- Three engines, multiple power outputs
- No hybrid or electric propulsion on the cards
- Our pick is the EcoBoost 1.0-litre petrol
There are three main engine options to choose from here – 1.1-litre petrol, 1.0-litre turbocharged EcoBoost and 1.5-litre diesel. If you want an automatic, however, you’ll have to pick the 1.0 with 100hp. All other versions come with a manual gearbox – five-speed for the 1.1 and six-speed for all others. The latter is the only one we’ve tried, and it’s an admirable effort that feels solid, with excellent lever placement in the cabin helping no end. Every motor is available in multiple power outputs, as detailed below:
Petrol Ford Fiestas explained
- 1.1 Ti-VCT, 70hp, 14.9sec 0-62mph, 99mph – not driven yet
- 1.1 Ti-VCT, 85hp, 14sec 0-62mph, 106mph – not driven yet
- 1.0T EcoBoost manual, 100hp, 10.5sec 0-62mph, 114mph – not driven yet but set to be most popular engine
- 1.0T EcoBoost automatic, 100hp, 12.2sec 0-62mph, 112mph – not driven yet but only automatic option
- 1.0T EcoBoost manual, 125hp, 9.9sec 0-62mph, 121mph – not driven yet
- 1.0T EcoBoost manual, 140hp, 9sec 0-62mph, 126mph
The majority of the petrol line-up uses a three-cylinder EcoBoost engine, with power outputs of 100, 125 or 140hp to choose from. The entry-level 100hp version provides adequate power to shift the Fiesta along, but won’t set your pulse racing. In reality it’s not that much slower than the 125hp or 140hp engines, but lacks a little of their mid-range punch.
The 125hp EcoBoost is a great middle ground, offering more sprightly performance without the associated costs. The real advantage however is the way it pulls from low revs, so you don’t need to shift down gears so often. We think the 140hp engine is the best of the bunch, and as well it should be given it’s the second most expensive.
It’s extremely responsive and much smoother than we remember Ford’s three-cylinder engines of yore to be. We came away impressed with the flexibility of this engine too – its power band is wide enough that you don’t have to change gears too often.
Single automatic Ford Fiesta option
If you want an automatic gearbox there’s currently only one choice – perhaps reflecting the fact Ford reckons only 8% of Fiestas will be so equipped – the 1.0-litre, 100hp EcoBoost, with a six-speed torque converter ‘box, as opposed to a more modern dual-clutch transmission.
Don’t worry too much about the difference – the upshot is that it takes a little while longer to change gears than you might be used to, even if you make use of the diminutive steering wheel-mounted shift paddles. For the most part though, it’s a reasonably smooth gearbox and only becomes little jerky if you want to accelerate very quickly. Although quick off the line, this drivetrain takes nearly two seconds longer to get from 0-62mph than the manual, so it’s probably best to pick that if you prioritise performance over convenience.
Diesel Ford Fiestas explained
- 1.5 TDCi diesel, 85hp, 12.5sec 0-62mph, 109mph
- 1.5 TDCi diesel, 125hp, 9sec 0-62mph, 121mph
The higher-powered diesel is an altogether very impressive unit that won’t leave drivers feeling short-changed, but it is expensive relative to all other motors. It’s not quite as smooth or responsive as the 1.0-litre EcoBoost petrol, but it is compared to many diesels, and during our test it registered around 10mpg better during mixed driving. That’ll be enough to swing it for many.
For keen drivers: the Ford Fiesta ST
The previous Fiesta ST was widely regarded as one of the best hot hatches you could buy, and 2018’s version looks set to continue that trend. The recipe is very similar, albeit with a 1.5-litre turbocharged three-cylinder engine under the bonnet in place of the 1.6-litre four-cylinder of before.
- As good, if not better, than ever
- Still a benchmark for ride and handling mix
- Easy to park and turn in small spaces
Here’s an interesting fact about the Fiesta’s handling: Ford’s engineers have dialled back the resistance of the steering by around 20%. This is the polar opposite of what many firms are doing these days – adding extra weight that they assume translates to ‘feedback’ about what the front wheels are experiencing under the car.
So on the face of it you’d think Ford’s approach might make for steering less impressive than before, but you’d be wrong. It does feel lighter for sure, but instead there’s a wonderfully immediate and predictable response on initial turn-in. This is something Ford is a master at, and it shows. You can flick the Fiesta across bending B-roads with huge amounts of confidence because you can tell exactly what it’s going to do.
In fact, the whole chassis is a masterpiece. The amount of grip is higher than ever, but it’s the way it instantaneously corners brilliantly and soaks up lumps and bumps in the road that really stand out. In fairness the seventh-generation Fiesta was particularly good at this too, but jumping out of rival cars it’s very noticeable indeed. The Fiesta’s turning circle isn’t the largest in the sector but we’re pleased to confirm a three-point turn is possible without too much in the way of driver arm-flailing.
Parking is easy, and easier still if you’ve got the acoustic sensors or automatic parking system in higher-spec trims.
Ford’s technicians have done lots of work on the brakes, too, with a sharper initial bite and far shorter stopping distances. This doesn’t translate to a ‘grabby’ pedal feel, though – like the rest of the car’s handling it feels very well resolved.
How does the Ford Fiesta ST-Line handle?
Even better than the rest of the range we’ve tried so far. This is because Ford has significantly re-engineered the Fiesta’s chassis for this model, with even more responsive steering and a 10mm ride height drop to keep bodyroll in check. While it’s fair to assume ride comfort should suffer as a result, we found the difference – during back-to-back evaluation – to be minimal at worst. To really appreciate the Ford Fiesta, you’ll want to take one of these for a test drive.