Ford EcoSport 2013 Review - International

Ford EcoSport

What we liked:
?>> Agile handling, supple ride?
>> Zesty, characterful turbo triple?
>> Big inside, small outside

It might be smaller than most, but Ford’s new EcoSport has a big heart – and we’re not talking about its engine. In fact, the headline act of the Blue Oval’s first compact SUV is a three-cylinder turbo-petrol engine that displaces only 1.0-litre (less than many big-bore motorcycles) yet punches well above its weight to deliver surprisingly perky performance.

No, the EcoBoost turbo-triple is no firecracker, but there’s adequate urge right from idle and a linear power curve that keeps on delivering until 6500rpm, without ever feeling strained. And it always sounds interesting – in a similar way to the (non-turbo) triples that power the Suzuki Alto, Nissan Micra and Volkswagen up!

Peak torque of 170Nm from 1400rpm is enough to keep the sub-four-metre EcoSport percolating despite being matched only to a five-speed manual transmission with fairly tall gear ratios. But it’s this gearbox that will prevent the high-tech EcoBoost triple finding more than a faction of EcoSport buyers in automatic-loving Australia.

Manual-only on EcoBoost means most models sold here will be powered by a larger but less powerful 1.5-litre petrol-four. A shame, because Ford’s smallest direct-injection EcoBoost engine is well suited to the EcoSport.

The EcoSport 1.5 wasn’t available to drive at the regional launch in India, from where Australian versions will arrive in December, but will be available here with manual and six-speed Powershift dual-clutch transmissions.

Also missing from our all-petrol, all-2WD EcoSport line-up will be the 1.5-litre diesel to be sold in India and the all-wheel drive version already on sale in Brazil, where the Fiesta-based SUV was developed. Nevertheless, the EcoSport will play in the volume-selling 2WD sub-segment of the booming small SUV market here.

Ford says it chose a side-hinged tailgate to avoid problems with the more common top-hinged type for smaller folk or where overhead space is limited. This also allowed it to free up cargo space and apply a ‘traditional’ SUV look by fitting the spare wheel to it.

The only problem is the hinges are on the left to suit left-hand drive nations like Brazil, meaning it opens not to the kerb side but the road side in right-hand drive countries like Australia and India – despite the fact the latter will be the world’s biggest EcoSport market. Of course, this is only a problem if you regularly un/load your vehicle on the roadside.

For the record there is a gas strut to hold fully open the wheel-carrying tailgate, which is lighter than we expected. Load space is a generous (705-litre total) cargo area that's big enough to store a washing machine when the 60/40-split and reclining rear seats are tumble-folded.

The other bugbears in the EcoSport’s small but highly practical interior are hard plastics almost everywhere, short front seat bases, a tall front passenger seat and, on the pre-production models we drove, plenty of ill-fitting interior trims. This was especially the case around the reach/rake-adjustable steering column.

As pleasing on the eye and functional as it is, the EcoSport interior certainly appears to be built to a price – particularly when compared to the Fiesta upon which it’s based.

At least there will be no skimping on safety or standard equipment -- seven airbags, stability/traction control, anti-lock brakes, hill-start assist and Emergency Assist and are standard.

Australian EcoSports will also come with 20 clever storage compartments including Ford’s full SYNC voice-controlled phone and music control interface, a cooled glovebox, one-touch lane-change indicators and no less than 200mm of ground clearance and 550mm of water-wading capability.

Apart from a commanding view of the road and easy entry/egress, the high-riding EcoSport therefore offers the sort of ruggedness no other pint-size SUV this side of a Suzuki Jimny can match.

In addition, top-shelf Titanium models will offer big-car features like push-button starting, an auto-dimming mirror, automatic headlights and wipers, leather trim, climate-control, foglights, parking sensors and bigger alloy wheels, all for an expected sub-$30K pricetag.

And there’s certainly no cost-cutting evident in the EcoSport’s well-sorted Fiesta-based chassis, which in typical Ford fashion combines responsive, vice-free electric steering with refreshingly taut body control and plush ride quality – even on the largest potholes and bumps surrounding Goa.

There’s also a tight turning circle, an impressive level of cabin noise suppression (aided by measures like double-sealed doors) and a super-effective air-conditioning system that worked wonders in the 37-degree heat and 90 per cent humidity of Goa.

Yes, the EcoSport is smaller than most of the new baby SUVs due Down Under over the next 12 months or so and does present a few interior shortcuts. And it’s a shame the characterful new EcoBoost turbo-triple won’t be available with an automatic transmission.

But with an estimated starting price of around $20,000 it’s likely to be cheaper than many rivals, while funky exterior and interior styling and Euro-style ride/handling should also help it stand out from the compact SUV crowd.