Instrumented Test
arrow
Proof that a 3-banger can be entertaining.
Diminishing displacements are just one element in an automotive age of profound change, but even so, 999 cubic centimeters ain’t significantly. There are numerous motorcycles with bigger engines, and for most of us who didn’t grow up with Japanese Kei vehicles, Messerschmitts, or BMW Isettas, a car propelled by a 1.-liter powerplant has really restricted appeal.
So we’re pleasantly shocked by the acceleration of this Fiesta with its tiny 3-cylinder turbo, especially soon after we spent some time in a Euro-spec 2012 Ford Focus equipped with the identical engine, which tipped the scales some 300 pounds heavier than our Fiesta. The Focus 1.0L EcoBoost comes stateside for 2015 in the 5-door hatchback and 4-door sedan models. Focus or Fiesta, there’s a price tag premium for the EcoBoost triple, and the Concentrate buyer who forked over the additional green may endure buyer’s remorse the first time the light turns green and surrounding traffic rockets off into the middle distance.
As we noted in our 2014 Fiesta very first-drive report, this SFE EcoBoost version of the smallest of Fords is not to be confused with the Fiesta ST, an additional force-fed Fiesta. Face-distorting launches aren’t portion of the deal with the 1.-liter the notion is respectable overall performance with outstanding fuel economy. The only gearbox obtainable is a 5-speed manual.
 |
In terms of acceleration, respectability is defined here as 8.3 seconds to 60 mph and a quarter-mile slip reading 16.7 at 84 mph. The combination of modest curb weight, early-onset peak torque, and adequate horsepower get the Fiesta out of the blocks with decent vigor—you can even get the front tires to chirp, which is assured to surprise your fellow motorists. In terms of acceleration, it measures up favorably against the previous-generation Honda Fit, a frequent Automobile and Driver 10Best Vehicle and subcompact comparison-test champ.
The EcoBoosted Fiesta also enjoys an edge in EPA fuel-economy ratings—32 mpg city and 45 highway, tops amongst non-hybrids. The fuel-stingiest 2013 Match (there was no 2014 gas model) was rated 28/35 and the freshly introduced 2015 Fit, when equipped with a buzzkill constantly variable transmission, grabs a 33/41 EPA estimate. Our true-planet mileage for this test was 32 mpg. With a lighter right foot, it likely would be substantially greater.
Ford’s new 3 is devoid of the vibrations inherent in triples, thanks to clever engineering. Ford avoided employing energy-robbing counter-rotating balance shafts by selectively adding weight to the flywheel and drive pulley, and the engine revs freely enough. About the only clue that this is one thing other than your standard-issue 4-valve-per-cylinder 4 is an engaging growl when the driver demands max work.
 |
Deliberate Dancer
Despite the fact that the Fiesta 1. is just a bit faster than the previous-gen Match at the drag strip, it is not fairly as adept at back-road boogying. The all-season Hankook Optimo tires (185/60-15) provide far better-than-anticipated grip (.83 g), regardless of tall sidewalls and a low-rolling-resistance rubber compound. But that is offset by substantial body motions, which inhibit transient response and swift turn-in. It’s the value paid for the car’s smooth ride top quality.
The tires also contribute to the Fiesta EcoBoost’s so-so braking distance, although 179 feet from 70 mph is not poor for this class, and the Fiesta’s front-disc/rear-drum program was fade-cost-free. The electric power steering gets higher marks although it is not as tactile on-center as some, it is commendably correct and race-automobile fast at 2.4 turns lock to lock.
Another pleasant surprise: Although the Fiesta 1. will by no means star at an autocross, it offers a quite good account of itself at high speeds on back roads. The little Fiesta inspires self-confidence in quick corners, and if there’s understeer there’s also precision—the driver can spot the automobile exactly as desired, a comforting trait in 80-mph sweepers.
 |
Those 80-mph sweepers had some thing to do with our fuel-economy outcomes. The Fiesta’s prime gear is strictly a downhill ratio (.756:1), and acceleration is not the word for what occurs when the driver depresses the go pedal when in fifth. It’s more like accumulation of momentum. Which meant a lot of downshifts to 4th and even third gear. The shift quality could be a tiny much more snick-snick, like that of the Honda Match, but we’ve definitely seasoned worse.
$ and Triple Threats
As noted, opting for the 1.-liter turbo adds substantially to the bottom line. Fiesta pricing begins at $ 14,925 for a 4-door S sedan. The base price for an SE hatchback (the only trim you can add the EcoBoost engine to) is $ 16,905, and a modest collection of options on our test auto raised the as-tested sticker to $ 18,785. $ 995 went to the EcoBoost Fuel Economy pack (the 1.-liter engine, taller final-drive, a spoiler, and 15-inch steel wheels in place of the normal aluminum ones). The Green Envy metallic paint added $ 595, and our auto also had the $ 290 Comfort bundle, with its heated front seats and heated energy side mirrors.
 |
That does not qualify as bargain-basement pricing, but believe of it this way: The Fiesta 1. delivers an exceptional blend of fun and fuel economy—okay, potential fuel economy—that’s uncommon.
In any case, Ford seems to have nailed it with its triple, an increasingly well-known layout. At least 6 other carmakers—Mini Cooper, Opel, Chevrolet, Mitsubishi, Intelligent, and Toyota—have 3-cylinder engines either in showrooms or in the operates, ranging from 1. liters up to 1.5. Now we just need a person to comply with Morgan’s lead and go V-twin.
View Photo Gallery
Other Stories You Might Like
2014 Ford Fiesta 1.0L EcoBoost Tested: Turbocharged Triple Threat
Hiç yorum yok:
Yorum Gönder