HAVING tested the impressive 1,4 petrol engined entry version of the Ford Figo in our September issue, logic dictated that we follow up with a review of its oil-burning stablemate, the 1,4 TDCi. Styling-wise, the main changes when compared with the old Fiesta (upon which it is based) can be seen in the aggressive-looking air-dam and elongated headlamps. Like the 1,4 tested last month, the diesel comes in Ambiente spec level, which is a well thought-out package. Most important amongst its standard features is ABS braking with electronic brake-force distribution. Also included are dual front airbags and air-conditioning.
Then we have the audio system. This has a very respectable sound quality and user-friendly buttons. An unexpected feature is speed-sensitive sound volume that is adjustable via the menu function. Still on the subject of appreciated features, we should comment on the fact that the power steering uses good old-fashioned, wellweighted hydraulic assistance.
While not expecting a full range of bells and whistles at this price, we note the omission of electrically-powered windows and mirrors, which, in reality, is a reasonable trade-off for the relatively low purchase price. For those who really need these features, there is a higher spec Trend level, but this is only available with the petrol engine.
Seating is not particularly supportive and the driver’s seat is set a bit high for taller people, but the cloth upholstery is comfortable enough and legroom front and rear is acceptable. Visibility is fine, an extra rear quarter-light helping with reversing. In fact, parking couldn’t be much easier than in this car. Door pockets will not take a drink bottle but there is a shallow bin at the rear of the console that works adequately enough. There are no rubber mats in the storage bins, but this is an easy fix if required. We kept noting small features that weren’t expected. For example, the doors lock automatically on pull-away and also unlock on switch-off.
Instrumentation is neat and clear, but the numerals are small. Pride of place goes to the speedometer, which incorporates the fuel gauge. This is flanked by a smaller, smartlooking rev counter to the left. Red back-lighting is classy and matches the other displays. Further appreciated features include one-touch, three-flash indicators and hazard light activation in emergency braking manoeuvres. Even more useful than these is a kilometre rangeto- empty readout in the instrument cluster. There’s no fuel consumption read-out, just an indication of range. This must be activated by pushing a button in the cluster as, every time you start the engine, the default display shows the odometer.
The wipers have a wide range of intermittent wipe settings, which were very handy in a drizzly Western Cape winter. The boot hatch is unlocked using the key or a facia-mounted button and reveals a useful space measuring 240 dm3. The rear seat cushion flips up and forward and the single piece backrest folds down to free up 704 dm3 of utility volume. A fullsize spare wheel is fitted under the boot board.
The single-overhead cam, two-valves-per-cylinder engine is similar to that fitted to the Ikon TDCi, but of course smaller and less powerful than the 1,6-litre turbodiesel fitted to the previous generation Fiesta TDCi. It produces a modest 51 kW at 4 000 r/min with a soft limiter at 4 500 r/min. Although quite noisy at idle and showing some initial roughness up to 1 500 r/min, the engine smoothes out thereafter as the turbo starts to boost. The full 160 N.m of torque is available soon thereafter (at 2 000 r/min) and the usual working range would be from 1 500 r/min to 2 500 r/min between gear changes. This acceleration is very satisfying and feels much quicker than the all-out sprint times would suggest. So don’t let the slow time of 16,67 seconds from standstill to 100 km/h put you off. This diesel model has similar gear ratios to the 1,4 petrol version but a taller final drive makes allowance for the lower rev range.
The feel and placement of the gear lever is spot-on for whizzing through the gears, helped by a positive mechanical gate. The problem that many have with diesel vehicles – that of stalling on take-off – is not an issue with the Figo. All-important fuel consumption shows an official combined cycle figure of 5,3 litres/100 km, with our realworld, CAR index figure working out to 6,36 litres/100 km. The official CO2 emission figure is 139 g/km, which will limit the emissions tax payable to just under R1 500.
One tester commented that, for the extra cash required to purchase the 1,4 TDCi over the 1,4 petrol engine models, he would have liked to see more sound deadening to dampen the engine noise.
Ride quality is great for a compact hatch and the Figo TDCi takes bumps with the poise of something much larger. This is backed up by respectable handling and superior steering feedback.
TEST SUMMARY
This car has been cleverly specced, the most important features having been included and the less important ones omitted. Driving enjoyment cannot be faulted, except perhaps for some noise and low down roughness, fuel economy is good and space is satisfactory. But, looking at the rivals, the best thing about the Figo 1,4 TDCi is its competitive pricing. For example, it costs considerably less than the Ikon TDCi.
While we believe that the real bargain is to be found in the base petrol-engined version, this small diesel comes pretty close. If you are happy to accept the added complexity of a diesel engine, don’t mind some diesel clatter and the extra cash needed up front, this is one of the buys of the year.
