Mark Five Fiesta

Overview

The mark five Fiesta was launched in 2003 and represents quite a leap forward for the Fiesta. Ford have built upon the previous generation Fiesta and the newer model improved upon the already excellent dynamics, but offers a more mature interior and lots more room.

The evolution of the Fiesta is important to Ka fans because, as I explain in my Ka Overview, the Ka uses Fiesta bits. Is the new Fiesta evidence of what is to become of the Ka in the years to come?

In 2006 this question was answered when Ford announced the joint venture between themselves and Fiat to produce the 2008 Ford Ka side by side with the Fiat 500.

Engines

This generation Fiesta was originally launched with the 1·3 Duratec 8v, the 1·4 Zetec-SE (now called the Duratec 16v) and the 1·6 Zetec-SE. However, Ford re-introduced the 1·25 Zetec-SE when they were unable to build enough of the 1·3 Duratec 8v engines for the 2003 Ka. Later on, Ford added the 1·4 TDCi, the engine that we have considered for Kermy. I’ve yet to sample the Fiesta ST150.

All engines that I’ve tried offer smooth, unruffled cruising and are mated to the IB5 transmission, which feels great in use.

The 1·25 Zetec-SE (now called the Duratec 16v) is the version I have the most experience of, and after enthusing over its peppy performance in the previous generation Fiesta, in this generation the engine is rather disappointing. The gearing is low enough and is broadly similar to the Ka with the 4·06 final drive (for the geeks out there, the 1·25 Fiesta uses a 4·25 final drive but the wheel and tyre combination has a circumference approximately 6% greater than the 1·3 Ka), but as I’ve discussed elsewhere that little engine thrives on revs. Ford have worked on the engine to improve the low down response (perhaps they read my mark four Fiesta extended roadtest?) but the engine still feels sluggish unless you are prepared to use all available engine revs. Performance is surprisingly good over 4,000 rpm, and the engine pulls well to the 6,500 rpm limiter. Maximum power output is 75 PS and torque peaks at 110 Nm.

The 1·3 Duratec 8v uses a longer final drive ratio, the 3·82 unit, so although the engine produces significantly more torque lower down in the rev range, some of the benefit of this is robbed by taller gearing. Drive the 1∙3 back to back with any of the Duratec-16v engines and it has a quite different character. Overall, whilst the 1·3 Fiesta is slower than the 1·25, it’s more flexible and requires less frequent downchanges.

The 1·4 Duratec 16v also uses a taller final drive compared to the 1·25 but the engine has the necessary torque to provide for better acceleration right across the speed range. Whereas the 1∙25 has a keener feeling as you rev it harder, the 1·4 never really comes alive in quite the same way. This makes it a better choice for some drivers and a poorer choice for others. It’s a better compromise of an engine and is only marginally thiristier than the 1∙25 or 1∙3 donks. This is the only real criticism.

The 1·6 Duratec 16v is a superb piece of kit. In this generation Fiesta it is somewhat hindered with tall gearing but the engine delivers respectable low down torque and performance is much more laid back compared to the smaller engines. Again it is slightly thirstier than the 1∙4.

The 1·4 TDCi works well in the Fiesta and I’m pleased to report that Ford have also introduced the 1∙6 TDCi too. The 1·4 uses the eight valve version of the TDCi (essentially the PSA Group’s HDI engine). Unfortunately, Ford use the IB5 gearbox with both TDCi models, which is rated to handle approximately 140 Nm of torque (and the 1∙4 TDCi produces 160 Nm). To this end, Ford have modified the HDI engine. It uses a torque limiter in first and second gears and turbo boost is progressively built up in the higher gears. This is detrimental to overall performance, especially if you drive a Peugeot 206 1·4 HDI back to back with the Fiesta.

Handling and Ride

Entry level Fiestas sit on 14” rims wearing 175/65 tyres, moving up to 195/50 on a 15” rim or 195/45s on a 16” rim.

All Fiestas sit comparatively high compared to the previous generation car and if you looked at one, you might think that the handling will be ruined by this. You probably won’t be surprised that the ride is nicely supple at low speeds. Indeed, it can feel a little bit underdamped over rural rough roads but it’s never harsh on 14” wheels, unlike the previous generation machine. Ford’s use of a higher profile tyre is to blame.

The good news is that this supple ride is not detrimental to handling. Even the base models are remarkably quick to change direction, better than the previous generation Fiesta, Ka and Puma. As you move up the range so the cars’ responses improve. Whilst there is some body roll it is very much kept in check.

In short, the Fiesta drives very well indeed. This is a car that is engaging to drive across a variety of roads, offering a supple ride on the motorway with sharp responses for back roads.

Interior

In some respects Ford have hit the spot with the mark five Fiesta’s interior, but many aspects leave me cold.

Starting off with the dashboard, it looks and (for the most part) feels rather “VAG” to me. So there are plenty of dark, sombre plastics (lightened up by the stereo controls). If I wanted a dowdy interior I’d buy the Polo.

Still, everything is well laid out and controls fall into place, the instruments are clear and easy to read. Ford use analogue gauges for the tachometer and speedometer and LCD displays for fuel and engine temperature. It has a more comprehensive set of instruments compared to the Ka but it leaves me cold. There’s little character.

I’m going to take this opportunity to moan about the engine coolant temperature, too. Ford have followed the herd and the gauge shows you what the ECU thinks you should know, that is, if the engine temperature is acceptable or not, rather than what the temperature is. There’s a subtle difference and for the most part, one doesn’t need to know what the actual temperature is. It would only be beneficial to know what the temperature should the engine be at risk of overheating and with the right gauge, the driver would see this before it becomes a problem. Ford’s approach means that the gauge tells you if the engine is cold, at normal temperature, or overheating and there’s little distinction between the three. It offers little functionality over and above the Ka’s flashing overheat warning lamp and in my opinion a bit of a waste of a gauge.

The car does have one fairly major flaw, which is shared with many similar small car designs. When looking over your shoulder to check the blind spot the view is, err, well, compromised – as this picture illustrates.

Moving away from the dashboard and the drivers’ seat, there’s a respectable amount of room in the Fiesta both front and rear although the boot is a little bit disappointing. However, there are some excellent little touches. The rear passengers, usually discounted by manufacturers of small cars, benefit from door storage bins. This is especially welcome if you have kiddies since they make for great bottle holders.

In terms of build quality, most of the interior plastics and trim feel solid but it’s no great advance over the previous generation Fiesta. Things look more solid.

Exterior

As I reach this part of the review, I’m struggling to find something positive to write about the Fiesta’s exterior. I can summarise it with just one word, “dull.” The car makes a statement by not making a statement. It does have more than a passing resemblance to the Focus and Mondeo, but it looks rather watered down. This, I suppose, is what the Fiesta is designed to do. If customers want a funky looking machine they’d buy the Ka.

There are few neat little details, but whereas the Ka has cute standard headlights the Fiesta just has big headlights.

Verdict

The new Fiesta has a lot going for it. There’s a good choice of engines, it drives well, there’s plenty of interior space and the styling is inoffensive.

There are also aspects to dislike. The view when checking over ones’ shoulder is poor. The styling is bland. I do like it, but I don’t prefer it over and above the Ka – it’s too sensible. Probably.