Ford Mondeo 2.2 TDCi 175 CV, road test (part I)

When Ford offered me the chance to try a new Mondeo, I couldn’t say no, given what this model means to me: I had been a passenger in two Ford Orions for more than 15 years and in a Mondeo for 6 more, and I drove one for another year and a half, covering over 75,000 kilometres in that last stage. Without a doubt, I was going to remember unforgettable moments from those old days.

Back then it was a complete car, which lasted a long time – almost 10 years – and reached the staggering figure of 250,000 kilometres with a 2.0 16V engine producing 138 CV. Getting back behind the wheel of the most recent version was a very pleasant sensation, with an instrument cluster that was far more technologically advanced (compared with my memories, which showed little more than warning lights and open doors). In addition, there were fully electric leather seats with memory and a multifunction steering wheel from which almost everything on the onboard computer could be adjusted.

First of all, I should say that the model in question was the Titanium S (the top of the range) with 175 CV and a 5-door body, with a starting price of 32,635 euros, so the difference between the version without extras and the one with extras does not reach 6,000 euros. It only added privacy glass, the Titanium S pack, a 7” navigation system with Bluetooth and V2C, a distance sensor and other options that are more affordable in price.

Engine and performance

The 2.2-litre Duratorq TDCi engine produces 175 CV and 400 Nm of maximum torque between 1,750 and 2,750 rpm. Official consumption ranges from 4.9 litres per 100 km on the motorway to 8.4 litres in town, and it reaches 100 km/h from a standstill in 8.9 seconds, up to its top speed of 218 km/h, delivering power to the front wheels.

That said, the driving experience is excellent: at very low revs and in a relatively long gear, there is enough power to build speed without downshifting. Acceleration in 6th from 60-65 km/h on the flat is possible, with a fairly acceptable time. The driving experience really surprised us with how pleasant and dynamic it is, and it is undoubtedly the most outstanding feature of the model. Smoothness at both high and low revs in any gear is excellent, as is the gearbox with its short shift travel (in earlier versions it was even shorter), which helps a sporty drive when the driver feels like it.

Handling on the road is excellent, with no sense of speed that in some cases could become dangerous, but very comfortable and composed, with a feeling of control even in the most extreme conditions. You won’t need to floor the pedal to realise that the response at both low and high revs is more than acceptable and that we have an engine capable of almost anything. Ford has greatly improved its engines, developed good chassis, and best of all, the price is very competitive, even low depending on which model we compare it with. If you cover a lot of kilometres over the year, this model deserves a place on your shortlist without question.

In the big city, the engine is not excessively noisy for pedestrians, and we could say it sits at the average among its saloon rivals, both in vibration (almost nonexistent) and in sound level with the window down. On the motorway, you can clearly notice its excellent aerodynamics: there is very little cabin noise, even at high speeds, so long journeys will never be a nuisance, and you can even drive with the radio muted (though not switched off).

As for practical fuel consumption figures, we managed to reduce it by 0.3 litres (4.6 litres per 100 km) compared with the official average, maintaining a constant speed of 120 km/h on the speedometer (112 km/h on average according to the computer). However, this consumption changed when we engaged cruise control at 120 km/h: it showed the same average speed as before, but consumed 5.4 litres per 100 kilometres with the terrain slightly against us, though it would never have dropped below 5 litres. Mind you, when you press it on the motorway and rev it higher, it reaches 7 and 8 litres without you noticing.

When opening the bonnet, we noticed that the caps we need to touch are a different colour, yellow in this case. On the other hand, the hydraulic struts that almost all models in the range include to hold the bonnet up have not been fitted. You still have to use the good old prop rod to keep it open, and the fixing at the top is not coloured (see detail). We hope they improve this in future versions.

Stay tuned for the next part, which is loaded with equipment: interior and exterior.