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Fiesta
used to be the most important model (together with Focus) to European
Ford. Since its birth in 1976, it has been continuously in production
and some 12 million copies were sold. Now it is becoming even more
important: thanks to Alan Mulally’s cost cutting strategy, global
warming and oil crisis, the European supermini will be available to
North America market for the first time ! This mean it will be Blue
Oval’s first “World Car” since Mondeo Mk1 and Focus Mk1.
Like the last generation, the new Fiesta shares platform with Mazda 2
(Demio). As much as 50 percent components are common to both cars, but
you won’t find any traces of this because it has a totally unique
packaging, chassis tuning and some different engines. Ford’s design
department did a great job to give it a stylish exterior no matter in 3
or 5-door form. It follows Mondeo to employ a large trapezoidal grille,
steeply raked windscreen and rising shoulder line to deliver a sporty
image. The 3-door Zetec-S model with extra skirts and stylish 16-inch
alloy wheels looks especially sporty. Young drivers will love it.
Inside, the cabin tries very hard to be young and different. There is a
center console inspired by the control interface of Nokia mobile
phones. The main console surface, dials, grab handles and the like are
finished in alloy effect plastics. Frankly, they appear to be funky
rather than tasteful. However, the big upper dash surface which fill
your eyes is made of quality soft-touch plastics as you would expect in
a top European supermini. Fit and finish of the cabin also deliver an
air of quality. Noise insulation is first class - no matter wind,
engine or tire noise are very well insulated from the cabin. These
qualities elevate it above its Mazda sibling.
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Like any
typical
European Ford products, the front seats here are supportive and
comfortable. The fast windscreen did little to affect front headroom
because the cab is so forward. Tall guys will enjoy the space up front,
especially compare with the rear. Predictable for the class, rear knee
room is tight for 6-footers. Otherwise few people would upgrade to the
larger Focus. The weakest link is not the amount of rear seat space,
but the rather conventional rear seat arrangement. The seatback may
fold forward, but the resultant load area is not flat. Fiesta doesn't
try to be a MAV at all.
That's not bad, as Fiesta has always been a driver's car instead of a
housewife's car. In this generation, it is benefited from the
lightweight engineering of Mazda 2. Engine by engine, the new Fiesta is
40 kilograms lighter than the old car. That might sound less impressive
than Mazda, which cut 100 kg from its predecessor, but in return you
get a more stylish and higher quality packaging as well as better
refinement from the Ford. The weight reduction does not call for any
expensive aluminum or composites. It trimmed weight component by
component, even up to a screw. Trim weight also helps trimming the
rising material costs, so it is good to both Ford and consumers.
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The Mazda 2
platform
utilizes MacPherson struts suspensions up front and torsion beam at the
rear like most other cars in the class. Ford also follows this format,
although it gets different bushings, springs and dampers to deliver an
even better combination of ride and handling. On the road it feels
agile, responsive and well balanced. Ride is smooth and quiet on
standard car.
Zetec-S with stiffer setup and 10mm lower ride height trades some ride
suppleness for tighter body control. The only let down is the steering,
which follows the trend to switch from hydraulic to electrical
assistance. It is lighter, more rubbery and less communicative than the
old helm, thus ruining the greatest asset of the old Fiesta. That said,
compare with other superminis employing similar steering, its setup is
already one of the best. Overall speaking, the new Fiesta still
delivers the best chassis dynamic of the class.
Ford offers 3 petrol engines (60 and 80hp 1.25-liter 16V, 90hp
1.4-liter 16V and 120hp 1.6-liter Ti-VCT 16V) and 2 diesel engines
(68hp 1.4TDCi and 90hp 1.6TDCi) to the new Fiesta. Pick of the range is
the new 1.6 Ti-VCT, which offers twin-variable valve timing. Although
it is not exactly a fireball, it delivers smooth and adequately
flexible power yet returns a remarkable 47.9 mpg fuel consumption. The
1.6TDCi is also a willing and refined performer. Mate to them is an
excellent 5-speed gearbox whose short and slick gearshifts delight keen
drivers.
As seen, the new Ford Fiesta has an all-round package - good handling,
ride, refinement, powertrain, stylish packaging and quality build. It
deserves to win the global challenge. |