The Mark Four Ford Fiesta

Introduction

When Ford introduced the Mark Four Fiesta, it did not quite replace the Mark Three. Selected Mark Three models continued on, badged as the “Fiesta Classic,” until around 1997.

Engines

This generation Fiesta has had, in total, four petrol engines and two diesel units, but not all engines were available throughout the models lifetime.

The entry level petrol engine is the 1·3 litre Endura-E, which to all intents and purposes is the same engine that powers the Ka. It’s a tough little engine, well proven, but not especially quiet, economical, powerful, smooth or refined. In the Fiesta, the car benefits from decent, low down torque and 40 mpg economy.

The next engine in the line up, and the mainstay of the range, is the 1·25 litre 16V Zetec-SE. This engine is a gem. It’s smooth, refined, reasonably powerful and thrives on revs. The unit produces 75 PS, is as economical as the Endura-E, but has a real “fizzy” nature in the way it goes about its business. Although Ford have had some reliability issues with the engine, it deserves the praise it gets. It’s arguably the pick of the range.

An engine which made a reasonably short appearance in the Fiesta range is the 1·4 litre Zetec-SE, which produces 90 PS and was used in the Ghia and Si models. This engine is not as smooth as the 1·25, but is certainly quicker and almost as economical. Sadly, Ford dropped this engine from the line up, citing ever tighter emissions as the reason, but it has continued (in 75 PS tune) in the Focus.

Finally, Ford have used the 1·6 litre Zetec-SE engine in the Fiesta, again from the Focus. This unit, with around 100 PS, is another gem and works just as well in the Fiesta as it does in the larger Focus. This engine is, quite simply, a peach. It’s not readily available, which is why the 1∙25 is probably the better bet for most people.

Ford used two diesel engines in this generation Fiesta. The first unit is an “atmo” 1·8 litre donk, very similar to that used in the Mark Three Fiesta and producing 60 PS. Whilst not exactly swift, these diesel Fiestas are about as quick as the competition at the time, about as economical and just as quiet.

Later on, Ford introduced a “low blow” turbocharged version of the 1·8 litre engine used in the Focus, producing 75 PS. I have not tried this car, and with good reason – they’re hard to get hold of. Still, the direct injection unit is reasonably economical in use.

Handling & Ride

In a word: excellent. When the Fiesta was released in 1995, it set a new standard for the class. Cooking model Fiestas enjoy a reasonably supple ride combined with good body control and grip. The sportier models have a firmer ride, but this sharpens the already good road manners up. The latest Zetec-S model, equipped with the 100 PS 1·6 litre Zetec-SE engine, is the champion of the range.

Many models have power steering, which helps the feel of the car and makes the steering very quick (just over two turns lock to lock). ABS was available as an option on all bar the base models and is a fully electronic system unlike the previous generation Fiesta.

Drive a similar priced Fiesta to a Ka and you’d prefer the way the Ka handles. The Ka is sharper, rolls less and coaxes more grip from the same tyres. All 1∙3 Endura-E powered Fiestas that I’ve driven and many 1∙25s use T-speed tyres rather than Kermy’s standard H-rated.

Interior

Ford did smarten up the interior compared to the previous generation, but we had to wait until the interim upgrade before there was any more room inside. It’s still cramped compared to most of the competition. The dashboard is simple and easy to use, all major controls are easily accessible. It’s also fairly well screwed together and I’m pleased to report, most models can have air conditioning.

Exterior

Ford made a few changes to the exterior of the Fiesta but most, I’m sorry to say, made the car look rather ugly. At the front, the Fiesta gained a frowning mouth, and the rear was rounded off a little. Put the mark three Fiesta next to the mark four and you can tell the difference, but there really isn’t all that much to tell the two apart from the side.

Verdict

It’s plentiful, it drives very well and it’s cheap to run. There’s a lot to recommend the Fiesta. On the downside, it looks dowdy, it depreciates very quickly, and it’s a bit cramped inside. But to be fair, if you want a spacious car, the Focus offers more room (or even the Mark Five Fiesta). Buy a 1·25 Zetec for the entertainment and you’ll not look back!

Special Extended Road Test Report

The Updated (Mark 4·5) Fiesta 1·25

In July 2003, I had to leave Kermit with Bert Eyre & Sons for some work (see this Ka Diary Entry), and Eyres gave me a 1·25 litre 2001 “X” Fiesta.

The Fiesta courtesy car I borrowed had air conditioning, which was useful! Of more importance to me was the chance of an extended play with Ford’s brilliant 1·25 litre Zetec-SE engine. In fact, the courtesy car reminded me of why I wanted one back in 1996! It’s quite well specified: electric windows, central locking, “Quickclear” heated front windscreen and air conditioning. You also get a tachometer, something Kermit doesn’t get - however, the Fiesta’s standard stereo was inferior to Kermit’s system.

Performance

I’ve been a big fan of the Zetec-SE engine ever since I first tried a 1·25 litre Fiesta back when they were a brand new engine. I’m disappointed that they never fitted one to the Ka, too. However, borrowing this Fiesta has highlighted a few things about the engine (although I’m sure the donk has been revised since the first time I played with one).

Headline figures for the engine are a maximum power of 74 PS produced at 5,200 rpm, and a peak torque output of 109 Nm at 4,000 rpm (compared with the 60 PS at 5,000 rpm and 105 Nm at 2,500 rpm from the Endura-E). It needs 3,000 rpm on the tacho before it starts to come alive, but by 3,500 rpm it’s getting excited. From 4,000 rpm, the donk whips up to 6,000 rpm very easily, and is still going at close to 7,000 rpm. This willingness to rev makes the engine a great companion for open road blasts and stalking BMWs at roundabouts – it may not be quick, but it accelerates very well, especially for “another Fiesta,” and it sounds good being put through its paces, too.

The downside to this sweet, revvy nature over 4,000 rpm is the tardy response below 3,000 rpm. Whereas the Endura-E pulls well from 2,000 rpm, the Zetec-SE can struggle – especially with the air conditioning compressor running. Indeed, at low engine speeds, the impact of the air conditioning compressor is huge. This is almost certainly because the donk lacks torque below 2,500 rpm. It’s so bad that progress in the city is very jerky with the compressor - to the point of driving me batty! On the open road, you can use the gears to rev through the weakness /cough/ but the act of the compressor kicking in is enough to cause the engine to labour if you’re trying to drive along at around 2,000 rpm (around 45 mph in fifth). So, although the gearing is only slightly taller than Kermit, because of the different engine characteristics, the two can feel quite disparate.

The Fiesta’s throttle response is also slower than the Ka, much more so below 3,000 rpm, so it doesn’t feel as immediate as the Ka.

Overall, in the city, the Zetec-SE‘s power delivery made it feel like hard work and I missed the Endura-E’s relaxed, easy going nature. When gooning it through back roads, the Zetec-SE is a more amenable fellow, especially when stretching beyond 4,000 rpm. On the motorway, the Fiesta does feel slightly more powerful than the Ka ... but there’s very little in it! If you’re wanting to take it easy and admire the scenery and you’re on a twisty, hilly section of road, the Endura-E is definitely easier to live with.

Indeedy, the 1·25 litre Zetec-SE feels like a rather more extreme version of the newer 1·3 litre Duratec-8v, which I’ve compared with the Endura-E here.

Ride and Handling

The LX I borrowed was wearing 165/70/13 “T” rated Firestone F570 tyres. I’d checked this out before getting into the car to drive it /blush/ so I was expecting the Fiesta to grip as well as the Ka in the dry. To be fair, for the most part this made little discernable difference to how the car handles and rides compared with Kermit. But I’ll detail the differences in typically nauseating detail!

Turn in is reassuringly quick, and the Fiesta feels planted in on twisty, good quality tarmac, just as the slightly older mark four did (detailed above). In the dry and when balancing the speed, outright grip is broadly similar to Kermit, but in the wet the Fiesta tipped into understeer rather more. This is probably more associated with the tyres than the extra power, since if you suddenly lifted off, the back kicked out quite savagely. So much so, that on a big, empty, wet roundabout (please don’t try this at home, I was provoking the Fiesta!) from full power /cough/ to no power /cough/ then back to pretty much full power /cough/ it was relatively easy to get into an all wheel drift for a moment.

Where this Fiesta did struggle to cope is on certain sections of the B1225, where we evidenced considerably more float and wallow over the rougher sections. This surprised me; the last 1·25 Fiesta I had did feel rather more connected with the road. Although, that said, the Ka does use a firmer set up compared to the Fiesta – but there’s no difference in the ride that we could tell!

Overall, the revised mark four Fiesta is just about as goonable as the earlier models. Although this model doesn’t have the base engine, it has the base suspension and wheel set up. If I were forced into buying a Fiesta, I’d specify at least 14” wheels with at least “H” rated tyres.

Interior Ambience

Fortunately, this particular Fiesta has air conditioning, so on the long (two hour) drive back from Lincolnshire, I didn’t melt: very useful! It also means it’s possible to keep kool and have the windows shut.

If it’s possible to be kool in a Fiesta.

As the revised mark four Fiesta, this LX has a slightly different interior, and it’s a typical Ford one at that: very easy to use with clear instruments and everything to hand. This variant of the Fiesta has an electronic coolant temperature and fuel gauge, a low fuel light and a tachometer over and above that of Kermit.

However, the Fiesta LX has conventional black dials where Kermit gets natty silver ones, and it has an absence of cubby holes, too. The boot is a bit bigger, and there is more room in the back, too.

But overall, there is no charisma. It’s functional, but so too is the Ka, but it doesn’t have any charm. The low fuel light is a nice touch, but the coolant needle doesn’t show the engine coolant temperature, it shows you if the engine is running cold, at normal temperature, or hot.

Exterior

White does the Fiesta no favours, being a rather characterless colour on most cars. However, even in a metallic blue, the new Fiesta isn’t especially pretty. It’s functional, I suppose, but pretty? Stylish? No.

Summary

Taking a long, hard look at the 1·25 Fiesta LX, and comparing it with Kermit, shows up weaknesses in both packages. The Fiesta’s strengths are in the dynamics and the engine – basically, in driving it! It’s reasonably quiet, it’s smooth, it handles well, it performs much better than you’d expect from a 1·25 litre engine and it sips petrol, too. It’s major weakness is how the engine behaves with the air conditioning switched on and the fact that it looks dull and boring. The handling issues I’ve discussed above are more associated with the nut driving it than the car and could almost certainly be dealt with by a change of tyre or (more sensibly) the driving style.

Against this, the Ka drives almost as well. Sure, there’s a shortage of breath from the Endura-E from over around 4,000 rpm, but below 3,000 rpm the Ka is much easier to live with. The Ka’s throttle response is better across most of the rev range, too.

The two Endura-E powered Fiestas that I’ve borrowed have both been the base model, but the one I’ve had the opportunity to hoon was equipped with Armstrong 165/65/13 tyres up front (and Pirelli P300s at the back), which subjectively felt rather more grippy than the Firestone equivalents. Despite having less power and torque, with more front end grip the Endura-E powered Fiesta doesn’t feel especially disadvantaged at roundabouts and on a twisty road compared with the 1·25 model. However, Ford have dulled-down the accelerator response in the Endure-E powered Fiesta compared with the Ka, and it’s also quieter too (although this may be associated with Kermit’s Janspeed back box), so the car feels sluggish in comparison unless you’re deliberately extending.

To look at, the Ka still looks modern and funky, whereas the Fiesta looks – well I suppose like a Fiesta. It doesn’t excite, but by the same token it doesn’t offend, either. It’s just . . . plain Jane. The same can be said about the interiors: the Fiesta is conservative if more comprehensive.

As I’ve laboured elsewhere in this website, I do like the 1·25 litre Zetec-SE engine and it would suit a sportier bent Ka very well (with perhaps slightly lower gearing), but as a package, I still prefer the Ka!