Fiesta time

UNLIKE its US-based members of the family tree, Ford of Europe appears to be in pretty good health, with the UK branch, despite some hard pruning in recent years, celebrating 25 years as the country's best-selling brand.

Ford has produced market leading cars for more years than most drivers would like to remember, in particular the Escort (now a car of yesteryear), the amazingly popular Focus which has headed the sales list every month, and coming up from behind, the Fiesta, the company's first supermini.

Fiesta sales have shown just how popular the small car has become in the UK: for example 98,221 sales last year, an increase of seven per cent compared with year 2000. Pretty impressive figures but it is still beaten by the Peugeot 206, although clearly showing a clean pair of tyres to the lively SEAT Ibiza and award-winning Toyota Yaris, both excellent motors.

Now, in a couple of months, Ford is to introduce a new-look Fiesta, one that its designers and engineers feel, unsurprisingly, will take over the supermini topspot. However, it may not be that easy a ride.

Given the chance to take the Fiesta on the road for a couple of hundred kilometres (in Spain) I returned to base with mixed feelings. Great dynamics, but an iffy Duratec engine performance from the 16V 100Ps 1.6-litre petrol-powered version. Whereas the 1.4-litre Duratorq diesel producing 68PS provided outstanding torque. Unfortunately, I did not get to test the other petrol engine, a 1.4-litre producing 60PS nor the 1.3-litre 8V, also producing 68PS, which is joining the family.

The route taken was through the mountains behind Malaga, and it is a pretty daunting drive, demanding on both car and driver. The first car I drove was the 1.6-litre petrol version producing 100PS, and had to work hard through the gears to get the car comfortably over the twisting and narrow mountain roads. Downhill and on the straight was another story. Sighs of relief all round as the car sailed along, engine purring and gears enjoying a well-deserved rest. Maybe the route was not the best suited to that engine: back in the UK it would rarely face such a daunting drive.

On the other hand the turbo diesel producing 68PS seemed to take every climb and dip (not over the same route as the petrol version) in its stride, resulting in an overall satisfying driving experience.

But to prove just how fickle us motoring journalists can be, a straw poll among the test party found opinions pretty-well equally divided, half giving the petrol the thumbs up and the others acclaiming the diesel. So, if you want any serious advice, it is that when the new Fiesta arrives in the showrooms, try all the engines!

Incidentally, both petrol engines come with precision electronic, drive-by-wire throttle control.

Nice things to be said are that the new Fiesta is noticeably roomier than its predecessor, looks good on the road, and generally provides a comfortable riding experience.

Rather like the Focus it is a tall car but has a long wheelbase, together with a wheel-at-each-corner look. Consequently, and bearing in mind that the car is a five seater, you will have front seat roominess that is comparable with a car in a higher class; rear seat roominess that still provides knee clearance with the front seats fully pushed back, plenty of headroom even for the six-footers, and a luggage area big enough to prove that passengers and bulky luggage can mix, although not literally. For example the boot can take a child buggy and golf clubs, both items lying flat on the floor, between the rear wheel arches, without having to utilise the folding seat facility.

Another plus is that the doors open nice and wide, making it easy to step into the back seats or to reach through to install the child seats.

The fascia fabric is quite stylish and looks hard-wearing, but a real let-down is the panel of rather old-fashioned heater controls and fairly boring driver's information dials. On the other hand a nice touch are the heater outlets, slightly protruding and easy to direct to wherever warm or cool air is required. There are full marks for the finger-tip size controls on the audio system, something which other manufacturers really should follow.

For a supermini, safety factors excel. Six dual stage airbags to protect driver and front passenger, including side airbags and side curtain bags to protect all passengers from any T-bone crash. There is also a new brake pedal assembly designed to protect the lower leg, and a height adjustable steering column that collapses and absorbs any pressure from the driver's chest.

Engine dilemma apart, the new Fiesta it has to be said, provides an excellent ride an d drive quality.

The steering is precise and responsive, and its road holding very reassuring. Despite being larger, the car's body is stiffer, built for strength, with MacPherson strut front suspension and steering system mounted on a rigid front subframe, and a newly designed low-profile rear suspension.

Breaking performance measures up with larger brake discs and pads and performance which stops the car in under 40-metres (or 121-feet) at speed.

The new Fiesta will also be arriving with longer service intervals, increased to 12,500 miles for all models, which also runs alongside the company's standard three-year, 60,000-mile warranty.

Routine maintenance costs in the first 60,000 miles are reckoned to be 28 per cent less than the present model. Additionally, the time taken to repair the top 22 most common and non-routine repairs has been cut by a couple of hours.

Prices? Well, Ford is hanging on to that information until closer to the launch day, but reckon on an entry-level figure of around £8,000.

Fact file:

Model: Ford Fiesta

Prices: To be announced.

Dimensions: Length 3917mm, height 1432mm, width 1683mm, wheelbase 2486mm.

Front legroom 1058mm, rear legroom 885mm.

Engines: 1.3-litre Duratec 8V 68Ps; 1.4 Duratec 16V 80PS; 1.6-litre Duratec 16V 100PS and 1.4 Duratorq turbo diesel 68PS.

Performance: 0-62mph from 15.8-secs (1.3-litre) to 10.6-secs (1.6-litre).

Economy: From 45.6mpg combined (1.3-litre) to 65.7mpg (1.4-litre diesel) Transmission: Five-speed manual.

Body and chassis: Steel body incorporating rigid occupant protection cell and front and rear energy absorbing crumple zones.

Suspension: Front independent MacPherson struts with offset coil spring/damper units, rear semi-independent twist beam with coil springs and separate monotube dampers.

Steering: Rack and pinion with power assistance. Turning circle 9.8m kerb-to-kerb.

Brakes: Dual circuit discs front and drum at rear. ABS anti-lock with electronic brake distribution optional.

Updated: 10:59 Friday, January 18, 2002