Ford Mondeo VS Hyundai Ioniq
- Well equipped
- Practical and refined
- EcoBoost engine hammers
- Hit and miss styling
- Inconsistent ride
- SUV-like seating position
- Zero tailpipe emissions
- Tight rear headroom
- Vanilla drive
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|
Hats off to Hyundai Australia for offering a mainstream model covering the gamete of petrol-electric hybrid and full zero (tailpipe) emissions powertrain options. Power walking the walk while other new car brands are still just talking the EV talk.
Then, because Australia was late to the Ioniq party, what felt like five minutes later (actually 12 months) a new and improved version took its place.
With revised design inside and out, upgraded tech, and a bigger battery, this Electric model is pricier, but even at around $50K remains at the affordable end of the expanding EV market.
So, still not cheap, but within the bounds of possibility for a family willing and able to pay extra to reduce its carbon footprint and leave fossil fuels behind.
We spent a week in the top-spec Premium model to experience electric mobility Hyundai Ioniq style.
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.
In the Ioniq Electric Premium, Hyundai has put together an impressive small hatch EV. Expensive by conventional standards, it’s one of the more affordable electric vehicles on the market. Comfortable, quick, well equipped, and practical it’s bringing zero tailpipe emissions closer to the masses.
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.
The updated Ioniq has been given a visual tszuj, but key external dimensions are unchanged. The sloping, fastback profile is the same, the nose now sporting a satin grey grille insert with active shutters either side of the centre logo. The aim is to provide extra cooling to the motor when required, maintaining the best possible aero profile at other times.
LED daytime running lights are integrated into angular nose vents designed to create a wind-cheating ‘air curtain’ around the front wheels, and the 16-inch alloy rims have been “aerodynamically sculpted” to further optimise the car’s aerodynamics.
Combination LED tail-lights add some extra drama at the rear, with the bumper now featuring a matt grey insert to match the nose treatment.
Inside, the dashboard is all new with a 10.25-inch tablet-style media screen taking centre stage. The climate control set-up has also been refreshed (with capacitive touch controls replacing buttons), sleek piano black finishes neatly integrating the two areas, and the Premium grade’s ‘leather-appointed’ seats look quality and feel good.
In terms of other materials used, there are sugar-cane bi-products (25 per cent of the raw materials used in the soft-touch door trim panels), and recycled plastic, powdered wood and volcanic stone (10 per cent of plastics on other interior surfaces). Bio-fabrics (20 per cent sugar-cane bi-products) are used in the headliner and carpet.
An interesting design tweak under the hood is the styling effort applied to the electric motor to make it look more like a conventional engine. The motor’s relatively small size is neatly camouflaged by a carefully chiselled and profiled plastic shroud placed over the top of it to cover the empty spaces below and give the impression of a longitudinally installed engine.
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.
There’s plenty of room up front with storage options including a surprisingly generous glove box, and a decent centre armrest/storage box with a USB-A power outlet lurking inside. Lengthy pockets in the doors incorporate a large recessed bottle section.
Dual cupholders sit next to the gearshift with a Qi wireless charging bay ahead of them, while a loose items tray in front of that features two 12-volt sockets and a USB-A connection/charging port to access standard Apple CarPlay and Android Auto connectivity. There’s also a retractable sunglass compartment in the overhead console.
Those in the back aren’t forgotten with a fold-down centre armrest incorporating a pair of cupholders, a map pocket on the back of the front passenger seat (only), and smaller door pockets will accommodate smaller bottles.
Adjustable air vents at the back of the front centre console are always welcome, but not so thrilling is the swoopy turret’s impact on rear headroom.
Sitting behind the driver’s seat set for my 183cm height I enjoyed adequate legroom, but in a normal position my noggin was in solid contact with the headliner; an issue exacerbated by the standard tilt and slide glass sunroof’s 25mm downward intrusion.
With the 60/40 split-folding rear seat upright cargo volume is 357 litres (VDA) to the top of the seats, and 462 litres to the roof. Although that’s around 20 per cent less than the Ioniq Hybrid, it’s still not too shabby, and enough to swallow our three-piece hard suitcase set (35, 68 and 105 litres), or the jumbo size CarsGuide pram. Once you’ve dropped the back seat, space opens up to a substantial 1417 litres.
Four tie-down hooks and a luggage net are included, and there’s a handy recess behind the driver’s side wheel tub.
Don’t bother looking for a spare of any description, a repair and inflate ‘tyre mobility kit’ is your only option, and forget about hooking up the boat or van, the Ioniq is a no-tow zone.
Price and features
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.
A recommended retail price of $52,490 is lots for a small hatchback in this market. To put that number in perspective a top-spec Mazda3 G25 GT Astina auto hatch is $38,040, and the flagship Toyota Corolla ZR Hybrid, complete with two-tone paint option is $34,085.
That said, Nissan’s zero emissions Leaf hatch sits at $49,990, the diminutive Renault Zoe hatch is $49,490, and the Tesla Model 3 starts at $67,000, running all the way up to $85,900. Even Hyundai’s own Kona Electric compact SUV lists at $59,990 for the Elite, and no less than $64,490 for the top-shelf Highlander.
So, the ‘normal’ take on value-for-money doesn’t sit at the core of the Ioniq Electric proposition, unless the value you’re looking for is environmental superpowers.
But the Ioniq Electric Premium grade doesn’t skimp on standard features, the equipment list including, alloy wheels, smart cruise control (with stop/go), rain-sensing wipers, keyless entry and start, the 10.25-inch media touchscreen managing an eight-speaker Infinity audio system (with external amplifier, digital radio, Apple CarPlay and Android Auto, Bluetooth device connectivity, and sat nav with live traffic updates), climate control, heated and ventilated front seats, leather-appointed steering wheel (heated) and seats (driver’s 10-way power-adjustable with memory), a tilt and slide glass sunroof, 7.0-inch digital colour instrument display, alloy pedal covers, LED headlights (auto), DRLs and tail-lights, dashboard ambient lighting, and reversing camera (with parking guidance).
Add in the substantial suite of standard active and passive safety tech (covered in the Safety section), and the big price gap to similarly sized, conventionally-powered hatches may just be one you’re willing to stretch across.
Engine & trans
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…
This Ioniq gives the internal combustion engine the flick, with a 100kW/295Nm permanent-magnet AC synchronous electric motor residing under its bonnet.
An AC synchronous motor features a rotor producing a constant magnetic field, with a stator outside it generating a revolving magnetic field. The stator is ‘excited’ by an AC current supply, which produces a revolving magnetic field rotating at synchronous speed. Got it?
Management of the frequency of the electrical current means the speed of the motor can be accurately controlled, with the parallel benefit of synchronous motors producing constant speed irrespective of load.
Drive goes to the front wheels via a single-speed reduction gear auto transmission.
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.
Rather than litres per 100km (L/100km) it’s likely we’ll all become increasingly familiar with alternate measures of a vehicle’s energy efficiency, and it feels like it’s taking a while for the world to agree on a standard measure.
According to the Australian standard combined (ADR 81/02 - urban, extra-urban) cycle, the Ioniq Electric uses 117 watt hours per kilometre (Wh/km).
Which you’ll also see expressed as 15.7 kilowatt hours per 100km (kWh/100km) and 6.4 km per kilowatt hour (km/kWh). Get it together, people!
Anyway, over around 200km of city, suburban, and highway running we saw a dash-indicated average of 8.0km/kWh. Go crazy if you’d like to convert it to another format.
Quoted range is 373km according to the Australian standard, and 311km in line with the European WLTP (Worldwide Harmonised Light Vehicle Test Procedure) protocol, the latter widely regarded as more ‘real world’ accurate.
The battery is a 38.3kW Lithium-ion Polymer unit with a charging capacity of 100kW when using a DC fast charger. Enough to deliver an 80 percent charge in 57 minutes using a 50kW charger, and 54 minutes when connected to a full-fat 100kW charger.
Plug into a 240-volt AC socket and you’re looking at around six hours for a full charge. A perfect opportunity to use overnight, off-peak energy.
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.
Like all Hyundai’s sold in Australia, the Ioniq’s suspension (MacPherson strut front / torsion beam rear) has been tuned for local conditions, and the Electric Premium rides beautifully. The seats are comfy and the car is quiet… not just because an electric motor provides the propulsion.
Despite this small car’s chunky 1575kg kerb weight it feels well buttoned down, soaking up small bumps and even bigger surface imperfections with ease.
The electrically-assisted steering points nicely with reasonable road feel, but we are not in sports car territory here. The overall driving experience is vanilla, with the only hint of exotic flavour following a press of the ‘Sport’ button.
Four drive modes - Normal, Eco, Eco+, Sport – are offered. Normal is just that, Eco is less than that, and emotionally, you’ve really got to be in full planet-saving mode to put up with the new Eco+ setting.
It optimises range by setting a 90km/h speed limit, switching off the air con, heating and fans, dialing the regenerative braking up to maximum, and sucking out your will to live.
The paddle shifters are entertaining, though. In everything but Sport mode they progressively increase (left paddle) or release (right paddle) the level of regen braking applied.
Challenge yourself to a game of ‘How little can I use the brake pedal’ for hours of fun. Pull and hold the left paddle to stop altogether without touching the brake pedal.
Switch to Sport and the same paddles control the transmission, using pre-set steps to mimic individual gear ratios.
All 295Nm of torque is available from step-off and if you experience a rush of blood and pin the throttle expect 0-100km/h to come up in around 10.0sec. The most urgent thrust is up to around 50km/h, acceleration softening off a bit from there.
If the regen braking game becomes tedious, the conventional stoppers are vented 280mm disc at the front and solid 284mm discs on the rear, which is the same as the Hybrid and Plug-in hybrid variants.
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.
The Hyundai Ioniq picked up a maximum five-star ANCAP rating when it was assessed in October, 2018, and the Electric Premium is equipped with an impressive array of active and passive safety tech, with ‘expected’ crash prevention features such as ABS, brake assist, EBD, as well as traction and stability controls present and accounted for.
On top of that, this top-spec model is fitted with ‘Hill-start Assist Control’, ‘Blind-Spot Collision Warning’, ‘Driver Attention Warning’, ‘Forward Collision-Avoidance Assist’ (city/urban/interurban/pedestrian) which is Hyundai-speak for AEB, ‘High Beam Assist’, ‘Lane Following Assist’, ‘Lane Keeping Assist – Line’, ‘Rear Cross-Traffic Collision Warning’ and ‘Smart Cruise Control with Stop & Go.’
But wait, there’s more, including ‘Emergency Stop Signal’, ‘Parking Distance Warning’ (front and rear with four sensors at each end and a guidance display), ‘Rear View Monitor with Parking Guidance’, and a tyre pressure monitoring system.’
If, despite all of the above, a crash is unavoidable the passive safety roster includes seven airbags (driver and front passenger head and thorax bags, driver’s knee, and side curtain airbags covering both rows of seats).
There are three top tether points for securing baby capsules/child restraints across the rear seat, with ISOFIX anchors on the two rear outboard positions.
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.
Hyundai’s ‘iCare’ ownership program kicks off with a five-year/unlimited km warranty, with 12 months roadside assist and a (complimentary) 1500km first service included.
The Ioniq battery warranty extends for eight years/160,000km. There’s also a dedicated Hyundai Customer Care Centre, and the 'myHyundai' owner website.
A ‘Lifetime Service Plan’ is available with recommended service intervals set at 12 months/15,000km. Service cost for the first five years for the Electric is $160 each and every year.
Continue to service the car with an authorised Hyundai dealer and you’ll receive a 10-year sat nav update plan and a roadside support plan for up to 10 years.