News

Fiesta adopts a sharper focus

Monday 31th March 2008

When it was launched, version six on the Ford Fiesta theme probably represented the biggest single advance in the history of a model line that extended back more than a quarter of a century.

History

Although there was nothing wrong with the driving characteristics of its predecessor, Ford felt that the market had overtaken it in terms of interior space and set about redesigning the Fiesta to offer class leading versatility. Used versions represent decent value for money. HISTORY: Although the fifth generation Fiesta was held up as a byword for handling excellence, it was in fact little more than a heavily face-lifted version of the fourth generation car which debuted way back in 1995. Seven years is a long time in the dynamic supermini sector and rivals like the SEAT Ibiza, the VW Polo and the Skoda Fabia had very much overtaken the Fiesta in terms of utility and modernity.

Something certainly needed to be done and Ford took a radical approach, designing a Fiesta that notched back the sporting focus a little but which offered a good deal more rear seat space and luggage utility. Five-door cars appeared first, hitting the market in April 2002 with three-door models appearing in August of the same year. A Fusion spin off model with chunkier styling and an elevated chassis followed shortly thereafter but this is to all intents and purposes a separate line.

Ford suffered a capacity problem with their 1.3-litre engine in early 2003 and started fitting UK Fiestas with 1.25-litre powerplants as seen in the Fiesta Mk 4. It was only when the specifications were put back to back that many noticed the ‘old’ unit was a good deal more impressive than the 1.3-litre engine and more fun to boot. Towards the end of 2004, the 150bhp ST derivative arrived and a 1.6-litre TDCi engine was added to the diesel range.

A hefty face-lift in the latter stages of 2005 really helped the Fiesta visually.

What you get

The design is everything a modern Supermini should be – as you’d expect, given that Ford had plenty of time to examine the competition during this car’s lengthy development.

The first thing we should talk about is space. With this latest Fiesta, Ford have consciously made it a significantly larger car. In fact it’s 87mm longer, 50mm wider and 100mm taller in five-door guise.

Drop into the driver’s seat and you’ll be greeted with a dashboard that adopts many of the quality conventions of the Mondeo range, and that’s good news.

For those who enjoy tracing the lineage of the design, the Mondeo’s interior designer was poached from Volkswagen – and it shows. Mind you, it’s easy to see where cost has been excised from the Fiesta, competing as it does in a class where margins are utterly cut throat.

Some of the fascia plastics feel somewhat hard and nasty and anti-lock brakes are an extra cost option across most of the range.

Cleverly, however, Ford have appreciated that the bits of the cars we physically touch most often lend the strongest impression of quality, and to this end have wisely fitted leathertrimmed steering wheels and tactile gear shifters.

Another example of intelligent design comes in the shape of rear head restraints that are deliberately uncomfortable when not slid up into their deployed position. This encourages rear seat occupants to utilise them properly but gets around the issue of encumbered rear vision when rear head restraints are traditionally fitted.

traditionally fitted. Equipment levels are reasonable, spread across Finesse, LX, Zetec and Ghia trim levels. All Fiestas get intelligent windscreen wipers, a CD stereo, central locking and Ford’s ‘Intelligent Protection System’. Market and finance also looks good with low day-to-day running costs and a healthy projected residual value.

A Durashift EST sequential manual transmission is available as an option on the 1.4 16v.

What To Look For

Being so new, there’s little to report. Make sure your prospective purchase has been properly serviced and that the tyres are in decent shape.

Otherwise, check for the usual kiddie damage and parking scrapes. Engines are, on the whole, reliable, but watch for the usual signs of wear and signs of hard fleet or company use such as worn carpets.

Replacement Parts

(approx based on a Fiesta 1.4 Zetec). As you might expect, parts are plentiful and relatively inexpensive.

A clutch assembly and an alternator will both be about £75. Front brake pads are about £30 a set and the rears £20, a replacement headlamp is close to £50 and a manual door mirror should be in the region of £50. A full exhaust is about £120 and a catalyst is about £220. A starter motor is about £110, front wing is around £90, a windscreen about £70.

On The Road

Three petrol engines are offered, a 75bhp 1.25- litre powerplant, a 16-valve 79bhp 1.4 that looks set to be the most popular and a range-topping 1.6-litre 16-valve that’s good for 99bhp.

You’ll also find 1.3-litre models on quite a few used forecourts. For those looking to squeeze a few more miles from their gallon, a latest-generation 1.4-litre TDCi common-rail diesel unit is offered. With 67bhp on tap, it’s no Tarmac scorcher, but its 118lb/ft of torque guarantees a relaxed drive.

Although Ford have concentrated on improving cabin space, they haven’t rested on their laurels when it comes to driving dynamics.

Granted, the recipe doesn’t at first appear promising, this high-sided car wearing a relatively state-of-the-ark twistbeam rear axle powered by a series of engines with modest power figures.

Economy isn’t a major plus with any of the petrol engines as all have to be worked hard to maintain a decent lick, but the diesel unit is competent in this respect, returning 53.3mpg.

Overall

The sixth generation Fiesta saw this product line maturing into viable all-round family transport. The national love affair with the Fiesta at first wavered when the radical design was unveiled, but sales figures now show an encouraging level of uptake. Best used buys are probably the early 1.4-litre TDCi diesels, but whichever you opt for it’s hard to make a wrong move.

Published Friday 21st March 2008, Leicester Mercury