2011 Ford Fiesta Expert Review:Autoblog
With over 750,000 Fiestas floating around Europe and a highly-successful social media campaign (if one can quantify such a thing) under its belt, the 2011 Ford Fiesta is nothing if not overexposed. And we've driven it. Thrice. So is there really anything left to learn?
As a matter of fact, yes.
The Fiestas we've sampled over the last year have all been European-spec models, which had us constantly questioning whether Ford would neuter its soon-to-be least expensive offering on its way to U.S. shores. After two days of fruitful flogging on the roads surrounding San Francisco, those concerns have largely been laid to rest. However, like any inexpensive conveyance, it's all about compromise. But Ford has managed to restore some balance to the B-segment while putting the rest of the subcompact class on notice.
Photos by Damon Lavrinc / Copyright ©2010 Weblogs, Inc.
Party in the Front, Bore in the Back
Derrick Kuzak, Ford's Vice President of Global Product Development, calls the Fiesta the "embodiment of Kinetic Design" – the design aesthetic imbued into all of Ford's offerings in Europe. In U.S. trim, the Fiesta hasn't changed since making its trek across The Pond. The front fascia is still an attractive amalgamation of creases, strakes and chrome, with headlamps that sweep back over blistered fenders, a gaping lower grille and a set of mirrored side intakes fitted with vertical LED tubes that glow brightly even in a harsh afternoon sun.
In both four-door sedan and five-door form, some of the dynamic styling that punctuates the front has been lost in the rear. It's not unattractive by any means, it's just simply forgettable at first glance. Both models come with a standard rear spoiler and an organic pleat surrounding the taillamps, while the hatchback's massive, high-riding triangular lights are replaced on the sedan with smaller units and a subtly arched trunk. And if you're curious if we'll get a crack at the Euro-market three-door, don't hold your breath – Ford has no plans to bring the squat hatch to the U.S. However, Ford is offering vinyl exterior graphics, aping a bit from the subcompact design heroes at Mini.
An Anti-Apple Interior and a Technophobe's Nightmare
If you're at all put off by The Convergence – the conjoining of your car and your media player/smartphone/electro-crack – the Fiesta (or any of Ford's recent SYNC-equipped offerings) isn't for you. However, if you revel in your connectivity, the Fiesta is two-and-a-half steps beyond anything in its class. As per usual, the SYNC system is a voice-activated breath of fresh air once you've paired your devices, and it includes a new system developed by Airbiquity that uses your phone's voice line to transfer weather, sports and news to the infotainment system so you won't incur excessive mobile data charges.
While the center stack comes across as overwrought and complicated at first blush, the learning curve isn't as steep as you might assume. However, the ergonomics and general functionality leave a bit to be desired. Because of the steep angle of the instrument panel, the directional controller just below the CD slot is a pain to push – particularly when trying to move up through the menus – and the contextual "soft" buttons, which change their functionality depending on the mode selected, at the bottom are baffling at first, second and third use. The same goes for the push-to-reset tripometer that requires you to hold it for nearly five seconds while it plays a superfluous animation in between the two large, legible gauges. Then there's the dash-mounted doorlock button that suffered a programming error leaving us locked-out of a running Fiesta before the cavalry arrived.
Like other Ford applications, the steering wheel buttons simply work, as do the Fiesta's deceptively straightforward climate controls and... what's that? Optional heated leather seats? In a sub-$20k subcompact? Score.
Other features of note include a deeply recessed four-inch display mounted front and center on the soft-touch and nicely textured dash (too bad the trim on the doors doesn't match up in quality) and seven interior seating options. However, one place where the Fiesta falls flat is in rear seat accommodations – if either the driver or passenger are more than average in height, rear legroom goes from minimal to nonexistent.
Satisfaction, Thy Name is Solidity
If there's any overarching sensation in the new Fiesta, it's the exceptional feeling of solidity from behind the wheel – most of the competition feels like cardboard boxes left to rot in the rain by comparison. According to FoMoCo, the combination of sound deadening material and extensive acoustic tuning yields the lowest wind noise rating in the segment, and topples the best-selling Toyota Corolla (from the next class up) with its nearly nonexistent interior rumble.
That same sensation is transmitted through the front struts and 16-inch wheels to the electric power-assisted steering, which proves suitably communicative, despite a slight layer of disconnection.
The 1.6-liter, Ti-VCT-equipped Duratec four-cylinder engine, standard on all Fiestas, is easily class-competitive, churning out 120 horsepower at 6,350 RPM and 112 pound-feet of torque at a lofty five-grand. Even with an additional 100 pounds weighing it down compared to its European counterpart (curb weights range from 2,537 pounds in five-door, manual guise to 2,628 pounds for the auto-equipped sedan), it easily matches up to the segment stalwart Honda Fit (2,489 to 2,615 pounds, depending on spec). But if there were ever a vehicle in need of an EcoBoost injection, the Fiesta is it.
It's not so slow and underpowered as to be rendered unsafe, but there were more than a few moments when an extra 20 horsepower would've evolved the Fiesta from barely adequate to merely motive. And the extra grunt would've surely been a better match for Ford's Powershift six-speed transmission.
With the Fiesta's five-speed manual gearbox, the throws are long and defined, with a mid-point clutch take-up that's clear, if not crisp. But in this segment (and in this country), the twin clutch is likely to be the gearbox of choice.
Ford's first application of its all-new Powershift six-speed delivers those headline grabbing fuel economy figures of 30 miles-per-gallon in the city and 40 on the highway. Amazingly, based on what we experienced, those EPA estimates aren't far off. Over the course of our drive, including some hairbrained back-road bombing, we averaged well over 30 MPG. One colleague managed similar numbers with three passengers and a hundred pounds of camera gear in tow. Impressive, to say the least.
What's not so hot is the DCT's hunt-and-peck ratio delivery and its lack of any manual settings beyond Drive or Low. With six-speeds available in theoretical lightning-quick order, the absence of paddle shifters (or, at the very least, some kind of sport-shift setup on the transmission stalk) seems like a massive oversight. We're well aware that keeping costs low was of paramount importance, and Ford has delivered with a starting price of $13,995 for the four-door sedan and $15,795 for the hatch, but we wonder how much the MSRP would've been boosted with the addition of some kind of shift-your-own mechanism for the auto 'box. Our lasting impression was to stick with the stick, but we won't entirely dismiss the Powershift until we've lived with it for more than 100 miles and possibly adapted our driving style to suit.
Detroit does Euro-tuned... or something
Making our way outside the city, where the Fiesta's compact dimensions, quick steering and solid ride were a welcome departure from other soft subcompacts, we dare tread into the hills to see if the Fiesta's handling had been mangled on the boat ride over.
With a twist-beam rear suspension – par for the class – and slightly stiffer springs, front bushings and retuned dampers, the Fiesta leaves little to be desired through the twisties. A taut suspension that – combined with the aforementioned solid sensation – delivers above-average handling and minimal body roll. Chucking the Fiesta through the bends is surprisingly rewarding and equally forgiving, predictably giving up front grip before the tires chatter towards understeer. Your average subcompact shopper isn't going to find those limits too quickly, but when they arrive – even with a few daft mid-corner throttle lifts – the Fiesta responds as expected. And while the lack of grunt might be an issue merging onto the freeway or slogging up a hill, the Fiesta remains true to its roots – a momentum car that behaves accordingly.
Betting on the B-Segment
Ford's taking the long view with America's subcompact class, projecting that small car sales will make up 42 percent of the U.S. market in the next two years. The company's tack is to offer consumers everything they've grown accustomed to in larger cars – from class-leading entertainment systems to advanced safety features – and distill them into a smaller package. Downsizers are one market the Blue Oval is after, but twenty-somethings lacking small car prejudice are key to the segment's growth.
The relentless multimedia run-up to the Fiesta's on sale date this summer might have left the Fiesta overexposed, but judging by our encounters, the attention seems warranted. As the opening salvo in the Blue Oval's "One Ford" initiative – developing vehicles for global consumption and finally giving U.S. consumers the good stuff we've been craving from afar – the Fiesta stands in stark contrast to subcompacts of yore, and comes with a feature count and driving experience that's sure to send some of its competitors back to the drawing board. If this is the future of Ford, then the sun shines bright on Dearborn, and if an EcoBoost Fiesta is on the horizon, Ford stands a chance to sit atop the B-segment mountain until the rest of the pack catches up.
Photos by Damon Lavrinc / Copyright ©2010 Weblogs, Inc.
New Car Test Drive
All new Fiesta brings new life to an old name.
The all new 2011 Ford Fiesta resurrects a legacy nameplate in the Blue Oval family with a sparkling new sedan and hatchback that sport new technology inside and underneath. The result is a car that today's newly arrived urbanites should find perfectly fitted to their needs, wants and comforts.
Inside, the Fiesta breaks new ground in the mobile multimedia market with a voice activated infotainment system that augments the traditional AM/FM/CD/MP3 stereo with audio and podcasts streamed into the car's sound system via a Bluetooth link to a smart phone. Non voice audio controls and for creature comfort settings revert to basic knobs and buttons that are sized and arrayed for ease of use with minimal distraction from the driving task.
Comfortable seats have enough side and bottom bolsters to keep occupants properly positioned, but gingerly, without obstructing ingress and egress. Quality of interior materials is either on a par with or a tick or two above the expected standard for cars in the new Fiesta's class. Ford wants to boost this even further, too, with something not commonly found on cars in this size and price class: Leather seating surfaces and heated front seats are optional on the top of the line sedan and hatchback.
Underneath, the Fiesta introduces a new transmission technology as an option to the Fiesta's standard, 5 speed manual gearbox. This is a 6 speed, twin clutch, automated manual that operates like an automatic but with the fuel economy of a manual transmission. This offers what approaches the best of both worlds for people who like driving but live a city centered life: not having to deal with a clutch pedal but enjoying authentic manual transmission gear changes and the traditionally better fuel economy of a row your own gearbox. Evidence of this latter benefit is the EPA estimated, city/highway rating of 30/40 miles per gallon for the 6 speed against 29/38 mpg for the 5 speed. Normally, an automatic would come up two or more mpg short of a manual.
The new Fiesta feels right at home running around town and on weekend errands. It slips conveniently into fleeting gaps in stop and go urban traffic and into space limited parking slots. Its 120 horsepower, 1.6 liter engine will take the daily commute in stride. Ride is smooth. Wind and road noise is decently muted. Steering feel is certain. Corners taken at responsible speeds reveal little body roll. This means it'll also handle quite well a relaxed Sunday drive to the coast or to a family gathering.
The two body styles make distinct statements. The sedan is an interesting combination of an American style econobox with softened edges and a high rear deck (trunk lid). The hatchback presents a more satisfying, Euro like profile, with nicely wedged side character lines and an almost sensuously rounded posterior. Choice is in the eye of the beholder, but both are pleasant and more than competitive in today's design conscious new car market.
Manufacturer's suggested retail price of $13,320 for the base 4 door sedan and $17,120 for the top level, 5 door hatchback make the 2011 Fiesta competitive in the financing side as well.
The 2011 Ford Fiesta comes as four door sedan or five door hatchback. All have the same 120 horsepower, 1.6-liter, four cylinder engine. The standard transmission is a 5 speed manual. Optional on everything but the base sedan is a 6 speed, twin clutch, electrically shifted, automated manual ($1,070).
The Fiesta S sedan ($13,320) comes standard with air conditioning; cloth upholstery; 60/40 split fold down rear seatback; four speaker, 40 watt AM/FM stereo with audio input jack; power door locks and outside mirrors; carpeted front floor mats; rear seat heat ducts; cloth door panel trim. Steel wheels with a six spoke hubcap wear 185/65R15 tires. An option package adds a CD/MP3 player, remote keyless entry, auto lock doors ($495).
Fiesta SE ($14,320) comes with the Fiesta S option package content plus upgraded upholstery; metallic painted interior trim accents; power windows; trip computer; and 195/60R15 tires on aluminum alloy wheels. Option packages include SYNC entertainment center with six speakers and 80 watts, redundant audio controls on the steering wheel and USB equipped center console ($665), and a sport appearance group ($815) that includes painted aluminum wheels, cruise control and deck lid spoiler.
Fiesta SEL ($16,320) has everything that was standard and optional on the S and the SE plus rear seat floor mats; seven color ambient lighting; a second, rear seat auxiliary power point; auto dim rearview mirror; SIRIUS satellite radio; and leather wrapped steering wheel. Fiesta SEL comes with 195/50R16 tires on aluminum alloy wheels. One upgrade option group is offered, with chrome external trim, heated front seats, perimeter alarm and keyless door unlock/pushbutton start/stop ($795).
The Fiesta hatchback has two trim levels, the SE ($15,120) and the SES ($17,120). Standard equipment on the SE hatchback tracks the SE sedan's, as do the available option groupings' content, save for the sport appearance group ($575) because the hatchback comes standard with a spoiler. Fiesta SES is equipped similarly to SEL.
Stand alone options for the SE sedan and hatchback include a power moonroof ($695); SIRIUS satellite radio coupled with seven color ambient lighting ($370); carpeted rear floor mats ($35); and heated front seats and outside mirrors ($195). The Super Fuel Economy Package ($795) comprises cruise control, partial grille blockers, side air deflectors, underbody shields and 195/60R15 T-rated (low rolling resistance) tires. (Ford hasn't released official estimates for expected fuel economy increases, but independent studies suggest T-rated tires can cut fuel use by between 1.5 percent and 4.5 percent.)
Options for SEL and SES include leather seating trim ($715), power moonroof and special exterior paints. Four graphic body trims ($150). The SEL can be tricked out with a ground effect lower body kit ($700), and a more aggressive, Euro style rear spoiler can be added to the SES ($295).
Safety equipment that comes standard includes seven airbags, with dual stage frontal, front seat side impact, side curtain and driver knee; antilock brakes; electronic stability control; tire pressure monitoring system; and child safety seat anchors (LATCH).
Looking at the 2011 Fiesta profiling proud in a parking lot, certain telling descriptors come to mind. Exaggerated wedge. Overdone side sculpting. Yawning grille. Bustle (sedan). Proper proportion (hatchback). Hyped fender arches. Busy shapes. Some of it's good. Conversely, some of it isn't.
Ford's stylists describe the lower grille opening as a reverse trapezoid. Bottom-feeding catfish fits, too. The body colored treatment of the hatchback's upper grille is a better fit for the car's proportions, and market position, than the Ford Fusion themed horizontal chrome strips on the sedan. The geometrical exercises that frame the LED driving lights on the uplevel models conflict with the otherwise, flowing round shapes of the front fascia and the double creased fender arches. Eyed head on, the stance is solid, with the front tires visible outside of the leading edges of the fenders.
Viewed from the side, what's forward of the sedan's C-pillar (the vertical frame behind the rear side door's window) looks right. The front wheelwell arch may overwhelm the tire and the parallel character lines on the upper and lower door panels a little too sharply creased, but the silhouette shows a relatively fast windshield, wraparound headlights that minimize the front overhang and a good balance between body and window. From the C-pillar aft, however, something's out of line or of alignment. Either the backlight (the rear glass) is too round or too fast or the deck lid is too short (which also means a small trunk opening). It's as if that part of the sedan belongs on a larger car.
The side hindquarters of the hatchback, on the other hand, share none of this uncertainty, with all the lines, even the brazen character slashes on the doors, coming together in a shapely collection of complementary facets. Perchance this is because the hatchback is some 13 inches shorter overall than the sedan. Whatever, it's a tauter package and a better fit for the wheelbase (distance between the wheels, front to rear), which is the same on both models.
The posterior of the sedan is econo car generic and wouldn't look out of place on any number of Pacific rim import brands. The chrome strip topping the license plate recess gives the trunk lid a touch of class. The black valance panel across the bottom of the rear bumper helpfully reduces the visual mass. The hatchback's vertically arrayed taillights brace the liftgate, which is hinged far enough forward that opening demands minimal space behind the car. The spoiler perches atop the rear window like an eyelid. The lip running the full width of the liftgate ties into the upper side character line and gives some heft to the lower portion of the liftgate, contrasting well with a black lower valance slightly more prominent than the sedan's.
If there was a guiding credo for the designers assigned to craft an all-new interior for the 2011 Fiesta, it was to focus more on entertaining than informing. How this affects the driver's focus on the primary job of driving a car may be subject to debate, but clearly, at least as far as the new Fiesta is concerned, Ford has chosen its side.
The dominant feature of the dashboard is not the instrument panel, with its analog speedometer, tachometer and fuel gauge, but the center of the dashboard. Ford says the array of infotainment controls housed in a brushed metallic pod and topped by a deeply hooded data screen was intended to evoke thoughts of a PDA or a smart phone; one also might think of the Starship Enterprise or something along those lines. This infotainment system is a centerpiece of the Fiesta's market strategy. The Fiesta's voice activated SYNC system uses its Bluetooth capability to link up with a smart phone to access certain internet streaming services, including FM like sites and podcast providers. While the idea may be new and the system may function reliably most of the time, it does rely on cell phone coverage, users should be forewarned that when it's connected to those internet streams, the clock is ticking on that same cell phone's monthly minutes.
Good thought is apparent in most of the ergonomics of the multimedia control panel, with easy to read and finger sized buttons and knobs. One questionable juxtaposition is the proximity of the central door lock/unlock button and the emergency flasher activator, where the former is stacked right on top of the latter. This will require careful aim in dark of night when proper choice between unlocking doors and activating the flashers is most urgently needed. One more is the placement of the USB slot in the center console within spill or splash distance of the conjoined, three pot cup holder.
Another awkwardness is the placement of the power mirror control knob on the upper door trim next to the latch handle. Having this on a flat plane at right angles to the driver's seat forces an almost painful twisting of the wrist to adjust the mirrors. But climate controls, which are tucked up under the overhang of the infotainment pod, are comforting in their plainness. The triangulation of the shift lever, steering wheel and pedals fit well a 98th percentile male and a 85th percentile female.
Seats are comfortable and minimally bolstered, which is good for ease of ingress and egress and quite adequate for the Fiesta, which really doesn't invite vigorous driving. The Fiesta is rated as a five passenger sedan, but if those five are adults, the fifth better be short and extremely thin. The front seats boast enough room for a six footer, but in that circumstance, knee room for the person behind is cramped, especially vis a vis the immediate competition; both the Honda Fit and the Toyota Yaris have at least four inches more rear seat legroom than the Fiesta. The Fit's back seat also is more than two inches wider than the Fiesta's.
Operating the Fiesta hatchback's 60/40 split, fold down rear seatback is more than a little hassle; the head restraints have to come out for the seatback to clear the back of the front seat, and due to the low ceiling, the seatback has to be folded half the way down before they can be removed. No doubt some owners who regularly make use of the 26 cubic feet of cargo space with the seatback folded may end up leaving the rear head restraints on a shelf in the garage; for safety, make sure they're in place when someone sits back there. The Fiesta's 26 cubic feet of cargo space is just half of what can be found in the Honda Fit (57.3 cubic feet) and Nissan Versa (50.4 cubic feet).
Forward and side visibility is about average for the class. The small, triangular, fixed windows at the base of the A-pillar add an airiness to the forward vision. Rear visibility in the hatchback pays the price of that aforementioned taut styling, with kind of a tunnel vision effect from the inward tapering of the rear quarter panels and C-pillar. This is one area where the sedan is superior.
Interior fabrics and materials are neither rich nor cheap, save maybe for the headliner, which is kind of like sheared mouse fur. Seat upholstery feels durable, at least the test vehicle SEL's uplevel fabric; static time on the optional leather suggest its price point is about right. Major portions of the dash have a soft touch covering, but the way that part and the other fit and look together, with their different textures and contours, does not flatter. Our test cars were pre production models, and we expect the final production models to have tighter tolerances between trim and dash panels.
Ford is targeting the 2011 Fiesta at the urban/suburban market, and the first charge up a freeway onramp confirms the carmaker has succeeded. Once it gets up to speed, it'll run with freeway traffic, cruising reasonably comfortably at 70 mph and 80 mph. Hit a slight grade, though, or undertake an overtaking when running 10 mph or 15 mph slower, and the limitations of 112 pound-feet of torque become obvious.
We found ride quality in the Fiesta SES to be comparable to that of other subcompacts. Steering response was what was expected from the wheel and tire package, that is, not especially sharp but still sufficiently precise that there were no surprises. Driving it to the limit of grip, we found understeer (where the car wants to go straight instead of turning), which was easily controlled. On freeway and two-lane alike, the 6 speed, automated manual transmission's gear changes were frequent and not always consistent or predictable, shifting down or up in some situations but then doing neither in virtually identical situations. As uncertain as the 6 speed's shifts were at times, it still would be our choice any time over the Nissan's continuously variable transmission. The Fiesta's shifts when executed were quicker and more certain than in a regular automatic but not the equal of other, twin clutch automated manuals. Ford's box is unique, however, employing electric servomotors instead of the more popular, electronically managed hydraulics to effect the gear changes.
It's quite comfortable in its intended environs. Flitting around town, from the parking garage at work to dinner at the neighborhood bistro, the new Fiesta delivers everything as promised. Of course, those environs are where cell phone signal strength commonly is at its best and most constant, so the audio streaming in through SYNC is crisp, clear and full. It's tidy size lets if slip easily through narrow gaps in city traffic. Odd, seemingly whimsical shift points for the most part go unnoticed, as long as any impromptu stoplight grands prix are dutifully avoided. Also to be avoided is offering transit to any more than three people in addition to the driver. Likewise, it'll be quite competent for running over to the mall to pick up some kitschy frames for the latest classic cartoon cel addition to the collection. The shortage of truly usable cargo space militates against a stop at the gardening/hardware big box or warehouse store, however.
We noticed no brake fade after driving 30 miles on winding, two lane, hilly roads at a moderately aggressive pace, even though we saw a few wisps of smoke from the front brakes while stopping for a driver change.
Handling is easily controlled. We saw little body roll through the tight corners, the car maintaining a relatively flat composure. Powering out of those corners, however, did not shove our backsides into the seat cushion. On the other hand, over the 60-plus miles for that same drive, much of which was navigated with wide open or nearly wide-open throttle, the Fiesta managed 27.1 miles per gallon. That real world figure is in the neighborhood of the EPA's lower, your mileage may vary, city ratings for the Fit (27 mpg), Yaris (29 mpg), and Versa (28 mpg), but considering the equivalent EPA rating for the Fiesta is 30 mpg, that's a very respectable performance.
The 2011 Ford Fiesta is a fresh entry in an increasingly popular and important market, the small, fuel efficient runabout. It also shows smart thinking on Ford's part in the midst of a deeply troubled world economy, when building the same car, or nearly the same car, for most of the countries where Ford sells cars makes good economical sense. That the car works best where Ford wants it to sell the most is icing.
NewCarTestDrive.com correspondent Tom Lankard filed this report from San Francisco.
Ford Fiesta S 4 Door Sedan ($13,320); SE 4 Door Sedan ($14,320); SEL 4 Door Sedan ($16,320); SE 5 Door Hatchback ($15,120); SES 5 Door Hatchback ($17,120).
Cuautitlan Izcali, Mexico.
Options As Tested
6 speed automatic ($1070); Package 301A ($795) with keyless entry/push button start/stop, heated front seats and outside mirrors, chrome beltline and deck lid molding, perimeter alarm.
2011 Ford Fiesta SES 5-Door Hatchback ($17,120).
*The data and content on this web site is subject to change without notice. Neither AOL nor any of its data or content providers shall be liable for errors in the content, or for any actions taken in reliance thereon.