The Hindu Business Line : Feast yourself with Fiesta

Ford appears to have made the extra effort to develop and price the Fiesta in a manner that could keep aspiring sedan buyers interested. On key issues, such as long-term reliability, fuel efficiency and low-cost maintenance, the Honda City has a head start. Only six months down the road will it be clear how the Fiesta stacks up vis-à-vis the City. Now the former has novelty value.

INDIAN car-buyers are maturing to a point where their expectations have become exceedingly close to international benchmarks in most segments. And yet, they would like to be pampered with an internationally relevant model that has been `Indianised'.

So, foreign companies want to give them a car that can trace its roots, platform or concept to a hot selling international favourite, after all most buyers are now well informed about global automotive trends. But, as part of the process, the car also needs to be altered significantly to accommodate, among other things, the Indian car buyer's pride.

A `Made for India' tag somehow bestows a special aura to a new car.

For the most part, desi versions of international models have, in the past, meant stripping off features that would otherwise be part of standard equipment in the global release, a step down in terms of quality, with changes merely to the air-conditioning and suspension components. Ford India has already tested this market with such a product that was specifically designed and created for India, which at the same time also boasted of international character and underpinnings. The Ikon, based on the old Fiesta platform, was created for Indian conditions and customers.

In a way, that was the only option available for Ford; after all, the brand, and maybe even the company, just did not have the kind of products (at least not yet) capable of generating the kind of volumes that small cars clock in India.

Not content with the Ikon's presence in the entry-level sedan segment and to continue the `Made for India' theme for its cars, Ford India has now gone a step further with the new Fiesta.

The new Fiesta shares its name with the popular two-box (hatchback) that is available in the European markets. But similarities pretty much end there.

The new Ford Fiesta, earlier code named B376, shares the same platform with the current version of the Fiesta available in major European markets.

But unlike the Fusion, which has been slotted into a small niche in the super premium sub-compact segment (thanks to its two-box configuration), the Fiesta is a far more focused sedan that is well-equipped and priced right.

Also, unlike the Ikon's generally lower level of material quality, which was required to keep costs, and consequently the car's price, within the entry-level sedan range, the Fiesta's overall material quality is much better. And it had better be, to be able to take on competition from the likes of the Honda City.

Fit and finish quality, accuracy of body panel lines and gaps, and the quality of dashboard plastic used are all clearly on par or better than its peers in the premium sedan category. In comparison with the Ikon, which was Ford's first `Made for India' car, effort that has gone into making the Fiesta a potential new benchmark in terms of finish quality is evident both inside and out.

The new Fiesta has a number of Ford's design cues all around and yet incorporates a few offbeat streaks that Indian car buyers have shown a liking to. However, while the Fiesta's exterior design is a classic sedan's and incapable of being disliked for anything particular, it is not awe-inspiring either. But that does not mean that the Fiesta has no USPs on the outside.

Large bumpers cut deep into the bonnet and side panels at both the front and the rear. The Fiesta's large twin jewel effect headlamps dominate the view. The wrap-around style headlamps flow over the bonnet and give the Fiesta a stout, well-proportioned countenance. Two Ford favourites also stare out at you in the front, the honeycomb bonnet grille, which comes with chrome lipping in the higher trim variants, and the trapezoidal fog lamp slots integrated into the bumper.

At the rear, the Fiesta's clear-lens type tail lamps have strong resemblance to the new Skoda Octavia, which is yet to be launched in India, and the Mercedes Benz C and E class cars. The centered reversing lights in the tail-lamp combo impart character to this Ford.

With a fairly short boot profile, the Fiesta almost looks like a notchback and not a full-length sedan. The boot itself is deep and provides ample storage space measuring about 430 litres.

The boot lid is a simpler compared to the Ikon's, cutting into the rear bumper and enabling a low loading floor for the boot. Chrome garnish for the rear number plate slot, body coloured rub strips on the bumpers, chrome ringed fog lamps in the front and alloy wheels are all additional features in the higher trim variants.

The Fiesta also gets grip-type door handles and outside rear-view mirrors seem to have been taken from the Mondeo. Large wheel arches and a strong, muscular flank and shoulder line running along the entire length of the car lends it a chunky profile. And importantly, though the Fiesta looks bigger than the Ikon, the wheelbase of both the cars is the same (2,486 mm).

The Fiesta's B-pillar has been blacked out to give the car's door windows a lengthened, big car look; the curved roofline is also highlighted in the process. But unlike in the Suzuki Swift, the blacking out has been done using quality polished plastic instead of cheap stickers.

Just like how the Fiesta's exterior will be appreciated for a few features that appear to have been borrowed from an upper segment car such as the Mondeo, there are a few parts of the interior, too, that Ford has liberally taken from other cars in its stable. Ford calls it a kind of `commonalised' parts strategy that helps it lower costs; the Fiesta buyer, on the other hand, gets what earlier used to be premium car fittings.

The Fiesta's interiors are pleasing and neatly laid out. The design theme reminds one of the Fusion, and that is not because the car shares a number of parts and components with the Fusion.

The Fiesta, like the Fusion, has circular aircon vents and a dual tone colour theme. In addition, a number of parts, such as aircon knobs, switches, indicator stalks and door handles, have either been taken from the Fusion or the European spec Fiesta.

One important `Made for India' change that Ford has not incorporated in all its previous models is the location of the indicator stalk. In the Fiesta, too, it continues to be on the left-hand side of the steering column. Another irritant will be the bonnet release lever, which is to the left of the front-passenger seat.

The Fiesta's seats are firm and well proportioned to provide optimum support for the driver and even the rear passengers. The track for the front bucket seats has been lengthened to allow greater play forward and back, so as to give shorter drivers better reach and more legroom for passengers at the rear. This should be appreciated by many Fiesta owners who are chauffeured around.

Circular air-conditioner vents are not just novel but also appropriate when combined with the new variable displacement scroll-type aircon compressor. Shingle type headrests at the rear and the centre armrest with integrated cup-holders give it a luxury-car look and feel. Dashboard plastic quality is good and the instrument cluster is unique, which include chrome ringed dials and an integrated digital tripmeter that incorporates the `distance to empty' feature. This allows the driver not only to get an idea about the amount of fuel left in the tank but also the approximate distance that the car will travel before the tank become empty.

The Fiesta's steering wheel is the same three-spoke format, which we have by now become familiar with. Higher trim variants get softer feel material or leather wrapped wheel. Power steering and power windows are standard in all the variants. The steering is tilt adjustable, but not adjustable for reach.

Some of the other premium features in the higher trim variants include dashboard inserts with hydrographic finish (as Ford calls it), chrome AC vent surrounds, a six-CD changer and music system, powered outside rear-view mirrors, chrome door handles, perforated leather seat covers, front and rear reading lights, glove box lamp, a digital clock and outside temperature display and keyless entry.

Safety features include a fuel cut-off inertia switch, child safety rear door locks and a collapsible steering column. An anti-lock braking system with electronic brake force distribution is offered as optional equipment on the ZXI and SXI variants.

The car's interior has also a number of storage options, including four cup holders, bottle holders in the front two door pockets, magazine stowage in the rear door trims and two ashtrays, in addition to the storage available in the glove compartment.

A few innovative tidbits that Ford has come up with are the intelligent, auto cut-off rear defogger, the `distance to empty' display and an electric boot release.

Overall, the Fiesta's interior feels practical, well organised and the finish quality is good. But when compared to its key competitor, the Honda City, it seems a notch lower in luxury-feel. The City's interior exudes a classier look and feel, thanks to its marginally better material quality, more elegant and refined colour theme and luxury car layout.

The Fiesta should be able to offer buyers in the C-segment a complete package with the value-for-money pricing that Ford has pleasantly surprised everybody with. Ford has also cleverly made the 1.6 ZXI variant a far greater value-for- money proposition that the base 1.4 EXI variant.

A lot has gone into developing and pricing the Fiesta so as to keep most aspiring sedan buyers interested.

It will be a worthy competitor in the segment, but two key issues, long-term reliability and low maintenance costs may still need to be addressed for it to be successful six months from now when its novelty value would have worn off In both these departments the Honda City already has a head start.

Under the hood

THE new Ford Fiesta is being offered with three engine options — two of which are new and the 1.6 Duratec petrol engine, which premiered on the Fusion last year. The most exciting of the three and the one for which we have been waiting for is the new, wholly imported 1.4-litre Duratorq direct injected diesel engine.

Ford says that the three engines were chosen after a lot of research about the profile of the car buyer in this segment. They represent the whole range of customer expectations, from the power and performance conscious to the ones that focus more on fuel efficiency and cost per kilometre. The 1.6-litre, Duratec, DOHC engine is obviously the most powerful of the three (see accompanying table), but it also behaves differently compared to its performance in the Fusion, thanks to the modifications Ford has done.

The Duratec engines are near identical twins except for their size (1,388 cc and 1,596 cc). Featuring an aluminium cylinder block and cylinder head, these engines use composites extensively — for example, the plastic intake manifold and cam pulley. Given the poor quality of fuel that is generally available in India, Ford has installed knock sensors to optimise fuel efficiency and performance on fuel grades down to 88 octane.

By re-optimising the compression ratio to 9.75:1, and ensuring that the knock sensor adjusts the spark advance to the engine's knock limit, the Fiesta's Duratec engines will attempt to optimise fuel economy, even as performance is not compromised. Ford also claims that the Duratec engine technology will be customer friendly and promises lower maintenance.

Duratec's spark-plugs have to be replaced only once every 60,000 km instead of the Rocam's once every 40,000 km, and the fuel filter needs to be replaced only during a similar duration compared to the Rocam engine.

Though it is not one of the first cars in the Indian market to feature it, the Fiesta also comes with a drive-by-wire electronic throttle control (ETC) that improves engine responsiveness and smoothness. Both the 1.4- and the 1.6-litre Duratec petrol engines are fairly quiet and refined. Though the smaller 1.4 litre engine feels underpowered for a car this size, its power delivery is still linear and gets noisy only at the high rev band over 5,000 rpm. But equipment and trim levels are so low in the 1.4 EXI compared to the 1.6 ZXI/ SXI that the value for money equation is skewed in favour of the latter two variants.

The most significant engine in the new Fiesta is undoubtedly the 1.4 litre Duratorq diesel engine. The Duratorq represents an advance of two technology steps from the Ikon's 1.8 litre Endura DE diesel engine. The new 1.4 litre turbocharged direct common-rail injection (TDCi) engine uses an aluminium cylinder block and cross-flow cylinder head and again uses composites extensively such as for the plastic integrated air module, valve cover and thermostat housing. The low inertia turbocharger optimises low rpm torque and it shows in the engine's vital stats. Peak torque kicks in at a low 2,000 rpm, but adequate torque is available from as low as 1,200 rpm.

The Duratorq engine will definitely set a benchmark for direct injected diesel engines. The current crop of common rail engines in competing cars have been eclipsed by the Duratorq's refinement and low noise. The new 1.4-litre TDCi engine's refinement and inherently low noise is aided by the two stage direct fuel injection, pilot and main, for progressive combustion giving refined drive sound. Instead of the conventional solenoid injectors, the Ford Duratorq TDCi engine uses refined Piezo electric injectors for a more accurate performance.

Another noise reduction technology — the Accelerometer Pilot Control (APC) — has been combined with the piezo injectors for adjusting injection timing within 0.3 milliseconds for smoother, cleaner and more efficient combustion. Good NVH packaging has also enabled Ford to come up with class leading reduction in interior noise levels for the diesel Fiesta.

Thanks to its relatively small size and excellent injection control, the TDCi is also likely to emerge as one of the more fuel-efficient diesel car in its segment. To avoid engine damage from poor quality diesel, which is what is generally available in the interiors, Ford has built better filters and other aids, such as a sensors, for detecting water content in the fuel.

Fuel efficiency numbers are not available yet, but dealer claims put the 1.6-litre Duratec engine's mileage numbers at 10-14 kmpl for a mix of city and highway driving (the 1.4-litre Duratec will only be marginally better) and the Duratorq diesel's mileage is being put at 12-18 kmpl with a mix of city and highway driving.

The TDCi diesel engine does not offer as much as a peppy drive in the lower rpm band as the Hyundai Accent CRDi manages to. But if those mileage numbers are achievable, the TDCi variant could find many takers.

In the suspension department, Ford's focus for the Fiesta has been to make the rear seat ride as comfortable as possible. The suspension set-up includes independent McPherson struts with offset coil springs and twin tube damper units. Lower L-arms have been added and incorporate optimised bushes mounted on a separate cross-member and stabiliser bar for quicker response.

The rear suspension package is similar with a semi-independent heavy-duty twist beam replacing McPherson struts. Ride quality is firm and the `stability-aiding' package delivers its promised performance.

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