I know what you're thinking- how can a
three-cylinder 1.0-litre Ford Fiesta be exciting to drive, right? Well, I
thought the same thing until I actually sat behind the wheel, fired up its
petite engine and let it loose on the road. You see, the Ford Fiesta Eco Boost
isn't your average 1.0-litre: nope, this one's been paired with a turbocharger
and the overall results are quite remarkable - very much unlike the gutless
three-hangers we've come to know (and loathe). Furthermore, it's greener and
more economical than expected - with a CO2 rating of just 99g/km it
is greener, in fact, than a Toyota Prius. But can its revolutionary engine
withstand the rigours of the daily commute and torturous inclines of the urban
jungle?
Ford
has changed the conrods and pistons to increase the compression ratio, fitted
new exhaust valves and remapped the engine
Huh, is that an Aston Mar-teeny?
Viewed from behind, the freshened Fiesta
doesn't look any different from the previous one save for the refreshed
tail-lamps and Econetic Technology badge affixed to the rear hatch. Our test
car is painted in Candy Blue - one of twelve new energetic shades that, along
with the 15-inch 10-spoke alloy wheels, offset the car's delineations quite
spectacularly. Sadly, it's only offered in a pragmatic five-door layout but a
three-door will be available exclusively for the ST version. Move around to the
front and the design evolution is far more apparent with the biggest alteration
coming in the form of the new trapezoidal Aston Martin-like grille. First seen
on the Evos concept the seven-bar grille bestows the Fiesta with a premium
semblance, along with the front bumper, remodelled bonnet and tapered headlamps
that book-end the nose. Sure, this new styling recipe may not be to everyone's
taste bur it certainly helps the Fiesta s tick out from its conservatively
styled B-segment adversaries.
Interior
trim has been revised, and parts relocated
Centre of attention
Compared with the dynamic sheet metal, the
cabin is somewhat of an anti-climax. Apart from the redesigned door handles and
repositioned power window toggles there aren't any major changes to the facia,
switchgear and interior architecture, but the tactile finishes are of a decent
standard. Sure, the steering wheel could be chunkier and the facia could
benefit from some classier glossy inserts as seen on the Titanium-spec model,
but the overall design is still fresh and modern. Our Trend-spec model gets the
latest in-car gadgetry such as Bluetooth with voice control and USB
connectivity, which is harnessed through Ford's SYNC in-car entertainment
system. Another nifty feature is the programmable My Key system which allows
parents to restrict such things as top speed and audio volume when the car is
started with their youngster's coded key. Other features include the usual
throng of electronic safety devices, ISOFIX anchors and hill-start assist.
Sync
is Ford's latest connectivity system
Turbocharged trump card
Twist the key and the engine spins
imperceptably to life thanks to an all-iron block and strategic positioning of
the pulley and flywheel, which help counteract the natural vibration forces of
the three-pot application. Jus t a couple of metres are all you need to see -
and feel - why it's scooped the prestigious 2012 International Engine of the
Year award. It may be small in size but it's got quite a temper - especially
when driven with fervour. Put your foot down and the Fiesta scampers forward
with the immediacy of a naturally aspirated 1.8-litre - yep, no turbo lag here,
thanks to the quick-spooling, low-inertia turbocharger that can spin as much as
248,000rpm! The little blower helps the engine churn out 92kW and 170Nm of
rotational force (200Nm with over boost), which is sent to the front wheels
through a five-speed manual transmission, and the results are extraordinary.
