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2011 Ford Fiesta Hatchback SES Road Test Review

It might have taken three decades, but Ford is finally utilizing its global resources to give Canadians cars that better suit our needs.

Ford has made the subcompact segment cool with the introduction of the new 2011 Fiesta Hatchback. (Photo: Trevor Hofmann, Canadian Auto Press)

We can thank a downward economy and rising fuel prices for pushing the reluctant U.S. market toward smaller cars and therefore allowing a multiple-market business case for bringing these new more efficient models north of the 49th, as well as Ford CEO Alan Mulally for seeing the obvious benefits of building one extremely good car per segment for all markets. Either way, Ford has an all-new entry in the subcompact class that clearly bests the majority of rivals.

My three-decade comment refers to the original European-designed and built Fiesta that sold here from 1978 through 1980, a short lifespan in North America but a memorable car just the same. Some considered it a virtual copycat of the market-leading Volkswagen Rabbit hatchback that came before, and rightly so as it looked much the same and performed similarly, but it would be a mistake to compare the new Fiesta the same way.

It's the same as its

The Fiesta's tall hind quarters and aggressively raked beltline makes for a sporty looking ride. (Photo: Trevor Hofmann, Canadian Auto Press)

forebear in spirit, at least. A small, stylish, sporty little runabout that offers higher than average build quality with available top-tier features for a base price that hits its competition well below the belt, but you'll be hard pressed to find a car that measures up to the Fiesta dollar for dollar, feature for feature, or when comparing performance and quality. Volkswagen doesn't even offer a subcompact in Canada anymore, that market overrun by the Japanese and Koreans. Even Chevy's little Aveo is Korean, sourced from the General's GMDAT (Daewoo) division, although it's soon to be built in Michigan, so the Fiesta, which is produced in Cuautitlan Izcalli, Mexico, is more North American market specific than most.

Ford is making up for lost time in the subcompact segment by arriving with two new Fiesta body configurations right out of the gate, a four-door hatchback with good cargo

Among the most uniquely shaped headlights in the industry. (Photo: Trevor Hofmann, Canadian Auto Press)

capacity at 490 litres (17.3 cubic feet) behind the rear seats or 965 litres (34.1 cubic feet) when they're folded flat, and four-door sedan with a 362-litre (12.8-cubic-foot) trunk.

The Fiesta gets a powerful yet fuel-efficient engine that's quite advanced on the technologically front, with Twin Independent Variable Cam Timing (Ti-VCT), a lightweight composite intake manifold, an electronic throttle body, plus a short intake runner length for higher power and a fully symmetrical runner length for reduced noise, vibration and harshness (NVH) levels. The result is a 16-valve, DOHC, 1.6-litre four-cylinder engine with output levels that are greater than the subcompact average, reaching a maximum of 120-horsepower at 6,350 rpm and 112 lb-ft of torque at 5,000 rpm. Ford's Front End Accessory Drive (FEAD) belt powers the air

Some classy chrome trim detailing that really make the Fiesta stand out. (Photo: Trevor Hofmann, Canadian Auto Press)

conditioner, alternator, and water pump through one compact, lightweight and efficient unit that helps improve fuel consumption while reducing parts.

Fuel economy is a Fiesta forte, with the five-speed manual-equipped model achieving an estimated 7.1 L/100km in the city and 5.3 on the highway, and the six-speed automatic getting an estimated 6.9 and 5.1 respectively, on regular fuel. Even better, Ford offers a Super Fuel Economy Package on SE models ($800 with the sedan and $500 for the hatchback) that brings the Fiesta's estimated rating down to 6.8 L/100km in the city and 4.9 on the highway by adding special T-rated tires measuring P195/60R15, as well as aerodynamic enhancements such as blockers on the lower grille, side air deflectors and cruise control.

I was surprised to learn that Ford wasn't utilizing

Sporty looking wheels spiff up top-line models. (Photo: Trevor Hofmann, Canadian Auto Press)

a traditional torque converter-type automatic for its optional gearbox, or a Continuously Variable Transmission (CVT) as some others do in this segment, but rather the Fiesta's six-speed PowerShift automatic is an electro-mechanical actuated dual-clutch sequential-manual transmission that shifts like a manual behind the scenes, with manual-mode if so desired, or without any intervention from the driver at all if left in Drive. Basically, one dry clutch is used for 1st, 3rd, and 5th while the other engages 2nd, 4th and 6th. It could be done with a single clutch, as was the case with early Ferrari and BMW sequential-manual systems, but two clutch plates allow much faster and smoother shift intervals. Until recently this technology was only offered by premium brands such as Audi, BMW, Bugatti, Ferrari, Lamborghini, Maserati, and Porsche, or kept exclusive to specific sporting models within mainstream brands such as Mitsubishi with its Evolution X MR and Lancer Ralliart, or Nissan with its GT-R,

Never fumble with your keys again, just press the button and you're in. (Photo: Trevor Hofmann, Canadian Auto Press)

so it's a big deal to see it on a Ford let alone the brand's cheapest model. Volkswagen is one of the only brands to sell its dual-clutch automatic in a regular passenger car, and none have brought the technology to the subcompact class until now.

The PowerShift six-speed automatic is just one premium-like feature Ford is shifting down-market, with others, such as leather upholstery, top-tier audio and SYNC connectivity being made available too. What you get on your Fiesta will depend on the trim level chosen, and for 2011 there are two to choose from for the hatchback, namely SE or SES.

If you want economy above all, the base S sedan, at $12,999 plus $1,350 for shipping, is the way

Once inside you're greeted by a well-made, tech-oriented cabin with a sporty flair. (Photo: Trevor Hofmann, Canadian Auto Press)

to go. But we're concentrating on the hatchback for this review so I'll detail some of the features available. The hatch starts off in SE trim for $16,799 and boasts power windows with auto up/down, powered mirrors in body-colour housings, air conditioning, a tilt and telescopic steering wheel, a split-folding rear seat, floor mats, an AM/FM stereo with Sirius satellite radio and an audio input jack, variable intermittent wipers, ambient lighting, illuminated entry, vanity mirrors, seatback storage pockets, and a knee airbag to go along with its dual front, side-impact and side-curtain airbags. ABS-enhanced brakes are standard too, with a set of front discs and rear drums behind 15-inch steel wheels and covers wrapped in P185/65R15 all-season tires. Additionally, traction and stability control are standard.

Exclusive to the hatchback, a

The top-level SES gets leather seats with contrasting piping. (Photo: Trevor Hofmann, Canadian Auto Press)

body-colour upper grille and rear spoiler enhance its sportier appearance while a rear wiper keeps rear visibility clear. Additionally, a standard cargo cover protects valuables from prying eyes while you can store those valuables in a standard removable package tray.

The base hatchback can be upgraded with a standalone power glass sunroof at $1,200, plus a variety of feature combinations including the Winter Package featuring heated seats and heated side mirrors for $350; the SYNC and Sound Package featuring SYNC connectivity with steering-wheel controls and 911 assist plus an upgraded six-speaker sound system with hard drive media storage via a USB port that will charge your external device for $650; the Sport Appearance Package with 15-inch painted

All the switchgear is high-quality. (Photo: Trevor Hofmann, Canadian Auto Press)

alloy wheels, a rear deck lid spoiler, LED marker lamps and cruise control for an undisclosed varying price depending on your area (build it online at www.ford.ca and see what you end up with).

The SES hatchback, at $18,899 includes the features added via the Winter and SYNC and Sound packages along with such niceties as standard heated mirrors with integrated turn signals, cruise control, an auto-dimming rearview mirror, a leather-wrapped steering wheel with spoke-mounted audio controls, chrome side window mouldings and deck lid appliqué, and 16-inch alloy wheels inside P195/50R16 all-season tires. The only SES hatchback options include the same power glass sunroof available with the SE for the same $1,200 price tag, plus leather seats

Push-button start-stop in a subcompact? Believe it! (Photo: Trevor Hofmann, Canadian Auto Press)

(pricing variable) and proximity sensing remote access with push-button ignition for $500.

Ford loaded up my test car with absolutely every option available, including leather and the push-button start system, which helped convey the concept of premium-like luxury and maximum efficiency combined. The look and feel of the interior is excellent for the class, although don't expect soft-touch plastics or real metal garnish as the Fiesta is still an entry-level model despite the top-tier features list. Nevertheless, all switches and knobs are nicely weighted and fit snuggly without any side-to-side slop, interior panels are put together well and the seats are very good. Even rear seat room is decent, with good headroom. You really notice the size difference between subcompact and compact models when comparing widths,

SYNC with full connectivity, of course. (Photo: Trevor Hofmann, Canadian Auto Press)

so in the Fiesta hip and shoulder room is compromised slightly but should be good for two abreast front and back. There are seatbelts for three in the rear, so it's doable if needed.

While the Fiesta puts out more power than average, nothing in this class is going to light up the front tires. Once underway the little Ford moves along very well, mind you, and it tracks with confidence at highway speeds. Where it truly impressed was in the corners, delivering decidedly sporty performance and solid stability. While the availability of rear discs would be nice, none of its competitors offer them and its standard ABS makes stopping in any weather condition uneventful anyway. The Fiesta gets standard traction and stability control too, and I'm going on

Rear seat room is good for the class. (Photo: Trevor Hofmann, Canadian Auto Press)

record as saying that, along with ABS, the latter is the most important electronic technology ever offered in the auto industry, and I'm betting you'll agree with me as soon as it's saved your behind in slippery conditions like it has mine.

Just the same, it's a good idea to check crash test results before buying any car. The Fiesta scores as well as possible in Insurance Institute for Highway Safety (IIHS) tests with both body styles getting the organization's highest "Good" score for frontal offset and side-impact tests. The U.S. National Highway Traffic Safety Administration (NHTSA) gives both sedan and hatchback a 4-Star rating for frontal crash tests, 5-Star rating for side crash tests and a 4-Star rating for rollover tests.

The Fiesta is covered by Ford's 3-year or

Room to spare. (Photo: Trevor Hofmann, Canadian Auto Press)

60,000 basic warranty and 5-year or 100,000 powertrain warranty. While designed in Europe to meet that continent's higher expectations for interior quality, available features and performance in small cars, North American Fiestas are built in Cuautitlan Izcalli, Mexico. Long-term reliability is unknown being that the car is entirely new for 2011, but the Ford brand, according to J.D. Power and Associates, is generally better than average.

After a week of living with Ford's new Fiesta I'm a believer in the car and the company. If Dearborn keeps producing cars like this it won't have to rely on the old "Buy American" plea or worse, big price cuts, incentives and fleet sales to keep the factory doors open. The Fiesta is as good as any subcompact car has ever been and better than most.

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