Ford Mondeo VS Mazda 6
- Well equipped
- Practical and refined
- EcoBoost engine hammers
- Hit and miss styling
- Inconsistent ride
- SUV-like seating position
- Beautiful looks
- Lengthy standard features
- New turbo engine
- Touring doesn't offer turbo option
- No Apple CarPlay/Android Auto
- Warranty looking a bit short
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|
The Mazda6 used to be just about everywhere. A classic go-to kind of car, it has been a constant presence in Mazda's stable of passenger cars. Mazda's well-timed shift to SUVs a decade ago could have seen the eventual decline and demise of the classic mid-size sedan, but here we are in 2018 and it's still going strong.
The new Mazda6 isn't a ground-up redesign, it isn't a revolution that brings with it electric powertrains or funky hybrid additions or some wacky weight-saving technology. Instead, this new 6 echoes the approach the Japanese company took with its big-selling CX-5; detail changes, and lots of them.
|Fuel Type||Regular Unleaded Petrol|
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.
The new 6 does exactly what's required, and that is to deliver a beautiful and refined car at a good price. The Mazda flagship is loaded with enough gear to give the Camry a run for its money, and it's hard to see why the 6 wouldn't be on your list.
Choosing a sweet spot of the range is tricky. The 2.5-litre Touring is well balanced when you consider value for money, but you can't help looking one step up to the turbo GT. That new engine really completes the transformation. So either hold out until Mazda relents and offers a turbo Touring, or live with the non-turbo 2.5.
I have always had a soft spot for the 6, but it required turning a blind eye to a range of deficiencies. Now they're pretty much gone, and I don't have to say, "But..." when asked about it. There must be thousands of changes in this new car and every single one of them has been an improvement.
What do you think? Can the 6 tempt you back out of an SUV or out of your current mid-size sedan?
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.
Mazda's Kodo exterior design is hugely successful, so a top-and-tail is enough to bring the car up to date without ruining a look that has made it famously pretty.
All the front panels forward of the doors are new, with a new bumper, headlights and a 3D grille. New 19-inch alloys on the GT and Atenza also help. The new bumper features a different front spoiler, the fog lights have moved into the LED headlight assembly and the indicators are now eyebrow-style LEDs along the top edge of the lights. The chrome (okay, plastic) grille outline is slimmer and wider, making the car look wider, but also sportier. Much of what you see came from Mazda's Vision Concept car from the 2017 Tokyo Motor Show.
The rear has come in for similar treatment, with a new bootlid, bumper and bolder twin-exhaust treatment - the pipes have a bigger diameter and a more "sculpted" look.
Mazda tends to skip adding side skirts, a rear diffuser or rear wing, leaving the body kit work to the aftermarket brigade. The wagon does have a small rear spoiler over the rear window, though.
Interior photos photos show a new and lighter cabin, and you might be surprised to find that all that remains unchanged from the previous model are the steering wheel, some switches and the top of the gear selector. There wasn't a great deal wrong with the old one, but this new one seems even more coherent. The centre console is less cluttered, housing just the air-conditioning controls. Seat belt or airbag lights, for instance, are now in an overhead console which also features a sunglass holder.
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.
The interior dimensions of the 6 are unchanged, but it has always been a roomy sort of place. Rear legroom is expansive but if you're 185cm, your head might brush the (new) headlining.
Boot space for the sedan starts at 474 litres (VDA) and the wagon offers 506 litres. For more luggage capacity or cargo of a larger size, the space can expand to 1648 litres, which isn't bad given the wagon's smaller dimensions. A tonneau cover is standard in the wagon.
Storage is handy rather than extraordinary. Front seat passengers score a pair of cupholders with a neat cover for when they're not in use. The centre console is on the smaller side, but a decent phone cubby under the climate controls makes up for that. The fold-down rear centre armrest features a pair of cupholders, a slot to hold a phone or small tablet upright and a small lidded tray with a pair of USB ports.
Towing capacity for the 2.5-litre is 550kg unbraked/1550kg braked, and the turbo petrol and turbo diesel manage 750kg braked/1600 kg braked.
The turning radius differs between the sedan and wagon. The longer sedan (yes, really) has a turning circle of 11.2 metres, with the wagon completing the same trip in 11 metres. With ground clearance of 125mm, the 6 is not an off-road proposition.
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.
With four trim levels and three engine options, there are fourteen different versions of the 6. Our range review features a full model comparison and price list so you know how much you'll pay and what you'll get. Prices are RRP and therefore a starting guide - your final drive-away price will be down to you and your dealer.
The range starts with the Sport in sedan and wagon forms, with just one engine choice, a 2.5-litre 140kW/252Nm naturally aspirated petrol. Mazda claims the refreshed 6 Sport has $3000 of added value for no price increase. The Sport is priced at $32,940 for the sedan and $33,790 for the wagon.
Standard features include 17-inch alloys, head-up display, LED headlights, power mirrors, a power window in each door, auto headlights, rain-sensing wipers, six speakers, dual-zone climate control air-conditioning, leather steering wheel and gear shifter, sat nav, push-button start, remote central locking, active cruise control, rear parking sensors, GPS sat nav, DAB radio, trip computer, a safety package including lane assist and a space-saver spare tyre. The wagon version adds roof rails, an intermittent rear wiper, cargo cover and cargo net as standard.
Added to the Sport edition specs are leather seats, power heated and folding mirrors, electric front seats, 11 Bose-branded speakers (including subwoofer) for the infotainment system, leather steering wheel and gear shifter, smart key (keyless go and keyless entry), front and rear parking sensors and LED daytime running lights.
Next up, The GT drops the naturally-aspirated petrol and replaces it with the 2.5-litre turbo with 170kW and 420Nm. The diesel stays and prices start at $43,990 and end at $46,390.
Added to the GT are 19-inch alloys, black or white leather seats, heated front and rear seats and an adaptive front lighting system.
The top of the range Atenza features adaptive front LED headlights, white or walnut Nappa leather seats with suede inserts and wood trim. Available from $46,390 up to $50,090, the diesel versions are slightly more expensive than before.
Compared to the 2017 model year 6, Mazda says the 2018 model features extra value of between $1000 for a slight rise (Atenza) or drop (GT). The Sport and Touring pick up $3000 worth of gear, with prices either unchanged (Sport) or dropped (Touring).
There are eight colours, with Titanium Flash (grey), Deep Crystal Blue, Blue Reflex, Snowflake White, Sonic Silver and Jet Black all free, as well as Mazda's stunningly pretty Soul Red and the understated Machine Grey, both for a small extra cost. Sadly for fans of more out-there colours like yellow, purple or green, they're all off the menu.
Mazda's MZD Connect multimedia system is accessible through the dash-mounted touchscreen and a console-mounted rotary dial. None of the range feature Apple CarPlay or Android Auto (yet, but stay tuned, the Yanks have it already), but you can plug in your iPhone or Android device via USB or hook them, or another MP3 type player, up with Bluetooth .
The multimedia system is reasonably easy to use, the navigation system is a bit blocky but otherwise accurate, and the car's various gadgets are simple enough, so a trip through the owner's manual should be rare.
Various accessories such as a roof rack, towbar, cargo barrier and boot liner are available from a dealer. Your dealer will most likely offer you tinted windows and despite not appearing on the spec sheet, it seems floor mats are standard. As is right and proper.
Missing from the options list are a seat belt extender, homelink, panoramic sunroof, a premium package over and above the standard inclusions, 18 inch rims, 16 inch alloys, red brake calipers, performance brakes, park assist, radio-CD player combination, CD changer, xenon, projector, halogen or HID headlights, heated steering wheel, nudge bar, wifi hotspot or elegance pack.
The space-saver spare is no match for a full size tyre, but it sure beats a tyre repair kit
If you like your model statistics, then read on; Mazda expects the Touring grade to take just over a third of sales with the other three grades taking around 20 per cent each of sales. Two-thirds of all 6s will probably be sedans, and just five percent (fewer than 200 units!) will be diesel.
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…
The 6 now has three engine options; two petrol and one turbodiesel. Both petrols are the 2.5-litre SkyActiv. The naturally-aspirated petrol is found in the Sport and Touring and generates 140kW and 252Nm (up from 138kW and 252Nm). From the same engine size but with a turbo fitted, GT and Atenza buyers score 170kW and 420Nm of torque.
The two petrols' specs include Mazda's i-eloop regenerative braking technology to help charge the battery while saving fuel. All engines feature stop-start to cut fuel consumption around town. The non-turbo also features cylinder deactivation. Mazda says that at a steady 80km/h, cutting two cylinders (one and four) reduces fuel consumption by five percent.
Other improvements to the 2.5-litre include revision of various components and a new continuous displacement oil pump.
Both of these engines drink 91RON, so no need to worry about paying for premium unleaded. Given the huge price difference between 91 and 95, that's an easy saving of around $1.60 for every 100km travelled, based on the quoted combined fuel mileage figure of the turbo.
If you were to put the thumbscrews on a Mazda engine expert, you might extract a dirty secret - run it on 98RON and you'll see somewhere in the region of 184kW from the turbo. But you didn't read that here.
The 2.2-litre twin-turbo diesel's ratings come in at 140kW and 450Nm. Both power and torque are up (from 129kW and 420Nm respectively), courtesy of the diesel's variable geometry turbos and updated injector sequence.
All 6s are front-wheel drive through Mazda's six-speed automatic transmission. There is no AWD, 4x4 or rear-wheel-drive version. A manual transmission option has long since disappeared, so the manual vs automatic argument is settled for you. No manual gearbox means no clutch to worry about, so manual transmission issues are a moot point. Also unavailable is an LPG version.
Oil type and capacity are dependent on the engine type. If you're interested in whether the engines feature a timing belt or chain, it's the latter.
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.
Mazda claims that the 2.5-litre petrol will drink at the rate of 7.0L/100km and the turbo petrol at 7.6L/100km, both sipping 91RON fuel and on the combined cycle. Diesel fuel economy is quoted at 5.3L/100km on the combined cycle.
Fuel tank capacity is 62 litres across all three engine options.
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.
The 6 has never been a bad car to drive - far from it - but earlier models and the early iterations of this current 6 (before the facelift, obviously) suffered from reasonably high road-noise levels. This new 6 finally puts all that to bed.
Mazda has focussed a lot of attention on what they call conversational clarity. Luckily they don't mean what is actually being said - my blathering would instantly ruin their KPIs - but the ability to hold and hear a conversation. There must have been hundreds of individual changes just to address noise.
A huge number of components have been changed, right down to the undercarpet floor lining, to reduce the racket from the outside getting in. Now only a poor, coarse surface lets in tyre noise. Wind noise is down due to a variety of measures, and at speed the conversational clarity goal is well and truly achieved. The sound system doesn't struggle to cover what's left.
The updated petrol and diesel appear quieter and the 2.5-litre turbo (which we already know from the CX-9) is indeed very refined. You can barely hear a peep.
Performance figures for the two updated engines are unlikely to be substantially different, if at all. The new turbo petrol, while plenty powerful and seriously torquey, is no fireball. What it does is make those who aren't content with the standard 2.5-litre engine much happier with the way the car drives. It's far more relaxed; you don't need to work the engine at all hard and the in-gear performance is probably better than the diesel when you consider the weight difference. The extra horsepower calms the driving experience, particularly when out on the freeway.
The electric power steering won't set keen drivers on fire, but it's well-weighted and accurate.
Competent, secure and relaxed - those are the best three words to define the 6 experience, and even more so with the turbo petrol engine.
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.
Mazda has certainly carved itself a niche when it comes to offering advanced safety features up and down all the cars in each model range, and the 6 is no exception. From the entry-level Sport up, the 6 has six airbags, ABS, stability and traction control systems (aka DSC), high beam control, lane departure warning, lane keep assist, blind spot monitor, radar cruise control, forward and reverse AEB, reverse cross-traffic alert, reverse camera and traffic sign recognition.
For all your child seating needs, you have three top-tether restraints and two ISOFIX points.
The Mazda6 scored a five-star ANCAP safety rating in November 2013. It seems unlikely a retest would see any issues scoring another five-star result. There's just one curious omission; a tyre-pressure monitoring system.
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.
Service intervals are the same for each engine type, arriving at 12 months or 20,000km. Mazda offers capped-price servicing for the ongoing maintenance of the vehicle and service costs are listed on the Mazda website, along with any extras.
Diesel engine problems appear to be a thing of the past, with few recent complaints of merit in the usual internet forums. Common problems tend to set these sort of places on fire with reports of faults and defects, but over the last few years, the 6's reliability ratings and general durability seem strong.
Where is the Mazda6 built? All Australian cars arrive from Japan.