Ford Fiesta 2004 Review

What we liked
>> Crisp, perky styling
>> Taut handling
>> Imparts a feeling of solidity

Not so much
>> Cramped driver footwell
>> Rear seats uncomfortable
>> Expensive auto in LX models

OVERVIEW
Ford Australia can hardly wait to start selling the new Fiesta (it goes on sale on April 2). The newcomer fills a void that has existed since 2001 following the demise of the Korean-built Festiva, which was a real hit with shoppers in the bargain-basement category. True, Ford did offer the Ka in the interim, but this vehicle's ancient engine, offbeat styling and lack of an auto (for most of its model life), didn't exactly endear it to buyers.

Enter the Fiesta, a crisply styled contender that's designed and built in Germany -- attributes that Ford will push strongly in its advertising campaign. Fiesta will be offered in three and five-door configurations, with 1.6-litre engines providing the motive power across the range.

Ford admits it won't make a huge profit on the Fiesta, but it says the car will be an important addition to the line-up as it introduces buyers to the Blue Oval brand at an early stage. Ford aims to sell 400 Fiestas a month, and we think it should have no trouble achieving this goal based on our preliminary impressions of the vehicle.

FEATURES
The Fiesta comes in a choice of three trim levels. The base model is the LX, which costs $14,490 in three-door form and $15,990 as a five-door. Even though it's the entry-level model, the LX comes quite well equipped. Standard features include remote central locking, power front windows and mirrors, dual airbags, single-slot CD player and power steering.

The next model up the scale is the sporty three-door Zetec, which costs $18,990 as of February 2004. This variant gets all the LX features plus air-conditioning, steering wheel-mounted audio controls, front fog lamps, ABS brakes and 15-inch alloy wheels.

The flagship model is the five-door Ghia, which bows in at $21,490. It gains all the LX and Zetec features, in addition to front map lights and a six-stack CD player.

Automatic transmission costs a hefty $3000 in LX models because it is part of an option pack that includes ABS brakes. However, it costs a more reasonable $2300 in the Zetec and Ghia as these models already have ABS brakes as standard.

Side-thorax and curtain airbags are available as a $900 option in the Ghia, while Zetec buyers seeking to give their car a more impressive stance can specify 16-inch alloy wheels for $900. Air-conditioning is a $2000 option in the base model LX, but Ford officials say 99 per cent of buyers are likely to opt for it.

COMFORT
On the whole, the Fiesta's cabin is a pleasant place to be. The interior layout is neat, uncluttered and attractive. Facing the driver is a three-spoke steering wheel bound in leather -- a rarity for a car competing in the lower end of the market. Behind the steering lies an instrument binnacle housing a large speedometer and tachometer, both of which are easy to read at a glance. There are four circular vents on the dash that can channel airflow in virtually every direction imaginable.

The centre console is also neatly laid out and somewhat Volkswagen-esque in its execution. Nothing looks out of place or jarring to the eye. Manual versions feature a leather and aluminium gearknob.

Unfortunately, the driving position is compromised by a real lack of space in the footwell. This shortcoming is particularly noticeable in manual versions. The three pedals are nestled so closely together that, unless you have ballerina-sized feet, you may have difficulty operating the clutch without brushing the brake pedal at the same time.

The front seats are comfortable enough, but could do with more lumbar support. The split-fold rear seats are set at an odd angle and are anything but comfortable. Luggage capacity is a respectable 284 litres, but the rear surface of the back seat, which faces the luggage area, is untrimmed and looks low-rent.

SAFETY
One of the first impressions the Fiesta imparts is of solidity. This may or may not be reflected by high passive safety levels, but it certainly has all the right credentials. Dual airbags are standard across the range, as is the norm these days. However, the five-door Ghia can be had with optional side-thorax and curtain bags, which separates it from most other contenders in its class.

Curiously, ABS brakes are available only with automatic transmission in the LX, but the feature is standard in the Zetec and Ghia. The front seatbelts have pretensioners, while all three belts in the rear are of the lap-sash variety.

MECHANICAL
Unlike the multiple-engined line-ups of most of its competitors, Ford has opted to keep things simple by offering a single engine across the entire range. The powerplant in question is a 1.6-litre Duratec engine with double-overhead camshafts. It puts out 74kW at 6000rpm and 146Nm at 4000rpm. These figures are above average for a vehicle in its class.

The engine can be mated to a five-speed manual transmission or an optional four-speed automatic that has just recently been developed by Ford of Europe. This transmission uses 'adaptive' software that, according to Ford, endows it with the knack of being in the right gear at the right time.

COMPETITORS
The Fiesta is competing in a cut-throat category, which is probably why Ford has modest sales expectations for it. The Fiesta must fend off the challenges of a quartet of Korean combatants: Daewoo Kalos, Kia Rio and Hyundai Getz and Accent.

Then there is a horde of Japanese contenders, some of which are highly accomplished packages in their own right: Honda Jazz, Mazda2, Suzuki Ignis and Toyota Echo.

Of course, there's arch rival Holden Barina, which, like the Focus, is built in Europe. If you want a car with a genuine Euro badge you can consider the Volkswagen Polo, Peugeot 206, Citroen C3 and Renault Clio. The Fiesta competes with all these cars in Europe, but they attract a significant price premium in Australia.

ON THE ROAD
It would not be an exaggeration to say the Fiesta is the sharpest handling car in its category. But then, this shouldn't come as a surprise as its larger Focus sibling enjoys similar status in its class.

The drive program at the vehicle's launch took in a variety of conditions: inner-city commuting, freeway cruising and some spirited driving across sinuous, poorly surfaced back roads. The Fiesta performs with aplomb as an inner-city commuter. Acceleration from traffic lights is lively, visibility is good in all directions and its compact dimensions make for relatively easy parking.

The five-speed manual transmission works well and shift quality is quite slick. The four-speed auto is also beyond reproach. It goes about its business unobtrusively.

One of the benefits of having a relatively large engine for its class is that the Fiesta doesn't suffer from the 'buzziness' of some of its competitors at highway speeds. It sits comfortably at 110km/h, with neither engine nor wind noise making its presence felt unduly.

However, where the Fiesta really shines is when the going gets twisty. There is nothing radical in the design of the suspension, but the whole set-up is so well sorted that it is an enjoyable car to drive across winding roads -- particularly the three-door Zetec. It feels taut, composed and predictable. What's more, the well-weighted steering offers plenty of feedback -- in other words, it lets you know when you're approaching the limits of grip.

Ride quality can be a little busy over corrugated surfaces, but not to the extent that it becomes uncomfortable.

Overall, the Fiesta is a worthy candidate if you're in the market for a small hatchback. Its sharp styling, crisp handling and solid build quality all weigh in its favour. Most importantly, it represents a good value package on a spec-for-spec basis.

BOTTOM LINE: A real driver's car and strong on value; interior is flawed.

The first car I ever road tested was a Hyundai Excel Sprint. No power steering, an engine with more vibration than a sex shop and suspension that barely kept the car's belly off the ground. Wind noise to out-cyclone a high powered hair dryer and a tyre/handling combination only marginally better than steel rims on bitumen.

Fast forward to 2004. In the last two weeks we've tested the Holden Barina and Ford's all-new Fiesta, and it's amazing how far cheap and nasty cars have progressed. They may still be built to a price, but the value for dollar deflation at this end of the market would bankrupt entire countries.

Take a closer look at the Ford Fiesta. It's carrying safety equipment and creature features to rival a 1996 Ford Falcon. At half the price. Drop the nasty, it's no longer relevant. Cheap and cheerful and competent and... complete.

Our seven day test in the Fiesta 3dr Zetec model only served to confirm our initial critique (see above). Forget the rest, the Fiesta shoots to the top of the compact class, rivalled only by the Mazda 2 and Holden Barina. If there's a more competent mix of performance, handling, practicality and value for money under $20,000 we haven't driven it.

All models get the same zippy 1.6-litre engine, an engine which loves to sing, and works cohesively with Fiesta's sweet shifting five-speed manual gearbox. It's a really peppy drivetrain combo, quite responsive and with plenty of punch even from as low as 1200rpm.

This fun-loving engine sits well with the Fiesta's sporty dynamics. It's quick to turn in and grips prodigiously, thought vague steering means you correct for phantom feedback. This is more of a problem on long sweeping corners, where the wheel tells you little about the front tyres or your driving line.

Tyre grip is not a problem, either front or back, and on the limit the Fiesta's happy to adjust the tail under brakes. If anything the Fiesta may be too taily, which could catch unwary drivers if they lift off near the limit, but we prefer its nimble, malleable chassis to the nose heavy approach of some competitors.

The Fiesta suffers road joins poorly and can wander a little over a succession of bumps. Apart from that, it has quite a good ride, and is surprisingly quiet, despite some tyre and wind noise.

The driving position's compromised in more ways than one. There's limited foot room on or around the pedals, which rules out Blundstones or Colorados, and there's no telescpoic adjustment on the steering wheel which limits driver comfort. We found a workable seating position thanks to adjustable backrest, height and rail adjust on the driver's seat, but the wheel wasn't close enough for our liking. It's also a shoulder wrenching reach back for the seat belt.

Despite the fact we sit quite close to the wheel, the electric mirror adjuster on the base of the A-pillar was beyond reach, meaning you need to lean forward to adjust and then resume your seating position to check before leaning forward to alter... etc.

Apart from that we found the interior quite pleasant. The ugly air vents are over designed, but work well, and there's no less than four different plastic surfaces, which somehow sit well together. The beige felt rooflining combines with a massive windscreen to lend the cabin an airy feel.

The front seats remember your seating position when you tilt to give access to the rear, a rear that's really for kids only. The rear backrest is too upright, headroom's adequate and legroom requires compromises from the front seats, though underseat footroom is good.

The boot is okay space-wise, but no material covering on the seat back means marks, scores and scratches over the long term. Lay the seats down and most types of cargo will slide around on the bare metal. Oh, and there's no boot release button on the boot itself, a minor but somehow constant niggle.

The Fiesta wanted for little that we could see, equipment-wise. There's no cruise control, and the stereo's cheap and tinny, but electric windows and mirrors, central locking and a good selection of storage bins kept us relatively happy.

Overall, Fiesta mounts a strong argument in the sub-$20,000 price category. It's not perfect, and most of its flaws are inside the cabin. For the driver in you, the Fiesta's quite probably the pick of the compact class.