New Fiesta has all-round ability
06/01/09 16:24 Filed in: Road
tests
Ford’s Verve concept,
unveiled last summer, hinted at a radical new look for the Ford Fiesta. It wasn’t all show either, the new
Fiesta is remarkably faithful to the look of the concept car and,
as a result, it is quite a looker. The even better news is that it
matches good looks with all round ability.
Judge for yourself. The new Fiesta does look quite faithful to the promise of the Verve concept.
It is a strikingly modern design. There is a strong wedge shape to the profile, accentuated by a sculpted, almost muscular line from the purposeful front wheel arch and rising to the tail. The result ooks bigger than the reality, particularly when there aren’t other cars around to give you a sense of scale.
That ‘bigger than it is’ sensation continues when you get behind the wheel and drive the new Fiesta. I should very quickly add that I don’t mean that in a negative way. This car feels anything but bulky or cumbersome, it just feels like it has the space, the comfort and refinement of a car from a class above.
The new Fiesta is a close relative of the Mazda 2 which I tested recently for this blog (and which also impressed). But, to my eyes, the Fiesta has the edge on looks (although the Mazda 2 will be a less common sight on our roads).
Like the Mazda, the Fiesta run counter to the trend. Where most new designs weigh more than the outgoing model the Fiesta has shed a not-insignificant 40kg. This weight loss has not come at the cost of strength or safety either. Ford claim the new car is stiffer and stronger than the model it replaces.
The bonus for everyday use is that lighter weight translates into greater agility and lower fuel consumption. I achieved just under 40 mpg on my commutes in the 1.4-litre test car. With economy like that, you do stop and wonder about the benefit of paying more to opt for diesel.
The outgoing Fiesta was quite a dynamic hatch when it came to handling and roadholding. The new Fiesta takes that a stage further with dynamics that make this a very pleasant car to drive, whether it be nipping round town or travelling on twisty, cross-country roads.
The steering is delightfully light and responsive, if perhaps a little lacking in feel. The lighter weight translates into an eager willingness to change direction and the handling is nicely balanced and inspires confidence.
The responsive handling is matched by a reasonably responsive and free-revving 1.4-litre engine. It actually feels quicker than the 12.2-second 0-62 mph time quoted by Ford.
The ride and refinement also gets a tick in the box, edging perhaps a tad ahead of the Mazda 2. On motorway use there is notable road noise in the interior, but the Fiesta copes admirably with most road surfaces, only occasionally losing its composure. But it copes much better than many similarly short-wheelbase small hatches. It is also the one area where more weight might help a car to sit on the road more heavily.
Following a concept car so closely in its design might lead to concerns that form would take over from function. That is certainly not the case with the Fiesta. This is a very practical, comfortable and accommodating motor.
I find the design of the dashboard is not only pleasing, but clear and logical. If I was being carping I might say that the silver plastic highlights around the dials and the centre of the dashboard, do look a little like the finish on some oriental transistor radio. But, equally, it does give a lift to the interior of the Fiesta, compared to some other small hatches with their unrelenting budget-price black plastic.
My test car was the Ford Fiesta 1.4 Titanium five-door, so it was an upmarket model from the Fiesta range. Just four notches down from the top-of-the-range Titanium 1.6 TDCI, the 1.4 Titanium costs £12,429. But the price of new Fiesta ownership starts at a competitive £8,514 for the 1.25-litre Studio model.
Judge for yourself. The new Fiesta does look quite faithful to the promise of the Verve concept.
It is a strikingly modern design. There is a strong wedge shape to the profile, accentuated by a sculpted, almost muscular line from the purposeful front wheel arch and rising to the tail. The result ooks bigger than the reality, particularly when there aren’t other cars around to give you a sense of scale.
That ‘bigger than it is’ sensation continues when you get behind the wheel and drive the new Fiesta. I should very quickly add that I don’t mean that in a negative way. This car feels anything but bulky or cumbersome, it just feels like it has the space, the comfort and refinement of a car from a class above.
The new Fiesta is a close relative of the Mazda 2 which I tested recently for this blog (and which also impressed). But, to my eyes, the Fiesta has the edge on looks (although the Mazda 2 will be a less common sight on our roads).
Like the Mazda, the Fiesta run counter to the trend. Where most new designs weigh more than the outgoing model the Fiesta has shed a not-insignificant 40kg. This weight loss has not come at the cost of strength or safety either. Ford claim the new car is stiffer and stronger than the model it replaces.
The bonus for everyday use is that lighter weight translates into greater agility and lower fuel consumption. I achieved just under 40 mpg on my commutes in the 1.4-litre test car. With economy like that, you do stop and wonder about the benefit of paying more to opt for diesel.
The outgoing Fiesta was quite a dynamic hatch when it came to handling and roadholding. The new Fiesta takes that a stage further with dynamics that make this a very pleasant car to drive, whether it be nipping round town or travelling on twisty, cross-country roads.
The steering is delightfully light and responsive, if perhaps a little lacking in feel. The lighter weight translates into an eager willingness to change direction and the handling is nicely balanced and inspires confidence.
The responsive handling is matched by a reasonably responsive and free-revving 1.4-litre engine. It actually feels quicker than the 12.2-second 0-62 mph time quoted by Ford.
The ride and refinement also gets a tick in the box, edging perhaps a tad ahead of the Mazda 2. On motorway use there is notable road noise in the interior, but the Fiesta copes admirably with most road surfaces, only occasionally losing its composure. But it copes much better than many similarly short-wheelbase small hatches. It is also the one area where more weight might help a car to sit on the road more heavily.
Following a concept car so closely in its design might lead to concerns that form would take over from function. That is certainly not the case with the Fiesta. This is a very practical, comfortable and accommodating motor.
I find the design of the dashboard is not only pleasing, but clear and logical. If I was being carping I might say that the silver plastic highlights around the dials and the centre of the dashboard, do look a little like the finish on some oriental transistor radio. But, equally, it does give a lift to the interior of the Fiesta, compared to some other small hatches with their unrelenting budget-price black plastic.
My test car was the Ford Fiesta 1.4 Titanium five-door, so it was an upmarket model from the Fiesta range. Just four notches down from the top-of-the-range Titanium 1.6 TDCI, the 1.4 Titanium costs £12,429. But the price of new Fiesta ownership starts at a competitive £8,514 for the 1.25-litre Studio model.
- The new Fiesta is being launched as a “world car”. The intention is that a Ford Fiesta should be the same wherever you buy it in the world.
- Whether that turns out to be the reality we will have to wait and see. The Ford Escort in Europe differed substantially from the Escort in the USA. The European Mondeo was indeed similar to the one sold in the USA, except that it bore a different make and model name! More recently the Ford Focus on both sides of the atlantic has developed on rather different paths. The USA did not take the most recent update and now, the USA Ford Focus Sedan is substantially different from the European hatch.