It looked pretty cool when it arrived, smoothly finished in metallic black, 18in multi-spoke alloys glinting in the wheelarches, the ST body addenda visually hunkering it lower to the ground. A peep in through the window showed a contrasting deep red interior that featured piano black trim. It appeared to be a quality item, and a year and over 20,000 miles have proved it so.

I was quickly a fan of the new 3-litre V6. It replaced the previous generation Mondeo's 2.5 which, even in ST trim, had been unsatisfactory. The extra half litre liberated a bit more power (up to 217bhp) but more crucially gave it more guts - torque was up 30 points to 204lb ft. Once the running-in period was dispatched, I discovered that the ST220 had not only a solid mid-range but a spirited free-revving top end, too. It was nice to have it there for overtaking but I became a big fan of the V6's woofly torque which lent the car an exquisite effortlessness. On a late-night run from the office to home, I loved to see how few gearchanges I could make, enjoying the guttural growl of the six as it hauled unhesitatingly from less than tickover revs.

There was much more to enjoy. The suspension struck just the right compromise between suppleness and control, and in contrast with the standard V6 car, the ST's agility and polished poise replicated that of the lighter-engined four-cylinder cars. Certainly it was a little more nose-heavy but that was a small price to pay for the charms of that gutsy, suave V6. The ST220 is out of the same drawer as earlier dynamically sorted Fords such as the Puma, Ka and Focus - it feels right almost straight away thanks to finely judged damping and a feeling of togetherness that percolates its chassis and steering.

The 220 could cut-and-thrust effectively but was also able to rack up big motorway miles in complete comfort, and this was due in no small part to the excellent (and standard) Recaro seats. I reckon the combination explains why so many evo staff returned the keys with more respect for the Ford than when they took them. Its compromises are very well struck for a mid-range saloon with sporting pretensions. Among early converts was Mr Tomalin, which I'd expected - at the time he was running the slothful V6 MG ZT-T - but many more followed.

As the months racked up I discovered that the ST220 is a rare sight. I saw very few, and none in black, which might go some way to explaining why a couple of car-savvy mates mistook the Mondeo for a BMW. There were few niggles to ripple the tranquil pool of satisfaction as the ST220 approached its first service at 12,500 miles. I found the seat belt warning chime irritating because it piped up even when reversing but there was not much that Hilary Brock of Olney, the dealer I'd chosen, could do about that. However, I had hoped that they could make the air conditioning maintain a set temperature instead of constantly shifting between draughts of hot and cold air. The service came to a fair ΂£117, the wobbly rear view mirror I'd mentioned was fixed, but the air con, which received more intense attention some time later, was never cured.

Shortly after the service, at 14,500 miles, the front tyres were replaced. The Mondeo handles neatly, has great bite out of corners and rarely bothers the traction control system in the dry but I've never been tempted to take it on track. So, 14,500 pretty average miles was only OK for a set of fronts, and they're big at 225/40 ZR18 so they don't come cheap. They were replaced with the same Conti Sport Contact 2s - partly because the originals performed just fine, partly so they matched the only part-worn rears - at a cost of ΂£170 a pop.

One of the reasons the track has never beckoned is that the hefty front end would make mincemeat of the rubber given the chance, the other that the brakes just don't feel as though they'd be up to more than a few hard laps. They're big and work just fine on road for me (I'm not that hard on brakes, generally) but others have questioned their effectiveness. Mrs B is one, and although I accept her point, she does drive an over-servoed VAG product. Another is news editor Hilton Holloway, who gave the ST220 its last holiday, taking it to Cornwall. The Mondeo had caused plenty of interest, he said, before adding that he wondered if the brakes would be up to a full-on stop. At over 20,000 miles, new pads must be due soon.

For the whole time I've run the Mondeo, I've always felt good settling behind its wheel, no matter what I've been driving beforehand. Whether the journey is long or short I've appreciated its ergonomics, its ride and handling compromise and its snickety five-speed shift. And it has always been a pleasure to stoke that growly V6. I'll miss it.