Ford Mondeo ST24: Buying used

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Ford Mondeo ST24 Ford Mondeo ST24 Ford Mondeo ST24
Ford Mondeo ST24 Ford Mondeo ST24 Ford Mondeo ST24
Ford Mondeo ST24 Ford Mondeo ST24 Ford Mondeo ST24

This short-lived sporty sedan slipped under the radar

Ford Mondeo ST24: Buying used
Quick tips: Buying a Ford Mondeo ST24


Ford Mondeo ST24


Desperate to escape the Mundano jibes, Ford added its wacky oval Scorpio/Taurus look to the Mondeo which now distinguishes the ST24 version from generic front drive rivals.

Launched in February 2000 as a sedan only with a massive boot, the ST24 was the best V6 medium sedan in this segment by some margin even if it came with the MTX75 5-speed manual only and the earlier 125kW ST170 engine, not the updated European 150kW ST200 version.

Because this all alloy Duratec 2.5-litre engine shared with the Cougar was Europe’s base V6, it was long-lived, reliable and frugal over long distances. The local ST24 came with the lot including special body kit and grille, alloys, leather, four airbags, climate control, bigger front discs, ABS, traction control and full electrics while ride height was slightly increased over Euro versions.

Its compliant yet firm ride and engine characteristics were reminiscent of an early Porsche Boxster of the same capacity despite its front drive. Its relatively soft launch opened up to a harder-edged growl at 3200rpm and rewarded drivers who kept it in its 3500-6000rpm sweet spot. By December 2000 it was over but forgotten examples lingered in Ford showrooms for over a year encouraging Ford to apply the XR badge to today’s Mondeo ST.


A starting price of around $6000 leads up to $10,000 for the very best of what is already a minor classic behind the wheel.



The extended 15,000km service intervals are simply too long for those drivers who don’t balance stop-start runs with regular long distance trips. Check for oil-sludging on examples without full records.

Early Duratec V6 engines had a plastic water pump impeller that broke up and reduced coolant flow. Although it should have been replaced on all local examples by now, a temperature gauge that sits higher than normal must be investigated when there are a number of plastic components that fail with age and heat.

Dual intake system relies on electronic components to open and shut which are exposed to heat. If engine does not lift in grunt and seems to lose torque in high rev ranges, these electronics may have failed.

Although the V6 dropped its revs on a trailing throttle better than most, some can hang onto revs longer than desirable after you lift your foot. There are a number of fixes.

Check all lower body parts for scrapes and cracks as they are not cheap. Like most modern cars, the seal between tail lights and body can shrink and crack for a water-logged boot.

With this much grunt, grip and extra braking, the front suspension bushes can require replacement on a routine basis. Check all engine mounts. Check for clutch slip and ensure that each gear engages without baulking.

If 3200rpm transition from primary to secondary inlet tract is too pronounced, worn plugs may be the culprit.

Outstanding ride/handling balance depended on correct 16 inch alloys and high quality Z-rated tyres. Returning both to correct factory specification is not cheap.




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