinum. 2,000 on 2.0-liter Fusions, and all models get a six-speed automatic transmission. Ford also offers the midsize Fusion sedan as a hybrid and a plug-in hybrid, called the Fusion Energi. Both are front-wheel drive. The Fusion Hybrid is powered by the 2.0-liter non-turbocharged four-cylinder engine, a small electric motor, a Lithium-ion battery pack and a CVT automatic transmission. 38,150. It鈥檚 one of a handful of hybrids in this class, but its 43 mpg city and 41 mpg highway lags behind its competition. The Fusion Energi, meanwhile, can be plugged in to charge its larger battery pack, enabling it to be driven 22 miles on electric power alone.

Preteens liked our test vehicle鈥檚 rear air conditioning vents and 110-volt outlet, though there鈥檚 no onboard Wi-Fi, which is standard in the Chevy Malibu. Parents with young children will appreciate the 2018 Fusion鈥檚 easy-to-reach LATCH connectors in the outboard seats and easily accessed upper tether anchors. The Fusion also did well in crash-testing, though a few competitors performed better still. Unfortunately, the Fusion鈥檚 fuel economy is below average in its class 鈥攎ostly due to its six-speed automatic transmission, which has fewer ratios to choose from than the leading competitors. With the 2.5-liter four-cylinder engine, the Fusion is rated 21 mpg city and 32 mpg highway. Choose the more powerful 2.0-liter turbo and the numbers slip to 21 mpg city and 31 mpg highway. The 1.5-liter turbo is the most efficient non-hybrid Fusion, with ratings of 23 mpg city and 34 mpg highway. The Fusion Sport is the most powerful sedan in its class, but it鈥檚 also the thirstiest, rated 17 mpg city and 26 mpg highway; I averaged 19 mpg during a week of mixed driving around Los Angeles.

The 2018 Ford Fusion seats five easily, though some of its competitors 鈥?like the Honda Accord and Volkswagen Passat 鈥?offer more rear legroom. Forward visibility is excellent, although the new 2018 Accord is the class leader in this regard, with slender A-pillars and panoramic view. The heated and cooled leather-and-suede sport seats in our test vehicle were extremely comfortable and proved supportive on long drives. The Fusion's interior is attractive and very well-appointed. Control placement is excellent, build quality is very high and all the knobs and switches function with precision. The rotary shifter, which is similar to the design used by Jaguar and Land Rover, is easy to use, and the knob is knurled so it feels good in your hand. Storage inside the Fusion鈥檚 interior is extremely generous and thought out well. The two-tiered center console bin is massive, while another deep cubby and second large storage area are well ahead of the shifter. The door pockets are also sizable and offer slots for water bottles. The Fusion鈥檚 two front cupholders are large and have snazzy nighttime lighting, and they're deep and well placed so that tall drinks don鈥檛 interfere with any of the switchgear.

The rear cupholders are part of a center fold-down armrest. With 16 cubic feet of trunk space, the Fusion鈥檚 cargo volume is about average for its class. A 60/40 split folding rear seat is standard equipment to accommodate longer items. Technologically advanced, but simple. Ford's infotainment system has been continuously improved, and today鈥檚 Sync 3 version is the finest the company has ever offered. The system鈥檚 menus are easy to navigate, it鈥檚 quick to respond to your inputs and its available navigation system allows for pinch-to-zoom and other smartphone-like gestures. It鈥檚 also compatible with Apple CarPlay and Android Auto and its large 8-inch touchscreen is well placed. Sync 3 is optional on the Fusion SE and standard on pricier models. Bluetooth is standard on every Fusion, as is a rearview camera, keyless entry, push-button start and Ford鈥檚 clever MyKey system, which allows parents to preprogram certain parameters and restrictions into one of the car's keys. MyKey can mute the radio until the seatbelt is buckled, chime if the vehicle passes a pre-determined speed and block some radio stations.