[Shreyfiesta]

Tribute to the Fiesta, Ford India's Smilestone Sedan!

Disclaimer : This thread is going to be awfully long as I'm planning to pen down the complete story of the Ford Fiesta brand in Indian market.

Introduction

Popularly described as the 'Josh Machine' by most petrolheads, the Ford Ikon touched Indian grounds for the first time in 1999. Ford was committed to ensure that the Ikon was designed, engineered and built with the Indian consumer in mind. Ikon was a proper enthusiasts car in all manner. It was this car which made sharp handling and fun available for the Indian petrolheads before the arrival of City VTEC and MK1 Octavia RS. Ikon's 1.6 ROCAM petrol version was actually positioned to excite the most discerning and ‘Joshful' buyer who wanted to express his ‘Josh' attitude.



2003 saw the introduction of facelifted Ikon, christened as 'NXT' by Ford. The sedan had received upgrades on both mechanical and cosmetic sides during this update. A more powerful 1.3 ROCAM unit replaced the sluggish 1.3 Endura, power output figure was raised to 70bhp from 58bhp. Post-2003 Ikons were far better than the pre-facelift ones in terms of equipment levels, fuel efficiency, handling and refinement. Basic 1.3 variants became a very tempting choice in the entry-level sedan segment for those who were looking at a no-nonsense car.



Fusion was touted by people as a car which falls in no segment. Indians were not ready for such an expensive small car, neither expected that design too. Mondeo was an excellent machine for driving enthusiasts, but most of the owners suffered from reliability issues. Many users had problems with its electricals like the power seat adjusters and 6CD changer. Facelifted Mondeo with extra features and refreshed looks came out in 2005, but by then people had lost interest in the model because of the bad reputation created by earlier version.



Ikon and Endeavour were the only good-selling models in Ford's product portfolio. Though the Josh Machine used to do well in the market in terms of sales, Ford was really in need of another sedan to fill the wide gap that existed between Ikon and Mondeo. That's how the Fiesta was born. Of course, the Fiesta brand played a key role in establishing Ford as a maker of solid driver's cars in India.

[Shreyfiesta]

Story Index:

Chapter 1 : Development of B376, a mid-sized sedan for India

Chapter 2 : Fiesta's launch and market success

Chapter 3 : The 2008 facelift and entry of 1.6 S

Chapter 4 : 1.6 S, the Sword Fiesta

Chapter 5 : Ford's global sedan decision

Chapter 6 : Farewell to the Fiesta brand

[Shreyfiesta]

Chapter 1 : Development of B376, a mid-sized sedan from Ford

After the Ikon, Ford India once again began to work for developing appropriate models of cars that would match the special requirements of the India's car market. Known at first by its codename B376, the Fiesta used Ford’s ‘shared technology approach’, which was a way of saying platform sharing. The B376 shared many common bits and pieces with the B256 European Fiesta on which it was based, but this model was unique for India. So, when the work on the Fiesta started in October 2002, it was for an all-new, India-spec model. It took nearly two years from design freeze to prototype.



The sedan was specifically designed to meet Indian conditions, Fiesta was truly a product of and for the Indian market. Engineers from India were involved in the design and development stages of the car. Back in the day, there existed a trend in the Indian car market towards diesels. Two factors - high fuel prices (cost for 1 litre diesel was less than ₹ 30 IIRC) and the less noisy, hybrid diesel engines that were capable to compete with petrol variants on performance. Ford India used to source its petrol engines from within India while diesel engines were imported from Europe.



Team behind the Fiesta comprised of Ford engineers from India, Australia, UK, Japan, Spain, Belgium, Germany, Sweden and Korea. About 82 prototype vehicles and 90 pre-production vehicles were build before the actual production started. Over 700,000 test kilometres were driven and over 11,000 individual tests were undertaken before introduction. Unique water wading tests included leaving the vehicle in 450mm of water for eight hours. Fiesta had underwent more than 25 crash tests too. A dedicated team of over 150 put in over 500 man-years of work. An average of 14 engineers from Ford Australia were on site in India each week through 2004-05. The team had made close to 650 trips to India and other countries to design, test and launch the Ford Fiesta.



Engineered specifically to adapt to Indian road conditions, the Fiesta combined its high stability with exceptional driving comfort. Optimised steel strength in critical areas along with structural reinforcement, ensured that the passengers were unscathed even in a frontal offset collision. Even the suspension was specially tuned to minimize discomfort to passengers. Generic electronic module present in the Fiesta was the equivalent of having a computer managing the car’s engine diagnostics and electrical functions. Also, it came equipped with GEM sensors that oversaw all critical functions.

[Shreyfiesta]

Chapter 2 : Introduction & Success

Fiesta entered into our market at the right time when many potential buyers wanted something "different" from the Honda City in that segment. It was extremely roomy inside, and had fantastic ride quality too. If we needed power, we had to opt for the 100bhp 1.6 DuraTec, if economy was our style, we had to go ahead with the 1.4 DuraTorq. Interiors were modern yet immensely practical. Autocar India in its November 2005 issue had claimed that the Fiesta is a well-balanced combination of clean looks, classy interiors, precise handling and comfortable ride. Unlike the second-gen City's love me or kill me looks, the Fiesta's design looked so clean and proportionate.

Cover page of ACI's November 2005 issue.


Sensing the need of Indian car market for a perfect mid-sized sedan, Ford finally brought its Fiesta to our country in November 2005. Ford had silently axed the 1.8D Endura version of Ikon sometime in early-2005 before the entry of Fiesta. 1.6 Rocam petrol of Ikon also was withdrawn soon after Fiesta's launch. Ikon was moved onto a lower entry-level sedan category, with only the 1.3 Flair being produced.

The Fiesta was originally introduced in four variants :
• 1.4 EXI Petrol - 80bhp at 6000rpm & 127Nm at 4000rpm
• 1.6 ZXI Petrol - 100bhp at 6500rpm & 146Nm at 3400rpm
• 1.6 SXI Petrol - 100bhp at 6500rpm & 146Nm at 3400rpm
• 1.4 ZXI TDCi Diesel - 68bhp at 4500rpm & 160Nm at 2000rpm

Cover page of Ford Fiesta's official brochure from 2005.


• Basic variant 1.4 EXI was equipped with tilt-adjustable steering, all-door power windows, central locking, tachometer, etc.
• Semi variant ZXI was EXI + audio system, rear defogger, front reading lamp, etc.
• Top-end variant SXI was ZXI + electrically-adjustable ORVMs, leather-wrapped steering wheel, alloy wheels, double-din audio system, keyless entry, etc.

ABS was available as an option on all variants except 1.4 EXI for ₹ 25,000. Initially, the Fiesta was offered in eight exterior colours : Diamond White, Moondust Silver, Vitro, Platinum, Paprika Red, Flare and Jewel Violet. The basic variant EXI had a 7-spoke wheel cover while ZXI came with a more beautiful 5-spoke set. For the fact to be said, all versions of Fiesta were perfectly tuned to suit India's driving conditions with emphasis on refinement, fuel efficiency and driveability.

A picture of the Fiesta from same brochure. Shown here is an SXI in Flare orange shade.


Abhishek Bachchan was the brand ambassador for Ford Fiesta. The main idea of was to establish the 'Fiesta' nameplate and Ford had achieved very much with Abhishek's endorsement. The company had received bookings for 2,000 units of the Fiesta model within two weeks from launch. The deliveries commenced in the second week of December. While 68 percent of the orders were for the diesel version and 32 percent opted for petrol. With its clean styling, build-quality and performance, the Fiesta became an instant success in our market.

Abhishek Bachchan and Ford Fiesta on a 1.6 Duratec petrol advertisement. This colour was called Jewel Violet.


The unprecedented success of the Fiesta had the company 'fida' in the Indian market. Diesel variants of the Fiesta, fitted with the Duratorq engine, was rolling out of dealer showrooms fast. In the incredibly price-sensitive Indian market, one of the most important reasons for the Fiesta's incredible popularity was its low fuel consumption for the truth to be told. Fit and finish levels on the Fiesta were notches above the Ikon. The success of Fiesta and the continued market response for Ikon attracted more entrepreneurs to take Ford vehicle dealership.

Another advertisement of the Fiesta 1.4 TDCI, featuring a 1.4 ZXI TDCI in Platinum shade with SXI alloys.


Back then, Ford had around 110 dealers across the country, they had trainers from Ford Australia for talking to dealers on accounts, finance management and other areas. Even then, poor after-sales service used to be a sore point for Ford owners. Of 42,000 Ford vehicles sold in India in the calendar year 2006, Fiesta's share was over 17 percent. With the introduction of the 1.4 ZXI petrol variant in February 2007, the company expected the Fiesta's sales to go up. By then, the sedan had entered the Limca Book of Records for returning an average of 22.4kmpl for petrol and 31.5kmpl for diesel.

1.6 SXI petrol's advertisement from mid-2006.

EVERYTHING ABOUT THE FIESTA

Exterior Design :
The Fiesta used to turn heads back in the mid-2000s, I'm not sure whether it will do the same now or not. No doubt, it was a handsome, well-proportioned sedan at the time when it was introduced. Fiesta's design lacked Ikon's 'look at me' attire, but was unmistakeably a Ford from every aspect. It actually looked like a toned-down Focus from some angles for the fact to be told. The big radiator grille with diamond mesh design and the strong chin with a wide air intake and circular fogs were typically Ford. The roof line swooped nicely into the C-pillar, which in turn merged seamlessly into the boot, this Fiesta was was a real three-box sedan. Rear-end design was dominated by Mercedes-inspired big taillights (think about the W203 C-Class and W211 E-Class).

The headlights on the Fiesta were mounted higher up and the mesh grille projected outwards. These made the car look very good, but this isn't extraordinarily eye-catching by current standards.


The Fiesta had better line and form in terms of boot integration than most other sedans of that era. Then again, the Fiesta was no beauty queen from the rear.


Luckily, Ford’s designers had avoided the high boot design of the Ikon, which seriously hampered rear visibility while reversing. Shut lines were tight enough and the paint job from the factory looked great. The 175/65 R14s were aesthetically insufficient, such small footwear for Fiesta's large proportions made it look puny. Ford traded aesthetics for practicality here, the usage of narrower tyres were for better fuel efficiency. Anyways, the Fiesta had erased memories of the frugality that characterised the Ikon. When launched, the latter had cheap plastics, even cheaper door trim, no internal boot release and just one reversing light. No such mistakes were there with the Fiesta.

Virtually all the body panels were flat and almost every line on the car was straight. This was, of course, a way of ensuring ease of production and repair, and was a part of the bigger plan of making a cost-effective car.


Interior :
The minimal usage of chrome itself gave the Fiesta's cabin a certain sparkle. Three-spoke steering wheel borrowed from the Focus was spiked with chrome at edges and the short-throw gearshift lever had a shiny treatment as well, like the one seen on Fusion. The round air-con vents were an iteration of those on the Fusion and were easily adjustable too. Total and trip distance odometers were positioned neatly at the centre of the instrument cluster as a tamper-resistant LCD panel, which also displayed a distance to empty figure. Plastic quality of the interiors were light years ahead of the Ikon’s, but it was still a couple of notches below Honda City's. Ford’s designers had utilised every available bit of space and turned them into niches, cubby holes and trays, even the parcel shelf at the rear became bigger compared to the one on Ikon. The door pockets and all were deep and large enough for a big bottles.

Traditionally, Fords have their own sporty appeal and the Fiesta also sticked to its roots. The steering wheel had the right material, the right size and the right thumb holding points.


Forward travel of front seats were increased in the Fiesta for two reasons. One, for making it comfortable for short drivers, who don’t need to stretch to reach the pedals. The other benefit was that by pulling an empty front passenger seat all the way forward, it was possible to generate a huge amount of legroom at rear. High seating position, fair amount of legroom and underthigh support at the rear made the sedan ideal for long drives behind the chauffeur. But for sheer rear seat comfort, the Honda City, with its low floor, was still the king, and its advantage eroded only when the Fiesta’s superior ride came into play.

The SXI variant came with leather seats, in-dash six-CD changer and some amount of aluminium for the interiors.


Ride and Handling :
The Fiesta rode on McPherson struts with larger coil springs up front and a twist beam setup at the rear that allowed for more boot space. Shod with 14-inch, 175 section tyres, it rode exceptionally well on good roads and takes bad roads in its stride, literally. In terms of ride quality, the Fiesta was a status quo as well. Ford knew how to build a chassis and they also knew how to suspend it. The Fiesta’s ride quality taught a lesson on how a car should go over bumps to those guys who were used to Japanese mid-sized cars. In fact it was so good, it was quite easily the best in its class during those days. However, it still had the tendency to thud more and transfer suspension noise to the passengers whenever it found an inch or two-wide gap in the road.

Picture of a Fiesta 1.6 Duratec SXI from Auto India's December 2005 issue.


Fiesta also achieved an optimum compromise between ride and handling. While it lacked the razor sharp handling of the Ikon, the steering still felt well-weighted and inputs were seldom lost in translation. The well-weighted steering, coupled with the presence of a mechanical pump instead of EPS, gifted the car with more feel and more predictability. In fact, the Fiesta was an excellent handler that even made newbie drivers look good. Body control was exceptional, especially over undulated surfaces, and the super-stiff chassis had a taut feel. Handling of the Fiesta inspired confidence and low-speed ride trumped the City many times over. The same applied to the brakes, which backed by ABS, provided progressive retardation, unlike the Ikon’s hasty braking antics.

Powertrains and Performance :
• 1.4-litre Duratec Petrol :
82bhp out of the 1.4-litre 16-valve DOHC was a good 12bhp below the Hyundai Accent and 6bhp below the Opel Corsa, but the power from the Fiesta actually felt adequate. The lesser engined variants were looked down upon and were termed as underpowered during those days. But in the case of Fiesta, it revved really nice and had a razor smooth power delivery all through the revv range. This 1.4-litre Duratec version was actually targetted against the City's 1.5-litre 77bhp i-DSI model, then again, Fiesta had a significantly more amount of punch compared to the City. The Fiesta 1.4 went from 0 to 60 in 5.9 seconds, down by just a fraction on both the Esteem and the Ikon 1.3 Flair. On the 0 to 100 kmph run, the Fiesta clocked 14.0 seconds, a good two seconds behind the Esteem. It was actually this 1.4-litre Duratec Petrol version the direct competitor of Honda City, and not the 1.6-litre petrol one.

A Fiesta 1.4 Duratec EXI being test driven by BSMotoring in March 2006.


• 1.6-litre Duratec Petrol :
If power was what you were after, there were lots of it in the 1.6-litre 100bhp Duratec 16-valver petrol, which was the same engine that powered the Fusion but had a remapped ECU. Ford had lowered the compression ratio and this engine was designed to run optimally on 91 octane petrol, it was the standard octane rating for the Euro III emission era. Fiesta was not blessed with the Ikon’s razor-sharp response. The all-aluminium, high-tech Sigma unit was a more mature motor, which delivered a uniform spread of power across the rev range. It was fairly refined and quiet at low revs but the motor used to get quite buzzy and audible when it started nearing the 6700rpm redline. Although the performance was similar to the Fusion’s, it was more than adequate. The dash to 100kph in 11.4 seconds made Fiesta one of the fastest cars in its class.

The Panther Black Fiesta 1.6 Duratec SXI which BSMotoring test drove back in November 2005.


• 1.4-litre Duratorq Diesel :
Fiesta's 1.4-litre, 8-valve, diesel unit was a huge improvement over the Ikon's 1.8-litre Endura oil-burner. This all-aluminium diesel was the lightest and smallest diesel offered by Ford. What made this engine special was the refinement itself, it spoke like a diesel, but in a very soft manner. The engine was capable to develop a peak power of 68bhp at 4000rpm and 160Nm of extreme torque output at 2000rpm, paired with a 5-Speed manual gearbox. The strong mid-range rush of torque and the turbo’s initial responsiveness and push made the Fiesta a fantastic urban diesel. This diesel came with a high-pressure common rail system, TDCi in Ford speak. There was a tiny pilot injection just before the main event that gave a small early burn to soften the edge of the big bang. This, and the fact that the diesel used an all-aluminium block meant that it weighed 20 kilos more than its petrol sibling. In terms of driveability, the diesel was brilliant. Actually, this small diesel motor set new standards of refinement in the sub-10 lakh sedan segment and made the Accent’s 1.5 CRDi motor feel like a pneumatic hammer.

A picture from the Fiesta 1.4 TDCi vs Accent CRDi comparison done by TopGear in January 2006.

MINOR UPDATES & SPECIAL EDITIONS

• March 2006 - 1.4 EXI Duratorq enters the game :
Responding to customer feedback, Ford launched a EXI diesel version of the Fiesta in March 2006. This variant offered the buyers a sensational package of outstanding driving dynamics, comfort, and fuel efficiency. This entry level variant came with a host of standard features including tilt adjustable steering column, distance to empty trip computer, tachometer, door ajar indicator, central locking and two-tone interiors.

• May 2006 - Ford introduced Fiesta 1.4 SXI Duratorq :
In response to customer feedback, Ford India had released the SXI trim for 1.4-litre Duratorq diesel version too in 2006. It was identical to the 1.6 SXI Duratec in terms of features. In the first phase, this 1.4 SXI Duratorq was available only in select markets like Andhra Pradesh and Punjab, but it was released across the country by mid-2006.

• October 2006 - Fiesta completes one year in Indian market :
The Durasport limited edition of Ford Fiesta was unveiled in October 2006 to celebrate one year of success of the model in our country. This special edition was available in two variants : 1.4-litre EXI and 1.6-litre ZXI, priced at ₹ 6.1lakh and ₹ 6.5lakh respectively. Only 500 units were manufactured and the colours available were Moondust Silver and Panther Black.

• March 2007 - 1.4 ZXI Duratec replaced 1.6 ZXI Duratec :
The 1.4-litre ZXI petrol complemented the Fiesta range with value added features, and the 1.6 SXI Duratec was discontinued. Now, the Fiesta Duratec petrol family constituted of 1.4 EXI, a 1.4 ZXI and a 1.6 SXI. The entire ZXI series after this update boasted of additional attractive features including programmable keyless entry and driver seat height adjust mechanism. From 2007 onwards, SXI range began to come with ABS as standard. Alloy wheels became optional in top-end SXI variants, this forced customers to get Aura's five-spoke alloys for an additional ₹ 22,000.

• July 2007 - Limited Edition Fiesta for commemorating 50,000 units sales :
Ford added more punch to Fiesta range by releasing one more limited edition to celebrate 50,000 sales of the sedan in July 2007. This particular limited edition package was available on EXI and ZXI variants of both petrol and diesel. Five-spoke alloys, reverse parking sensors, dual-tone leather seats, side graphics, rear spoiler etc were the extra features which this edition had. The launch of the Limited Edition Fiesta saw two more colours added to the Fiesta range : Brush Steel and Jeans Blue. An electric sunroof was available in the Limited Edition Fiesta at an additional cost of ₹ 30,000.

• September 2007 - A 1.6 Fida Edition for no reasons :
For no reasons, the Fiesta had again received a limited edition variant called 'Fida 1.6' in September 2007. Except for the turn indicators on ORVM and Kenwood MP3 player, all other features mentioned as limited edition extras were present on the SXI variant too. I think Ford was just trying to push the sales of the 1.6 Duratec petrol version. It was the version with the lowest sales, compared to the 1.4 Duratec and 1.4 Duratorq diesel.

• February 2008 - Ford revises the entire Fiesta range, 1.6 ZXI came back :
The aggressively priced Pace series of the Fiesta added more excitement to Ford's product range. 1.4 ZXI Duratec was replaced by the more powerful 1.6 Duratec ZXI in this update. From February 2008 onwards, all Fiesta variants began to get driver-side airbag and turn indicators on ORVMs as standard.

[Shreyfiesta]

Chapter 3 : 2008 Facelift & Introduction of 1.6 S

Fast forward to 2008, Ford India’s veep-product development didn’t lead their team to bring one more limited edition Fiesta with different side graphics and upholstery, instead they decided to give the sedan a makeover. Facelifted Fiesta came out in June 2008, this makeover turned the elderly matron into a hot sexy mistress who commanded the attention of every hot-blooded male. The updated model was introduced in seven variants : 1.6 EXI, 1.6 ZXI, 1.6 SXI, 1.6 S, 1.4 EXI TDCI, 1.4 ZXI TDCI and 1.4 SXI TDCI, 1.4-litre petrol variants got discontinued permanently. Four more body colour options such as Aquarius Blue, Brush Steel, Morello and Thunder were added to Fiesta's shade card. The Aquarius Blue shade was exclusive for 1.6 S variant.

The exterior changes included new front bumpers, smaller grille and restyled headlamps. ORVM-mounted turn indicator on SXI model and redesigned wheel covers were amongst some of the additional changes made.


Some changes were carried over to the interiors as well, Fiesta had gained new fabrics and colors and the instrument cluster featured a honeycomb graphic theme with bezel highlights.


Semi-variant ZXI had gained some features like the double-din integrated audio system and ABS with EBD during this facelift. The SXI variant received side turn indicators on ORVMs and 'SXI' badges on fenders, but Ford had deleted alloy wheels from this variant. Later, in July 2009, Ford silently introduced a refreshed SXI variant of the Fiesta. Cosmetic differences on this updated model were minimal. In this update, the Fiesta SXI gained nothing other than chrome-finish front grille, chrome ORVMs and five-spoke alloy wheels. Exterior colour options such as Platinum, Thunder and Brush Steel were discontinued, and a new Chill Metallic shade was released. Even then, Ford was continuing with its limited edition strategies to boost up the sales of basic variants of the sedan.

Fiesta's brochure from December 2009. Notice the chrome radiator grille and five-spoke alloy wheels on SXI.


By May 2010, Ford India’s 100,000th Fiesta was driven off the assembly line. The Fiesta did reasonably well for the company, it was always known for being a great drivers’ car with its beautiful chassis and great driving dynamics. 1.4-litre diesel unit prove to be frugal and economical while the 1.6-litre petrol version was appreciated by the enthusiasts. Even after the introduction of newer models like Verna, Aveo, SX4, third-gen City, Linea and Vento, the Ford Fiesta used to manage a sales of around 2,000 units every month and continued as a popular choice among mid-sized sedan buyers. Also, it was the first car to be exported from Ford India's manufacturing facility as a CBU to South Africa, which established the company's capability to produce world-class vehicles for customers abroad.

Special 1,00,000 unit sales celebration brochure of the Fiesta printed in June 2010.


In April 2011, Ford once again revamped the Fiesta range and renamed it as 'Fiesta Classic' to avoid clash with the Global Fiesta which was about to be launched by mid-2011. The Fiesta Classic came with Ebony and Jasper Blue coloured instrument panel, soft feel fabric seats and enhanced dual-tone door trims. It was offered in three variants : LXI, CLXI and SXI. The top-of-the-line SXI model was available only against order. Once again, Ford had introduced a new shade for Fiesta, the Colorado Red. Retaining the older Fiesta actually expanded the offerings from Ford, and helped to compete with the Fluidic Verna which had a wide variant list.

Though the Fiesta Classic remained mechanically same as the older Fiesta, many features were taken off during this refresh.

[Shreyfiesta]

Chapter 4 : 1.6 S, the Sword Fiesta

The S looked taut and lithe, and definitely sexier than the regular Fiesta. The Fiesta 1.6 S, in Aquarius blue, a colour unique to this model, looks pretty smashing even now. The external changes brought to the Fiesta during 2008 facelift were most apparent on this 1.6 S variant, there’s not much that can beat side skirts, nifty 15-inch five-spoke alloys, trunk spoiler and a chrome-tipped exhaust when it comes to getting someone’s attention.

Design wise, an aura of sportiness surrounded the 1.6 S and was enhanced by the side skirts, especially in Aquarius Blue. The Fiesta, in its 1.6 S form had carved a niche for itself.


The S had a sporty theme inside the cabin, with black and blue being the colour preferences. Instrument cluster looked more beautiful on the 1.6 S, with a fancier font for the digits, there was a honeycomb graphic as well. The seats were more contoured in the 1.6 S, although not quite body-hugging, and a sporty white stitching scheme was employed throughout. The pedals on the S were the de rigueur aluminium jobbies, which nicely rounded things out.

The Fiesta's sporty nature was taken to newer heights in the design department thanks to cosmetic enhancements inside the car.


Those who’ve driven a normal Fiesta 1.6 know that it’s one of the best-handling, fun-to-drive sedans we've ever got. In the 1.6 S changes were made to the steering rack, some parts of the chassis were stiffened, dampers were changed, and 15-inch wheels were added. Ford had worked extensively on the suspension area of Fiesta 1.6 S by putting in stiffer springs and tuning the suspension. The compact steering was still beautifully weighted and was accurate enough when you hurled yourself and a 1.1 ton car into a tight corner.

Fiesta 1.6 S was light years ahead of both the City and Verna in terms of high-speed stability. From the handling perspective too, it did the job perfectly.


The naturally aspirated 1.6-litre 16V DOHC unit churned out 101bhp of power at 6500rpm and 146Nm of torque at 3400rpm, paired with a 5-Speed manual gearbox. With its light 1.1 ton body, 0-100km/h was achieved in just 11.43 secs which made Fiesta one of the fastest cars in its class. Unlike the regular Fiesta, the 1.6 S had a more stiffer suspension which gave it an ability of cornering with perfection. Another appreciable part was its well-weighted, super responsive steering.

Power delivery of the 1.6 S was fantastic for the truth to be told. By all means, this car used to be an excellent machine for driving enthusiasts.


The one complaint that the pre-facelift Fiesta had was of fairly perceptible body roll, but it all changed with the ‘jounce’ dampers and stiffer springs. Jounce refered to the way in which a vehicle responded to energy stored in the springs. This system added extra compression damping and controlled the amount of rebound in a vehicle, for better handling and stability. Around the twisties too, combination of Fiesta's brilliant chassis with tweaked suspension came to the fore giving the 1.6 S amazing dynamics. Only disappointment was the absence of disc brakes at rear.

On the road the Fiesta 1.6 S felt crisp and fun to drive, handled well and inspired confidence when throwing it around on twisty roads.

[Shreyfiesta]

Chapter 5 : Global Sedan Decision

The sixth-generation Fiesta came to India as a part of the “One Ford” strategy, which meant selling the same model across several global markets, with very minor changes from country to country. Popularly known as Global Fiesta, the sixth-generation Fiesta touched Indian grounds for the first time in June 2011. In India, the Fiesta always belonged to C-Segment sedan category. However, on launching the Global Fiesta, Ford took a disastrous move by pricing it at par with the entry level D-Segment. Global Fiesta's design was a love it or hate it affair for many, and it looked disproportionate from some angles too.

The Global Fiesta looked best from the front three-quarters where it felt sporty. There was an awkward-looking area above the rear wheel arches that made the rear tyres look a touch puny.


Global Fiesta was built on the Ford's B2E platform, which had won much acclaim for its light yet stiff construction. India received the sedan version only, which was already being sold in China and some other Asian markets. For this model, Ford India used to import the basic shell made of Boron steel since local suppliers weren't able to guarantee the kind of steel quality that they needed. Over 70 prototypes were part of the testing regimen. Of these, seven cars clocked 300,000 km of tests, the equivalent of 1.7 million kilometres on their test beds in Germany, while 15 cars were part of the live on-road tests that clocked 250,000 kilometres overall.

The car had a leaning forward look with sculpted sides and upward rising glass line from the front to the rear. The roof line gradually swooped into the boot giving it a coupe-ish look.


Global Fiesta was released with two engine options in eight variants :
• 1.5 Ti-VCT Petrol (Style, Trend, Titanium and Titanium +) - 109bhp at 6000rpm & 140Nm at 4500rpm, priced from ₹ 8.3lakhs to ₹ 9.6lakhs ex-showroom
• 1.5 TDCi Diesel (Style, Trend, Titanium and Titanium +) - 90bhp at 3750rpm & 204Nm at 2000rpm, priced from ₹ 9.4lakhs to ₹ 10.5lakhs ex-showroom

The earliest batch of Global Fiesta wasn't heavily localised, but the engines, seats, batteries and other bits were. Materials and shades used in Global Fiesta's interior felt really cheap for a mid-sized sedan. Cramped rear seat and insufficient legroom also destroyed the Fiesta. Ford had to understand the mindset of the Indian consumer and tune the sedan accordingly. Due to some reasons, Ford never had interest in promoting Global Fiesta, they were forcing customers to get the Fiesta Classic instead. The dealership guys even used to make buyers confuse by calling Fiesta Classic as 'Fiesta'. Ford's marketing job became extremely lazy after Figo's success, they didn't even cared to advertise the Global Fiesta properly. Instead, they spent some bucks to upload its pictures randomly to their Facebook page.

Global Fiesta's interiors were very funky and dramatically different from the previous model. Fit and finish was decent, though the felt quality of plastic used wasn't good.


A first in C-segment sedan category, the Global Fiesta's Titanium and Titanium+ variants were equipped with voice control technology paired with Bluetooth, which provided wireless connectivity to mobile phone. The voice control feature allowed one’s voice to take control of multiple devices and to make and receive calls, change the radio station, climate control settings or music track, while the music played through a six-speaker sound system. Not only Titanium and Titanium+, even the basic variants like Style and Trend were loaded with features like tilt-adjustable steering, fog lamps, rear defogger, height-adjustable driver seat, dual airbags and ABS.

Button for voice control system was placed on the indicator stalk. It was possible to pair bluetooth-enabled mobile phone with the car and the voice buttons were used to dial number.


Ford had to consider plonking the combo of 1.0-litre EcoBoost + 6-Speed DCT automatic into the Global Fiesta, this would have resulted in a practical yet fun-to-drive automatic. From all these, it is understood that sharp handling, good ride comfort, superior driving dynamics and terrific NVH levels won't help a model to achieve success. The image of the Fiesta was always of a car in the C-segment, and plonking Corolla price for such a mid-sized car was something which we Indians weren't able to accept. As I said earlier, the rear seat was simply too cramped for a chauffeur-centric market like India, this deterred many customers.

Ford went with premium pricing and that was largely due to the high amount of import content in the car.


Ford India was expected to launch the Global Fiesta Automatic at the 2012 Auto Expo. Instead the company chose the event to unveil the EcoSport to the world, but they kept its launch for later for not drowning the enthusiasm of the Fiesta Automatic. The 6-Speed Powershift automatic was available only in petrol guise. Due to the lackluster performance of Global Fiesta in our market, Ford once again revised entire Fiesta line-up to make the sedan more affordable. The cut-price Ambiente variant was priced at ₹ 7.4lakh for the petrol and ₹ 9.0lakh for the Style diesel variant. Entry-level Fiesta variant became cheaper by ₹ 1lakh.

The Powershift transmission featured a dry-clutch setup in a completely sealed unit and Ford had claimed that this transmission is maintenance-free for 10 years.


Also, the original Fiesta was renamed to the Fiesta Classic when they launched the sixth-generation Fiesta here in 2011. In July 2012, Ford India dropped the Fiesta name from the old Fiesta, renaming the old car to just ‘Ford Classic’. This move was done to prevent further confusion with the Fiesta brand name. Ford Classic was launched in three trims : LXI, CLXI and Titanium with both petrol and diesel engine options, priced from ₹ 5.5lakh to ₹ 8.6lakh ex-showroom. Top-end variant's price was slashed by ₹ 70,000 during the launch of Classic. Though Ford had changed the name, Fiesta's DNA of good drivability and decent mileage remained intact.

Renaming a car after the introduction of its next generation, and selling it alongside the new car used to be a common practice here. Ford too did the same with Classic.


The real reason why Ford paid more attention on the Classic was that it was the most selling Ford model in India after the Figo. Ford had given the Classic a new set of alloys, a boot spoiler and some very minor tweaks to its exteriors but the car still looked almost same as before. In this update, the Classic got equipped with a new audio system with Bluetooth phone interface and speed sensing audio controls. On the other hand, it had lost some features like like metallic finish grille, chrome ORVM covers, wooden trims on centre console and aluminium cuffs on steering wheel. Under the hood, Classic had no changes from the Fiesta Classic. Even in the presence of Global Fiesta, the Classic used to sell more than 1,000 units in a month.

The Classic can also be considered as marketing tact by Ford to slot the basic variant above Indigo and Dzire in the taxi segment.


Even after multiple price-cuts and introduction of cheaper variants, the Global Fiesta continued its life in the Indian car market as a sales disaster for Ford. Globally, it was a highly renowned product which was available in both sedan and hatchback forms. The best part about Global Fiesta was its steering which was an electric power-assisted one. Even though the steering was EPA, it gave the perfect feel of using a hydraulic unit and offered extra-ordinary response. Sadly, crampy rear seat, high maintenance costs and Ford's step motherly treatment towards the Global Fiesta made it a market flop. Anyways, this model has a special place in the hearts of pure driving enthusiasts who opts for nothing but the best. Those who have used or driven the Global Fiesta would know what I'm trying to mean.

Most users in C-Segment sedan buyers used the rear seat, either by traveling with family or keeping a chauffeur, Ford themselves tried to position it as a driver’s car later.


Cut to 2014, with the exception of EcoSport, all Ford models were struggling to attract buyers. The company had reduced Classic's prices down to ₹ 4.9lakh when competition from newer models became hot. This made the Ford Classic petrol the best driver’s car in this segment which had competition in the form of sub 4-meter rivals like Dzire, Indigo and Amaze. Even after hitting the 10-year mark in the Indian car market, Classic still had a fine balance of power burst, composed handling and ‘fun-to-drive’ factor. It still used to sell more than 1,000 units in a month. Before this, there existed a limited edition model of the Classic too. Behaviour of Ford and its dealers also were changed post launch of Ecosport and was not taken well by buyers. Post the launch of Ecosport, the perception of the brand completely evolved from just another car maker to a more matured and responsible manufacturer making cars keeping safety and innovation as key aspects.

Indian customers' love for the Ford Classic began to dwindle slowly after the advent of newer generations of its competitors. Even then, there existed a section of customers who loved the Classic for its VFM factor.


To win back customers in the C-Segment space, Ford India introduced the facelifted model of Fiesta in June 2014. It was launched in three variants : Ambiente, Trend and Titanium, priced at ₹ 7.7lakh, ₹ 8.6lakh and ₹ 9.3lakh respectively. Unlike the previous model, this refreshed version came only with a diesel engine. Being derived from a hatchback, Fiesta sedan had a highly positioned boot which created a sharp shoulder line. Cosmetic changes came in the form of Aston Martin inspired trapezoidal front grille, sportier bumpers, wrap-around headlamps and Ferrari 599 GTB inspired 5-spoke alloy wheels. At the rear, the Fiesta got a refreshed tail lamp assembly which was identical to that of Mondeo MK5.

Unlike the previous model, the facelifted Global Fiesta's design instantly appealed to a wider audience. Resemblance to Aston Martin's styling language made the car look bolder than it's pre-facelift version.


The tail-lamps and the rear bumper were neatly redesigned for a bolder stance and the boot lid looked clean with a lip meant for streamline airflow.


When this facelifted Global Fiesta came out in 2014, Ford began with the price-tag and worked backwards. For around ₹ 9-10 lakh, Fiesta matched the prices of City and Verna. To make this happen, some features were actually deleted from the car. So, Ford now had a global product with brilliant dynamics, a stonking powertrain and the right price tag. Sadly, people had lost interest in Fiesta brand by then because of the bad reputation created by the previous model. Ford had updated Fiesta's interiors by adding dual tone light shade interior color. Front seats were incredibly supportive which gave a low seating position like those in the Cedia. Applink feature allowed passengers to conveniently access applications through simple voice-commands. Only a 1.5-litre DuraTorq diesel unit did duty under facelifted Fiesta's hood. This engine churned out 90bhp of peak power at 3750rpm and maximal torque of 204Nm between 2000 and 2750revs. Paired with this motor was a 5-Speed manual gearbox. NVH levels also were amazing but there was a noticeable turbo lag below 2000rpm.

At the rear, Global Fiesta wasn't roomy as the City or Ciaz. This and Verna were the only C-Segment sedans which had no air-con vents for rear seat.

[Shreyfiesta]

Chapter 6 : The Farewell

Second-gen Figo and Aspire had some big shoes to fill as the first generation model was a massive success for Ford India. The hatchback was nice to drive, but it failed to to make an impact in the market and performed below expectations. While it was always rumoured that the Figo Aspire will replace the already-aged Classic, the discontinuation of the Global Fiesta in September 2015 was an unexpected move for the truth to be told. Ford had to push Global Fiesta sales in equal proportions to EcoSport, they just decided to promote the latter and meted out a step motherly treatment for the Fiesta sedan. In between, Ford had raised the prices of all Global Fiesta variants by almost ₹ 1 lakh sometime in early-2015, this made things even worse for the sedan to survive.

A facelifted Global Fiesta in Golden Bronze shade. Picture is taken from the official review thread created by BHPian noopster in June 2014.


The Classic didn't sustain its sales figures after 2014, more-modern rivals and the rise of compact sedan segment at that time dented the model's demand heavily. Sales figures of the sedan hit abysmally low levels during its last few months, and the quick fall in demand was attributed to the fact that competition in the entry-level sedan segment was increasing with the arrival of new and facelifted models like the Xcent and the Dzire. Since the Classic continued as poor-seller for Ford even after receiving price cut in 2014, there were no good reasons for the company to continue its production. Ford was in no mood to revive sales of the Fiesta/Classic in our market and instead they solely relied on the EcoSport to drive in the profits.

Everyone loved the Classic's fuel-efficient diesel engine, terrific ride quality and sharp handling. Picture of a Paprika Red Classic 1.4 TDCI Titanium from Motorbeam's long term review.


After the success of Figo, everyone really expected Ford to do another Figo with the Global Fiesta in 2011. As usual, our expectations went sky high, but the news on pricing was just so very disappointing that a huge number of prospective buyers who had waited so long just for this launch jumped on to Ventos and Vernas. Global Fiesta always had a waiting period of 3-4 months everywhere for any trim, not because of high demand but because the Fiesta allotments for the Indian market were very low. Not only that, the facelift model was available with only a diesel engine in a segment which was once diesel-centric but became balanced between petrol and diesel by early-2010s. Due to this lacklustre approach from a brand like Ford, a good car got beaten to death. Exorbitant pricing + huge waiting period + no interest shown by the manufacturer to sell this product = painful death to the Fiesta brand in India!!

Picture of a Kinetic Blue Global Fiesta from the same official review thread by noopster.


Most of the dealers were interested in selling only EcoSport after it became a successful model. Marketing jobs for models like the Global Fiesta and Endeavour were pathetic, Ford used to spend a few hundred bucks to someone sitting in the Internet browsing cafe to upload images of their car randomly to that their Facebook page. Thats how much Ford focused on marketing in India. Honestly, I haven't even seen any ads or TVCs of the Indian-spec Global Fiesta anywhere till date. It seems like Ford India was never interested to sell the Fiesta in India. Only very few people knew about its existence and even fewer about its competence. Finally, the 'Fiesta' brand died a slow and painful death by 2015. Everything from Ford's marketing to distribution is questionable here.

Another picture of the same car, taken in 2014 during the Fiesta event. Most people thought the facelift will help the Fiesta brand to survive, but it didn't.


Ford India officially confirmed its decision to cease manufacturing operations in India in September 2021. The lack of expected growth in Indian car market, pushed Ford to cease its manufacturing operations in India. It is said that the company will temporarily continue its engineering and engine manufacturing operations at its Sanand plant for the export market. The company was left with no new plans for the future, underutilised plants, and mounting operational losses when the deal with Mahindra was collapsed. Driving enthusiasts loved the Ford brand and its products, and they still do, for their revv-happy engines and razor-sharp handling characteristics.

The End.

[Gannu_1]

Thread moved out from the Assembly Line. Thanks for sharing!

[Prathiiik]

Lovely thread, brings back lots of memories. What a lovely car the fiesta was! We had 2 of them, one an upgrade from an ikon and the other an upgrade from a zen. Kept one for 4 years and the other for 9 years.

Here are pictures of both, taken on the day they were sold.

2008 pre facelift SXI, sold in 2017 for an XUV.







2009 facelift SXI

[arun1100]

Beautifully written thread and thanks for those lovely pics!! Ford surely made some great cars. Our family car is still the 2012 model Fiesta 1.6, which completed 10 years of relentless service this year. Service and Spares support from Ford has been good and I highly recommend the Fiesta for those looking at a budget sedan.

[sunikkat]

Wow another tribute of another legend. What a car 1.6s was, there were my favourite turns in Bangalore with Fiesta where I wait until exit of the turns and take a sharp right or left - every single time. 1.6s was just like part of your body, that’s how good the handling was. And then that steering - boy it just used to tell you every damn thing on the road.
Sadly sold it in 2016. After owning 1.6s for 6 years I can never live with a car without good handling, irrespective of how much ever stiffer the car is

Couple of pictures from delivery day in 2010

[Avinash_R]

Great times in the 1.6s that I owned for quite some time. Unfortunately, knee damage owing to a bike accident stopped me from driving manuals and hence gave it to my brother in law, who to his credit has maintained it very well.

Bought it from a guy in the UP because I wanted the Aquarius Blue colour only and got it registered in KA.

The drive feeling, the assuring thud of the doors etc, I miss the Fiesta ever since I gave it away.

[Samba]

An exhaustive write up of a very good car. Fiesta do deserve this thread. Rated 5*
Few days back I drove my friends Fiesta 1.6 (2011) and it was no doubt, hoot to drive. That telepathic steering, the firm suspension and the lovely 1.6L motor made this car pleasurable to drive both on straight and curvy roads. Many cars are fast on straight lines, but only few cars can take fast corners! The only car which handled as good as the Fiesta & was equally fun to drive was the Fiat Linea. But sadly all good things come to an end.

Later on the Classic shared a lot of parts from interior to suspension from the Figo's parts bin. Still it was better than many cars in it's segment. I had a Figo TDCI old gen from 2015 to 2018 and have driven around 35,000 km before selling it, I must admit I enjoyed driving each kilometre in it!

A couple of old pics of the fast or past Fords!
They don't make cars like this anymore!
My Figo TDCI with Bhpian Petrolheadneal's Ford Classic 1.6





The end of Fiesta was sad, but Ford exiting Indian was shocking!

[GTO]

The Fiesta 1.6S was one of the best affordable fun-to-drive sedans ever sold in India! Even today, there is nothing that matches its steering feel & "tight" nature. The compact size & sorted suspension made it so damn chuckable. Was too much fun on mountain roads.

I remember driving one on Ford's test-track:


Can't mention the Fiesta without bringing up the Figo! A superb car, but alas, Ford never gave it the 1.6L petrol: