The original Ford Figo’s combination of impressive fit and finish, engaging dynamics, pliant ride and good standard specification saw it cause a stir among the CAR team when we tested the Ambiente model in our September 2010 issue. Then wearing a sticker price of just R109 990, it represented a serious foil to such established rivals as the Hyundai i10 and VW Polo Vivo.
Some years later and, despite a weakening rand and stronger new rivals, the Figo’s appeal has shown no signs of waning. In 2014, it played a strong supporting role to the Ranger in the company’s best year for new-car sales to date, overall capturing more than 12% of the local market.
So it’s fair to say that the outgoing Indian-built budget hatch has left some big shoes to fill, especially in light of the fact that its successor will enter the market at a considerably higher price point. Can the new Figo’s larger, more upmarket package justify its considerable premium, or will this range-topping Titanium-spec model’s departure from the old car’s “cheap ‘n cheerful” proviso prove to be a costly pitfall?
While Ford’s attempt to tack something of its Kinetic design language to the previous Figo’s boxy frame was a bit of a clumsy affair, the new model has been purpose-styled to accommodate the company’s latest design cues, albeit with mixed results.
There’s no denying that the frontal aspect is as bold “new Ford” as you’d hope for, with the Titanium model’s tapering snout terminating in a gaping, chrome-louvered grille framed by headlamps that stretch towards the A-pillars. Contrasted against the eye-catching nose, the Figo’s flat, functional-looking rump looks like a bit of an aesthetic afterthought.
Much like the outgoing model, the new Figo’s foundations are Fiesta-based, in this case the Global B-car platform underpinning the current Fiesta and a couple of its variants. Stretched over this frame, with its slightly domed roof, bluff sides, short overhangs and 14-inch alloys that look a little lost in those capacious wheelarches, the car has an almost MPV-esque silhouette.
This is somewhat fitting given the car’s spacious cabin, which boasts more than 700 mm of rear kneeroom and is wide enough to ensure that burlier frames aren’t nudging shoulders. Ample glazing and plentiful headroom fore and aft further the impression of airiness.
Again taking a leaf from the previous model’s book, the new Figo lifts much of its facia architecture from the Fiesta. The wealth of samey-looking buttons on the smartphone-inspired interface, especially the screen shortcut strips at the base of the console, aren’t instantly intuitive, but they form part of a facia that’s sportier looking than those of most cars in this bracket. And, although hard plastics are the order of the day, the perceived build quality is impressive and the cabin of the test vehicle proved bereft of squeaks and rattles.
But it appears that the cabin’s spaciousness has come at the cost of boot space. We managed to fit just 176 dm3-worth of our ISO measuring blocks into the cavity, while dropping the 60:40 split-folding rear bench freed up a useful, but not class-leading, 800 dm3.
Dynamically, the Figo remains an engaging little car, with an electrically assisted steering setup that’s light but feelsome enough to confidently tackle twisty stretches of road. Like most cars that emerge from India, the Figo’s wheel/suspension combination is set up to deal with that market’s often appalling roads, and while there is some body lean under spirited cornering, the ride is impressively composed over broken surfaces.
There’s enough front-end grip to enjoy the Figo’s lively nature and, bar some lateral buffeting from strong winds, the car feels planted at motorway speeds.
What’s more, the car’s ABS-assisted disc/drum system returned an solid average stopping time of 3,16 seconds, garnering a “good” rating in our 100-0 km/h tests.
The elevated driving position and generous glasshouse translate to great all-round visibility and the driver’s seat, despite having a good portion of its backrest scalloped to maximise rear kneeroom, is supportive and well proportioned. The only slight letdown is the lack of a rest for your clutch foot, although you soon get used to sliding a loafer under the pedal.
Although the 82 kW developed by the Figo’s 1,5-litre engine is respectable in the class, the rather modest 136 N.m of torque makes it feel thin at speed. It’s an impression that’s perhaps reinforced by the fact that, despite its free-revving manner, the four-cylinder unit is smooth and refined.
That said, we managed to best Ford’s claimed 0-100 km/h time by around half a second, while in-gear acceleration at city-based speeds is class competitive. Our test unit’s engine exhibited noticeable tip-out mapping behaviour on the throttle, a briefly continued increase in engine revs after taking one’s foot off the accelerator. This, along with a clutch that bites fairly high in its travel, means that clean pull-aways require a balanced clutch foot. Thankfully, the five-speed manual ‘box is snappy and precise.
As a value proposition, this car’s Titanium specification means that it wants for very little in terms of standard kit. Electric windows all-round, electric mirrors and alloys, not to mention automatic climate control and a voice-operated Bluetooth-enabled audio system – the latter two are pretty much absent elsewhere at this price point – give the new Figo a more grown-up bearing than the outgoing car. In terms of safety features, ABS braking is joined by six airbags, but families must bear in mind there are no Isofix anchorage points.
Running costs shouldn’t prove prohibitive – our 7,08 L/100 km fuel index suggests a near-600 km operating range – while our mixed-use fuel run saw the Figo return an impressive 5,80 L/100 km. The two-year/40 000 km service plan will also ensure that owners get two services out of Ford before having to foot maintenance bills themselves.
*Pricing as published in our January 2016 issue.
