Ford Fiesta 2014 Review

One thing Ford’s Fiesta doesn’t lack is road presence.

Among its many competitors in the light car segment, the little Ford attracts a seemingly disproportionate amount of attention. From its assertive front-end to its swoopy profile, the Fiesta looks to be a little bit more than your average light car. It’s hard to recall any previous contender in its category that has inspired as much (positive) commentary on test.

All of this for what, to all apparent purposes, is simply another contender...

Dimensionally mid-field among its Mazda 2/Toyota Yaris/Volkswagen Polo opposition, the latest Fiesta makes friends easily with its visual appeal, then backs that up with a competitive set of statistics: It scores well when it comes to overall packaging, rates a mention on standard equipment and is nicely put together too.

The Fiesta range is spearheaded by the impressively rapid $25,990 (plus ORCs) three-door ST halo model which, along with the accessible entry-level Ambiente (from $15,825), mid-range Trend (from $17,825) and high-spec Sport (tested here), gives potential buyers a comprehensive range from which to shop.

There’s a thing about the Fiesta Sport EcoBoost. Where all other Fiestas are powered by four-cylinder engines (1.5 litres in Ambiente and Trend, 1.6 litres in the ST), the Sport EcoBoost engine is the lauded 1.0-litre three-cylinder turbo that also does service in the EcoSport SUV

If you questioned why a 1.0-litre three cylinder should be more expensive than a 1.5-litre four-cylinder, you need to look at the little engine’s credentials. Turbocharged to 92kW and 170Nm it puts out more power and torque than the comparatively tardy 82kW/140Nm of the 1.5-litre. It is more economical, too, and outputs less CO2. And, with a characterful three-cylinder beat, it has a distinct personality that is not compromised by any signs of imbalance, or unwanted noise levels.

It is a far more appealing engine than the 'four', and brings strong acceleration, a good mid-range from about 1500rpm upward and a happiness to rev to the 6500rpm red line. Even the five-speed manual gearbox doesn’t hamper it too much; it is easily capable of handling the bigger between-gear gaps that are a natural by-product of relatively wide-spaced ratios. And, for getting off the mark on an uphill slope, the hill-launch assist was always appreciated.

Probably our only criticism was that the manual gearbox (with inbuilt advice telling the driver the most appropriate time for a gearshift) could occasionally be a bit notchy as it was shifted between ratios.

Our week with the Fiesta EcoBoost saw a developing affection for the little car that was influenced in no small way by the ongoing positive attention it attracted.

We were always mindful that this is a light car though. There are the unavoidable, commensurate shortfalls in accommodation for adults relegated to the back seats. The Fiesta is not the worst in category, but a short wheelbase is always going to bring a shortage of legroom if you wish to transport more than two adults.

Boot space is likelwise tight. Even with no spare wheel (just a “temporary mobility kit”) the Fiesta hatch offers 290 litres of space with the rear seats in place, expanding to 974 litres all seats folded. That said, we did manage to load a mountain bike, one wheel removed, with the entire rear compartment folded down.

The Fiesta’s seats themselves were comfortable and well shaped enough, and the cabin remained competitively quiet on a freeway cruise.

On the road, the Fiesta upholds Ford’s tradition of well-sorted handling and roadholding characteristics. Wheels are 16-inch alloys wrapped in 195/50-series tyres and the steering is well weighted and quick, with 2.7 turns from lock to lock. It’s not as responsive and tactile as that on the ST version, and it suffered from a little vagueness in the dead-ahead position, but it points accurately and, especially considering it has one of the shortest wheelbases in its category, it rides well too.

Although we were disappointed with the lack of steering wheel reach adjustment, the general feel inside the Fiesta was quite classy, with no problems finding a comfortable driving position, or acclimatising with the controls or the tech systems (the hands-free Ford SYNC Bluetooth proved easily activated).

We were disappointed, but not surprised the Fiesta EcoBoost fell short of the official combined fuel figures. Our average of 6.8L/100km came with a large amount of urban driving included in the mix, but was still well short of Ford’s quoted 4.9L/100km.

The safety credentials are sound with a full five-star ANCAP rating, and the usual mix of dynamic and passive safety gear. The Fiesta includes a driver’s knee bag in addition to the usual front, side and curtain airbag systems leaving it with nothing to apologise for.

Standard Fiesta Sport equipment includes part-leather trim, air-conditioning, a trip computer, Bluetooth connectivity, cruise control, an eight-speaker Sony audio system, a rear spoiler and an added touch of chrome trim on the side window line.

A $1000 “Sports Executive Pack” adds climate control, rear parking sensors, rain-sensing wipers, automatic headlamps, perimeter alarm and push-button (keyless) start.

Not head and shoulders above a packed arena of strong competition, and not the newest in the field, the Ford Fiesta is nevertheless a light car you’d not hesitate to engage with in a meaningful long-term commitment.