Car Of The Year 2007: Stage 3 - Finally ...

COTY 2007: Stage 3

FORD MONDEO

Polished, entertaining and family-friendly - this mid-sizer drew plenty of praise.

Considering that Ford of Europe's recent offerings include the impressive Fiesta and Focus, no-one should be surprised that Mondeo simply breezed through the Lang Lang preliminaries and plonked itself right in contention for COTY.

Such a contrast to the original Mondeo sold here between 1995 and 2001, a car that struggled and eventually failed to make any sort of impact.

Not this time. Even before the driving or static inspections, from the moment the judges started assessing the equipment levels and pricing, it was apparent that this was a contender that could not be ignored.

The LX sedan is the base model, but in value terms it is the star act. For $29,990 there's a standard six-speed Aisin automatic transmission hitched to the Duratec 2.3-litre four-cylinder engine and it also boasts ESP, ABS and seven airbags - including a driver's knee airbag. Only the absence of cruise control and powered rear windows seems parsimonious.

The $34,990 Zetec (2.3 petrol) and $37,990 TDCi 2.0 turbo-diesel address these omissions, while also adding parking sensors, climate control, six-CD audio system, power-adjustable driver's seat and the choice of hatch or sedan body styles.

The $41,990 XR5 gets the Volvo-sourced, 2.5-litre inline five-cylinder turbo engine, a six-speed Getrag manual gearbox, 18-inch alloys, sports suspension, leather/alcantara trim, keyless start and the hatchback body style.

If you think that's generous, go and sit in the Mondeo. It's massively bigger than its predecessor (a car never sold in Australia) with a longer wheelbase and wider tracks than the current Falcon. Combine that with a packaging-friendly front-wheel-drive layout and it's difficult to imagine anyone ever feeling cramped in this car. Only when you try and to fit three big blokes across the back does elbow room become an issue. Head and leg room are generous and the massive boot offers either 528 litres (hatch) or 535 litres (sedan). The hatch's rear seat also split-folds to offer 1448 litres of luggage capacity.

Part of the reason Mondeo has expanded so much is its technical basis, a new front/all-wheel-drive architecture called EUCD (European C/D class) that is rapidly spreading through the Ford group's European stable. Several Volvos, the Land Rover Freelander 2 and the Ford S-Max and Galaxy people-movers are also EUCD-based.

This is an orthodox, but well thought-out package; struts up front, multi-link setup at the rear and hydraulic (not electro-hydraulic) rack-and-pinion steering.

The beauty is in the dynamic tuning detail. EUCD delivers a stronger basis for Ford's chassis engineers to do their thing. Ford is claiming a 100 percent-plus increase in torsional stiffness, with independent endorsement of its integrity coming from Euro NCAP's five stars.

The result is a delicate handling balance and agreement among the judges that Mondeo's ride and dynamic standard is among the best in the medium class, comparable to the Mazda 6, Honda Accord Euro and Subaru Liberty.

For a car that should be nose-heavy, the Mondeo is wonderfully neutral in its cornering attitude - steering with grace and communication and gripping surely. And what of the expected tail-out attitude through the slalom? Only a faint shimmy … and only with ESP switched off.

A sure sign of Mondeo's core tuneability is the subtly different feel of the LX and Zetec/TDCi, wrought by a change in tyre size. On 215/55R16s the LX feels softer, more comfort-oriented, attuned to long motorway miles. Shod with 235/45R17s, the Zetec and TDCi ride slightly more firmly, but with a level of bump and body control that drivers with a sporting bent will prefer. The XR5 is more focused again, with lowered, tauter suspension and 235/40R18 rubber.

But Mondeo does have weaknesses. NVH dampening has not been a Ford of Europe strength and, while improved, the new Mondeo hatch tends to be somewhat boomy. And, hatch or sedan, tyre noise on coarse surfaces is also noticeable.

The Mondeo is also a heavy bugger (the obvious downside of a stronger, larger architecture) and that tends to hurt the performance of the petrol engines in particular.

The normally-aspirated 2.3 lacks alacrity on take-off and in mid-range response. Of the turbos, it was the diesel which emerged with the most credit. The Ford-PSA joint venture engine's low- and mid-range willingness were particularly appreciated.

The XR5 is a curiosity. The problem is the name rather than the car itself. More svelte than sizzling, the warbly five-pot didn't provide the raw edge or accelerative force normally associated with an XR. This is really a performance-orientated Ghia and in that context the lack of an auto is a real issue.

The XR5 was significantly better trimmed and more upmarket than the rest of the range, especially around the dash. However, some obvious quality issues emerged in lesser variants, including some rattles and vibes and a rear door grab handle trim that popped out (on two cars). Reflections in the windscreen and digital read-outs that couldn't be seen by Polaroid sunny wearers were across-the-range issues.

More subjectively, there is the look. Ford of Europe's 'kinetic design' is a contrived series of sweeps, slashes and curves - inside and out. Static it looks heavy and clumsy, yet on the move it becomes strong and athletic. Truth in advertising?

So considering all of that, why doesn't Mondeo win Wheels COTY? Good question. There is no identifiable single issue, more a combination of minor annoyances and some niggles. It was a very close-run thing though - and deservedly so.

- Bruce Newton

MAZDA2

Class-leading supermini skids at the final hurdle.

Based on Mazda's recent Wheels COTY form - winner in 2003 (RX-8) and 2005 (MX-5), on the podium in 2002 (6), through to the second stage in 2004 (3) and 2006 (CX-7) - the new 2 had good reason to carry a glow of optimism. Only two months earlier, in a direct comparison, the new 2 had vanquished arch-rival and class best-seller, the Toyota Yaris. On a product roll like never before, favouritism for Mazda - with so brilliant a new light car - was a silently expressed given.

As the COTY process unfolded, the 2 seemed to tick all the boxes and proceeded through to the road stages with barely a murmur of dissent. Even before the ignition key was turned, the 2's exterior styling, interior roominess and friendly dashboard design won admirers, though we struggled to find any significant differentiation between the three trim levels.

The judges applauded the fact that the 2's appealing styling heralded a new model that was smaller and lighter than its predecessor, yet still achieved impressive rigidity and packaging. Interior space is excellent, the driving position notably comfortable, even for tall drivers, and the boot voluminous. Poor rear seat functionality - something that also irked the judges on the CX-7 last year - and an 80km/h speed-limited, space-saver spare were also duly noted.

The 2 has yet to undergo NCAP crash testing, though Mazda is confident of achieving five stars. It should do, from what is a new Japanese-developed architecture that will also be used to underpin next year's new Ford Fiesta. The company's commitment to safety is backed by facts. The 2 is the first Japanese light car sold in Australia to offer electronic stability control across the range as an option. In the Neo and mid-level Maxx, the ESP is bundled together with four extra airbags at $1100, while on the range-topping Genki, already equipped with six bags, the potentially-life-saving technology costs $700.

As well as strong passive safety, the 2 adds excellent dynamics, as we found during dry-weather testing at Lang Lang. The steering is quick and responsive - this is probably the best electric power steering system we've tested - the handling agile, body control difficult to fault, and the ride surprisingly supple. Grip, understandably, depends entirely on the wheel/tyre mix. The limitations of the Neo's 175/65R14 Yokohamas were obvious and, for some judges, actually contributed to the adjustability of the car's handling. You won't find a sweeter handling, better balanced car in the class.

The upgrade through the 185/55 15s on Maxx and 195/45 16s on the Genki brought a commensurate improvement in grip and sharper steering responses, though at the equally obvious expense of tyre noise - for too long a Mazda failing. Ride quality, too, deteriorated as the tyres' aspect ratio dropped. ABS performance on gravel was judged only average, the ESP valuable, if a bit clumsy in operation.

Effectively, the only items carried over from the previous model are the 1.5-litre dohc engine, five-speed manual and four-speed automatic gearboxes. A 60kg weight saving improves the power-to-weight ratio, but this alone can't account for the more spirited performance and general willingness of character that makes the 2 so satisfying and alive. A delightfully short, precise gear change plays a part and even the automatic proved capable and surprisingly refined. Far more effective than the Impreza auto, for example.

Competitive pricing (the Neo starts at $16,500) for the single body style, single engine, five-door hatch supports a persuasive value argument. Across the broad span of the criteria, the case for the new Mazda was inexorably building.

Yet, at the final hurdle the 2 was brought undone by the sub-standard wet weather performance of its basic Yokohama tyres. It does rain, even in 21st century Australia. On the road loop, the judges were shocked to discover that the Neo's grip levels are at best mediocre when the blacktop turns greasy.

The Neo slipped and slithered across corners, spun the inside front wheel out of hairpins, pushed into terminal understeer and demanded to be treated with real caution. The confidence-inspiring dry-weather handling gave way to absolute discretion. The contrast between the grippier 15- and 16-inch Toyo rubber on the Maxx and Genki was dramatic.

"An appalling lack of grip in the wet," one judge intoned. Another wrote, "the wet road performance of the Yokos is a real issue." "Crap tyre, no grip," one succinctly noted. According to Mazda - and we checked with Hiroshima - Yokohama is the only supplier for the base Neo version, which takes around half of all 2 sales. Obviously there are cost issues here, but given its reputation for excellent dynamics and safety, Mazda Australia should ask the Japanese R&D engineers to look at an alternate tyre, or consider making the 15-inch wheels and Toyo rubber standard equipment on the Neo.

The damage was done. After so many judges experienced the problem, the 2 fell from favourite to also-ran in one morning. The 2 is the best car in the class, but until Mazda rectifies the base tyre issue, our recommendation will be limited to the excellent Maxx and Genki.

- Peter Robinson

WINNER: MERCEDES-BENZ C-CLASS

Yes, a Mercedes-Benz is Car of the Year 2007.

The new C-Class is a comfortable, well-engineered sedan that bullseyes the criteria of Australia's longest enduring and most respected annual motoring award. The Mercedes' performance is good to great (depending on which of the engine options is selected), its fuel efficiency is outstanding throughout the range, its safety credentials are unimpeachable and its dynamics truly brilliant. So the C-Class is a car that deserves both great respect and our coveted trophy.

For the full report on the Mercedes-Benz C-Class, click here.