Is small the next big thing? Dearborn Michigan based Ford Motor Company sure thinks so and has got the party (or in this case Fiesta) started.
Ford once again resurrects the Fiesta name, first used in the U.S. back in the late 1970s. This all-new, 2011, front-wheel-drive version is light years away from where tiny transports were in the bump-and-grind Disco era. Items like cruise control, push-button start, heated seating surfaces and traction control, nuances, once never associated with a subcompact, now are in demand and available in Fiesta. With crisp handling and sporty suspension, Fiesta is a driving darling in a surprisingly competitive wave of worthy diminutive rivals.
Small has matured nicely and, dare we say, is now desirable. One reason is gas mileage. Fiesta's frisky 1.6-liter, 120 horsepower global engine provides an estimated 30 miles per gallon in city travel, and a once unheard of 40 mpg highway with standard five-speed manual transmission, one of the highest non-hybrid cars on the road. For comparison sake, Scion's subcompact xD registers 26 mpg and 32 mpg highway while the well-regarded Honda Fit tops out at 28 mpg city and 35 mpg highway. Our six-speed automatic ($1,070 extra) tester registered 29 mpg city and 38 mpg highway. The 120 horses reside in the same neighborhood as the Kia Soul and Nissan Versa (both with 122 horsepower.) Weight-saving enhancements such as electronic power assist steering (E-Pass) help stretch fuel life. As with most newer Blue Oval products, a capless fuel end allows the filler nozzle to penetrate a self-sealing barrier when feeding the diminutive 12-gallon tank. Once removing the nozzle, simply close the circular body-color door and be done.
While the 2011Fiesta is all new to the United States, it previewed across the pond two years ago with outstanding results. During the first quarter of 2010, Fiesta was the best selling car of any size in Europe.
As with Ford's next-generation compact 2010 Focus, Fiesta is available in both sedan and wagon body styles. At $13,995 (including destination charge), the Fiesta sedan is the lowest-priced vehicle in Ford's North American lineup. The five-door wagon starts at $15,795. Sedans sport three trims (S, SE, SEL) while the wagon scoots by with two (SE, SES). All include a class-leading seven air bags (driver's knee and side-curtain bags included), four-wheel anti-lock brakes, electronic stability control and rear safety locks.
To keep pricing at rock-bottom levels, the entry S utilizes manually-operating windows, cloth interior and survives without a CD player, satellite radio or automatic transmission option, but a rear window defroster and air conditioning are along for the ride.
Chantel Lenard, Group Marketing Manager for small and midsize vehicles at Ford, predicts Baby Boomers (as downsizing becomes attractive) and Millennials (affordability factor) as two key Fiesta buying groups.
Our top-line SEL sedan tester with extra standard features including Ford's Sync voice-activated connectivity system (connecting together phone and sound nuances for easier use), larger 16-inch premium aluminum wheels (15-inch tires are standard in SE), power windows and heated side mirrors, came with a $16,320 bottom line. In addition to the power shift six-speed automatic transmission, the only other option listed was the $795 upgraded comfort package (heated first row seats, keyless start and deck lid molding) bringing the bottom line to $18,860. Our tester represented one of the most tricked-out 2011 Fiestas available. About the only extra missing was an available moonroof.
Inside, Ford paid special attention to reduce wind and outside noises from cabin entry. Techniques include extra insulation on the A,B and C pillars, front door seal treatment and acoustically-laminated windshield angled to create a deep top dash surface. The result is one of the quietest cars in the segment. As with many newer cars, Fiesta's dashboard utilizes soft-touch materials rather than cold, hard plastic, but those soft touches don't extend to the side doors. The seating position is a pinch low for my liking and with seat cushions tilting towards the softer side. With more-than-generous head room, a half-an-inch adjustment north could benefit the aging baby boomer (of which I'm a card-carrying member) group.
All models come with a four-inch center console multifunctional LCD message window (with welcome top-side sun visor) easily viewable by all riders. Beneath is the sound/communication system with push buttons reminiscent of a cell phone key pad integrated into a wing-shape background. Three easy-to-use dials below control ventilation functions; a large center circle with direction choices (an a/c button is in the middle) flanked by smaller temperature and fan speed dials. The steering column's right side includes a dual-speed front windshield wiper control that sometimes blocks easy access to the electronic power start button.
Three inline cup holders (one primarily for row two) reside in between the manually-adjusting bucket seats along with the hand-operated parking brake. Beverage holders are molded into the front doors as well. In back, head and leg room is not as plentiful as in row one, but adequate for most folks. The narrow rear door opening necessitates a bit more body torque to maneuver inside than larger sedans. As with most subcompacts, two adults fit perfectly well, three would resemble circus clowns packed inside. The instrument panel includes two independent analog gauges piercing back at the driver like a pair of sultry eyes (protected by a sun-blocking visor above). The SEL's leather-wrapped three-spoke steering wheel has a comfortable texture with standard cruise control at 3 o'clock and secondary sound buttons at 9 o'clock (optional in SE).
A high rear deck design and deep inside reaches make the trunk seems larger than its official 12.8 cubic feet of cargo volume. A temporary spare (notable since standard equipment spares are becoming increasingly rare) resides below the flat floor. Second-row backrests fold down (with a push of an inside tab near headrests) with a 70/30 split for greater versatility. If tall packages are stowed, make sure to position them out of the grasp of the goose-neck hinges which could squash them.
One item Fiesta goes without (at least during its first year) is steering wheel paddle shifters found in some rivals. Those who need conventional in-dash navigation screen to reach point B from A need to look elsewhere (although Sync, standard in SEL and optional in SE, is capable of providing some audible assistance).
Fiesta's exterior includes an inverted trapezoid front lower air dam with a small vertical tri-bar grille (Blue oval front and center). Elongated cat's eye headlight housing stretches up along the sides fenders to the wheel wells narrowing the hood's nose. A rising front-to-back side belt line provides an aggressive look. Blinker bands molded into side view mirrors keep those traveling along side aware of a driver's next move, a nice feature on a subcompact. Large square rear window and four side windows provide excellent visibility. Another welcome sight are standard concaved corner inserts, allowing a better scan of side blind spots. Larger vehicles should take notice.
Fiesta's suspension gets tuned for a sporty, rather than relaxed ride adding to sharp-handling characteristics. For pure driving pleasure, Fiesta easily rates as a top subcompact choice although when flooring, expect a second-or-two of hesitation before the engine kicks into rythum. This impressive engine is built to conserve fuel, not compete at Indy. When pressed into action, the brake pedal has an even feel, with short foot travel. It's not the lowest-priced subcompact, but considering all the safety features and fuel-saving technology, the extra outlay is worth the investment. Fiesta's powertrain warranty coverage is for five years or 60,000 miles. Fiestas for the U.S. market are assembled in Mexico.
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