Ford Mondeo 2010 Review

This makes us wonder whether there's something Ford knows about market trends that we don't. The company has just revamped its Mondeo midsize car and rationalised the model range to take advantage of a change in direction for the market -- a change we're yet to see. Ford plans to bolster sales of the Mondeo by flogging it to fleets, as well as the private buyers the company previously tempted.

There's now a wagon variant to replace the sedan marketed here previously. A new 'Titanium' level of trim provides buyers with XR5 accoutrements, other than the excellent turbo five-cylinder engine sourced from Volvo and its matching six-speed manual transmission. The XR5 model remains at the top of the tree too -- though in hatch only. And Ford has subtly tweaked the equipment list for the carry-over models in the range.

Will this make a difference in sales performance for the Mondeo -- a car that has been critically praised without that success translating to the same degree at the retail end of the market?

PRICE AND EQUIPMENT
-- Added features almost a match for higher prices
Ford has been progressively upping the prices of the superseded MA model Mondeo (as many other manufacturers and importers have needed to do in these straitened times), but the XR5 has still risen by $1000 with the introduction of the upgraded model. Since the XR5's original launch in 2007, the price has risen by $3000 to the new MB variant's figure of $44,990.

Pricing for the upgraded and relaunched MB Mondeo model range is as follows:
LX hatch 2.3-litre six-speed automatic: $31,990
LX wagon 2.3-litre six-speed automatic: $32,990
Zetec hatch 2.3-litre six-speed automatic: $36,990
Zetec wagon 2.3-litre six-speed automatic: $37,990
Zetec TDCi hatch 2.0-litre turbodiesel six-speed automatic: $39,990
Titanium hatch 2.3-litre six-speed automatic: $42,990
Titanium TDCI hatch 2.0-litre turbodiesel six-speed automatic: $45,990
XR5 Turbo hatch 2.5-litre five-cylinder turbo six-speed manual: $44,990

Changes to the standard features in the Mondeo LX variants comprise the addition of: Bluetooth connectivity, voice control, cruise control and a leather-bound steering wheel. The voice control system provides the driver with the facility to adjust audio and enable mobile phone (Bluetooth) operation. For higher-grade variants, the voice control system also allows the driver to adjust HVAC settings.

Other than the features already listed, the Mondeo LX continues with: 16-inch steel wheels fitted with 215/55 tyres, rear foglights, 'follow-me-home' lighting, cloth seat trim, manual height adjustment for driver's seat, manual lumbar adjust for driver, seat-back map pockets, standard HMI display (Human Machine Interface), trip computer, remote audio controls (mounted on steering wheel spokes), electric front windows, electric mirrors, remote central locking, air conditioning, rear wiper and single-disc CD audio system with 3.5mm external music source input jack.

For the new model Zetec variants also gain extra features, including a USB connection for an external music source, audio iPod compatibility, upgraded HMI (previously available with the XR5 model only), 'Daphne' seat trim fabric, Bluetooth/voice control as per LX models -- but with HVAC facility also -- and a chrome decorative strip for the car's external beltline.

Standard features carrying over for the Mondeo Zetec and additional to LX spec comprise: 17-inch alloy wheels fitted with 235/45 tyres, front and rear foglights, power-adjustable driver's seat, manual lumbar adjust for front-seat passenger, electric rear windows, auto-on/off headlights, dual-zone climate control, rain-sensing windscreen wipers, map lights, six-disc CD audio system, front/rear parking sensors and an alarm system.

Above the Zetec grade, the new Mondeo Titanium matches either the 2.3-litre petrol or 2.0-litre diesel engines with the same six-speed automatic transmission from the lower grades in a hatchback body that has been equipped to broadly the same level of trim as the XR5.

This grade of Mondeo introduces standard features such as: Adaptive Cruise Control, Forward Alert, Collision Mitigation, Dynamic Headlights and 'Smart Key' entry/start system. The smart key system was previously available in the superseded (MA) XR5, but the other items are new to the Mondeo range and usually the domain of much more expensive cars. It’s telling that none of these features are available on the Falcon range – even at the highest level.

Over and above the Zetec, the Mondeo Titanium also gains: lowered suspension, 18-inch alloys with 235/40 tyres, cornering lights, body kit, dual chrome exhaust tips (petrol only), 'puddle lamps', blue-tinted glass, Alcantara/leather seat trim, heated front sports seats, start/stop button, sunroof, rear map lights, electro-chromatic mirror and floor mats.

For the upgraded model, the XR5 Turbo features a new design of 18-inch alloy wheel, bi-xenon headlights, dual chrome exhausts and red stitching for the Alcantara/leather seats. Equipment is otherwise as for the Titanium grade.

MECHANICAL
-- Steady as she goes
There are no mechanical changes to the Mondeo range with the launch of the MB model, so the car continues to field a 2.3-litre petrol four-cylinder, a 2.0-litre turbodiesel and a turbocharged 2.5-litre five-cylinder petrol engine.

Power and torque figures for the three engines are 118kW/208Nm (2.3), 103kW/320Nm (diesel) and 162kW/320Nm (XR5). Combined-cycle fuel consumption and CO2 emissions are: 9.5L/100km, 227g/km (2.3), 7.3L/100km, 193g/km (diesel) and 9.5L/100km, 227g/km (XR5).

Mounted transversely, the engines drive to the front wheels. Only the 2.5-litre -- in the XR5 -- comes with a (six-speed) manual transmission. The other two engines drive through six-speed automatics.

MacPherson struts at the front complement the ventilated disc brakes, while at the rear, there's a 'Control Blade'-style multi-link suspension system and solid discs.

Weights for the Mondeo range from 1527kg for the LX hatch to 1610kg for the TDCi hatch. The diesel engine adds 43kg over the weight of the 2.3-litre petrol engine variants. Added kit in the Zetec amounts to an extra 25kg over the LX, the Titanium is 15kg heavier than the Zetec, and the XR5 -- with its lighter manual transmission -- is 14kg heavier than the Titanium.

Specified to the same level as a hatch equivalent, the wagon adds 18kg to the kerb mass. So the LX wagon weighs 1545kg and the Zetec wagon weighs 1570kg.

PACKAGING
-- Wagon's ahead for rear-seat accommodation
With the 'upgraded' range, the Mondeo sedan is gone, replaced by a new wagon. Traditionally, wagons don't outsell sedans, but if you’re buying the Mondeo, you’re probably happy enough with the practicality of a liftback anyway -- and if only a sedan will do, there’s always the similarly sized Falcon.

Yes, you read that right, the Mondeo is shorter than the Falcon, but wider. According to figures supplied by Ford, the FG Falcon measures 1868mm in width (excluding the exterior mirrors) and the Mondeo measures 1886mm (also without the mirrors).

And what 200mm or so extra length the Falcon boasts is bound to be forward of the A pillars, due to the length of the in-line six mounted longitudinally. Wheelbase to wheelbase, the Mondeo is 12mm longer than the Falcon, at 2850mm -- versus 2838 for the rear-driver. In the cabin, the Falcon sedan's headroom is marginally better than the Mondeo's: respectively, 996mm and 965mm for Mondeo front and rear, 1012mm and 989mm for Falcon front and rear.

But the imported car's combined front and rear-seat legroom is better than the Falcon's. In the front, the Mondeo measures 1126mm of legroom, versus 1073mm for the Falcon -- a difference of 53mm. The Falcon's rear-seat legroom, at 989mm, is better than the 950mm figure for the Mondeo, by 39mm. So the medium-segment Mondeo doesn't give away much in size to the 'large' Falcon.

In comparison to Ford's large car, the Mondeo doesn't seem especially accommodating across the rear seat. While rear-seat accommodation is adult-sized, you’d want to leave the centre position for a child. Headroom is impressive in both front and rear though. In fact, the wagon's extended roofline seems to assist with that. Our previous experience in a Mondeo liftback suggests the wagon is definitely ahead.

With an overall length just 52mm longer than the hatch's, the wagon boasts luggage volume of 542 litres -- versus 528 for the hatch. Both figures are quite respectable (with the proviso that there's a space-saver under the floor to contribute to that) and the 60/40 split-fold rear seat folds close to flat (with the seat base tumbling forward quite easily) for additional luggage capacity. And making that comparison to the FG Falcon once more, the luggage capacity brackets the Falcon sedan's figure of 535 litres. Ford doesn't currently quote a luggage capacity figure for the BF Series III wagon, but its predecessor is rated at 1254kg -- which we presume is not measured to the same ISO standard as the figures provided for the Mondeo. It's clear though that the Falcon wagon is one of the largest load-carrying wagons of its type in the world.

Folding the rear seat doesn't get much easier than this; grip the rear of the base, lift up and forward against the front seats, press the button on the backrest and fold that down and forward. Presto! The seat doesn't quite fold perfectly flat, but for most users, it will suffice.

In the front, the XR5 and Titanium variants come with slightly more aggressively-shaped seats than those in the lower-grade variants, but they're still readily accessible and easy to vacate. In the LX grade, the seats are less aggressive, but still hold the occupants in place admirably.

SAFETY
-- New benchmark for segment
Against midsized cars around or under $40,000, the Mondeo must be king of the heap for safety. It comes with seven airbags (including side-impact bags, side curtains and a knee bag for the driver). Ford has also installed anti-intrusion pedals, to reduce risk of injury to the driver's lower extremities. There are pyro-technic pre-tensioners for the front seatbelts, seatbelt reminders for the front-seat occupants and anti-whiplash protection.

All models feature stability control, Brake Assist, traction control and ABS/EBD.

Mondeo has been rated five stars in Euro NCAP testing and -- given the safety equipment installed -- that's not too surprising. It's a four-star car for child safety and two-star worthy for pedestrians.

COMPETITORS
-- When is a mid-size car not a mid-size car?
Nominally a medium-segment car, as far as VFACTS is concerned, the Mondeo could conceivably cross over into large-car land. Among the mid-sizers, it competes against Honda Accord Euro, Mazda6, Subaru Liberty and Toyota Camry.

For size, it compares with cars in the same segment such as Citroen's C5, Renault Laguna, Saab 9-3 and Volkswagen Passat, but the Mondeo undercuts those cars on price. On the basis of vehicle dynamics, you'd probably limit the scope of your browsing to Honda Accord Euro, Mazda6, Volkswagen Jetta and -- the joker in the pack -- the Hyundai Sonata.

Based on size and price, the Mondeo could go up against the Honda Accord (especially the four-cylinder model) in the large-car segment as well as the Skoda Superb.

Toyota's Aurion provides output comparable to the XR5's, although the top-spec Ford is ultimately more involving, but doesn't come with an automatic transmission. The XR5 is also a counterpart to Skoda's Octavia RS.
ON THE ROAD
-- Room in the range for Titanium and XR5 wagons
Vehicles driven during this drive program for the upgraded Mondeo included an XR5 Turbo hatch, a Zetec diesel hatch, a four-cylinder petrol LX wagon, a Titanium diesel hatch and a Zetec petrol wagon.

With the wagon and the Titanium grade now available in the range, there wasn't much else to check for the Mondeo that wasn't already a known quantity. But not having driven an LX grade before, that was a new experience for this tester.

Truth to tell, there seemed to be more road noise in the LX wagon than in the Zetec, XR5 or Titanium models driven. This seemed to be primarily a function of the tyres or general lack of sound insulation for this level of trim, rather than an NVH deficiency in the wagon body itself.

Fuel consumption figures recorded were 6.5L/100km for one of the diesel cars and 9.2L/100km for the XR5. The 2.3-litre petrol four-cylinder would fall somewhere in between those two figures -- although probably much closer to the turbo engine, if the combined-cycle test figures are any guide. For a variety of reasons, we didn't obtain a figure for Mondeo variants powered by this engine.

The cars were generally driven on open roads for the drive program, with some faster sweeping bends and a mix of uphill-and-down-dale country driving. In other words, the figures here are probably no more likely to bear any correlation to what owners will manage in typical urban conditions than the government-mandated fuel consumption figures.

The 2.3-litre four-cylinder petrol engine works hard to haul the automatic-only Mondeo LX, Zetec and Titanium up to speed... and it sounds like it's working hard. Even with a heavy prod of the accelerator, the transmission will change up around the time the engine hits 5000rpm. While it's not especially gruff at that speed, it's plain that acceleration is approaching a plateau once the engine reaches that point.

There's reasonable mid-range torque and the car pulls away from a standing start well enough. Our one concern would be how the wagon with this engine would cope with any sort of load.

Similarly too, the diesel is feeling the pressure when it comes to straight-line performance. On the open road and from around 80-120km, it's definitely happier. The oiler is fairly quiet inside the cabin; it's certainly quieter than the Audi A6 2.0 TDI driven a couple of weeks earlier, so it's in pretty good company if you consider it from that perspective.

Based on its combination of engine, the one manual transmission in the model range, great seats and interesting instrument graphics, the XR5 remains the top choice, in the view of this tester.

The five-cylinder engine is quiet when cruising, but has its own aural appeal when being fanged. It's driveable from low revs and without fuss, but doesn't mind being revved either.

The shift quality with the six-speed manual transmission is highly impressive. It's not just the lightness and precision with which the shift lever moves through its gates, it's also the way the engine lets revs fall away for faster and smoother shifting -- something not all that common these days. If there were one minor quibble with the manual transmission in the XR5, it's that the clutch take-up seems just a little higher than we recall -- but you soon get used to it.

The six-speed automatic transmission in the other variants operated smoothly, for the most part, but showed a reluctance to downshift, even using the sequential shift mode -- and on that subject, the shift sequence was forward for downshifts, back for upshifts. That's not a personal preference, but many drivers do like it that way.

In respect of vehicle dynamics, the brakes provided pedal feel, such that the driver could moderate braking effort with ease. It's fairly rare for a brake pedal in a mass-market mid-size car to feel ‘sweet', but the Mondeo's does.

Ride, handling, roadholding and steering in the Mondeo are an exemplary combination. Here's a front-wheel drive medium-segment car that rides as well as cars that are not as well configured for the rigours of spirited driving.

Over secondary-level imperfections, the Mondeo's ride was quite serene and you could see those bumps, but they were only felt as a minor tell-tale. Over some lumpy bitumen, the Mondeo was less composed, but it was pretty poorly surfaced road. It's unlikely that any other mid-size car would have done better.

Handling was always consistent, quite close to neutral and hugging the inside line on a corner when the power was off, but not ploughing straight ahead with the power applied either. In fact, on uphill bends, the Mondeo left the driver feeling confident and assured at all times. Steering was highly communicative, turn-in was lively and stability at the straight-ahead was very secure.

NVH in the 2.3-litre Titanium wagon was considerably better than in the base-grade LX, of course. There was very little tyre noise and while the engine was no more likely to haul hard past 5000rpm than in the entry-level model, nor did it drone at that point quite to the same degree as it did in the LX variant.

Driving the Mondeo with the 2.3-litre petrol four has been an interesting exercise. It provides a stark contrast to the Honda Accord Euro. Where the Mondeo provides reasonable torque at lower engine speeds but becomes breathless higher up, the Honda's torque doesn't really arrive until higher in the engine range. The engines operate very differently.

On the diesel front, the Mondeo's 2.0-litre engine is at a considerable disadvantage when compared to the Mazda6, which displaces 2.2 litres, develops 400Nm and yet is more economical than the Mondeo. There's just one point where the Ford boasts an edge -- the standard automatic transmission. You can't get one for love nor money in the Mazda.

So, against its two likeliest competitors the Mondeo offers pros and cons. And there's not much to pick between the three of them. They're all solid performers, in different ways and it mostly boils down to such things as styling or pricing, but there is one other consideration. Neither the Honda nor the Mazda have an answer to the Mondeo XR5.