Honda Civic VS Ford Mondeo
- Looks are good (or bad)
- Suspension and steering are both terrific
- Plenty of legroom in the rear seat
- CVT drones at pace
- Standard safety lacking on base models
- RS is noisy on the wrong road surfaces
- Well equipped
- Practical and refined
- EcoBoost engine hammers
- Hit and miss styling
- Inconsistent ride
- SUV-like seating position
If you think the new Civic Hatch looks a little lower-slung than its sedan sibling, that can likely be attributed to the crushing weight of expectation placed on its little metal shoulders.
See, this 10th-gen Civic might be the most important car Honda has ever made. While most manufacturers were pouring funds into their SUV ranges, Honda was diverting a huge chunk (heavily tipped to be a whopping 35 per cent) of their research and development budget into the Civic, using the evergreen nameplate as a key pin in their Australian comeback.
And with that much riding on it, it had to be good. In sedan form, which launched here last year, it mostly lived up to the hype, with Honda shifting more than 800 units per month. And with the Civic hatch finally touching down in Australia, Honda is hoping to add 1000 sales to the tally.
So the question now is, does this new hatch version shine, too?
|Fuel Type||Regular 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|
Energetic and engaging (if not quite sporty), the Civic hatch is quiet and comfortable around town, but it can more than hold its own on a twisting backroad, too. It’s looks will either appeal or not, but a lack of comprehensive safety equipment on the cheaper models is sure to ruffle some feathers.
For us, the cheapest way into the turbocharged engine forms the pick of the bunch, so we'd call the VTi-L the sweet spot.
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 word 'polarising' is usually a thinly disguised way of saying 'lots of people don’t like it'. And the all-new Civic sedan was, well, very polarising. A glance at this new hatch version shows it hasn’t strayed too far from that design approach, either.
It’s as understated as a snakeskin suit in all grades, but nowhere is it quite so busy as in the RS trim level, in which the sporty trimmings jump out from every possible angle. Strangely, though, we quite like the way it looks, and it's undeniably an individual in the small car segment.
Inside, Honda has produced the comfortable and tech savvy interior that was missing from the outgoing model, but the sense of well executed semi-premium fades as you approach the spartan rear seat.
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 Civic hatch is surprisingly spacious in the cabin, where up front the two seats are split buy a central bin housing two of the fattest, deepest cupholders we’ve ever seen (that would be America’s 'Big Gulp' influence on the Civic’s design), along with a hidden USB and power source that sits behind the centre console, hiding the ugly chords while you’re plugged into touchscreen unit.
The back seat, is plenty spacious in the longer and wider hatch - which also sits on a 30mm longer wheelbase than the outgoing car - with more shoulder, leg and knee room for backseat riders.
Which is just as well, as there’s not much else happening back there, with no air vents, power outlets or USB points on offer, with just the two cupholders housed in a pulldown divider that separates the rear seat.
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
Thanks to what Honda refers to as its “One Civic” philosophy, this new hatch lineup perfectly mirrors the sedan range that was launched here last year, with the only major change being the ‘Ring-burning Type R, which will be hatch-only when it arrives later in 2017.
And that means the five-strong Hatch range kicks off with the entry-level VTi ($22,390) before stepping up to the VTi-S ($24,490) and the VTi-L ($27,790). Next up is the sport-sprinkled RS ($32,290), before the range tops out with the high-flying VTi-LX ($33,590).
Entry-level shoppers will make do 16-inch steel wheels, fabric seats and single-zone climate control, but there are some nice and premium-feeling flourishes, like LED DRLs, a 7.0-inch touchscreen that’s now Apple CarPlay and Android Auto-equipped and a second colour screen in the driver’s binnacle for your trip information.
Stepping up to the VTi-S adds 16-inch alloy wheels, integrated LED indicators in your wing mirrors and proximity locking and unlocking, along with some clever safety stuff we’ll come back to under the Safety heading.
Along with a better engine (more on that in a moment), springing for the VTi-L will earn you 17-inch alloy wheels, twin-zone climate control and automatic windows in both rows, while the sporty-flavoured RS adds LED fog and headlights, along with a hearty dose of sporty styling courtesy of a bumper kit, skirting and a liberal splashing of piano black highlights.
Inside the RS gets leather trimmed seats, a better 10-speaker stereo and and a standard sunroof, too.
Finally, the range-topping Civic - the VTi-LX - gets satellite navigation, and a fairly comprehensive suite of safety kit.
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
Like the sedan version, there are two engine choices on offer, with the cheaper option a 1.8-litre petrol engine, good for 104kW at 6500rpm and 174Nm at 4300rpm found in the VTi and VTi-S trim levels.
The better option, though, is a perky turbocharged 1.5-litre petrol engine that will push 127kW at 5500rpm and 220Nm at 1700rpm to the front tyres.
Both engines are partnered with a CVT automatic transmission, with or without wheel-mounted shifters, depending on the trim level.
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…
Fuel use is pretty impressive across the board, with the 1.8-litre engine sipping a claimed combined 6.4-litres per hundred kilometres, while the turbocharged version needs just 6.2 litres on the same cycle.
Emissions are pegged at 150 and 142 grams per kilometre of C02 respectively.
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.
Honda struggles a little in explaining exactly what its new 1.5-litre turbo-powered Civic is.
Is it a hot hatch? Nope, the incoming Type R will handle those duties. Oh, so it's a warm hatch, then? Not really - it's mechanically identical (same engine, gearbox and suspension) to the other, top-tier Civics. In fact, only the brand of tyres seperate the RS from the more luxurious VTi-LX.
"We would say it's a 'sporting hatch'," says Honda's head honcho, Stephen Collins.
And sporting it is, with its clever turbocharged 1.5-litre engine a willing and perky unit, delivering plenty of oomph all over the rev range and with no noticeable, soul-destroying lag in its power delivery.
The steering, too, has a sporty flavouring, it's super direct, and offers such crisp direction changes that you have to pay keen attention driving, as even the slightest input will see you steering out of your lane. And while the ride is a little crashy through bumps, it pays you back with composed cornering antics that see the front wheels hanging on to the tarmac for much longer than you might expect.
But the best trick of the 1.5-litre engine is that it doesn't require much accelerator to make it move, which means there's never too much strain on the CVT auto in town. And, given the auto is both loud and intrusive when you ask too much of it, that can only be a good thing.
Like most CVT 'boxes, it's quiet and composed in city driving, but loud and with a tendency to surge when you start to test it. So much so that heavy acceleration requires a kind of lucky dip as to when to back off the throttle, with the Civic continuing to accelerate for a moment or so even once you get off the gas.
Happily, then, the 1.8-litre models are much easier to classify. They're the cheap ones.
It's a a simple, honest and hardworking engine that feels both slower and slower to respond than its newer, turbocharged sibling, but is more than capable of getting up to speed, even if it struggles to add pace from the mid-range onward.
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.
While some of its key competitor are throwing safety functions at all trim levels, with Honda it’s still sadly a case of you get what you pay for.
The entry-level VTi, for example, makes do with six airbags (front, front-side and curtain) and a 180-degree reversing camera, opting for the VTi-S, VTi-L or RS adds front and rear parking sensors and Honda’s cool 'LaneWatch' (with activates a side-mounted camera when you indicate, beaming an image of the lane running alongside the lefthand-side of the car up onto the 7.0-inch screen).
The entire Civic range was awarded the maximum five-star ANCAP safety rating.
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.
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.