IT’S been eight years since the first Fiesta ST not only introduced racing-inspired GT stripes to an entirely new generation of buyers, but also gained Ford SA a vital foothold in the entry-level performance-hatch market. Back then, the rivals panel in our first road test of the fifth-generation Fiesta’s hottest version (August 2005) included an 85 kW Mini Cooper and Fiat Punto HGT. In 2013, however, the newest Ford Sport Technologies hatch looks set to have a somewhat tougher fight on its hands as this year promises to be a defining one for the light hot-hatch segment. The recently launched Peugeot 208 GTi and Renaultsport Clio RS200 enter the fray to take on the likes of the established Volkswagen Polo GTI and, of course, the new ST.
While we have little doubt aftermarket GT stripes and the odd energy-drink sticker will find their way onto some ST units, the relative subtlety of the standard Fiesta ST package was welcomed by most of the CAR team. The combination of 17-inch alloy wheels, a fixed boot spoiler, a honeycomb grille,15 mm lower ride height and altogether sportier three-door body style allow the newest ST to successfully blend the sophistication of a top-spec Trend model with the impudent nature of a boy racer.
There’s nothing subtle about the standard Recaro bucket seats within the cabin, though. While the non-adjustable bolstering of these items had some members of the test team renewing their gym memberships, there can be no denying that their fitment, together with touches of chrome on the pedals, gearlever and thick-rimmed, multifunction steering wheel, add significantly to the sporty appeal of the ST’s interior. Where previous ST models, including big-brother Focus, frustrated taller drivers with a limited seat-height adjustment, the new car attempts to rectify this by offering a pivot motion from the front cushion. Some, but not all, still found this a compromise in ultimate comfort.
Pre-empting a comparative test with its two French rivals, mention must be made of the relative ease of use of the 208 and Clio’s large, touchscreen, infotainment systems when viewed alongside the slightly fussy instrumentation and small display screen in the Ford.
Glance at the comparable power figures of the Fiesta’s main rivals and you may begin to worry about the EcoBoost-powered Ford’s performance capability, but there is more to this story than what lies in print. Mated exclusively with a six-speed manual transmission, the turbocharged 1,6-litre engine is free-revving and eager to please.
More relevant than the peak power output of 134 kW is the 240 N.m of torque accessible from 1 600 r/min. Shift smartly between gates and the reward is a welcome shove even in the taller gears. Of significance is the fact that Ford has managed to keep overall weight down to just 1 196 kg (on our scales).
That the Fiesta ST feels sprightlier than its 7,61-second 0-100 km/h sprint time is a testament to how well this package, including its sound symposer exhaust-note amplifier, wraps around its occupants.
A three-stage sport setting on the traction-control system allows the driver to explore the limits of traction while keeping a watchful eye over default understeer – kept in-check to the best of its ability by the standard torque-vectoring-control system. Like the transmission, there’s a positive feel and weighting to the steering while grip levels, even with an inside rear wheel airborne through tighter corners, are impressive (see page 108 for the ST’s lap time).
While the low-speed ride quality of the newest ST model is on the firm side, especially for average South African road conditions, it is nevertheless not overly jarring and actually adds to the playful sense of drama within the cabin.
On the open road, where the EcoBoost engine claws back some of its point-and-squirt thirst (our fuel index figure for the ST was 7,08 litres/100 km), the suspension (MacPherson struts up front and a torsion-beam rear) impresses with its overall compliance.
The front discs are 278 mm ventilated items (with 253 mm solid discs at the rear) and are aided by ABS with EBD and brake assist. A driver’s knee bag is also added to the existing complement (front/side/curtain) of airbags.
Test Summary
The hot-hatch playing field has changed significantly in recent years, with many manufacturers offering a best-of-both-worlds compromise in order to best appeal to a broader audience (including buy-downs). Certainly, the success of both the GTI-badged hatches from Volkswagen proves there is an appeal in owning a dual-personality hot hatch that is as easy to live with on an everyday basis as it is to drive hard.
In pursuit of this compromise, technologies such as intelligent dual-clutch transmissions obviously have an important role to play (the Polo GTI and forthcoming Clio RS feature this technology), while the need for all-round comfort dictates that suspension setups default to absorbent rather than steadfast.
It’s in its defiance of these newfound “rules” that the ST shows its most charming side. Featuring what will likely be one of the last-of-its-kind performance-oriented manual transmissions (with no automatic option), a “compromised” three-door shape, and with permanently dialled-in sporty dynamics, the new ST represents what a pure hot hatch will be remembered
for in years to come.
What remains to be seen is whether the similarly defiant Peugeot 208 GTi can match the Fiesta ST in terms of its fun factor, or whether the now grown-up previous king-of-the-ring, the Renault Clio RS, has what it takes to snatch the crown from our newest champion.