First Drive Review
For years, we in the U.S. have had to watch with jealousy as the Europeans drove Ford vehicles that were faster, fancier, better than what was available here. We constantly begged for the products, but the hands of Ford’s American product planners were tied by cost concerns and misaligned product cycles. No more. The automaker announced its ONE Ford plan a couple of years ago, the thrust of which was to design and market vehicles for worldwide consumption, and the first fruit of that plan, the 2011 Ford Fiesta, has ripened.
On sale in Europe and Asia since 2008, the new Fiesta already has sold over 700,000 units. But the fact that it isn’t yet on sale in the U.S. didn’t prevent us from getting our grubby hands on one. We logged over 4000 miles in a Euro-spec five-door, praising its swift, fun-to-drive spirit along with its alluring sheetmetal. But given domestic companies’ past transgressions concerning imported models, could we really trust Ford when it said the suspension tuning and amenities would make it to the U.S. intact? Hadn’t history taught us that our version would be stripped out, softened, and dumbed down? Well, we’ve now sampled the U.S. production sedan and five-door hatchback, and we can tell you our Fiesta is just as fun to drive as those sold elsewhere.
The Suspension Changed, but the Sporty Character Remains
As it turns out, the suspension had to be tweaked, but it was Ford’s goal to preserve in U.S. models the same sporty driving dynamics of the Euro car. Slightly stiffer front springs, revised anti-roll-bar bushings, and shocks with higher compression and rebound rates were necessary to deal with our version’s slightly higher curb weight and switch to all-season Hankook Optimo H426 rubber. (The Euro car wears sportier Michelin Pilot PE2 Exalto tires with shorter sidewalls.) But Ford’s engineers were able to retain frisky ride and handling characteristics, so mission accomplished on that front.
When hustling the Fiesta down the ribbons of road that splay across northern California, we found understeer present but not abundant; what’s there is quickly cured with a slight lift off the throttle. Doing so rotates the car predictably and easily, and the rear twist-beam suspension keeps the car surprisingly planted even during such maneuvers. The taller sidewalls of the Hankooks soften the ride up a smidge from that of Euro cars, but we didn’t notice any negative effect on handling. Cars in this segment typically have numb, crazy-light steering, but the Fiesta’s electrically boosted setup is nicely weighted and surprisingly talkative. It’s among the best electric steering systems out there, at least among front-wheel-drive cars. Even with the slight tweaks made to U.S. models, the Fiesta you’ll find on a dealer lot in Ohio or Oregon will be as fun to drive as those sold in France or Finland.
Available Dual-Clutch Gearbox Has Its Downsides
Every 2011 Fiesta comes with a 1.6-liter DOHC inline-four that features variable timing for the intake and exhaust valves. Making 120 hp at 6350 rpm and 112 lb-ft of torque at 5000 rpm, the Fiesta isn’t blisteringly fast, but a manual-transmission, European-spec hatchback we tested sprinted to 60 mph in 8.7 seconds, which is about average for the class.
A crisp-shifting five-speed manual comes standard and is our preference, but most consumers will opt for the new six-speed PowerShift dual-clutch automated manual, notable for being the first such transmission available on a car this inexpensive in the U.S. market. The transmission makes its debut in the Fiesta and will appear as a normal automatic to most with the exception of takeoffs from a stop, where it has some of the slippage typical of this kind of gearbox. It slips enough that we nearly stalled trying to get moving from a stop on a steep incline; it was one minor hiccup among smooth shifts and unobtrusive behavior, but it was bothersome nonetheless. Somewhat sadly, no paddle shifters will be available with the PowerShift, ostensibly because the transmission is programmed for optimum fuel economy, not thrills. Not yet certified by the EPA, Ford is projecting that the PowerShift-equipped Fiesta hatches and sedans will be rated at 30 mpg city and 40 mpg highway; manual-transmission cars are predicted to return 29/38 mpg.
Smooth California roads and calm skies meant we weren’t able to determine the effectiveness of the Fiesta’s anti-crosswind “pull drift” compensation system. There’s also something dubbed “active nibble cancellation” that does not, as we thought, incinerate stowaway rodents with a laser if they try to make a snack of your wiring harness; in reality, it compensates for tire imbalances.
Inside, the cabin is unchanged for the U.S., retaining its funky, modern design. Soft-touch materials can be found on the dash and door panels, offering a contrast to the harder plastics of the interior. The seats provided good support over the course of our several-hours drive, and the rears seemed comfy, too. Taller folks will want to avoid the rear seats, though, as legroom is at a premium. Most notably, the cabin was uncharacteristically quiet for a small car. Road and tire noise were at a minimum, allowing conversation among occupants to take place at a normal volume. Happily, the Fiesta is no tin can.
Premium Pricing for a Tiny Car
The Fiesta sedan is the only body style available in base S trim, which starts at $13,995. It will take $14,995 and $16,995 to nab SE and SEL Fiesta sedans, respectively. The far, far more attractive five-door hatchback is available in $15,795 SE and $17,795 SES spec.
The base S sedan comes standard with seven airbags (including a driver’s knee bag), anti-lock brakes, stability control, air conditioning, power door locks, front bucket seats with a 60/40 split rear bench, an audio input jack, floor mats, and 15-inch steel wheels with covers, among other bits. Fiesta S options are limited to the PowerShift transmission and a Convenience package that includes a CD player and keyless entry.
SE models add the Convenience pack as standard, plus power windows, upgraded cloth upholstery, painted interior bits, and a trip computer. The options list now opens to allow the choice of an upgraded audio system with Sync as well as a Sport Appearance package with 15-inch aluminum wheels, cruise control, a spoiler for sedans, and LED parking lights. A power sunroof, the PowerShift transmission, special metallic paint, Sirius radio, and heated seats also are available.
SEL and SES buyers see their standard goody bag swell with an auto-dimming rearview mirror, Sirius radio and Sync, a leather-wrapped steering wheel with cruise and audio controls, 16-inch wheels, heated side mirrors, and adjustable ambient lighting. Leather seating, a sunroof, and special paint schemes are optional, along with an Upgrade package that includes keyless entry and push-button start, heated front seats, chrome moldings, and a perimeter alarm.
It’s already clear where the Fiesta will play pricewise among its competitive set: at the top. Ford is taking a risk, offering premium content at premium prices in a segment that’s never seen anything like it, at least in America. The top-spec SEL sedan nears $20,000 and an SES hatchback can be optioned to more than $21,000, which is about where current Focus pricing stops. (The 2012 Focus will be more expensive, making room for the Fiesta below.) The top-of-the-line Honda Fit Sport with nav—a luxury not available on the Fiesta—costs $19,280, and it doesn’t offer any factory options. Although four-dollar gas sent people scrambling into small cars a couple of years ago, fuel prices have seemingly stabilized much lower, and it remains to be seen if Americans are ready to pay extra for extra goodness in their subcompacts. If they are, they’ll be getting a fine little car in this global Fiesta. We’re just glad Ford invited the U.S. to the party.
