Six-speed Mondeo TDCi features identical 0-62mph acceleration, quicker in-gear acceleration for safer overtaking, higher potential top-speed, greater cruising refinement and enhanced fuel economy.
Six speed Mondeo TDCi’s 0-62 mph acceleration time is identical to the five speed at 9.8 seconds, while top speed is higher at 129 mph (compared to 124 mph for the five speed).
Real-world fuel economy is improved by up to seven per cent on the motorway, due to a taller sixth gear, configured for economical and more comfortable high-speed cruising.
"This six-speed transmission enhances the powerful, responsive performance feel our customers have come to expect from Mondeo TDCi" Beyer said.
Equipped with the 130PS Duratorq TDCi 2.0-litre engine and the new transmission, Mondeo achieves fuel economy of: 34 mpg urban, 55 mpg extra urban and 46 mpg combined on the new European driving cycle. Its CO2 output is rated at 154 grams per kilometre.
Driving Quality Enhanced
The new transmission further enhances the acclaimed driving quality of the Ford Mondeo.
Its slick shifting quality adds to Mondeo’s already high levels of refinement, while its taller sixth gear ensures quieter motorway cruising.
It is the latest in a series of improvements to a car renown since its introduction for its class leading levels of driving quality.
Manufactured in Cologne, the new six-speeder is the first such major product of the joint venture between Ford and Getrag (GETRAG FORD Transmissions GmbH) to create the latest transmission technology for the driving quality of Ford vehicles.
Featuring a three-shaft design, the transmission is characterised by its exceptionally compact architecture, no larger than a standard five-speed, and is ideally suited to front-wheel-drive applications. Thus its use requires no changes to other aspects of the vehicle’s drivetrain and chassis architecture.
The transmission is characterised by a number of modern technologies, including the use of laser-welded stamped steel sliding gear selector sleeves. Replacing the cast forks of previous-generation gearboxes, this elegant but tough approach is less prone to internal damage.
The gear set is neatly clustered along two rigid, hollow, internally lubricated lay shafts, allowing two different final-drive ratios. The most commonly used gears – first through fourth – are arrayed on one lay shaft and equipped with dual synchros for shifting smoothness. Fifth, sixth and reverse gears are fitted to the second shaft. Each gear uses needle bearings for refinement and long service life.