Ford Fiesta XR4 2007 Review

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0

In the days before hot hatches, Ford Escort Twin Cams and the later RS2000 provided the cheap thrills we later came to associate with the Volkswagen Golf GTi or the Peugeot 205 GTi.

With the Fiesta XR4, Ford has recaptured some of that spirit and bottled it in a modern hot hatch format. Just like the 2.0-litre Escorts from the late 1970s, the XR4 is a little car with a big engine. The Fiesta is an entry in the VFACTS light car segment, but it's about the same size as the original Escorts, which were considered small cars in their day. Indeed, the XR4 is an excellent attempt to replicate that whole culture from 30 years ago.

Even the engine note is spookily similar to the rattley old Pinto engine fed by a downdraught Weber. That's a good thing, believe it or not. Midrange torque is there aplenty, but the XR4 isn't the giant-killer earlier Ford fours were -- we're not dragging off old red motor Holdens any more, after all. It's more in the nature of an engine that will happily hold fifth gear on a long hill than necessarily blast past an XR6 Turbo on the inside of a corner.

In some respects, the way the engine develops its power is not unlike Volkswagen Group's low-boost 1.8-litre turbo engine in the Polo GTi. Power from the Fiesta's 2.0-litre naturally aspirated four is 110kW and the torque is 190Nm. That compares closely with the turbo engine's 110kW of power and 220Nm of torque. The Fiesta is a little lighter on its feet (1090kg) than the slightly porky Polo (a tare mass of 1190kg, according to the federal government) and thus performance of the Fiesta is effortless, even slightly 'lazy' if you drive it modestly.

That's not to say it's a slow car, but nor is the XR4 an out-and-out boy racer, 'go fast' stripes notwithstanding. What it does do well is provide a great platform for driving enjoyment. Turn off the stability program and there's a quantum leap in the fun factor. The system works seamlessly, but keeps a very tight rein on the car's dynamics. This is only apparent once the system is disabled, which you can easily do by pressing the switch on the left side of the dash. In fact, it would be fair to say that with the DSC being such a kill-joy, the XR4 could handle more power.

Steering is direct, but not too heavy -- and still offers lots of feedback. It combines very well with the Fiesta's neutral handling which is throttle-sensitive. The XR4 feels a bit 'chuckable', but it's also very stable at open road speeds.

While the driver feels almost 'at one' with the car, we could imagine passengers occasionally feeling at sixes or sevens, since the ride is not all that passenger-friendly. Thanks to the Fiesta's relatively long wheelbase, it rides well at speed and body roll is kept to a minimum, but the ride can get choppy.

As far as driving position and accommodation are concerned, it's easy to find a comfortable station. The seats provide plenty of support and lateral grip. They look good too without being over the top racer-look-alike.

Once seated, the driver will find that the instruments offer a clear, unobstructed view and are easy to read. The 120km/h calibration is at the top of the speedo dial and that may pose a problem for some in the habit of expecting the 100km/h calibration to be there.

Pedal placement for heel-and-toe is exceptionally good (probably a standout in the category) and the gear shift is similarly well executed. The five-speeder is slick and works extremely well with good throttle response from the engine, to double de-clutch very quickly and precisely.

One minor quibble on behalf of the modern driver, no footrest. Its absence is not noticed that often, except on longer trips. It's then you also note the lack of cruise control.

The XR4 remains a practical car with enough head and leg room to match cars in the next segment above its station (small cars, as opposed to light cars). It's less claustrophobic than its Escort forebears, which should well be the case since it's a front-wheel drive package, even though some of that space efficiency is sacrificed on the altar of passive safety.

So the XR4's packaging is largely complete, but if the Fiesta as a hatchback has a minor failing, it's in the tailgate release. There's no external latch and the remote central locking fob will not open the tailgate if you happen to be at the rear of the car and holding the fob below the windowline -- as you might with arms full of shopping bags.

That also raises a further question: why does the tailgate not unlock with the rest of the car? We can't see any logical purpose in this, considering the luggage compartment is accessible from the rear seat anyway and it's not as if car-jackers will force their way into the front seat from the tailgate!

The XR4's interior is not quite as posh as that of the Peugeot 207 GTi, but the Ford is thousands of dollars less and it makes up for some of the budget-buy elements through offering a higher quotient of 'bang for bucks'.

Overall, the Fiesta XR4 is a top performer. It turns heads wherever it goes.

Perhaps the base silver of the test car is a bit too conservative for the blue 'Cobra' stripes and perhaps those stripes are out of place on a small car without a V8. Consider that the original Twin Cam Eskies didn't have stripes at all and the RS2000s featured pinstripes. Now, it wouldn't be difficult to imagine a bright orange Fiesta XR4 with coordinating stripes along the sides, would it?