Ford Mondeo review
Holder reviews
The fourth-generation Ford Mondeo is not only a thicker (and more expensive) car than it’s ever been, but it’s also more upmarket, more refined and considerably more high-tech. These are all key attributes in a very harsh sector that includes rivals such as the Skoda Superb, Mazda six and VW Passat.
It’s dimensions make it a very practical family car with both hatchback or estate guises suggesting slew of room for passengers and luggage. And while none of the engines are particularly vigorous, the diesels at least suggest reasonable spectacle and efficiency, plus are pretty sleek.
This Mondeo’s problem, however, is that it’s lost some of the treating sparkle that made previous versions the stand-out dynamic benchmark in their class. It’s not hopeless, but agility and joy has made way for softness and motorway cruising capability. That may put some off, yet the Mondeo is still a good family car regardless.
The latest Ford Mondeo might have only been on sale for two-years, but thanks to the brand’s ‘One Ford’ philosophy, this Mondeo is sold in numerous world markets with only minor switches. As such, the Mondeo has been available in the US, confusingly called the Fusion , since two thousand thirteen and that car has been facelifted in two thousand seventeen – albeit there are no plans for an update for European models. Why so long? Well, production constraints and a factory relocation were blamed for a longer wait for European buyers.
Despite this big Ford’s plusher interior and vast array of technology, the large family car segment remains an ultra-competitive one. The fresh Mondeo not only has to take on established rivals such as the Mazda six , but also Volkswagen ’s fresh Passat and the Skoda Superb . Top models even find themselves contesting with premium saloons and estates such as the BMW three Series and Audi A4 . Even the continual onslaught of trendier family crossovers like the Nissan Qashqai pose a sales threat, so it’s fair to say the Mondeo’s job has never been stiffer.
To take the fight to all comers, the Ford Mondeo offers turbo petrol, diesel and, for the very first time petrol-electric hybrid drivetrains. Most are four-cylinder units, albeit, amazingly considering what a big car it is, there’s even a three-cylinder Ecoboost petrol. Power outputs range from 123bhp to 237bhp and there’s the choice of a six-speed manual gearbox or six-speed Powershift automatic.
The usual Ford range tiers apply – the entry level Mondeo is the Style, followed by the Zetec, followed by the Titanium and Titanium X versions. There’s even a sporty ST-Line trim towards the top of the range, albeit it’s a case of all demonstrate and no go, as there are no mechanical upgrades.
Want more luxury? Well the most luxurious model, part of Ford’s luxury line, arrived in two thousand sixteen in the form of the Mondeo Vignale. This takes convenience and refinement up a notch – but at a price (the Vignale range starts from almost £30k). It gets a total leather interior, bespoke seats and a premium aftersales practice, and is available in all bodystyles.
Engines, spectacle and drive
Thanks to the fact this fresh Mondeo is part of Ford’s ‘One Ford’ philosophy, more emphasis has been placed on rail convenience and interior quality than driver enjoyment and treating agility. Where the old car was the sharpest steer in this class, the fresh one feels softer and less focused. The steering, for example, feels much lighter and has less feel, and the figure leans more when you’re cornering at speed. It also feels cumbersome around town thanks to its sheer size and tricky visibility. Models with sports suspension do treat with a bit more composure, however.
That said, the Mondeo is a far more refined prospect than before, with a notably better rail quality. It’s softer around town, particularly on models with smaller wheels and standard suspension, while it’s excellent on the motorway too thanks to well-isolated wind and road noise.
It’s still reasonably pleasant to drive, then, but it has lost its sparkle that made the older models special – or the class-leader, the very pleasant Mazda 6. Optional self-levelling rear suspension is worth considering if you’re towing or carrying powerful fountains regularly, while four-wheel drive is also available on some models.
Engines
A massive engine range has now blossomed in the Mondeo family, encompassing petrol, diesel and Hybrid options.
Ford is challenging the default choice of diesel in this market sector. Albeit diesel Mondeos take over sixty per cent of sales (largely because of the dominance of the fleet market, which is very worried with CO2 emissions levels), the 1.5-litre petrol EcoBoost has greatly affected us. It may not have a major slug of low-down torque, but it revs very cleanly, sounds good and is supremely quiet when cruising.
It may seem surprising to find a 1.0-litre engine powering a car as big as the Mondeo, but the petrol 1.0-litre EcoBoost does actually cope. However, the plane power delivery from this 123bhp engine means it needs to be worked hard to get the best from it. The very first three gears are closely stacked to aid round-town spectacle, but fourth, fifth and sixth are more widely spread for relaxed cruising. That means frequent downchanges are needed when overtaking or tackling steep hills.
Ford has also launched a Two.0-litre EcoBoost petrol Mondeo with 237bhp. This isn’t badged as an ‘ST’ despite it being the best performing model in the range – perhaps because it won’t trouble any of the current raft of hot hatchbacks in a straight line.
As for turbodiesels, Ford now has its total range of units on sale. It starts with a 1.Five TDCi unit suggesting 118bhp. Step up to the larger Two.0-litre TDCi unit and there’s a choice of 148bhp, 177bhp and 207bhp outputs. The 177bhp Two.0-litre TDCi doesn’t feel that swift, so for diesel fans we’d recommend either the 207bhp version or stick with the cheaper 148bhp model and accept you won’t be loving yourself.
The petrol-electric saloon-only Hybrid accounts for only a little handful of UK sales. It’s not even the greenest model in the range (albeit its 99g/km CO2 figure does keep it tax-efficient), but more importantly its enhanced weight blunts treating even further and the CVT transmission makes the powertrain unpleasant to use under acceleration.