Ford Fiesta is the latest premium mid-sized sedan from Ford. Engineered specifically to adapt to demanding Indian road conditions, the Fiesta combines its high stability with exceptional driving comfort. Fiesta’s contemporary automotive design effortlessly mixes brawn with beauty. It is a perfect combination of style and solidity. Fiesta comes in both diesel and petrol option. Its ‘Dura’ Technology ensures that the drive is exciting smooth and economical. Ford Fiesta is structurally engineered to withstand severe collisions and is loaded with state-of-the art safety features such as ABS (Anti-lock brake system) and EBD (Electronic brake distribution).
The Fiesta 1.6 is a car that doesnt endear itself straight away. There none of the puppyish infectiousness of a Fiat Punto or the innovation of a Honda Jazz. It is very ordinary, albeit in a very well engineered, easy to use manner. The humdrum engine does not exploit the inherent excellence of its chassis, though keen drivers who know their stuff will turn to it before any supermini rival. Super sharp handling is rarely a priority in this sector, and despite our predilection for fun, this must make the Fiesta 1.6 something of a minor disappointment. The potential is there to make it something special but you may have to upgrade to the ST model to realize it.
“It’s difficult to enjoy a small car if you and your passengers aren’t comfortable,” said Martin Leach, Ford of Europe’s vice-president of product development, “so it was imperative to pack a lot of space into a shape that is still small on the outside - to create spaciousness for all five occupants and their cargo. We have packaged Fiesta for sharing with family and friends. That’s where the spirit of sociability and fun really happens.”
Ford engineers pushed Fiesta’s wheels even further to the corners of the vehicle, giving it the biggest footprint in its segment without being the biggest vehicle. The wheelbase is 41 mm longer than before, which helped give rear-seat occupants much-needed knee room. The new Fiesta is also wider and taller than the current model, for extra spaciousness for both occupants and their cargo.
“With new Fiesta, we’ve distilled the design cues that are central to every new European Ford car to their very essence,” said Chris Bird, Ford’s director of European design. “In a simpler, harmonious way, the new Fiesta design clearly signals its package efficiency, its strong driving quality credentials, and that special zest for life.”
Under Bird’s direction, a team led by chief designer Mark Adams created a stylish, taut skin to wrap around Fiesta’s new interior package while expressing energy and agility. The vibrant design signals the spaciousness inside by putting emphasis on the cabin area. The bonnet is short; the glass area is generous and extended with a new third window on the side, giving rear passengers a light and roomy environment.
Pronounced, sharply defined wheel arches, filled with Fiesta’s standard 14-inch wheels and tyres, communicate the dynamic capabilities of the vehicle along with a distinctive body side feature line that dives downward dynamically from the rear of the vehicle all the way to the front. “The new Fiesta has a dynamic visual quality that creates a sense of movement and emotion,” said chief designer Adams. “It invites you and your passengers to have fun.” Creating a friendly face was also important. Fiesta’s new face is engaging, appealing to the heart as well as the head.
First Drive
For almost nine months now, the Fiesta has been coming to India. Now it has finally arrived. Though Ford might not understand plastics too well or for that matter how important fuel efficiency is to our country, they sure do know a thing or two about driving dynamics. To be honest, I was looking forward to drive the 100 bhp petrol Fiesta simply because their earlier three-box was so good. The 1600cc Ikon might have notched up fuel bills that you would struggle to get past George Bush, but it went around corners as flat as a frisbee. Add to that the small steering wheel that had an effect similar to what silicon does to most supermodels - it, um, took excitement to an all-new level.
Therefore, when I got in the driver’s seat of the all-new Fiesta, I was a bit disappointed. Partly because they had got rid of the zestful steering wheel and partly because this one was wearing an oilier suit. Now, I understand that the new generation diesels are losing their smoker’s tag as quickly as they accelerate - thanks to the holy common rail. However, overall, they tend not to be good entertainers.
However, on the desolate Delhi-Jaipur highway, I was warming up to the 1399cc, 8-valve, oil burner pretty nicely, with the ultra long straights allowing me to harness the 68 horses to their fullest, and the Speedo indicating a steady 150 kph. In addition, although the earlier Ford presentation had spoken about liberating more space in the footwell, my left foot was sorely missing a dead pedal. However, apart from that, the rather torques diesel was not working too well for my diesel and me prejudices. In fact, at triple-digit speeds the road/wind noise was proving to be more intrusive than the Donator lump up front.
To say that this diesel is a huge improvement on their current 1753cc (Tide) motor is like saying human beings are better than chimps. However, what really makes this engine special is refinement. Yes, it does speak like a diesel but oh-so softly. The breakthrough, though, is not in the engine per se. The fuel feed has changed. This one comes with a high-pressure common rail system - Tacit in Ford speak. In addition, as with other systems, there is a tiny pilot injection just before the main event giving a small early burn that softens the edge of the big bang. This and the fact that the diesel uses aluminum block means that it weighs just 20 kilos more than its petrol sibling does.
Now, I did not go corner carving with it, but a few imaginary slaloms later, it was rather apparent that the weight saving programmed was paying dividends. Contrary to what you would expect, the diesel is not nose heavy at all nor does the steering require any undue effort. In addition, it is not too bad in traffic either. With most of the 16 kgm of turning force coming in at just over 1400 rpm, all you need to do is stick it in one gear and let the torque do the er… talking. In terms of drivability, the diesel is brilliant.
Something that is a bit of an issue with the petrol, though. The 1596cc, 16-valve, DOHC, Duratec motor that currently serves the Fusion has seemingly been retuned, but is good for 100 bhp at 6500 revs and 14.6 kgm at 3400 rpm. This is not too bad when you have a decent stretch of road, but in traffic, life becomes an endless series of gear changes. With a huge chunk of the power coming in at 3000 revs, the 1.6 struggles to breath fluently in traffic. Show it an open stretch though, and it will pay a fitting tribute to the brilliant Cosworths of yore. Not to mention the noise that it makes, which will get you interested in pressing that right foot harder. This is great, since the aural brews are always accompanied with a lot of grunt right until you hit the rev limiter, which is incidentally at just 500 rpm past its max output!
However, you see the problem with having the meat of its power in the upper echelons means that it is a great car only if your fuel expenses are taken care of by someone else. Ideal for road testers, then. My guesstimate is that the Fiesta should be able to put in a very respectable sub-12 second 0-100 kph run. In addition, given how good the diesel is around corners, it is no surprise that the independent McPherson struts up front and the semi-independent twist beam at the rear do a decent job of keeping the rubber side down. However, given that we ran on the very best tarmac North India had to offer, ride quality remains a big unanswered question.
Oh and before I forget, the Fiesta is also available with a 1388cc petrol engine that’s good for 82 bhp at 6000 rpm and which as of now comes only in the most basic EXI trim. At Rs 5, 86,000 (all prices are ex-showroom Mumbai) this is the cheapest Fiesta around. The diesel too comes in just one trim level that includes an in-dash CD player as standard and, among other things, gets better interiors than the EXI. All this is yours for a slightly steep Rs 7, 33,000. The top-of-the-line petrol, on the other hand, is the 1.6 SXI that comes with leather seats, in-dash six-CD changer, alloys and some amount of aluminum for the interiors and retails for eleven thousand rupees less than the diesel. The best part though is that for Rs 26,000 more you can specify ABS on either the 1.6 petrol or the diesel. Something that we do not just recommend - we swear by it.
There is one other thing. The Fiesta might be turning heads today, but I am not so sure it will do so even a month from now. With its borrowed design cues - a Japanese front end and C-class inspired rear - it is far from spectacular, and the 175/65 R14s are aesthetically insufficient and make the car look like an American football player - somewhere under all that padding is an athlete waiting to get out. Overall, it certainly does not seem like a design that will stand the test of time, which is why I wish Ford had stuck to their new-edge design theme. Having said that, the interiors no longer resemble the plastics convention that the Fusion is and the instrument cluster is gorgeous to say the least. Interior space though is a notch below the class average.
What we have here is a car that does not look special, drives brilliantly, is cramped on the inside, and has a diesel engine that is a worthy alternative to the petrol. In addition, given that it uses many borrowed parts, it is not exactly brand new but it certainly is more all new than most ‘all-new’ cars.
As it now stands, the diesel Fiesta is a decent option over the current C-segment king - the Honda City. As for the petrol, well I would have certainly recommended it as the car to have if you want something that is fun to drive. However, Honda has just launched a 100 bhp version of the City, so the gloves are well and truly off.
Road Test
This Fiesta has always been one of the best handling super minis, with a package of mid-term revisions adding a welcome dose of quality to the mix. As always, it is a very sensible choice. Although no longer one of the largest cars in its spatially expanding segment, the Fiesta’s tall proportions still give it plenty of cabin space and a reasonably sized boot. Colorful trim now lifts the ambiance effectively, while instruments and switchgear have a quality feel to them that was previously lacking. The driving position is still uncomfortable over longer journeys, though, thanks to a tight footwall and the lack of a clutch footrest.
Driving dynamics are exemplary thanks to well-weighted controls, accurate steering, and nippy responses - both in town and in the country. The only real complaint is with the brake pedal’s sometimes-rubbery responses. It cruises on motorways effectively, too - although with lots of road noise entering the cabin at speed.
Engine choice feels limited next to the more advanced units of some rivals. The basic petrol engine revs happily but can only deliver modest performance, while the more powerful 1.4 sounds coarse when worked hard - and the 1.6 that propels the supposedly “warm” Zetec-S can deliver barely tepid levels of performance. The TDCI diesels are loud but effective, although the basic 1.4 litre unit lacks much in the way of out-of-town urge - we would recommend digging deeper for the brawnier 1.6-liter version. The range topping ST is rapid, but looks expensive compared to faster rivals.
Engines
Fiestas lack external engine designations other than petrol or diesel. Most sold are petrol’s, as the premium for diesel forms a disproportionate part of the list price - blame all that expensive, mandatory environmental gear. From the petrol range, you have a 1.25-litre, 1.4-litre, or 1.6-litre; the smaller two engines are best-sellers but rather frustratingly, Ford did not have these to test. We remember the 1.25-litre as a noisy, cowardly thing with a severe torque deficiency, albeit also very smooth and revvy in nature. The 1.4-litre is much better and well worth its £300 premium. Furthermore, the 1.6-litre we did drive, in sporty, sub-ST Zetec-S trim, was an absolute delight. Slick, with good low-down shove and a pacy feel, it proved quite a sweetie.
So perfectly does it gel with the rest of the car, you will drive it and wonder how the 2.0-litre ST could be any better. The sharp steering reacts keenly, with precision, the ride is not over-stiff yet poise through corners is taught, a checkable nature encourages zappy driving without traits of aggression - and throttle matches steering matches engine matches brakes matches gear change for linearity and progression. What an enthusiastic car, despite the nicely bolstered seats being set too high, despite the slight angle to the steering wheel. It also looks spot-on and, for £11,595, had us wondering if you could ever need any more superminis - exemplary all right.
Petrol or diesel?
The 1.4-litre diesel brought us right back down to earth. It is slow. It is noisy and clattery (if again smooth). It does not even swim with torque, leaving you pinning your foot to the floor when ascending hills, enjoying plenty of time to think where the benefit is in the £600 premium you have spent over the 1.4-litre petrol. Really, you will only see it at the pumps, with a claimed 61mpg average - but then, so hard do you have to drive it, we doubt whether this will be a reality. However, diesel fans, despair not. The 1.6-litre TDCi is massively better - quieter, smoother, less clattery and appreciably more refined, with all the surgery pace we now expect. It is even more economical than the smaller engine (64mpg combined), though at a price: £11,695, a huge £1,200 premium over petrol models and hard to justify despite its excellence.
Harder to justify is the ST’s premium over the Zetec S. Yes, an extra 50bhp means it’s faster, dipping below eight seconds to 60mph, but you’ll only appreciate the differences over 3,000rpm - and it’s a fair bit noisier with it, with an ‘angrier’ engine and exhaust note. The suspension is firmer and limits are higher, but unless you approach them, it feels less involving, as if the wider rubber is clothing feedback. The Zetec S is the sweeter car; the ST is ultimately faster but less satisfying with it. In addition, unless you spend the best part of £500 on stripes for the doors, bonnet and boot, there is not a huge stylistic benefit for the range-topper, either. We would save the £2,000 unless speed is all.
Technical Specification
cellspacing="0" class="tbl" hspace="0" vspace="0">
| DIMENSIONS & WEIGHT | 1.4 EXI | 1.6 ZXI | 1.4 ZXI (TDCi) | 1.6 SXI |
| Length (mm) | 4282 | |||
| Width (mm) | 1686 | |||
| Height (mm) | 1468 | |||
| Wheelbase (mm) | 168 | |||
| Track Front (mm) | 1474 | |||
| Track Rear (mm) | 1444 | |||
| Kerb Weight (kgs) | 1110 | 1130 | 1150 | 1130 |
| Seating Capacity | 5 | |||
| Turning Radius (m) | 4.9 | |||
| Fuel tank capacity (Litres) | 45 | |||
| Boot space (Litres) | 430 | |||
| ENGINE | 1.4 EXI | 1.6 ZXI | 1.4 ZXI (TDCi) | 1.6 SXI |
| Type | 4 Cylinder in-Line, 16 Valve DOHC | 4 Cylinder in-Line, 8 Valve SOHC | 4 Cylinder in-Line, 16 Valve DOHC | |
| Construction | All-aluminium alloy | |||
| Fuel System | SEFI | SEFI | High Pressure Common Rail | SEFI |
| Displacement (cc) | 1388 | 1596 | 1399 | 1596 |
| Compression Ratio | 9.75 : 1 | 9.75 : 1 | 18 : 1 | 9.75 : 1 |
| Max. power output (ps/rpm) | 82 / 6000 | 101 / 6500 | 68 / 4000 | 101 / 6500 |
| Max. torque (Nm / rpm) | 127 / 4000 | 143 / 3400 | 160 / 2000 | 146 / 3400 |
| Transmission type | 5 speed manual | |||
| SUSPENSION | 1.4 EXI | 1.6 ZXI | 1.4 ZXI (TDCi) | 1.6 SXI |
| Front | Independent McPherson struts with offset coil spring / twin tube damper units and lower L-arms with optimized bushes mounted on separate cross-member with stabilizer bar. Dual-path body mounts. | |||
| Rear | Semi-independent heavy duty twist-beam with low package height coil springs with separate twin tube dampers. Dual-path body mounts. | |||
| Shock absorbers (front & rear) | Gas filled | |||
| BRAKES | 1.4 EXI | 1.6 ZXI | 1.4 ZXI (TDCi) | 1.6 SXI |
| Front | Ventilated Discs | |||
| Rear | Self Adjusting Drums | |||
| Anti-lock braking system (ABS) with Electronic brake force distribution (EBD) | Not available | Optional | Optional | Optional |
| TYRES & WHEELS | 1.4 EXI | 1.6 ZXI | 1.4 ZXI (TDCi) | 1.6 SXI |
| Tyres (tubeless) | 175/65R 14 | 175/65R 14 | 175/65R 14 | 175/65R 14 |
| Wheels | 14” Steel | 14” Steel | 14” Steel | 14” Alloy |
| Covers | Full | Full | Full | Ornament Hubcap for Alloy |
| EXTERIOR | 1.4 EXI | 1.6 ZXI | 1.4 ZXI (TDCi) | 1.6 SXI |
| Twin jewel effect headlamps | Black Surround | Full chrome surround | ||
| Integrated turn signal lamps in headlamps | Y | Y | Y | Y |
| Radiator grille surround | Body colour | Chrome | Chrome | Chrome |
| Body side protection moulding | Y | Body coloured | Body coloured | Body coloured with chrome insert |
| Rear appliqué | Black | Body coloured | Body coloured | Chrome |
| Chrome Bezel on front fog lamps | - | - | - | Y |
| Drive & Passenger mirrors | Black | Body coloured | Body coloured | Body coloured |
| Grip type door handles | Black | Body coloured | Body coloured | Body coloured |
| Dual reversing lamps | Y | Y | Y | Y |
| B pillar appliqué (Black-out) | Y | Y | Y | Y |
| Clear multi-reflector tail lamps | Y | Y | Y | Y |
| Full wheel covers | Y | Y | Y | Y |
| INTERIOR | 1.4 EXI | 1.6 ZXI | 1.4 ZXI (TDCi) | 1.6 SXI |
| Two tone colour co-ordinated interiors | Black and medium stone | |||
| Front doors with bottle holders (1Lx2) | Y | Y | Y | Y |
| Magazine stowage in door trims | Y | Y | Y | Y |
| Rear cup holders in floor console | Y | Y | Y | Y |
| Cup holder in rear seat armrest | - | Y | Y | Y |
| Idol stowage on dashboard | Y | Y | Y | Y |
| Front and rear ashtrays | Y | Y | Y | Y |
| Driver side & pen stowage in console | Y | Y | Y | Y |
| Glove compartment stowage | Y | Y | Y | Y |
| Driver & passenger side sun visor with covered vanity mirror | Y | Y | Y | Y |
| Retractable grab handles with coat hooks in rear | Y | Y | Y | Y |
| Front 12-V power outlet (with plug) | Y | Y | Y | Y |
| Driver seat height adjust | - | - | - | Y |
| Folding rear seat back (100%) and shingled adjustable rear head | Fixed | Y | Y | Y |
| Passenger seat back pocket | Y | Y | Y | Y |
| Optimum aluminium cuffs on steering wheel (3 numbers) | - | Y | Y | Y |
| Leather wrapped steering wheel | - | - | - | Y |
| Optimum aluminium finish on AC vent surrounds | Y | Y | Y | Y |
| Inside door release | Black | Optimum Aluminium | Optimum Aluminium | Optimum Aluminium |
| Gear knob | Black Insert | Optimum Aluminium | Optimum Aluminium | Optimum Aluminium |
| Parking brake button | Black | Optimum Aluminium | Optimum Aluminium | Optimum Aluminium |
| ICE (In Car Entertainment) | 1.4 EXI | 1.6 ZXI | 1.4 ZXI (TDCi) | 1.6 SXI |
| Speakers | - | 4 | 4 | 6 |
| Integrated single din audio with AM/FM radio and single CD | - | Y | Y | - |
| Integrated double din audio with AM/FM radio and 6 CD in dash | - | - | - | Y |
| Roof Antenna | - | Y | Y | Y |
Posts
No comments:
Post a Comment