2011 Ford Fiesta Test Drive Review
Car tested: 2011 Ford Fiesta Titanium+ (Petrol and Diesel)
Price OTR Mumbai: Rs. 11,00,706/- (petrol), Rs. 12,27,502/- (diesel)
Exteriors – The new Fiesta has a kinetic design as Ford designers like to call it. The front get a hexagonal grille outlined with a crome strip and other area where crome is incorporated are the fog lamps and the line running along the glass area on the sides. Headlights are better appreciated with the darkened black surrounds in the headlight assembly.
The car gets a leaning forward look with sculpted sides and upward rising glass line from the front to the rear. The roof line gradually swoops into the boot giving it a coupe look. Alloy wheels looks good.
The new Fiesta has been extensively tested in the wind tunnel before the final design was passed. The sharp edges have been eliminated at the front by giving the headlamps a rounded appearance.The sculpted sides not only look good but minimize the coefficient of drag.
Even the boot incorporates a small spoiler which allows air to flow cleanly, reducing the drag. The top corners of the boot also slope sideways for the same purpose.
Look carefully and you will notice that a small piece of plastic juts out from the rear part of the rear wheel arch. We are told that it works for aerodynamic purpose and also completes the legal aspects of wheel coverage.
The rear is simply styled and similar to the front, it has been aerodynamically designed. Black parking sensors are placed on the rear bumper.
Interiors – The interiors are in sync with the kinetic design language. Grey and black interiors have the muti info display bang in the centre, which displays host of things right from music to other car parameters.
The audio system has average sound quality and supports Aux and USB input, which are conveniently located on the central console between the front passenger seats. Audio controls on steering wheel provided.
The first of it’s kind in the segment, the Fiesta has the Voice Control feature, the button for which is placed on the indicator stalk. A bluetooth enabled phone can be paired with the car and the voice button can be used to dial a number. It also works with the climate control and both temperature & blower speed can be adjusted by a series of preset voice commands.
Audio system volume along with input options (USB/AUX) can be toggled with this system. It does take some time to get used to the system and background sounds can confuse it to some extent. We realised that the system tends to go wrong when we tried the inputs in different indian accents, but works fairly well in the foreign english accent.
The front seats are comfortable and give all around back support, thigh support is good too. Come to the rear and its a bit disappointing. Headroom is fair considering the sloping roofline but thigh support is poor. Legroom is just average. In the above picture the front seat is adjusted to a six footer and there is just about average room at the rear.
Plastic quality is average but from a car which is positioned in the mid size premium segment, one would expect better. The door trims are sculpted to carry the kinetic design DNA on the inside. The power windows cluster is placed a little too behind and while driving its uncomfortable to reach for tall persons. We took up the case to Ford engineers and they pointed out that if it were to be more in front, the door trim would have to be too thick to accommodate the buttons.
The fuel lid did not mention the type of fuel, not to worry, we were driving pre production cars and all production models will clearly mention the type of fuel used.
The Fiesta is the only car in the segment to offer cruise control. The right set of buttons on the steering wheel are used to activate it. Once you switch on cruise control, a small light, barely visible in bright light, will be seen on the instrument cluster. Speed can be increased or decreased by the +/- button. This feature comes handy on open highway stretches.
The new Fiesta has a more rigid body structure and high strength steel is used to improve rigidity and structural strength while reducing weight at the same time, thereby increasing safety without compromising on fuel efficiency due to increased weight.
Another point which had us impressed were the low NVH levels. Its extremely quiet inside the cabin and Ford has used wind noise optimized grills for reduced noise along with an acoustic laminated windshield for lower NVH levels. Sound absorbent material is used in the cabin and revised door seals reduce wind noise. The body framework along with good damping ensures there are no rattles whatsoever.
Boot space measures 430 liters. Rear seats can be folded completely to accommodate more luggage.
Space saver as a spare. Cost cutting?
Ride, Handling and Braking – The Fiesta has undergone a few modifications for India. The suspension has been tuned to Indian driving conditions, its neither too soft nor too stiff but somewhere in the middle. The Diesel gets a slightly stiffer tune up. Ride quality therefore is good, like most Ford cars. We were impressed with the Handling of the car as well, the earlier version (Fiesta Classic) was a great handler and the new one is on the same lines.
Ground clearance has been increased by 15 mm. Ford has done that by increasing the tyre profile (195/60/15) rather than working on the suspension. The brake pedal feel has been again modified for India due to constant stop/go traffic. Dab the brake pedal and there is a certain amount of play before it takes action, unlike the European version where there is far more play and the braking action is too sharp. With constant stop/go situations, this modified brake feel makes things easier for the driver. All said and done, the Fiesta stops without any ruckus and ABS and EBD have their own role to play in doing so.
Performance – The Fiesta comes with two engine options for the Indian market, the 1.5 ltr Petrol and the 1.5 ltr Diesel. Both these engines have made their global debut in India. Ford has taken measures to keep the weight of these engines as low as possible and have also worked to reduce emmisions.
The 1.5 liter Duratec Ti-VCT petrol engine gives out 110 BHP @ 6045 RPM & 140 NM of Torque @ 4500 . Its evident that Ford has tuned the engine for a better fuel efficiency considering the rising fuel prices. Though it does a 0 – 100 sprint in less than 11 seconds, a few more horses would have certainly improved the overall driveablity. To get the optimum out of this engine, one has to shift at the rev limiter and downshifting often to overtake on the highway. In gear acceleration is strictly average. We did not get a chance to check its real time fuel efficiency but ARAI figures are an impressive 17 kmpl.
The 1.5 liter Duratorq engine punches out 91 BHP @ 3750 RPM and a torque of 204 NM @ 2000 – 2750 RPM and gives an overall better driving experience than its petrol sibling. A hint of turbo lag exists till about 1800 RPM and from thereon you have linear power delivery with excellent driveability and in gear acceleration. It does a 0 – 100 run in less than 14 seconds, which is about 3 seconds off the petrol engines pace but, unanimously, all the journalists on the drive chose the diesel over the petrol. In city conditions, the clutch felt a bit heavy but apart from that it was fun to drive. We stretched its legs upto 160 kmph but did not get a chance to test the upper limit. ARAI figures are an astounding 23.5 kmpl, which is the best in the segment so far.
Hydraulic steering has been replaced with an electronic one which has an unique ‘Pull Drift Compensation’ feature. The extremely steering is light at low speeds with excellent feedback at high speeds. The steering response increases with speed, that is, at higher speeds, it does not feel as light as it would a lower speed. The Fiesta is a drivers car and Diesel version is going to make sure you dont sit anywhere but the drivers seat. We found the steering to be lighter on the diesel version, making for good maneuverability in crowded city roads.
The ‘Pull Drift Compensation’ feature constantly measures the driver’s steering input, adapts to changing road conditions and helps compensate for slight directional shifts caused by factors such as crowded roads and cross winds. In practical terms, the steering feels lighter after the first input, hence you dont end up fighting with it in crowded situation. A practical and useful feature, but we are not sure whether an average driver will even notice it until told.Conclusion – The new Fiesta is a promising prospect and is a pure drivers car. It’s a good handler and the diesel engine gives great performance without eating into its efficiency. The petrol engine may not appeal to the petrol head but makes sense for those who want good mileage with paying a premium for the diesel power plant. With many options available in the segment, it will ultimately come down to pricing . Ford has done it with the Figo and they are very likely to do it again with the Fiesta. If they price it competitively, there is no reason why the Fiesta wont sell.Whats Cool
* Sporty Looks
* Ride & Handling
* Diesel Engine – Performance and Fuel Economy
* 2 years and 1,00,000 km warranty
* Lowest NVH (Noise, Vibration & Harshness) across the segment
Whats Not So Cool
* Plastic quality
* Petrol engine not for the performance oriented.
* Rear seat legroom
Price OTR Mumbai: Rs. 11,00,706/- (petrol), Rs. 12,27,502/- (diesel)
Exteriors – The new Fiesta has a kinetic design as Ford designers like to call it. The front get a hexagonal grille outlined with a crome strip and other area where crome is incorporated are the fog lamps and the line running along the glass area on the sides. Headlights are better appreciated with the darkened black surrounds in the headlight assembly.
The car gets a leaning forward look with sculpted sides and upward rising glass line from the front to the rear. The roof line gradually swoops into the boot giving it a coupe look. Alloy wheels looks good.
The new Fiesta has been extensively tested in the wind tunnel before the final design was passed. The sharp edges have been eliminated at the front by giving the headlamps a rounded appearance.The sculpted sides not only look good but minimize the coefficient of drag.
Even the boot incorporates a small spoiler which allows air to flow cleanly, reducing the drag. The top corners of the boot also slope sideways for the same purpose.
Look carefully and you will notice that a small piece of plastic juts out from the rear part of the rear wheel arch. We are told that it works for aerodynamic purpose and also completes the legal aspects of wheel coverage.
The rear is simply styled and similar to the front, it has been aerodynamically designed. Black parking sensors are placed on the rear bumper.
Interiors – The interiors are in sync with the kinetic design language. Grey and black interiors have the muti info display bang in the centre, which displays host of things right from music to other car parameters.
The audio system has average sound quality and supports Aux and USB input, which are conveniently located on the central console between the front passenger seats. Audio controls on steering wheel provided.
The first of it’s kind in the segment, the Fiesta has the Voice Control feature, the button for which is placed on the indicator stalk. A bluetooth enabled phone can be paired with the car and the voice button can be used to dial a number. It also works with the climate control and both temperature & blower speed can be adjusted by a series of preset voice commands.
Audio system volume along with input options (USB/AUX) can be toggled with this system. It does take some time to get used to the system and background sounds can confuse it to some extent. We realised that the system tends to go wrong when we tried the inputs in different indian accents, but works fairly well in the foreign english accent.
The front seats are comfortable and give all around back support, thigh support is good too. Come to the rear and its a bit disappointing. Headroom is fair considering the sloping roofline but thigh support is poor. Legroom is just average. In the above picture the front seat is adjusted to a six footer and there is just about average room at the rear.
Plastic quality is average but from a car which is positioned in the mid size premium segment, one would expect better. The door trims are sculpted to carry the kinetic design DNA on the inside. The power windows cluster is placed a little too behind and while driving its uncomfortable to reach for tall persons. We took up the case to Ford engineers and they pointed out that if it were to be more in front, the door trim would have to be too thick to accommodate the buttons.
The fuel lid did not mention the type of fuel, not to worry, we were driving pre production cars and all production models will clearly mention the type of fuel used.
The Fiesta is the only car in the segment to offer cruise control. The right set of buttons on the steering wheel are used to activate it. Once you switch on cruise control, a small light, barely visible in bright light, will be seen on the instrument cluster. Speed can be increased or decreased by the +/- button. This feature comes handy on open highway stretches.
The new Fiesta has a more rigid body structure and high strength steel is used to improve rigidity and structural strength while reducing weight at the same time, thereby increasing safety without compromising on fuel efficiency due to increased weight.
Another point which had us impressed were the low NVH levels. Its extremely quiet inside the cabin and Ford has used wind noise optimized grills for reduced noise along with an acoustic laminated windshield for lower NVH levels. Sound absorbent material is used in the cabin and revised door seals reduce wind noise. The body framework along with good damping ensures there are no rattles whatsoever.
Boot space measures 430 liters. Rear seats can be folded completely to accommodate more luggage.
Space saver as a spare. Cost cutting?
Ride, Handling and Braking – The Fiesta has undergone a few modifications for India. The suspension has been tuned to Indian driving conditions, its neither too soft nor too stiff but somewhere in the middle. The Diesel gets a slightly stiffer tune up. Ride quality therefore is good, like most Ford cars. We were impressed with the Handling of the car as well, the earlier version (Fiesta Classic) was a great handler and the new one is on the same lines.
Ground clearance has been increased by 15 mm. Ford has done that by increasing the tyre profile (195/60/15) rather than working on the suspension. The brake pedal feel has been again modified for India due to constant stop/go traffic. Dab the brake pedal and there is a certain amount of play before it takes action, unlike the European version where there is far more play and the braking action is too sharp. With constant stop/go situations, this modified brake feel makes things easier for the driver. All said and done, the Fiesta stops without any ruckus and ABS and EBD have their own role to play in doing so.
Performance – The Fiesta comes with two engine options for the Indian market, the 1.5 ltr Petrol and the 1.5 ltr Diesel. Both these engines have made their global debut in India. Ford has taken measures to keep the weight of these engines as low as possible and have also worked to reduce emmisions.
The 1.5 liter Duratec Ti-VCT petrol engine gives out 110 BHP @ 6045 RPM & 140 NM of Torque @ 4500 . Its evident that Ford has tuned the engine for a better fuel efficiency considering the rising fuel prices. Though it does a 0 – 100 sprint in less than 11 seconds, a few more horses would have certainly improved the overall driveablity. To get the optimum out of this engine, one has to shift at the rev limiter and downshifting often to overtake on the highway. In gear acceleration is strictly average. We did not get a chance to check its real time fuel efficiency but ARAI figures are an impressive 17 kmpl.
The 1.5 liter Duratorq engine punches out 91 BHP @ 3750 RPM and a torque of 204 NM @ 2000 – 2750 RPM and gives an overall better driving experience than its petrol sibling. A hint of turbo lag exists till about 1800 RPM and from thereon you have linear power delivery with excellent driveability and in gear acceleration. It does a 0 – 100 run in less than 14 seconds, which is about 3 seconds off the petrol engines pace but, unanimously, all the journalists on the drive chose the diesel over the petrol. In city conditions, the clutch felt a bit heavy but apart from that it was fun to drive. We stretched its legs upto 160 kmph but did not get a chance to test the upper limit. ARAI figures are an astounding 23.5 kmpl, which is the best in the segment so far.
Hydraulic steering has been replaced with an electronic one which has an unique ‘Pull Drift Compensation’ feature. The extremely steering is light at low speeds with excellent feedback at high speeds. The steering response increases with speed, that is, at higher speeds, it does not feel as light as it would a lower speed. The Fiesta is a drivers car and Diesel version is going to make sure you dont sit anywhere but the drivers seat. We found the steering to be lighter on the diesel version, making for good maneuverability in crowded city roads.
The ‘Pull Drift Compensation’ feature constantly measures the driver’s steering input, adapts to changing road conditions and helps compensate for slight directional shifts caused by factors such as crowded roads and cross winds. In practical terms, the steering feels lighter after the first input, hence you dont end up fighting with it in crowded situation. A practical and useful feature, but we are not sure whether an average driver will even notice it until told.Conclusion – The new Fiesta is a promising prospect and is a pure drivers car. It’s a good handler and the diesel engine gives great performance without eating into its efficiency. The petrol engine may not appeal to the petrol head but makes sense for those who want good mileage with paying a premium for the diesel power plant. With many options available in the segment, it will ultimately come down to pricing . Ford has done it with the Figo and they are very likely to do it again with the Fiesta. If they price it competitively, there is no reason why the Fiesta wont sell.Whats Cool
* Sporty Looks
* Ride & Handling
* Diesel Engine – Performance and Fuel Economy
* 2 years and 1,00,000 km warranty
* Lowest NVH (Noise, Vibration & Harshness) across the segment
Whats Not So Cool
* Plastic quality
* Petrol engine not for the performance oriented.
* Rear seat legroom
Ford Endeavour 4 x 2 AT Test Drive Review
Car tested: 2011 Ford Endeavour 3.0L 4 x 2 AT
Price OTR Mumbai: 20,89,478/-
Size matters. Yes, this question is doing rounds since almost forever and if its the Ford Endeavour we are talking about, then it surely holds true as this mighty SUV makes its presence felt on the road owing to its huge size. The Ford Endeavour was launched in India in 2004 and since then its has undergone the surgeons knife a couple of times to ensure it stays refreshed in accordance to the times. The Endeavour, as it is called in India, is actually the Ford Everest and is based on the Ford Ranger and is the only SUV from Ford in India. We take the new Endeavour 4 x 2 AT for a spin and check if its as mighty as it looks.
The Endeavour looks menacing and has its name inscribed on the chrome strip at the front of the bonnet. Glass area is large and this gives a spacious feel to this SUV. The Automatic version comes with body graphics on the front doors which read ’5 Speed Automatic’. Side step and roof rails add to character and appeal.Puddle lamps are placed just below the ORVM’s which also house the side indicators.
The rear stays almost the same as the initial model, simple and subtle. Spare tyre cover hogs up most of the rear area.
The Endeavour hosts clean and simple black/beige interiors with leather seats and upholstery. Lots of storage space with abundant cup holders for all the passengers. The Endeavour does not come with automatic climate control, which is rather strange for a car of this price. However the a/c is powerful and cools the entire cabin swiftly. Vents are provided in all the rows and the rear ac can be switched on by flicking a button next to the steering wheel.
6 CD/Mp3 player with 6 speakers gives more than average sound quality with Aux support. The middle row gets a roof mounted DVD player.
Legroom and headroom is superb with the first two row and decent thigh support is decent, the last row is mildly cramped and due to the raised floor, thigh support is poor here.
Last row is ideal for small kids or can be folded to make extra room for the boot.
Powered by a 3 ltr, 4 Cylinder, Turbocharged, DOHC TDCI engine, the Endeavour gives out 153 BHP of power at 3200 rpm and a breathtaking torque of 380 NM at as low as 2500 rpm. Despite the weight the Endeavour feels powerful and seldom struggles.
Mated to this engine is a 5 speed automatic gearbox with evenly distributed ratios for a decent city and highway experience. The engine is a bit noisy and you can almost feel the urgency. Even at 3 digit speeds, lift of the the gas and the Endeavour does not like to slow down at all. With lack of engine braking, the brakes take a beating and coupled with ABS, do a decent job of getting this beast to stationary.
Even though the Endeavour is a 4 x 2 transmission, its does fairly well in off road conditions. Hill Descent control missing from the equipment list. For a 3 ltr engine, the Endeavour retured impressive figures of 9.4 kmpl (average city + highway). With abundant torque, it crossed the 0 – 100 line in 12.45 seconds.
Riding on MRF 245/70/16 tyres, the Endeavour does fairly well in most terrains. Ride is average and a bit appalling at the rear courtesy of the leafspring suspension setup. For a car of this size, handing is fair and the steering gives good feedback at high speeds and is fairly light too. Bodyroll exists but in negligible quantity. Braking is a tad bit jittery and due to the lack of engine braking, the brakes take the toll and tend to vibrate on hard braking.
On our off road excursion, one of the snakes came out to see the action. He seemed to approve the Endeavour’s capabilities.
Ford has made the Endeavour a more comfortable car to drive in the city by equipping it with automatic transmission. With traffic increasing by the day, Automatic transmission proves to be a big boon in the metro cities. The Endeavour is spacious (front and middle rows) and has a brilliant performance with solid road presence. What it essentially lacks is a bunch of goodies you’d expect from a car in this price band like automatic climate control, audio controls on steering etc. The 4 x 2 version is specifically made for the concrete jungle but does not do too bad in the real one too.
Whats Cool
* Torque
* Front Space
* Automatic Transmission
* Looks
Whats Not So Cool
* Value for money
* Cramped last row
* Noisy Engine
* Truck like suspension
Ford Endeavour Specifications : -
* Engine: 2953 cc, 16V, TDCI, DOHC, VGT
* Power: 156PS @ 3200rpm
* Torque: 380Nm @ 2500rpm
* Transmission: 5 speed automatic
* Top Speed: 165 kmph
* 0-100kmph: 12.65 seconds
* Fuel Consumption: 9.5 kmpl (City), 11 kmpl (highway)
* Fuel Type: Diesel
* Suspension: Independent double wishbone with torsion bar spring & stabilizer bar (Front), Progressive linear rate leaf springs with low friction pads (Rear)
* Tires: 245/70/16 Tubeless Radials
* Brakes: Ventilated Disc (Front), Drums ( Rear), ABS, EBD
* Safety: ABS, EBD, Dual SRS Front Airbags
Ford Endeavour Dimensions : -
* Overall length x width x height: 5060 mm X 1788 mm X 1826mm
* Wheelbase: 2860 mm
* Front/Rear Track: 1475/1470 mm
* Ground clearance: 210 mm
* Fuel Tank Capacity: 71 litres
* Kerb Weight: 1930 kgs
Price OTR Mumbai: 20,89,478/-
Size matters. Yes, this question is doing rounds since almost forever and if its the Ford Endeavour we are talking about, then it surely holds true as this mighty SUV makes its presence felt on the road owing to its huge size. The Ford Endeavour was launched in India in 2004 and since then its has undergone the surgeons knife a couple of times to ensure it stays refreshed in accordance to the times. The Endeavour, as it is called in India, is actually the Ford Everest and is based on the Ford Ranger and is the only SUV from Ford in India. We take the new Endeavour 4 x 2 AT for a spin and check if its as mighty as it looks.
The Endeavour looks menacing and has its name inscribed on the chrome strip at the front of the bonnet. Glass area is large and this gives a spacious feel to this SUV. The Automatic version comes with body graphics on the front doors which read ’5 Speed Automatic’. Side step and roof rails add to character and appeal.Puddle lamps are placed just below the ORVM’s which also house the side indicators.
The rear stays almost the same as the initial model, simple and subtle. Spare tyre cover hogs up most of the rear area.
The Endeavour hosts clean and simple black/beige interiors with leather seats and upholstery. Lots of storage space with abundant cup holders for all the passengers. The Endeavour does not come with automatic climate control, which is rather strange for a car of this price. However the a/c is powerful and cools the entire cabin swiftly. Vents are provided in all the rows and the rear ac can be switched on by flicking a button next to the steering wheel.
6 CD/Mp3 player with 6 speakers gives more than average sound quality with Aux support. The middle row gets a roof mounted DVD player.
Legroom and headroom is superb with the first two row and decent thigh support is decent, the last row is mildly cramped and due to the raised floor, thigh support is poor here.
Last row is ideal for small kids or can be folded to make extra room for the boot.
Powered by a 3 ltr, 4 Cylinder, Turbocharged, DOHC TDCI engine, the Endeavour gives out 153 BHP of power at 3200 rpm and a breathtaking torque of 380 NM at as low as 2500 rpm. Despite the weight the Endeavour feels powerful and seldom struggles.
Mated to this engine is a 5 speed automatic gearbox with evenly distributed ratios for a decent city and highway experience. The engine is a bit noisy and you can almost feel the urgency. Even at 3 digit speeds, lift of the the gas and the Endeavour does not like to slow down at all. With lack of engine braking, the brakes take a beating and coupled with ABS, do a decent job of getting this beast to stationary.
Even though the Endeavour is a 4 x 2 transmission, its does fairly well in off road conditions. Hill Descent control missing from the equipment list. For a 3 ltr engine, the Endeavour retured impressive figures of 9.4 kmpl (average city + highway). With abundant torque, it crossed the 0 – 100 line in 12.45 seconds.
Riding on MRF 245/70/16 tyres, the Endeavour does fairly well in most terrains. Ride is average and a bit appalling at the rear courtesy of the leafspring suspension setup. For a car of this size, handing is fair and the steering gives good feedback at high speeds and is fairly light too. Bodyroll exists but in negligible quantity. Braking is a tad bit jittery and due to the lack of engine braking, the brakes take the toll and tend to vibrate on hard braking.
On our off road excursion, one of the snakes came out to see the action. He seemed to approve the Endeavour’s capabilities.
Ford has made the Endeavour a more comfortable car to drive in the city by equipping it with automatic transmission. With traffic increasing by the day, Automatic transmission proves to be a big boon in the metro cities. The Endeavour is spacious (front and middle rows) and has a brilliant performance with solid road presence. What it essentially lacks is a bunch of goodies you’d expect from a car in this price band like automatic climate control, audio controls on steering etc. The 4 x 2 version is specifically made for the concrete jungle but does not do too bad in the real one too.
Whats Cool
* Torque
* Front Space
* Automatic Transmission
* Looks
Whats Not So Cool
* Value for money
* Cramped last row
* Noisy Engine
* Truck like suspension
Ford Endeavour Specifications : -
* Engine: 2953 cc, 16V, TDCI, DOHC, VGT
* Power: 156PS @ 3200rpm
* Torque: 380Nm @ 2500rpm
* Transmission: 5 speed automatic
* Top Speed: 165 kmph
* 0-100kmph: 12.65 seconds
* Fuel Consumption: 9.5 kmpl (City), 11 kmpl (highway)
* Fuel Type: Diesel
* Suspension: Independent double wishbone with torsion bar spring & stabilizer bar (Front), Progressive linear rate leaf springs with low friction pads (Rear)
* Tires: 245/70/16 Tubeless Radials
* Brakes: Ventilated Disc (Front), Drums ( Rear), ABS, EBD
* Safety: ABS, EBD, Dual SRS Front Airbags
Ford Endeavour Dimensions : -
* Overall length x width x height: 5060 mm X 1788 mm X 1826mm
* Wheelbase: 2860 mm
* Front/Rear Track: 1475/1470 mm
* Ground clearance: 210 mm
* Fuel Tank Capacity: 71 litres
* Kerb Weight: 1930 kgs
Ford Fiesta Classic Test Drive Review
Car tested: 2011 Ford Fiesta Classic 1.4 & 1.6 LXi
Price OTR Mumbai: Rs. 6,55,000/- (Petrol), Rs. 7,58,000/- (Diesel)
The old Fiesta, or Fiesta Classic as we call it today has been a popular midsize sedan in the market for sometime. Available with both a petrol and diesel engine option, it has made the second largest volumes for Ford, no prizes for guessing the largest volume maker. With age catching up and the All new global Fiesta hitting the Indian market, Ford decided to downsize it a bit and place it into the entry level sedan segment, where competition is intense and Ford has no competitor in the segment after the Ikon retired for good. We drive the Fiesta Classic and find out where it stands.
As far as exteriors go, the Fiesta Classic is pretty much the same as the older version. No fog lamps and no alloy wheels. This car has been downsized, hence its obvious few of the goodies will be missing. The left hand corner of the boot reads Fiesta Classic, one of the ways to know its identity.
Come to the interiors and a feeling of Deja Vu sets in, yes, you have seen these interiors before and its not long when the Figo comes to mind. The interiors have been picked straight from the Figo, the plastics, the audio system as well as the knobs are identical. Three spoke steering is also similar to the one seen on the Figo. The biggest change is evidently in the interiors and this has drastically helped Ford bring down the pricing. Higher levels of localization and sharing parts with the Figo have done the trick. The plastic quality is not the best one would expect.
Air conditioning is quick and efficient. As mentioned earlier, the music system is identical to the one used in the Figo. Audio controls on the steering would have been appreciated but not provided. No electrically adjustable mirrors, surprisingly the Figo has them. Front seats are comfortable with height adjuster option for the drivers seat. Rear seats are short on legroom and even thigh support is not the best. Ideally suitable for kids.
Neat and clean instrument cluster.
Bonnet release on the front passenger side, not very conveniently located.
The Fiesta is a great handler from the beginning and is frequently used in rallying, the Fiesta Classic is no different and Ford has kept its driving dynamics absolutely intact. Even at high speeds, it responds to quick change in direction and rarely will let you down. Take it around a track and you will be amazed with the handling, acute turns are sure to be its favorites. Sharp handling with excellent steering feedback makes it a pure drivers car. Gearshift is slick and throws are short making for a comfortably driving experience, though it takes some time to get used to it.
Build quality is good if you pardon the interior plastics. NVH levels are average, maybe part of the damping has been cut out due to higher costs. Road noise and the horn is heard almost as loudly on the inside as outside. On another note, the All new global Fiesta has best in class NVH, having driven it, we can confirm, its far better than its nearest competitor. Ground clearance is sufficient too with the Fiesta sailing over most of the speed bumps. 175/65/14 tires are suited for the job, but lack of ABS can pose to be a problem on spirited driving stints. Over the Mumbai potholes, it sails comfortably without transferring much inside the cabin, even at high speeds its only the occasional irregularity on the road which can upset the Fiesta.
Ford is using two powerplants on the Classic, the 1.4 Duratorq TDCi Diesel and the 1.6 Duratec petrol. The 1.6 litre Duratec petrol engine produces 101 bhp @ 6500 rpm and 146 nm torque @ 3400 rpm. Low end grunt is lacking but the mid and high range are enough to get you addicted. Power delivery is smooth and gear ratios are suited for city driving. Even on the highway, this engine does not feel power hungry at all and comfortably accelerates from 0 – 100 in 11.5 seconds. It delivered a mileage of 11.5 kmpl, which is not bad for some rev limiter driving.
The 1.4 Duratorq diesel gives out 68 horses @ 4000 rpm and 160 Nm of torque @ 2000 rpm. Its the low end toque which clearly makes this engine a winner. Power rating appears meagre on paper with only 68 bhp on tap but get behind the wheel and its a competent engine for sure. Low end is noisy but once you get beyond 2000 rpm, power comes in more smoothly and performance is crisp. Expect about 16 kmpl (city). If you had to choose between the two, it wont be hard to pick the diesel over the petrol, for better fuel economy and performance.
Summing it up, the Fiesta Classic is built to a price and is perhaps the best all around package in the entry level sedan market. It is a tried and tested product and offers exceptional ride and handling dynamics with good fuel efficiency figures, what goes amiss is airbags and ABS. It competes with the likes of the Toyota Etios and the Maruti Suzuki Dzire. The Etios defiantly has the space but the interiors are a big let down with less than average handling characteristics. The Dzire is extremely tail happy and its tail just wants to get out dangerously at high speeds making it unstable and the 165 spec tires only add insult to injury. This further cements the Fiesta Classic as an all around package and considering the booty you pay to get one, you cant really go wrong.
Whats Cool
* Ride quality
* Handling
* Price
* Fuel Economy
Whats Not So Cool
* Interior Plastics
* Lack of ABS and Airbags
* NVH
Ford Fiesta Classic Specifications : -
* Engine: 1.6 Ltr Duratec Petrol & 1.4 Ltr Duratorq Diesel
* Power: 101 BHP @ 6500 rpm & 68 BhP @ 4000 rpm
* Torque: 146Nm @ 3400 rpm & 160Nm @ 2000 rpm
* Transmission: 5 speed manual
* Top Speed: 180kmph (Est)
* Fuel Consumption: 11-12 kmpl & 15-16 kmpl
* Suspension: Independent McPherson struts with offset coil spring / twin tube gas damper units & lower L-arms with optimized bushes mounted on separate cross-member with stabilizer bar. Dual-path body mounts (Front), Semi-independent heavy duty twist-beam with low package height coil springs & separate twin tube dampers. Dual-path body mounts.(Rear)
* Tires: 175/65/14 Tubeless Radials
* Brakes: Discs (Front), Drums ( Rear)
Ford Fiesta Classic Dimensions : -
* Overall length x width x height: 4282 mm X 1686 mm X 1468 mm
* Wheelbase: 2,486 mm
* Front/Rear Track: 1474/1444 mm
* Ground clearance: 168 mm
* Turning Radius – 4.9m
* Boot Volume: 430 liters
* Fuel Tank Capacity: 45 litres
* Kerb Weight: 1110kgs
Price OTR Mumbai: Rs. 6,55,000/- (Petrol), Rs. 7,58,000/- (Diesel)
The old Fiesta, or Fiesta Classic as we call it today has been a popular midsize sedan in the market for sometime. Available with both a petrol and diesel engine option, it has made the second largest volumes for Ford, no prizes for guessing the largest volume maker. With age catching up and the All new global Fiesta hitting the Indian market, Ford decided to downsize it a bit and place it into the entry level sedan segment, where competition is intense and Ford has no competitor in the segment after the Ikon retired for good. We drive the Fiesta Classic and find out where it stands.
As far as exteriors go, the Fiesta Classic is pretty much the same as the older version. No fog lamps and no alloy wheels. This car has been downsized, hence its obvious few of the goodies will be missing. The left hand corner of the boot reads Fiesta Classic, one of the ways to know its identity.
Come to the interiors and a feeling of Deja Vu sets in, yes, you have seen these interiors before and its not long when the Figo comes to mind. The interiors have been picked straight from the Figo, the plastics, the audio system as well as the knobs are identical. Three spoke steering is also similar to the one seen on the Figo. The biggest change is evidently in the interiors and this has drastically helped Ford bring down the pricing. Higher levels of localization and sharing parts with the Figo have done the trick. The plastic quality is not the best one would expect.
Air conditioning is quick and efficient. As mentioned earlier, the music system is identical to the one used in the Figo. Audio controls on the steering would have been appreciated but not provided. No electrically adjustable mirrors, surprisingly the Figo has them. Front seats are comfortable with height adjuster option for the drivers seat. Rear seats are short on legroom and even thigh support is not the best. Ideally suitable for kids.
Neat and clean instrument cluster.
Bonnet release on the front passenger side, not very conveniently located.
The Fiesta is a great handler from the beginning and is frequently used in rallying, the Fiesta Classic is no different and Ford has kept its driving dynamics absolutely intact. Even at high speeds, it responds to quick change in direction and rarely will let you down. Take it around a track and you will be amazed with the handling, acute turns are sure to be its favorites. Sharp handling with excellent steering feedback makes it a pure drivers car. Gearshift is slick and throws are short making for a comfortably driving experience, though it takes some time to get used to it.
Build quality is good if you pardon the interior plastics. NVH levels are average, maybe part of the damping has been cut out due to higher costs. Road noise and the horn is heard almost as loudly on the inside as outside. On another note, the All new global Fiesta has best in class NVH, having driven it, we can confirm, its far better than its nearest competitor. Ground clearance is sufficient too with the Fiesta sailing over most of the speed bumps. 175/65/14 tires are suited for the job, but lack of ABS can pose to be a problem on spirited driving stints. Over the Mumbai potholes, it sails comfortably without transferring much inside the cabin, even at high speeds its only the occasional irregularity on the road which can upset the Fiesta.
Ford is using two powerplants on the Classic, the 1.4 Duratorq TDCi Diesel and the 1.6 Duratec petrol. The 1.6 litre Duratec petrol engine produces 101 bhp @ 6500 rpm and 146 nm torque @ 3400 rpm. Low end grunt is lacking but the mid and high range are enough to get you addicted. Power delivery is smooth and gear ratios are suited for city driving. Even on the highway, this engine does not feel power hungry at all and comfortably accelerates from 0 – 100 in 11.5 seconds. It delivered a mileage of 11.5 kmpl, which is not bad for some rev limiter driving.
The 1.4 Duratorq diesel gives out 68 horses @ 4000 rpm and 160 Nm of torque @ 2000 rpm. Its the low end toque which clearly makes this engine a winner. Power rating appears meagre on paper with only 68 bhp on tap but get behind the wheel and its a competent engine for sure. Low end is noisy but once you get beyond 2000 rpm, power comes in more smoothly and performance is crisp. Expect about 16 kmpl (city). If you had to choose between the two, it wont be hard to pick the diesel over the petrol, for better fuel economy and performance.
Summing it up, the Fiesta Classic is built to a price and is perhaps the best all around package in the entry level sedan market. It is a tried and tested product and offers exceptional ride and handling dynamics with good fuel efficiency figures, what goes amiss is airbags and ABS. It competes with the likes of the Toyota Etios and the Maruti Suzuki Dzire. The Etios defiantly has the space but the interiors are a big let down with less than average handling characteristics. The Dzire is extremely tail happy and its tail just wants to get out dangerously at high speeds making it unstable and the 165 spec tires only add insult to injury. This further cements the Fiesta Classic as an all around package and considering the booty you pay to get one, you cant really go wrong.
Whats Cool
* Ride quality
* Handling
* Price
* Fuel Economy
Whats Not So Cool
* Interior Plastics
* Lack of ABS and Airbags
* NVH
Ford Fiesta Classic Specifications : -
* Engine: 1.6 Ltr Duratec Petrol & 1.4 Ltr Duratorq Diesel
* Power: 101 BHP @ 6500 rpm & 68 BhP @ 4000 rpm
* Torque: 146Nm @ 3400 rpm & 160Nm @ 2000 rpm
* Transmission: 5 speed manual
* Top Speed: 180kmph (Est)
* Fuel Consumption: 11-12 kmpl & 15-16 kmpl
* Suspension: Independent McPherson struts with offset coil spring / twin tube gas damper units & lower L-arms with optimized bushes mounted on separate cross-member with stabilizer bar. Dual-path body mounts (Front), Semi-independent heavy duty twist-beam with low package height coil springs & separate twin tube dampers. Dual-path body mounts.(Rear)
* Tires: 175/65/14 Tubeless Radials
* Brakes: Discs (Front), Drums ( Rear)
Ford Fiesta Classic Dimensions : -
* Overall length x width x height: 4282 mm X 1686 mm X 1468 mm
* Wheelbase: 2,486 mm
* Front/Rear Track: 1474/1444 mm
* Ground clearance: 168 mm
* Turning Radius – 4.9m
* Boot Volume: 430 liters
* Fuel Tank Capacity: 45 litres
* Kerb Weight: 1110kgs
