We put the latest Ford Mondeo up against its predecessor and find the current-generation model to be vastly improved.
We put the latest Ford Mondeo up against its predecessor and find the current-generation model to be vastly improved.
BEFORE I go any further, let’s be in no doubt about one thing: Ford’s mid-size Mondeo saloon has always been one of the stars in its segment. America’s answer (it’s actually built in Europe) to the Toyota Camry has always had fine handling manners and excellent equipment, the latter point thanks to how Singapore-spec cars come in Ford’s top-shelf Titanium trim level. The only problem lies in its largely anonymous looks. But then that’s exactly how some buyers like their mid-size saloons. So, given that, it should stand to reason that what its core group of buyers (that is, solid, no-nonsense types) want is a car that’s inoff ensive, and the new Mondeo (now in its fourth generation) delivers again.
It has received new styling, including a more compact, angular headlight cluster, but when viewed from the side and back, it’s still unmistakably a Mondeo, which is not a bad thing at all. Still, you’re more than wont to walk right past it in a carpark lot, which makes it an ideal getaway vehicle if you’re ever planning a heist at the Marina Bay Sands. And more on that: There’s probably no other car you’d want on your side than the Mondeo, because in addition to its anonymous looks (I stress that this is subjective), it also handles in a remarkably tidy fashion. As before, the new Mondeo gets a 2-litre 240bhp turbo motor, but with 5Nm more torque (345Nm), so there’s a bit of zing on off er. Its century sprint time is claimed to be 7.9 seconds, which is decent, though it’s 0.4 of a second slower than before. That’s largely down to how it’s nearly 100kg heavier (1644kg versus 1564kg).
The new Mondeo’s gearbox has also gone “backwards” – it’s now a 6-speed torque-converter automatic, instead of the previous-generation’s 6-speed dual-clutch transmission. At any rate, the Mondeo’s lively chassis is still alive and well in the current-generation vehicle. There’s an accurate helm and a flat cornering attitude, but when you’re not driving like you were escaping a horde of policemen in hot pursuit, the car is quiet, comfortable and about as refined as you could expect anything short of a luxo-barge to be.
And it’s practical, too. Ford says there’s 540 litres of boot space on off er, which is a significant improvement from its predecessor’s 455 litres. Oddly enough, the wheelbase has remained unchanged at 2850mm, which is disappointing, considering how much weight the new model has gained over its immediate forebear.
The good news is that weight gain isn’t “empty calories”, with the new Mondeo packed to near overflowing with standard equipment. Yes, the older version is hardly spartan, but the new model positively blows it out of the water, with a clear sign of that being the replacement of the manual parking brake with an electronic switch. The new car has a host of adaptive gizmos for its headlights, cruise control and wipers. Did I also mention the equally snazzy infotainment system? Like before, it’s a Sony-branded unit, but now the screen is a colour touchscreen aff air, against the dated red LED display in the third-generation car. And the old Mondeo’s infotainment system is a microcosm of exactly what I didn’t like about the previousgeneration model. It’s by no means abysmal, but it felt dated even when it was new, so the intervening years since it was launched (in 2007, then a facelift in 2012) haven’t been kind to it. And the less that can be said about the old Mondeo’s switchgear, the better.
The new version, in contrast, feels bang up to date, what with its aforementioned infotainment system, plus switchgear that not only looks more modern but also feels the part. At $172,999, the Mondeo is hardly a “budget” saloon (you could get a Toyota Camry 2.0 for just under $10,000 less), but a more well-rounded mid-size saloon you’re unlikely to find.
