BMW 2 Series VS Ford Mondeo
BMW 2 Series
- Short warranty
- No full AEB standard
- Well equipped
- Practical and refined
- EcoBoost engine hammers
- Hit and miss styling
- Inconsistent ride
- SUV-like seating position
BMW 2 Series
There’s occasional wringing of hands and gnashing of teeth over the question of whether a four-door car can be called a coupe.
Rover set tongues wagging close to 60 years ago with its P5 Coupe; to all intents and purposes a sedan with a lower, slightly swoopier roofline.
So, rather than call in the coupe police, after they’ve visited Audi, Mercedes-Benz and Porsche, we’ll go with the flow and introduce you to the BMW 2 Series Gran Coupe, launching in two variants - the 218i (front-wheel drive, 1.5-litre, three-cylinder turbo), and M235i xDrive (all-wheel drive, 2.0-litre, four-cylinder turbo).
|Engine Type||1.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
Yes, this is a Ford Mondeo review in Anno Domini 2018.
Why? Perhaps Ford doesn't want anybody to get overly attached to a sedan-y hatch that has a cloudy future in an ever-shrinking mid-size market. After all, there's still a rather vocal sect of the population feeling burned by the end of the Falcon dynasty.
You'd also be right to assume those numbers are padded out a fair bit by corporate leases. Salesmen in England were long referred to as Mondoe Men for a reason. I'll tell you this much, though, I'd be pretty stoked if I got one of these Mondeos as a lease.
As an FG Falcon owner, for most intents and purposes it would even be a half-way decent replacement for my large sedan. Stick with me as I explain why.
|Engine Type||2.0L turbo|
BMW 2 Series7.8/10
Small four-door cars aren’t exactly flavour-of-the-month in the current Australian new car market, but this newcomer offers solid value, and good dynamic balance in a premium compact package. It’s aimed at a niche within a niche, but for seekers of sleek, inner-city-sized four-door luxury, the 2 Series Gran Coupe has a lot to offer.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
The Mondeo creeps to the forefront as one of the best Fords with the smallest marketing budget.
Well equipped, reasonably fun to drive and semi-luxurious to be in for long periods, it's hard to remember why it's so forgettable.
Its certainly worth your consideration over its rivals, but then perhaps you don't want to fall in love with another Ford potentially headed for the chopping block in the near future.
Did you know Ford still sells the Mondeo, and would you ever consider it? Tell us what you think in the comments below.
BMW 2 Series8/10
The whole BMW Gran Coupe ‘thing’ kicked off in 2012 with a lower, longer, extra-doored version of the 6 Series coupe.
The formula is broadly similar in each case. Take the two-door coupe, stretch it length-wise, add a couple of doors and remove the frames from all of them, then let the wind tunnel smooth out the overall form.
In line with that design approach, at just over 4.5m long the Gran Coupe is 94mm longer than the 2 Series two-door, as well as fractionally wider (+26mm), and a little taller (+7.0mm).
A big grille is a key part of BMW’s current design language, and the 2 Series Gran Coupe obliges with a suitably large version of the brand’s signature ‘kidney’ grille with a single surround unifying it graphically.
Angry, angular LED headlights combine with large air vents either side of the front clip to conjure up a confident, assertive face.
The car’s profile conforms to the BMW Gran Coupe template with the roofline tapering markedly towards the rear and strategically placed character lines along the car’s flanks adding visual interest and enhancing the its lengthy look.
BMW devotees will recognise the term ‘Hofmeister Kink’, a characteristic up-turn of the trailing edge of a BMW’s side window glass, This time around BMW refers to the element as an ‘upright’ Hofmeister Kink, which is a misnomer, because it’s so upright it no longer conforms to the vision of Wilhelm Hofmeister (the Bavarian maker’s head of design in the early 1960s).
Slim, long, distinctly horizontal LED tail-lights define the rear view, with other lateral lines and trim elements enhancing the car’s wide, planted stance.
The interior will be instantly familiar to any current model BMW owner with the neatly arranged dash featuring the ‘Cockpit Professional’ set-up including a 10.25-inch configurable instrument display, and another same-size multimedia screen annexed to the main binnacle.
All instrumentation and key controls are angled towards the driver and attention to detail in terms of quality is high.
It’s now an accepted truth that lights and screens are the new chrome in terms of automotive design, and the 2 Series Gran Coupe compliments its sleek screens with an interior ambient lighting package, as well as brushed metal elements and BMW’s usual array of logically arranged, legible and user-friendly switchgear.
There's no doubt that the Mondeo is a chunky monkey. Just get a look at those proportions, it looks like a dense rectangle's worth of car, and that's before you line it up next to something else for perspective.
In this case I sat it next to my Falcon. Once the largest sedan on offer by Ford in Australia, in some ways it looks dwarfed. The Mondeo is taller and just as wide, but not quite as long. A quick comparison of spec sheets proves it's not much lighter either, despite the Falcon sporting a cast-iron engine that's literally twice the size.
The front three-quarter especially makes the Mondeo look tough. The big catfish-esque grille combined with the slimline headlight clusters and bonnet ripples make it look aggressive - like a rolling advertisement for the Mustang.
Head round to the rear three-quarter, however and things get a little… off. The raised dimensions and high rear light features make it look too tall. The 'liftback' roofline does no wonders for the car's proportions either.
It's a shame that after so many decades of Mondeo there is still apparently no way to make that rear-end appealing.
Inside there are also plenty of quirks. While there are some parts that really work, there are also some that don't.
The plush leather seats unique to the Titanium grade are lovely, but they're positioned so high up you'd be forgiven for thinking you were at the helm of an SUV. The sunroof is also so far back it's basically useless for front passengers, yet it eats their headroom (also, it's just a glass roof that doesn't open).
Then there's the switchgear, of which there is an overwhelming amount. You're presented with a sensory assault of buttons and displays, half of which could seemingly be easily offloaded onto the multimedia system. It's an approach that dates an otherwise modern-looking cabin.
Eerily similar to the Falcon, the fan speed and temperature controls aren't dials (a user experience nightmare) but the volume control is… go figure.
Those gripes aside there's plenty to like about the Mondoe cabin. There are soft-touch surfaces everywhere, helping the car live up to its luxury spec and price point, while all the switchgear and interactive parts are solid and tough, just like the Mondeo's big brother, the Ranger.
While the digital dash is way too busy, it presents the relevant information well, and is a good interactive design once you get used to it.
The back seat is a very nice place to be, making full use of that big glass roof, and the rear seats are just as plush as the front ones. If you spend lots of time ferrying friends or family around, it's a strong point for the Mondeo.
BMW 2 Series6/10
No matter how hard you shut your eyes and spit out a Harry Potter-style incantation, you can’t magic-up a big interior in a small car.
BMW’s packaging boffins will have sweated bullets to eke out every extra millimetre, but the hard fact is this 2 Series Gran Coupe is diminutive.
Cozy is the best way to describe the front section, and the front seats are snug, be they the cloth-trimmed sports seats in the 218i, or even racier leather-trimmed chairs in the 235i xDrive.
Access to the rear requires mild gymnastic prowess because the door aperture is modest, and once you’re in there it’s tight. Sitting behind the driver’s seat set for my 183cm position, my shiny pate made firm contact with the headliner, and my knees were striking up a close relationship with the front seatback.
Forget three grown-ups abreast in there. I’d describe the 2 Series Gran Coupe’s seating arrangement as a ‘2+2+1’.
Storage is provided in all the right places, but scaled down to suit the available space. There’s a lidded storage box between the front seats, two cupholders and a wireless charging bay in the front centre console, decent door bins with room for bottles, and a glove box (able to accommodate several pairs of gloves).
Backseaters have access to small door bins and a fold-down centre armrest with two cupholders in it. The primo M235i xDrive features adjustable rear air vents, while the entry-level 218i misses out.
The boot chips in with 430 litres of load space, which is okay rather than cavernous, and it’s worth remembering the opening is narrow relative to a similarly-sized hatch. But a 40/20/40 split-folding rear seat increases flexibility, and liberates more space.
Don’t bother looking for a spare of any description as a repair/inflator kit is your only option.
Towing is possible in the 218i, but sadly the dual-axle caravan is off the agenda. Maximum capacity for a braked trailer is 1300kg (with a 75kg towball download), and 710kg unbraked. The M235i xDrive is a no-tow zone.
Do you like stowage spaces? Good, because the Mondeo has heaps of 'em. No longer content with just making one huge plastic fascia across the dash, there's a surprisingly large extra stowage space sitting below the air-conditioning controls. That joins a massive centre console box, with two USB ports and an extra tray layer for tidbits, as well as one of my favourite features, two truly massive cupholders. These show Ford's American influence as much as the aforementioned chunky switchgear.
The cupholders spent our weekend easily swallowing two phones, two wallets and two sets of keys with no problem at all. They'll fit your XL Coke no problems.
As I mentioned before, front passenger headroom is impacted by the glass roof, and there's a slightly claustrophobic feeling brought about by the huge swooping A-pillars, which also create a bit of a vision impairment for the driver. The SUV-like seating position can potentially be awkward, room-wise, for people with chunkier knees, or those that prefer sitting in a low, sporty position.
Up the back there's plenty of legroom and space for heads and arms and legs. I fit easily behind my own driving position, and there's the luxury of a fully leather-bound fold-down armrest with two big cupholders for rear passengers.
The keyless entry is also truly keyless, in that all four doors can lock or unlock the whole car at a touch. Another nice feature for when you're ferrying people around.
Boot space is also colossal, thanks to the liftback design. Ford states the size as 557 litres but as this seems to be a non-VDA-standard measurement it's hard to compare to competitors with numbers. Rest assured it will swallow a set of suitcases with ease, and the space is a practical rectangle with little intrusion from wheel arches.
Price and features
BMW 2 Series8/10
The two-model 2 Series Gran Coupe line-up kicks off with the 218i at $47,490, before on-road costs, and BMW’s aiming up at Merc’s CLA 200 ($60,700) with this car, at a more than $13K differential.
Aside from the standard active and passive safety tech (covered in the Safety section) that cost-of-entry includes: 18-inch alloy rims, a leather-trimmed sports steering wheel, sports front seats, head-up display, the 'Live Cockpit Professional’ pack (10.25-inch instrument cluster, 10.25-inch operating system 7.0 media display and ‘Intelligent Personal Assistant’), Apple CarPlay (Android Auto is coming later in 2020), cruise control, keyless entry and start, ambient interior lighting, LED headlights, tail-lights, and fog lights, ‘Parking Assistant’ (front and rear sensors, reversing camera, ‘Auto Parking Assistant’ and ‘Reversing Assistant’) and a six-speaker (100-watt) audio system.
Yes, the Merc features an AMG bodykit and rims, as well as active cruise, and it has a bit more oomph, but that’s a pretty handy batch of standard features for a lot less money.
In similar fashion, at $69,990, before on-road costs, the M235i xDrive lines up price-wise against Merc’s CLA 250 4Matic ($70,200), but knocks it for six in terms of performance. In fact, BMW wants a piece of the Merc-AMG CLA 35 ($85,500) with this mini-muscle coupe.
Over and above the 218i’s equipment list the top-spec car features: 19-inch alloys, M-Sport brakes (four-piston front calipers, up from single piston), M steering calibration, M rear spoiler, M Sport front seats, leather upholstery, electric front seat adjustment (including memory on the driver’s side), adaptive LED headlights (including ‘High-beam Assistant), and harman/kardon 16-speaker (464-watt) audio. Not bad at all.
Today's Mondeo has evolved to adapt to modern expectations for a mid-size sedan. It's a far cry from the budget Mondeo of the ‘90s and even approaches territory that once would have been restricted to cars like the Mercedes-Benz S-Class. No, really.
Our top-spec Titanium, for example, is packed with heated and leather seats front and rear, a power tailgate, auto-leveling ‘dynamic' LED headlights (the ones that move where you're pointing the steering wheel.), a fixed panoramic sunroof, power tailgate (handy) and even an auto-dimming wing mirror on the passenger side. The Titanium also gets a different digital instrument cluster and a heated windscreen.
These join the regular suite of Mondeo features such as Ford's Sync3 multimedia system on the 8.0-inch screen (thankfully, with Apple CarPlay and Android Auto), rain-sensing wipers, Digital radio (DAB+) and adaptive cruise control (part of a rather excellent safety package).
It's an impressive features list, which means nothing if the price isn't right. Our Titanium EcoBoost comes in at $44,790 before on-roads, pitting it against the Holden Commodore RS-V sedan ($46,990), Mazda6 GT sedan ($43,990) and Toyota Camry ($43,990).
None of those rivals have the heated windscreen or fully digital dashboard, though, and only the Mazda6 GT has heated seats front & rear. The Commodore RS-V is the only car here than can match the 8.0-inch screen size, but it does come with the addition of wireless phone charging and a colour head-up display. Food for (value) thought.
Engine & trans
BMW 2 Series9/10
The 218i Gran Coupe is powered by a version of BMW’s B38 in-line three-cylinder turbo-petrol engine, used in various BMW and Mini models. The all-alloy unit features direct-injection, ‘Valvetronic’ variable valve timing and ‘Double-VANOS variable cam timing to produce 103kW from 4600-6500rpm, and 220Nm from 1480-4200rpm. It sends drive to the front wheels via a seven-speed dual-clutch automatic transmission.
The M235i Gran Coupe is powered by a version of BMW’s B48 in-line four-cylinder turbo-petrol engine, also used in various BMW and Mini models, including the Mini John Cooper Works GP.
Another all-alloy design, it also uses a twin-scroll turbo set-up, direct-injection, ‘Valvetronic’ variable valve timing and ‘Double-VANOS variable cam timing to produce no less than 225kW from 5000-6250rpm, and a whopping 450Nm from 1750-4500rpm.
It sends power to all four wheels through an eight-speed (conventional torque-converter) automatic transmission and a dedicated transfer gearbox, guided by multiple sensors and processors, to send drive to the wheels that can make best use of it.
Ford offers two 2.0-litre turbocharged engines with the Mondeo, either a petrol EcoBoost engine or its diesel Duratorq equivalent.
The EcoBoost in our car is a bit of a gem. It produces an average sounding 177kW/345Nm when compared to the 220-plus-kW V6 engines in the equivalent Camry SL and Commodore RS-V, and it's even somehow out-played in the torque division by the Mazda6 GT, with its 170kW/420Nm.
As I'll explain in the driving section, however, it doesn't make the Mondeo feel any less powerful.
EcoBoost Mondeos can only be had with a six-speed traditional torque-converter automatic. Thankfully it doesn't carry 'PowerShift' branding either…
BMW 2 Series8/10
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 5.9L/100km, the 218i, emitting 135g/km of CO2 in the process.
Not surprisingly, the high-performance M235i xDrive is thirstier, the combined cycle figure rising to 7.6L/100km, and emissions sitting at 173g/km of CO2. During a post-launch week of city, suburban and freeway running in this version, we recorded a real-world number of 10.2L/100km.
Stop-start is standard, minimum fuel requirement is 95 RON premium unleaded in the 215i, and 98 RON premium in the M235i, and you’ll need 50 litres to brim the tank on both.
Due to the entertainment factor given by the EcoBoost engine I wasn't particularly light on the throttle.
Ford claims you'll use 8.5L/100km on the combined cycle, which is 1.9L/100km more than the Mazda6 but on par with the V6 Camry and Commodore. In reality I experienced about 12L/100km, which is a fair bit more than the claimed figure, but not unusual for a keen-to-go engine. More on that in the driving segment.
For a bit of perspective, I can extract similar, if not better, fuel figures from my 4.0-litre FG Falcon.
BMW 2 Series8/10
For most driving circumstances the 218i offers enough performance to get the job done, with 0-100km/h acceleration for the 1375kg four-door claimed at 8.7sec.
With more than twice the power and torque the M235i is able to blast it’s heavier (1570kg) frame to the same mark in just 4.9sec, and anything under five seconds is properly fast.
The three-cylinder car is smooth, surprisingly quiet, and responsive, the little turbo providing a satisfyingly linear response, with maximum torque available from just 1480rpm all the way to 4200rpm. The seven-speed auto is most un-dual-clutch like in that it’s unobtrusive, but very dual-clutch-like in that it shifts rapidly and precisely.
Step into the M235i and you’re entering an altogether more serious world of performance. The in-line four is crisp and lights up with only a modest flexing of the right ankle. The four-cylinder’s raspy engine induction noise is smile-inducing, and in Sport mode the exhaust adds furious blurts and bangs to full-throttle up-shifts, and entertaining crackles and pops on the way back down the ratios.
The eight-speed auto doesn’t give anything away to the 218i’s dual-clutch, especially in manual mode, where a flick of either wheel mounted paddle results in almost instant changes. And the xDrive system keeps the car planted, the transfer gearbox on the back of the main transmission seamlessly distributing torque to all four wheels on a needs basis.
Pushing along some B-road bends on the BMW launch drive program, the M235i remained planted and felt eager, picking up the throttle quickly out of tight corners, the bigger brakes keeping the car stable as load transfers to the front axle.
But no matter which version of the 2 Series Gran Coupe you’re in, the ride/handling balance is impressive. Suspension is strut front, multi-link rear in both, and the car’s ability to blend great cornering with a comfy ride is the mark of a company that knows its way around engineering dynamics. The 218i comes with an M Sport suspension tune, although the standard set-up is a no-cost option.,
Steering is accurate, feelsome, and nicely weighted in both models, the M235i upping the ante with meatier variable rate settings. And the sports seats in each car are grippy, although, despite adjustability of the side bolsters, the M235i runs the risk of sacrificing long-distance comfort for firm location.
The Mondeo is thankfully quite a bit more fun than it looks. As I've been leading up to, the EcoBoost engine absolutely hammers with little encouragement. It's a hoot. The downside to this is that the fuel figure suffers.
Channelling 345Nm from as little as 2300rpm through just the front wheels also has the side-effect of tearing the steering wheel out of your hands under heavier bouts of acceleration. It does wonders to suspend the initial impression from the SUV-like seating position that this Mondoe must be a heavy car.
It definitely isn't a sports car, though, more of a semi-luxe sedan, which is a good thing, because when you're not driving as hard it's a pleasure to be at the helm of.
The steering is direct and light, making it easy to point at any speed, and in terms of noise the Mondeo is impressively quiet. There's barely a peep out of the engine. Road noise is great around town but increases a lot at freeway speeds and on rough surfaces, likely due to the larger alloys and lower-profile rubber.
The suspension makes for a mostly luxurious ride as well, but frequent undulations cause it to become unsettled side-to-side. Heavier bumps and potholes also resonate through the cabin.
It's almost annoying how close to excellent the refinement is.
The six-speed auto transmission is fantastic for a daily driver because you'll never know its there. I failed to catch it off guard once during my week with it.
There's a Sport mode and paddle-shifters you can use to make it stay in gear a little longer, but with the amount of power seemingly available at a moment's notice I never felt like I needed it.
BMW 2 Series8/10
All the expected active safety tech is on-board, including ABS, EBD, BA and stability and traction controls. Then the 218i adds ‘Driving Assistant’ (including lane departure warning, lane change warning, ‘Approach control Warning’ with city-braking intervention, ‘Rear Cross Traffic Warning’, ‘Rear Collision Prevention’ and ‘Speed Limit Information’. As well as, Parking Assistant’ (front and rear sensors, reversing camera, ‘Auto Parking Assistant’ and ‘Reversing Assistant’). As well as, a dry braking function, fading compensation, ‘Start-Off Assistant’, ‘Electronic Differential Lock Control’, and trailer stability control.
All that, but no AEB. At urban speeds, the 'City Brake' system will detect a potential forward collision and slow the car if necessary, but not bring it to a complete stop. For that you'll need to option in adaptive cruise control at $654 for the 218i and $850 for the M235i.
If an impact is unavoidable there are head and side airbags for the driver and front passenger, as well as curtain airbags covering both rows.
There are also three top tether points for baby capsules/child seats across the rear seat, which ISOFIX anchors on the two outer positions.
The BMW 2 Series Gran Coupe hadn’t been assessed by ANCAP or Euro NCAP at the time of writing.
Once you get to Titanium level, the Mondeo's safety offering is truly expansive.
On the list is Auto Emergency Braking (AEB) with pre-collision warning, Lane Keep Assist (LKAS) with Lane Departure Warning (LDW), Blind Spot Monitoring (BSM), Driver Impairment monitoring and trailer-sway control.
There are also a standard set of airbags with a few sneaky extras like inflatable rear seat belts on the outer two rear seats,which join ISOFIX points in the same position. Since April 2016, every Mondeo has a five-star ANCAP safety rating.
These join the very welcome surround parking sensors, rear-view camera and auto-park, which make not nudging things in the Titanium a cinch.
And a boon for long-distance drivers is the fact that all Mondeo hatchbacks have a full-size steel spare.
BMW 2 Series7/10
BMW offers a three year/unlimited km warranty, which is off the pace with the majority of mainstream brands stepping up to five-year cover, with some at seven. And the pressure is on with Mercedes-Benz announcing its shift to five years/unlimited km.
That said, the BMW's body is warranted against rust (perforation) for 12 years/unlimited km, and roadside assistance is provided free-of-charge for three years/unlimited km.
Maintenance is 'condition based' with sensors and on-board algorithms (mileage, time since last service, fuel consumption, driving style) determining whether an annual vehicle inspection or oil service is required.
The 'BMW Service Inclusive' package, offering a single, one-off advance payment to cover selected service and maintenance costs, is available in two levels - 'Basic' or 'Plus.'
Ford has recently updated its warranty to five years/unlimited kilometres, which is a nice standard, although it is now matched by Holden and Mazda. Toyota lags behind with a three-year offering. The Kia Stinger starts to look very impressive here with its seven-year warranty.
At the time of writing, Ford's own service calculator tells us the Mondeo will cost a minimum of $370 per year or 15,000km (whichever comes first) service interval. Every fourth year that jumps to $615.