“It’s a lovely car that rides with aplomb, handles with flair and, when equipped with the 1,0-litre turbopetrol, has bucket loads of character.” This quote doesn’t come from a Ford press release but from our write-up on the 1,0 Ecoboost in the March 2013 issue, where the Ford Fiesta range was a runner-up for Best Light Hatch in our annual Top 12 Best Buys.
Ford has made some changes and improvements to its local Fiesta range (like the fact that the three-door model was dropped, making place for the new ST in the coming months). Apart from the subtle facelift – with the most notable change being the trapezoidal front grille which includes LED daytime running lamps on some models – buyers of the Titanium model also have access to piano black plastic around the instrument panel on the fascia as well as around the door panels. In terms of practicality, the Fiesta now offer a new central armrest with additional storage capacity and larger door pockets. Apart from these specification changes, the 1,6-litre TDCi has gained a few more kilowatt and now produces 70 kW at 3 800 r/min, while torque remains unchanged with 200 N.m available at 1 750 r/min. But, more importantly, Ford has added a brand-new, technologically intricate 1,0-litre engine.
Technology
Ford made it very clear at the local media launch that it used all its expertise to develop this engine. It replaces the 88 kW/152 N.m 1,6-litre naturally aspirated unit and the figures are an impressive 92 kW at 6 000 r/min and 170 N.m from only 1 400 r/min.
Move to the inside, and Ford now offers its SYNC connectivity module. Using Bluetooth or a USB link, the car can connect with your smartphone. The system has up to 150 voice commands stored to help the driver to navigate his music files or phone calls as effortlessly as possible.
Depending on the model and specification level, the Fiesta features between two and seven airbags.
On-road
It is very impressive. The engine has a characterful, soft rumble whether you keep the revs low, or when you use all of the available 92 kW.
There is little use in chasing the 6 500 r/min red line, though. Change gears between 4 000 and 5 000 r/min and you will get the best combination of the power and torque. As we discovered on the highway, if you are not in a rush, you can easily leave the gearbox in top (fifth) gear and overtake without changing to a lower gear. The engine is also smooth in its power delivery: from as low as 1 000 r/min, you can press the accelerator pedal and watch how the needle climbs in a linear way.
Fuel consumption
This is the bit that really matters. Ford claims 4,3 litres/100 km, which represent 99 grams of CO2 per kilometre. However, as is the case with pretty much every manufacturer, this was achieved using the test-bench procedure. During our road test of the car, we did a fuel run as part of our usual test procedures. Check the March issue for the results. The car also features a stop/start system as part of the standard equipment.
The international push for smaller powertrains continues and Ford is onto a winner with this engine. Goodness, the company even installed this drivetrain (although in a higher state of tune) in one of its single seaters to lap the notoriously tricky Nürburging Nordschleife.
For more on this car as well as full test results and specifications, read the March issue of CAR.
Specifications:*
Engine: 1,0-litre, three-cylinder, turbocharged petrol
Power: 92 kW at 6 500 r/min
Torque: 170 N.m from 1 400 r/min
0-100 km/h: 9,4 seconds
Fuel consumption: 4,3 litres/100 km
CO2: 99 g/km
Top speed: 196 km/h
Service intervals: 20 000 km
Service plan: 4 years/60 000 km (across the range)
Warranty: 4 years/120 000 km (across the range)
*Manufacturer’s claims
