Owning one
Common faults
Although generally very reliable, you may
nevertheless notice a few niggles during Fiesta ST ownership. Early models,
plus some post-facelift cars have starting problems, needing a few turns of the
key to get going and juddering immediately afterwards. The fix is a Ford
software update via the ECU, and most will be rectified by now.
Common
faults
That said, all can feel jerky from cold,
and the transmission may be notchy, especially when selecting reverse. If the
clutch pedal feels floppy (not the clutch itself slipping) it could be due to a
loose washer - an official recall should have resolved the issue. Power-folding
mirror motors are known to get confused, alarms can be erratic (needing a
replacement module), heated windscreens stop working and alternators may fail
at low mileages.
Don't be surprised if a Fiesta's interior
starts to rattle or look shabby before too long - it's not the most hard
wearing of cockpits.
Wise investments
The most important job with a Fiesta ST is
to check its engine oil regularly. The Duratec 2.0 is renowned for consuming
oil at a rate of up to one liter per 1,000 miles-let it run low and you'll risk
the entire bottom end. The power steering (PAS) system can cause trouble, with
clonking hoses and the pump overheating after enthusiastic use.
Wise
investments
PAS tank relocation kits from the likes of
Pumaspeed, Jamsport and Auto Specialists make a big difference, and you could
also consider adding an oil cooler to the system too (which is cheap and easy
to source).
If you're planning a power hike, put money
aside for an uprated differential-the standard diff is the most common ST
failure seen by Jamsport, and in severe cases can wreck the entire gearbox.
You've been warned...
Insurance costs
Young drivers can breathe a small sigh of
relief. The ST sits in the relatively low insurance group 13, making ownership
an achievable prospect for youngsters, and a reasonable price for everyone
else.
Being a mainstream model, you'll be able to
acquire competitive quotes from the big insurers, but it's well worth trying
some of the more specialist insurance companies too, especially if your ST has
been modified. Specialists often want to ensure you're an enthusiast rather
than a 'boy racer', so club membership may help keep prices down.
If you're buying a Fiesta with a
dealer-fitted Mountune package, you may be able to source a slightly cheaper
premium than if you were to insure aftermarket modifications, so it's worth
emphasizing to your broker that the conversion was fitted from new.
Pleasingly, if you ask in the right places
you'll be surprised at just how little insuring a modified ST can cost - we
spoke to modified car insurance specialists Need to Insure - and obtained the
following quotes
Modifying one
Forced induction
Forced induction is an incredibly popular
upgrade option for the Fiesta ST, and it's easy to see why - standard internals
will take up to 300bhp, and kits are available off-the-shelf for adding a
supercharger or turbo.
Forced
induction
Jamsport's Rotrex centrifugal supercharger
conversion is well- proven, having been around for four years now. It's fine
for a stock engine and ECU - when used with cams, remap and exhaust it will
double the factory output, or give even more when combined with uprated
internals and custom mapping. It still drives like a normally-aspirated engine,
too. Other supercharger kits are also available from other tuners too, and give
very similar and impressive results.
Turbo kits are also offered, which work
well with the aforementioned mods on a standard engine to boost the low-down
punch rather than the supercharger's outright power.
For more grunt, several ST owners are now
opting for a bespoke turbo setup, including goodies such as WRC-style tubular
exhaust manifold, Jenvey throttle bodies, big-valve head, different cams,
custom inlet plenum and so on. Of course, a forged bottom end is essential -
preferably 2.3 for the ultimate upgrade.
Transmission
The Fiesta ST uses Ford's common IB5
gearbox, which copes okay with most of what you'll ever throw its way.
The differential won't, though, and a
breakage can destroy the entire gearbox. So a Quaife ATB makes a great upgrade
and transforms the car's handling too. The viscous diff from an Escort RS Turbo
can also be persuaded to fit, but needs a fair amount of machining.
A standard clutch should manage 200bhp, but
for sprints, track days or more power you'll need extra strength - an uprated
paddle clutch or Helix organic clutch, at the very least.
For a beefier gearbox, look to Ford's MTX75
- essential if you're going down a big-power path. It's not a straight swap,
though, and will need modifications to the engine bay, along with a different
clutch plate to suit the input shaft. You' II need that limited-slip
differential now too.
Engine
Remove the ST's restrictions, and the
tuning potential is huge. Start with an induction kit - K&N's 57i is spot
on, as is the Pipercross or Mountune CAIS. Follow with an exhaust (Milltek or
Piper and de-cat/sports cat is recommended), ideally with four- into-one
manifold in place of the standard manifold and flexi.
Engine
Add a remap and you'll see 170bhp - try a
Dreamscience or Pumaspeed handset (or similar), or consider a live map from the
likes of Jamsport, Collins Performance, Revo, Pumabuild or Demon Performance
Centre.
Uprated camshafts are next, preferably
accompanied by a performance inlet manifold. The Cosworth '200'-spec cams work
well in a stock engine, along with a Cosworth or Mountune inlet plenum. Invest
in that custom remap and you'll see over 195bhp, with great drivability.
Staying normally-aspirated, throttle bodies
sound fantastic and give the magic 200bhp. Many kits require aftermarket
management but Dreamscience's FBW-200 setup works with the ST's factory fly-by-wire
throttle and reprograms the ECU.
Uprated internals make the most of a
throttle body conversion, with a ported cylinder head, heavy-duty valve
springs, higher-lift cams and a high-compression forged bottom end available
from many tuners.
Increasing capacity is also worth
considering. Jamsport are currently developing a stroker kit to increase
cylinder capacity of the original block, or you can opt for an American Ford
Ranger 2.3-liter block - a swap that allows you to use the standard
anciliaries, and can give close to 300bhp.
Brakes
Stock brakes are fine for road work, but
with decent pads (like Ferodo DS2500 or EBC Yellowstuff), braided lines and
good fluid they're adequate for tracks too - indeed, Fiesta Championship STs
run them.
Brakes
For bigger anchors fit Focus ST170 300mm front
discs with Mk3 Mondeo or ST170 calipers - again accompanied by quality pads and
braided hoses. This is a very rewarding upgrade that won't break the bank.
Focus RS Mk1 Brembo calipers and suitable
brackets will bolt on behind standard 17in rims, but you'll need spacers for
clearance. For the ultimate looks and ability, big brake kits are available
off-the-shelf. The K-Sport 330mm setup is decent value, but AP Racing four-pot
calipers or Hi-Spec's Monster 4/6 upgrades won't be beaten for performance - albeit
at a higher price.
On the back there's no need for anything
fancy, although uprated pads make an effective upgrade. You've also the option
of an ST170 carrier conversion, which retains the Fiesta caliper, but allows
you to fit 270mm discs.
Handling
The ST was universally praised for its
handling, developed by Team RS at the Nurburgring. It's great, straight out of
the box, if a little high, so to lower the stance, Eibach Pro springs are
ideal. Better still, for road use you can't beat a Bilstein B12 kit, comprising
monotube dampers and matched springs. It retains great ride quality and works
wonders through the bends.
Coilovers are ideal for the track day ST.
Most include coilovers up front and traditional springs and dampers at the
back. BCs are strong value, Avos are great too, as are ASTs, which many believe
be the best for an ST.
Uprated bushes are recommended to stiffen
up the chassis, along with a Whiteline rear anti-roll bar. Not to mention
rose-jointed bottom arms and a roll cage, if you’re particularly committed to
track driving.
Rear wheel spacers are a popular
modification, in 12.5mm or 20mm guise they improve the car's stance when
lowered and also aid handling significantly, and cost less than $60 from
Pumaspeed. You can also increase an ST's track by fitting wider offset wheels -
15in Pro Race rims are popular for track machines, whereas retaining 17s seems
to be the way to go for road users.
Finally, STs are fairly sensitive to tire
choice - Michelin and Yokohama work well for the road, or Toyo R888s on track.
