Ford’s Fiesta was given a thorough revamp for 2013.
Platform and basic body structure were carried over but with the new corporate look at the front, new engines and a raft of equipment up-grades.
Ford clearly hopes this will see off challenges from Peugeot’s 208 and new Renault Clio. The battle now moves on to the performance versions of these three cars – Ford’s latest Fiesta ST takes on Peugeot’s 208 GTi and the Clio RenaultSport.
Platform and basic body structure were carried over but with the new corporate look at the front, new engines and a raft of equipment up-grades.
Ford clearly hopes this will see off challenges from Peugeot’s 208 and new Renault Clio. The battle now moves on to the performance versions of these three cars – Ford’s latest Fiesta ST takes on Peugeot’s 208 GTi and the Clio RenaultSport.
Main 2013 headline for the standard Fiesta was the arrival of the groundbreaking 1.0-litre three-cylinder EcoBoost engine (introduced on the Focus last year). For the Fiesta it’s offered in 100ps or 125ps form (turbocharged) or as a non-turbo 80ps unit. A new 1.5 TDCi 75 Diesel also made an appearance, standing alongside the existing 1.6 TDCi/ECOnetic 95.
A 1.6/105ps engine also continues for automatic transmission models as does the 1.25 litre 60/80ps – both these four-cylinder petrol units come from Wales.)
Although the three-cylinder engines come from Ford’s Turkish plant, the EcoBoost story began in Wales at the Ford Pen-y-bont Ar Ogwr (Bridgend) site with the first 1.6 motor combining direct injection and turbocharging. In great demand world-wide, it is seen across the Ford range here (Focus, C-Max, Mondeo) with an output of 150ps or 180ps. (The 2.0 litre 250 for the fast Focus ST comes from Ford’s Spanish factory at Valencia.)
For the Fiesta ST, however, Ford has adopted the higher powered 1.6 EcoBoost Welsh engine with 182 horsepower on tap. Top speed is 137mph and the 0-62 dash takes 6.9 seconds. Yet the official (combined) fuel consumption figure is a reasonably promising 47.9mpg and 138g/km of CO2 puts the car within Band ‘E’ and Road tax of £125 a year.
Apart from direct injection and turbocharging, EcoBoost engines are aluminium (throughout), boast some innovative production methods (which obviate a number of gasket weak points) and feature variable valve timing/camshaft lift. A combination of light weight and high power output is the result – to the clear benefit of handling and throttle response.
Ford’s class-leading chassis engineering has been honed further with the latest ST – steering, body control, cornering are all outstanding. A 15mm lower ride height and eTVC (which mimmicks a front limited slip differential via the brake electronics) add point and value to a thoroughly reworked suspension and damping system. All of which is topped off by a slick, well-matched six speed manual gearbox.
First driving impressions (road and track) were impressive. Although basic chassis elements are conventional supermini fare - front McPherson struts and rear torsion beam – the Fiesta ST has a poise and precision which is quite outstanding. It gives far less away to the bigger, more powerful and sophisticated (independent rear suspension) Focus ST than might be expected and remains remarkably tractable (and forgiving!) even when really pushing it.
It might not have all the depth, suppleness or subtlety of the larger car but to get so close is a major achievement. The steering is intuitive and beautifully weighted while ride quality has not been sacrificed – firm, stable and consistent yet comfortable on both urban and rural roads. Supportive front sports seats and an excellent driving position top all this off.
Apart from the more immediate challengers from Peugeot and Renault, other rivals are Mini Cooper S and VW Polo GTI. Like the imminent Clio RenaultSport, the Polo GTI comes with a dual clutch autobox only. The new Fiesta ST is way ahead of the Mini and VW whereas the Clio is now a different (five-door only and larger) car. Initial impressions are that the lack of a manual gearbox could tell against it – more anon.
What will certainly go in favour of the Ford are its competitive asking prices: £16,995 (ST 1) and £17,995 (ST 2). Quite something today when, arguably, the best car costs least
By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales.
A 1.6/105ps engine also continues for automatic transmission models as does the 1.25 litre 60/80ps – both these four-cylinder petrol units come from Wales.)
Although the three-cylinder engines come from Ford’s Turkish plant, the EcoBoost story began in Wales at the Ford Pen-y-bont Ar Ogwr (Bridgend) site with the first 1.6 motor combining direct injection and turbocharging. In great demand world-wide, it is seen across the Ford range here (Focus, C-Max, Mondeo) with an output of 150ps or 180ps. (The 2.0 litre 250 for the fast Focus ST comes from Ford’s Spanish factory at Valencia.)
For the Fiesta ST, however, Ford has adopted the higher powered 1.6 EcoBoost Welsh engine with 182 horsepower on tap. Top speed is 137mph and the 0-62 dash takes 6.9 seconds. Yet the official (combined) fuel consumption figure is a reasonably promising 47.9mpg and 138g/km of CO2 puts the car within Band ‘E’ and Road tax of £125 a year.
Apart from direct injection and turbocharging, EcoBoost engines are aluminium (throughout), boast some innovative production methods (which obviate a number of gasket weak points) and feature variable valve timing/camshaft lift. A combination of light weight and high power output is the result – to the clear benefit of handling and throttle response.
Ford’s class-leading chassis engineering has been honed further with the latest ST – steering, body control, cornering are all outstanding. A 15mm lower ride height and eTVC (which mimmicks a front limited slip differential via the brake electronics) add point and value to a thoroughly reworked suspension and damping system. All of which is topped off by a slick, well-matched six speed manual gearbox.
First driving impressions (road and track) were impressive. Although basic chassis elements are conventional supermini fare - front McPherson struts and rear torsion beam – the Fiesta ST has a poise and precision which is quite outstanding. It gives far less away to the bigger, more powerful and sophisticated (independent rear suspension) Focus ST than might be expected and remains remarkably tractable (and forgiving!) even when really pushing it.
It might not have all the depth, suppleness or subtlety of the larger car but to get so close is a major achievement. The steering is intuitive and beautifully weighted while ride quality has not been sacrificed – firm, stable and consistent yet comfortable on both urban and rural roads. Supportive front sports seats and an excellent driving position top all this off.
Apart from the more immediate challengers from Peugeot and Renault, other rivals are Mini Cooper S and VW Polo GTI. Like the imminent Clio RenaultSport, the Polo GTI comes with a dual clutch autobox only. The new Fiesta ST is way ahead of the Mini and VW whereas the Clio is now a different (five-door only and larger) car. Initial impressions are that the lack of a manual gearbox could tell against it – more anon.
What will certainly go in favour of the Ford are its competitive asking prices: £16,995 (ST 1) and £17,995 (ST 2). Quite something today when, arguably, the best car costs least
By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales.
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