[Shreyfiesta]

Ode to the good ol' Ford Ikon, an enthusiast's delight!

Introduction :

Ah, got that free time, have you? Sit back, relax and read this awfully long thread. The Ford Ikon was a superb driver's car, and the most ‘personal’ lower mid-size sedan, the car you'd drive yourself rather than handing over to anyone else.

Ford India didn't experience market nirvana with the launch of Escort in 1996. It was a capable car and sold in good numbers initially, but the sales department started struggling after the first year. A fair number of people had the financial means to buy premium cars like the Escort, they did not possess the will to purchase them. Everyone wanted a three-box at the price they could afford. It didn't take time for car manufacturers to realize this fact. Most of them started introducing suitably priced three-box cars in the late-nineties. The introduction of Ford Ikon in 1999 alongside the Esteem and Cielo spawned the 'lower mid-size sedan segment'.



The Ikon became an incredible success story for Ford India primarily because of its affordable price tag and also the way it played a dual role of a car to drive as well as one to be driven in. It was the hot niche that sat bang in between the Esteem gang and the upper crust Citys, Lancers and Astras. If fun was on the agenda, the Ikon 1.6 petrol was the perfect automobile to have blast with. The Ikon 1.8 diesel too was a credible effort, though the aged engine was not as strong as what everyone would've liked. In the overall context, Ikon was the best all-rounder in its class in the early-2000s and the fact that it came at a terrific price made it a convincing winner.



As time went by, the Ikon saw a couple of minor facelifts along the way. The fact remained that the Ikon was so popular that everybody had seen it, everybody knew what it looked like and no one was going to give it a second glance. That was when the NXT and Flair updates came in, almost five years after the Ikon conquered the hearts and garage spaces of urban India. Obviously the sedan still had a trick or two up its sleeve, the performance and dynamics package remained as a beauty. But that wasn't enough to maintain interest in the Ikon and prevent it from going the vintage way. The sedan seemed immortal. Hondas, Toyotas and even Mercs came and went, but the Ikon was always around, in one form or another.



Fast forward to the late-2000s, rising fuel prices and a need for high-value utility brought diesel cars into focus. The Ikon stayed idle in its segment for a long time, but the imminent launches from Indian brands prompted Ford to come back into action. The company re-launched its ageing Ikon with a diesel engine borrowed from the Fiesta and refreshed exterior looks. For those who wanted an economical mid-sizer at a great price, the Ikon was still a no-brainer in the 2010s. As a family-used car which was what buyers of inexpensive midsizers largely were, the Ikon was not satisfying, primarily due to its aged platform and lack of features. The implementation of BS4 emission norms forced Ford India to discontinue the Ikon.

[Shreyfiesta]

Index :

Chapter-1 : Mahindra-Ford era (1996-1999)

Chapter-2 : Ikon's foray (1999 - 2000)

Chapter-3 : A bunch of improvements (2000 - 2003)

Chapter-4 : Living the NXT phase (2003 - 2005)

Chapter-5 : F(l)air value period (2005 - 2008)

Chapter-6 : Flogging to death (2008 - 2011)

[Shreyfiesta]

Chapter 1 : Mahindra-Ford era (1996 -1999)

After the economic liberalisation in 1991, India's car market saw a drastic change. Till then, all what we had were Ambassadors, Contessas and a few Maruti products (hear 800 and Omni). There were occasional imports as well, like the Toyota Corolla, Honda Accord, Mercedes W123, etc. Those were the days when owning a car was considered to be a big status symbol among middle-class. When India liberalised its automobile market, a number of foreign firms initiated joint ventures with existing Indian companies. Daewoo's entry in 1995 with Cielo is heralded as a milestone for the industry because it was one of the first multinational brands to challenge the might of market leader Maruti.

Indian consumers who until then had no other option besides the Esteem in mid-size segment, rushed to buy the Cielo.


GM began its operations in India as a 50:50 joint venture with the C.K. Birla Group. Opel Astra was the first model officially launched.


In 1995, Ford Motor Company established a joint venture with Mahindra & Mahindra to produce the Escort, Ford’s first model to be released in India. The company was later re-christened as 'Ford India' in 1998, following a change inequity holding, with Ford buying out a majority stake. The launch event of Ford Escort happened in September 1996. It had a 1.8 litre diesel engine with the Standard trim priced at ₹ 6.3lakh and the Luxury LX trim priced at ₹ 6.8lakh. This was followed by the launch of a 1.3-litre push rod petrol version. The Escort was only a mid-size car as far as the world market was concerned but it was perceived to be a luxury car in our country.

The earliest printed brochure of Mahindra Ford Escort, shared by BHPian Sidindica on the forum.


The Escort initially came with an anemic 1.3 petrol engine, no power steering (only the diesel had it) and no power windows for the rear passengers. Image courtesy : Autocar India.


Initially, Ford talked of their market leadership in US, European and Japanese markets. They then talked of Ford's new face on the global map - India. In the next stage, their corporate values like customer care and safety were highlighted. Then, the advertisements showed the vehicle, with stress on pulse racing feeling and the endorsement of Indian tennis star Leander Paes. Ford was actually the first brand to launch limited edition cars in India. When India celebrated Golden Jubilee of its Independence in calendar year 1997, Escort's Freedom edition was launched. Only 400 cars were built, each badged with a freedom emblem and a serial number. Response for this limited edition model was tremendous, all 400 units were sold out in just 21 days.

Despite being the most expensive car in its segment, the Escort used to sell in decent numbers initially.1.8-litre diesel had good sales followed by the 1.3 petrol.


Image of a factory-fresh Escort at the assembly line of Mahindra's Nashik facility.


To celebrate one year of operations in India, Ford again brought an Anniversary Edition of the Escort in October 1997. Only 800 units were produced, of which 400 were petrol and 400 were diesel. All cars were sold within two months, this was remarkably significant as the sale of the cars in that segment was at an all-time decline during that period. Mid-1998 saw the release of Escort's Zetec version with a 1.6-litre 85bhp petrol engine. Orion diesel variant was launched later in September 1998 as a part of Ford's second anniversary in India. Positioned as a complete luxury sedan, the Orion was claimed maintenance-free by Ford. Before the Orion, there existed a Alpha special edition too, based on the Zetec 1.6 petrol.

Jim Johnson, the then Vice President of Ford India Private Ltd, posing with the Anniversary Edition Ford Escort. Courtesy : Times Content archives.


An old advertisement banner from 1999, featuring the Orion diesel variant.


Even though Ford was successful in its limited edition strategy, it was not capable of sustaining the sales of Escort in the long run. Ford was dumb enough to assume that the Indian hatchback users will immediately upgrade to an Escort. The special requirements of the consumers were not given serious consideration. A case in point being the power windows offered only at front, what a horrible market research! This led to lower sales in the later years, which was far below the expectation. This set back forced Ford to make a serious attempt to understand the needs of the Indian car buyers. Several factors were taken into consideration for developing such a car. They began to work for developing appropriate models of cars that would match the special preferences of the our market. Ford focused on developing a car that would cater to the unique needs of the Indian buyers.

The Escort was quite famous in South India due to the widespread use in movies. Here's one from the movie Malabar Police.


A newspaper advertisement of the Escort 1.6 Zetec petrol shared by BHPian anjan_c2007. This particular version lacked the chrome ornament around front grille.


As per original plans, the India-specific product, codenamed C195, was to be designed based on a modified Fiesta MK4 platform. Ford Fiesta was originally a hatchback abroad whereas the new car was going to be a four-door sedan. The car had to have the new-edge styling of Ford that was adopted for the Focus in the U.S. In May 1999, Ford announced the name "Ikon" at a special naming ceremony. Preparations for the launch of Ikon were moving forward rapidly. Ford's distribution network was expected have 44 dealers, covering most major cities across the country. Quality Care was offered at all dealerships, making India the second market in the world to provide a 24-hour helpline and extended service hours for its customers. Ford was also committed to ensure that the Ikon was designed, engineered and built with the Indian consumer in mind.

The facelifted MK4 Fiesta hatchback.


Press coverage of the name reveal. Source : The Fuqua School of Business.


Some of the features meant to appeal to Indian market included stiffer suspension setup, rear seat luxuries such as power windows and air-con vents, increased legroom and headroom and wide door opening angles. The plan was to slot Ikon between the premium cars priced at ₹ 7.0lakh and above and small cars priced around ₹ 4.5lakh. In Indian car market's mid-size sedan range, the Ikon was supposed to fit into the slot between Maruti Esteem and Honda City. Ford India's sudden transition to become an affordable car manufacturer from 1999 meant that Escort had to be axed. While the Escort had its own fanbase, it was troublesome due to its complex mechanicals and electricals. The Escort was dead for good, making way for the Ikon. Ford India's hope was that it would draw consumers from both higher-end and middle-class crust of the society.

No write-up about the Escort is complete without this picture.


Partial car reveal prior to the official launch event. Source : The Fuqua School of Business.


The Escort has always been a marmite type of car where you either love it or hate it. Ikon had to continue from where the Escort left off....

[Shreyfiesta]

Chapter 2 : Ikon's foray (1999 - 2000)

Ford India, a company now driven by the spirit of responding to the need of Indian consumers, launched the Ikon in November 1999. The launch event was not as high tech as everyone expected. There were no lasers piercing darkened rooms. Just the car itself on the carpeted stage. Smoke machine and screen projection presentation were the only visible affectations of technology. Content of the information given out to media was surprisingly thorough. The Ikon was Ford India's weapon to rock the boats of Maruti Esteem and the then-latest Hyundai Accent.

The Ikon was launched with two engine options, in the following four trims :
• 1.6 CLXI Rocam petrol, at ₹ 4.99lakh
• 1.6 CLXI PS Rocam petrol, at ₹ 5.21lakh
• 1.6 ZXI Rocam petrol, at ₹ 5.72lakh
• 1.8 ZXI Endura diesel, at ₹ 6.47lakh

A pre-launch advertisement banner of the Ford Ikon.


The earliest printed brochure of the Ikon.


Bookings for the Ikon officially commenced from early-November. Mr. John Fink, the then Vice President of Marketing and Sales for Ford India Limited, had commissioned Hindustan Thompson Associates (HTA) to do a psychographic segmentation. HTA performed a detailed analysis and classified the potential consumers into six segments and also determined an expected market share from each class. As the number of varieties of cars was increasing in the Indian market, people's aspiration levels were also moving up. The Ikon had to establish a strong foothold against reputed players like Maruti Esteem, Daewoo Cielo, Opel Astra and Honda City. Engine was purported to be new, though this resulted in no significant improvement in the fuel efficiency as compared to other cars in the same segment.

One amongst the many press images of the car circulated to motoring journalists in 1999.


Another early press image featuring an Ikon in Light Nordic Green.


One of the earliest TV commercials of the Ford Ikon.

https://youtu.be/yVfdEgywtpc?si=aHM0RhjNsG99Dj_9

Ford India decided to call the Ikon “Josh Machine,” with josh meaning excitement, lust for life or enthusiasm in Hindi. Managers felt that Ikon's brand vision and target segment called for a powerful message that “Josh Machine” could communicate better than any other option. Consistent with this tag line, Ford also chose to call the target segment, “Zinda Dil” consumers. Thus Ikon was to be “The Josh Machine” for the “Zinda Dil” consumers. Reflecting on the choice, Ford explained that their strategy was to merge its global positioning with local nuances. Ford and HTA were wondering if using Hinglish to position Ikon would be a good idea, but it turned out to be a successful campaign later. In fact, it was one of the first cars to be promoted using Hinglish, automakers preferred English only for their marketing communications back in the nineties.

The "Josh Machine" has to be one of the best taglines I have come across. An original wallpaper from the early-2000s.


An Ikon 1.6 ZXI in Light Nordic Green shade, being test driven by Team BSMotoring in late-1999.


Though theoretically based on the MK4 Fiesta hatchback platform, the Ikon was a fully grown-up mid-size sedan, both dimensionally and technologically. Hints of Ford’s then "new edge" design language, was pretty much evident on the Ikon too. The front-end treatment blended a pair of tear-drop headlamps to an aggressive radiator grille with a thick chrome bar. Just below the grille existed a wide air dam-cum-fog lamp cluster that was moulded into a single-piece bumper unit. This touch made the sedan sporty to look at, especially from the front three-quarters. Rest of the car took on a different theme altogether, with a low waist line and low-set window sills. The smaller windows were designed to increase privacy, a potential shortcoming was transformed into an advantageous design feature. An aggressively slanted C-pillar treatment and taillamps, integrated to the form of the car!were the highlights of the rear-end design.

The Ikon’s sides were well-rounded, and there was a fairly large greenhouse thanks to thin A-, B- and C-pillars.


Wide door opening angle, something that was set according to India's requirement.


The entire dashboard was a straight lift from the European Fiesta. While Ford had used aluminium inserts to give provide a visual pep to the Puma in Europe, the Ikon came with metallic paint treatment for those non-functional plastic trim pieces. The white dials on instrument cluster were exclusive for the 1.6 petrol, diesel had an all-black cluster. Adaption of the meaty three-spoke steering wheel from the Escort stated that Ford designers were keen on giving the Ikon a sporty character. While the Ikon wasn't as roomy as say a Gen-1 Honda City, there was ample room for five passengers to be seated inside. The rear bench seat was engineered to seat three with a flat bed and also offered enormous amount of legroom, actually more than what the Escort had offered. Power windows were standard across all variants initially and interestingly, it was possible to wind down the rear windows all the way down.

There were numerous storage spaces, ‘not-so-bad’ factory upholstery, quality switchgear and easily adjustable airconditioner vents.


A detailed look at the white-background instrument cluster dials. Fun fact : The 2002 Mahindra Scorpio had the same cluster unit borrowed from Ikon's parts bin.


Ford India introduced the Ikon with a 1.6-litre four-cylinder SOHC 8V ROCAM petrol engine, and a 1.8-litre four-cylinder Endura diesel carried over from the Escort. The ROCAM petrol engine that did duty on the Ikon was designed in Germany for India, and manufactured in South Africa. It didn't feature the 16V layout used by Ford in the Zetec engine that powered the Escort 1.6 petrol model in India. This engine managed to pump out 91bhp at 5500rpm as compared to the marginally higher 94 horses managed by the Accent's 1.5-litre unit. The ROCAM mill of the Ikon was engineered for driveability, and churned up 131Nm of torque as early as 2500 rpm, almost like a diesel engine. Engine breathing was controlled by Visteon's EEC-V electronic module. Transmission of power was via Ford B5 5-Speed manual transmission, running front wheels. Acceleration from 0 to 100kmph was achieved in 13.7 seconds, not bad for a car from the late-nineties.

Like thousands before me, an Ikon 1.6 is the first thing which comes to mind whenever I think of fun-to-drive cars. Image courtesy : Autocar India.


You had a simple, high-revving, NA engine and there was certainly no need to fuss about with extra go-faster gadgetry.


The other engine, a 1.8-litre Endura diesel, was familiar to Indians since it was powering the Escort since 1996. This aged naturally-aspirated engine continued for only one reason, Ford’s engineers at their Dunton research facility in the UK were yet to find an efficient direct injection solution. Nevertheless, it was modern enough for India, since direct injection diesels, or for that matter anything more sophisticated than these, meant trouble, thanks to the high sulphur diesel fuel that was available in our country. The 58bhp unit felt sufficient to power the Ikon since it was a lighter automobile as compared to the Escort. With 110Nm of torque delivered at the call of barely 2500rpm, this was a very drivable car that enthused diesel aficionados. Frankly speaking, it was not the most refined of diesel cars that we had in India back then but excellent dynamics and packaging meant Ford India had the right weapon for a double-edged attack.

A picture from the Ikon 1.8D v/s Accent 1.5 DLS comparison test conducted by Overdrive.


Petrol-engined Accent had a twitchiness at front when pushed hard. The heavy TUD5 diesel engine made the nose of the car much more planted on the roads.


As expected, the Ford Ikon recieved a ‘Joshful' response from the Indian car market. The Ikon was targetted to challenge Maruti's supremacy in the lower-end of mid-size sedan category, where the Esteem ruled for a long period. It was an eye opener for the other car brands as well. As a result, more mid-size sedans came, and this segment started growing well beyond expectations. The Opel Corsa, launched at the Auto Expo 2000, was one of the first truly-affordable German sedans to hit our roads. Not surprisingly, the Corsa soon went on to establish itself as a premium nameplate in its class. Its solid build, luxurious interiors and the premium feel that it exuded instantly enticed first-time sedan buyers. The Corsa, to be honest, was more of a shrunken Astra than an entry-level sedan in terms of quality and equipment. Fiat Siena's sales meanwhile started sinking slowly after 2000, majority of its already-low market share was lost to Ikon and Accent.

Cover page of Autocar India's inaugural issue in September 1999. Hormazd Sorabjee shared this picture on X.


Detailed technical specifications data of all mid-size sedans from the comparison test conducted by Overdrive in 2001.


Scan of a print advertisement of the Ikon 1.3 Endura petrol from year 2000.


One more ad from the same campaign.


Everyone was impressed by the chassis of the Ikon right from day one, it was actually quite suitable for Indian conditions. Despite being fitted on a sub-frame to enhance NVH characteristics, the suspension system was a major disappointment in what it was supposed to be doing. Front had the MacPherson struts while the rear had a semi-independent layout with a twist beam. The overall setup was quite similar to that of the Escort though it differed in the inboard mounts of the lower arms where the bushes were mounted vertically and operated as flexible spherical joints much in the same way as rose joints which were the choice for race car suspension attachment systems. Where the Ikon smashed the competition was with its sharp handling characteristics. The well-weighted steering, mated to a brilliantly-balanced chassis was what made it great. Bringing an Ikon to halt was a tough job. The brake pedal literally had no feel, it felt that a sponge was placed between the wheels and the pedal.

Driving an Ikon was so much fun that we forgot Ford had nicked things like anti-roll bars and bigger brakes. Image courtesy : Autocar India.


At one point of time, every motoring enthusiast loved the Ikon, which was a bomb to drive.


The Ikon had all the traditional Ford characteristics in an affordable package. But then, year 2000 marked the entry of more mid-size sedans....

[Shreyfiesta]

Chapter 3 : A bunch of improvements (2000 - 2003).

The new millennium was a booming era in the Indian automobile industry. It was the time when Government of India announced that Euro-2 emission norms will come into effect from March 2000 onwards. Fuel injection was more expensive, but the cars, apart from being cleaner, also became much nicer to drive. The advent of these lower C-segment sedans like Ikon, Corsa, Accent and Siena meant that people with tight budget who were keen on buying a three-box car could be actually able to afford one now. The Ikon had recieved tremendous response from the Indian market, Ford was selling an average of 2,000 units per month. Initial batch cars were far from perfect and came with lots of niggles. It was a bomb to run as well, expensive spares had dogged the sedan's fortunes.

The Ikon soon became a tempting choice in the entry-level sedan segment for those who were looking at a no-nonsense car.


A picture from the Ikon v/s Accent v/s Siena comparison test conducted by BS Motoring in January 2000. Sorry for the poor quality picture.


YS Kim, the then Managing Director of HMIL, posing with an Accent. Courtesy : Getty Images.


Ford used to come out with an improved version of the Ikon literally once every three months, just to make it a better product. The company knew very well that there were a lot of Maruti 800/Zen owners out there who wanted to get a proper three-box car for slightly more money. And most of them were going to offer it to their chauffeur to drive, to whom the difference between 58 ponies and 91 true horses didn't make any difference. So, Ford plonked in the smaller 1.3-litre Endura-E pushrod petrol engine from the Escort to the Ikon. It came only on the CLXI trim, with and without power steering. A newer Bosch MPFI system mated to an EEC-V computer meant better breathing for this engine imported from the UK. And the 5-Speed gearbox's ratios were tweaked to get the best output. It was still underpowered, but did a decent job of moving a lighter vehicle without losing grace.

BHPian Sidindica shared this brochure of the 1.3 CLXI on his Instagram handle.


Engine bay image of the 1.3 Endura-E pushrod petrol engine.


Ford India didn't really score a hit with the Ikon 1.3 Endura, it was a slow-mover in terms of sales. Image courtesy : Addict Car.


Sometime in March-April 2000, a limited-production variant called "Rally Sport" had made a token appearance. It bombed because Ford decided to abuse such a hallowed badge by putting it onto a base-spec 1.6 CLXI with alloy wheels, leather-wrapped steering wheel and a trunk spoiler. Indians were not that stupid. Then came along the 1.3 EXI in August 2000, a mid-spec trim positioned between 1.3 CLXI and 1.6 ZXI. The 1.6 CLXI was phased out permanently. It was squarely aimed at the top-end variant of Esteem MPFI which had just made its debut. New colours, namely Java Blue and Tourmaline Green were added to the shade card at around the same time. The 1.3 variants of Ikon, from the bottom end continued to add volumes, but the Accent was close to its heels. Meanwhile the Corsa had carved a niche for itself in the areas like equipment levels, build quality and ride comfort.

Brochure cover of the Ikon Rally Sport. If I'm not wrong, this particular colour was called Ford Racing Blue.


The carbon fibre finish on centre cap of the alloy wheel was a cool element.


One man's Ikon was another man's Fiesta. The Ikon was exported as "Fiesta Ikon" to several other markets.


Ford began to export the Ikon in CKD format to South Africa, Mexico and China in mid-2000. It was christened the "Fiesta Ikon" in most markets abroad. Year 2000 was excellent for Ford India, about 23,000 units were sold, exceeding the target of 22,000. This included domestic sales of 17,400 cars and exports of 6400, which helped the company achieve a turnover of about $320 million in calendar year 2000. The Ikon now had 22 percent of market share in the Indian mid-size car segment. Once Ford India was forced to succumb to India's demand for luxury and style, a new top-end trim called 'SXI' was launched. A slight styling treatment to the exterior totally transformed the looks of Ikon. The headlamps were given a clear-lens treatment and the grille was given a chrome honeycomb effect. Front bumper incorporated an inverted U-shaped airdam and clear lens round fog lamps. Rear remained identical to the standard Ikon.

Spanish Red, a shade that was unique to the SXI variant. Image courtesy : Addict Car


Ikon GT, a concept car unveiled by Dilip Chabria in July 2000. Source : Times Content.


A newspaper advertisement from December 2000, featuring an Ikon 1.6 SXI in Panther Black shade.


Year 2001 is a landmark in the Indian automotive history as it saw many important product launches. The executive sedan segment tasted blood with the entry of Ford Mondeo in November 2001. The Mondeo was one of the costliest options in its segment as it was imported to India as CBU. Even though it was a great package back in the day, the sedan failed to attract buyers due to high price tag and expensive maintenance costs. The Ikon lineup was updated in September 2001 by refreshing the 1.6 ZXI, which was a hot-selling variant. Major highlight of this update was that the ZXI had gained a honeycomb grille (without chrome), front fog lamps, rear defogger etc. Hyundai was in no mood to give up, in stepped the Accent Tornado with all the bells and whistles. The Tornado had a better appeal than its less sophisticated sibling - the regular petrol Accent. It had additional kit which included a trunk spoiler, five-spoke alloys and gold-plated monograms, leather-wrapped steering wheel and gear knob, etc.

The Mondeo flopped royally, I can't even remember when was the last time I saw one of these on the road. Image Courtesy : Autocar India


Thanks to the awesome reputation that the Santro had earned, the Accent gained popularity quite quickly.


Opel Corsa wasn't the most exciting car, but it was a well-built, safe highway-muncher. Rich features made the Royale variant so extraordinary.


When Ikon hit the milestone of 10,000 units sales mark, Ford released a limited edition version of the sedan called 'Iris' in November 2001 to commemorate the occasion. It wasn't a great deal different from the regular variants, just a 1.3 EXI with some added features. In 2001, Ford India had registered total sales of 43,341 Ikons, including the 15,211 units sold in the domestic market and the export sales of 28,130 CKDs. The Ikon got a new lease of life in year 2002 when the company refreshed the entire variant line-up with more kit. As a result, the SXI variant was now being offered for the 1.8-litre diesel as well. This made a significant impact on the pricing, making Ikon the most expensive car in its segment. The already-delicious SXI variant had gained bigger 14" five-spoke alloys, leather upholstery, 6 CD changer, moulded door trims, etc during this update. Power window control switches were moved down to the lower end of door pad, forcing the front passengers to lean down. Around the same time, a mid-spec variant called 1.6 EXI was released into the Ikon range. The 1.6 EXI came in and went out without making much impact, it was discontinued within a couple of months.

Fact to be told, the Ikon SXI was quite a looker back in the day.


Brochure cover of the refreshed 2002 Ford Ikon ZXI.


Yet another beautiful wallpaper of an Ikon 1.6 SXI in Spanish Red shade.


Concerns related to high maintenance costs, and quality issues were ringing alarm bells. The lower segment of sedans was fast-growing, enough to make Ford to try out NXT plans....

[Shreyfiesta]

Chapter 4 : Living the NXT phase (2003 - 2005).

The entry-level sedan segment was fast growing back in 2002-03 period, enough to make Hyundai want to dip its fingers in this pie. Then came the Accent CRDi diesel, bang against the likes of Ikon 1.8 Endura diesel. The earlier Accent with Peugeot TUD5 diesel didn't make much economic sense for the company, since the engines were imported. Launched in October 2002, the Accent CRDi came with a 1.5-litre three-cylinder engine developed by Detroit Diesel. The CRDi diesel was good at providing lots of usable performance and rewarded enthusiasts with second gear wheelspins. It was actually a fast car too, with a claimed 0-100kmph time of just 13 seconds. The Ikon, meanwhile, was starting to show its age. What Ford India was banking on to sell in large numbers was the Ikon 1.3, but things didn't go exactly to plan. Problem was that the original Ikon 1.3 Endura, with its push-rod engine borrowed from the Escort had nothing 'Joshful' in performance.

The Ikon's brochure cover from year 2000, printed post the launch of 1.3 Endura-E.


Before Accent CRDi, Sipani Montana was the only previous experience that we Indians had with three-cylinder diesels.


Hyundai tried to encash the success of Accent by introducing by the "Viva" relatively smaller boot, but the attempt failed.


The next iteration of the Josh Ikon, touted "NXT" series was introduced in January 2003. What Ford India found when they went back to customers was a consensus that the Ikon was too much driver-focused, it had to be softened a touch to appeal to a wider audience. Cars had to be appealing to own, experience and drive if they were to win the hearts of buyers. Ford set up a chart to quality, contents and attributes. These included enhancing the interiors, refreshing the exteriors, improving fit and finish and improving fuel efficiency without compromising on performance. The biggest revision came in the form of a new 1.3-litre four-cylinder ROCAM petrol engine. This engine churned out 70bhp, which was a big jump from the 58bhp of the archaic 1.3-litre pushrod engine. In terms of torque, the engine generated a modest 105Nm. Interestingly, the 1.3 ROCAM had not only the identical capacity to the older 1.3 pushrod engine but the same bore and stroke as well. Hardware for the sequential multi-point fuel injection system came from Bosch as against Visteon EEC-V used on the 1.6. The production of this particular engine was shifted from South Africa to Hindustan Motors' engine manufacturing facility in Indore at a later stage, which resulted in huge cost savings to Ford India.

An original wallpaper of the Ikon 1.6 NXT shared by BHPian Sidindica on the forum.


Somebody at Ford India was careless enough to create a desktop wallpaper for the NXT series featuring a pre-2003 1.6 SXI.


The NXT was initially launched with three engine options, in the following trims :
• 1.3 CLXI NXT ROCAM petrol, at ₹ 5.56lakh
• 1.6 ZXI NXT ROCAM petrol, at ₹ 6.57lakh
• 1.8 ZXI Endura diesel, at ₹ 7.29lakh

All NXT variants looked fresh and nice from outside, there were many subtle changes like the clear-lens headlamps, meshed front grille and clear finish taillamps. A roof-mounted stop lamp became standard. The ZXI variant, in fact, gained some bits like the large airdam, round fog lamps, etc. carried over from the SXI. Chrome wire mesh was replaced by a black one, white turning lights replaced all the amber around, and the ZXI rode on 14" steel wheels instead of SXI's alloys. The chrome-decked tailgate applique was made body-coloured on the ZXI to bring a fresh feel. Cheap, shiny interior plastics were a major issue on the original Ikon and this was resolved to a great extent on the NXT range. Lighter shades of fabric textures were chosen for seats and doorpads to impart a much-demanded luxury ambience. The front seats were slightly redesigned with additional bolstering for better comfort. To complement with the chrome used on the door panel of ZXI, the theme was extended to the centre, which included a gearknob with chrome ring and chrome parking brake lever button. Rear speaker housing was given a new design as well. Cabin lamps were upgraded to a three-lens one with easy-to-operate switches integrated into the panel.

A picture of the NXT series duo being test driven by BS Motoring team in January 2003.


A mild refresh and usage of better quality materials elevated the Ikon's interiors to a different level, seen here is a 1.3 CLXI NXT.


The 'NXT' monogram that came on the right upper side of trunk lid as a part of the 2003 update.


An Ikon 1.3 CLXI NXT being compared with a Fiat Siena 1.2 sometime in 2003 by BS Motoring.


With the introduction of NXT in early-2003, the SXI was temporarily discontinued and the 1.3 Endura-E petrol variants were repositioned to a lower price point. The 1.6 ROCAM petrol engine continued to exude the Josh feeling. Certain changes were made to this engine for improving fuel efficiency and refinement levels as a part of Ford's continuous improvement programme. 0-100kmph figure was achievable in 12.8 seconds, with its arch rival Accent 1.6 Tornado falling below it. Wheelspin starts were natural on the Ikon 1.6, and this behaviour was extended to the 1.3 ROCAM as well. The peppiness of this engine was revealed by its acceleration timings, with the car doing a 0-100kmph blast in 14.2 seconds. Refinement levels also went up, which was noticable more on 1.3 than 1.6. Height of suspension top mount retainers was increased slightly, and the stiffness was reduced to iron out the unpleasant noises heard from suspension side. Rear suspension spring height also was increased by a mere 10mm to improve the ride. Also, the move to 145/65 R14 footwear upped the already-good handling characteristics. Where the Ikon smashed Accent and Corsa was with its sharp handling. On the whole, the NXT update elevated the Ikon to a different level, appealing to customers who wanted a no-nonsense mid-size sedan. The real bonus was driver involvement.

Adoption of SXI frontage genuinely appealed to a large number of costumers. Picture of BHPian vb-saan's old Ikon 1.6 ZXI NXT when it was brand new.


The velvety fabric, softer plastics and elements of chrome gave the Ikon ZXI a more upmarket feel.


Picture from Overdrive's May 2003 issue, the mega mid-size car shootout article.


Not many amongst us liked the way the Corsa looked, but it was a genuine all-rounder.


Post the NXT update, the Ikon was now a lot of car for the money. A couple of months later, the SXI variant made a silent re-entry in NXT avatar. It was possible to buy the SXI with either the zesty 1.6-litre ROCAM petrol or with the 1.8-litre Endura diesel. The feeling of exclusivity was sadly lost, which in a sense the pre-NXT SXI had. Changes were very subtle and only included new 7-spoke alloy wheels shod with 175/65 R14 rubber, chrome grille, part-leather upholstery and star-checks pattern on the dashboard. Gone were the rear spoiler and 6-CD changer, which earlier distinguished the SXI variant from other Ikons. Driver seat height-adjustment feature was added to make things easier for short drivers. On the other side, Ford India was trying to play value card with the lowest trim of 1.3 NXT. A new variant called "Flair" based on the EXI was released at around the same time. It was squarely aimed at lower variants of the then-latest entrant Tata Indigo. Barebones transport the Flair was, it didn't even had a LHS ORVM as standard. After the launch of facelifted Accent, to make the Ikon more attractive, Ford released a "Finesse" limited edition of the Ikon 1.3 ROCAM. This one featured fog lamps, 13" alloy wheels, rear spoiler, leather-fabric synchro seats, CD player and electric boot release.

An original desktop wallpaper of the Ikon SXI NXT. Notice the Mondeo-inspired alloy wheel design.


Cheaper Ikons, including the Flair, looked tamer, more domestic. Picture from BS Motoring's September 2003 issue.


The "Flair" decal on front fenders.


The Honda City underwent a dramatic generation change in late-2003. This generation was purely functional, in the sense of transporting passengers from point A to B.


Mid-size segment sedan categories in India saw a fair amount of action in the year 2004. Maruti Esteem's sales also picked up again after it underwent a major cosmetic makeover. The Accent used to sell like hot cakes back in the day, it was perfect for those who wanted maximum car for their money and hassle-free ownership experience. Fiat India, meanwhile, relaunched its Siena under a new name "Petra" only to remain as a sales disaster. The Ikon was still selling in good numbers. To celebrate 2,00,000 units sales milestone for the Ikon, Ford India launched another limited edition Anniversary version. Only 500 units were produced. The Anniversary Ikon, with the 1.3 ROCAM engine, featured special colours, leather seat covers, four-speaker audio system, fog lamps and anti-theft alarm. A variant reshuffle happened in the Ikon line-up sometime in late-2004, the Flair was now equivalent to a 1.3 EXI. In the 1.6 ROCAM petrol and 1.8 Endura diesel, ZXI was replaced by EXI and the SXI got renamed as ZXI. Total Maintenance Plan was also introduced, a comprehensive service offering that provided scheduled servicing and non-scheduled maintenance for the Ikon.

Tata Indigo took the mandle of best-selling mid-size car in December 2003. Image courtesy : BS Motoring.


Maruti was reluctant to change with times and the Esteem facelift, which came as it did from the 1989 school of design, still looked dated.


A print advertisement of the Ford Ikon NXT from November 2004.


Brochure cover of the Ford Ikon, from January 2005 featuring an SXI NXT.


With BS3 emission norms coming in, and Ford developing a new mid-size sedan specifically for India. The Ikon kept chugging along, with sales trending down....

[Shreyfiesta]

Chapter 5 : F(l)air value period (2005 - 2008).

Government of India implemented the Bharat Stage-3 emission norms from April 2005 onwards in 11 metro cities. This, in effect, prompted manufacturers to upgrade their powertrains to meet the emission rules. Ford India was in no mood to upgrade its one-and-a-half decade old 1.8-litre Endura diesel. The waning demand for the diesel-engined Ikon added fuel to the fire. Initially, huge discounts were being offered to revive the sales, but that didn't really work. The Ikon 1.8 Endura diesel finally met its dead-end in the summer of 2005. Those were the days when Ford was suffering from an image crisis (hear high maintenance costs) which kept a lot of people away from the brand. The company was focusing more on marketing its then newly-launched Fusion at that time, which was touted by Indian people as a car which falls in no segment. If the company had portrayed Fusion in its true image, it would have fared better.

A print advertisement of the NXT series from 2003.


Picture of an Ikon 1.8D SXI NXT from Autocar India's September 2003 issue.


Fact to be told, there existed a niche customer base who bought the Fusion for what it really offered.


Vinay Piparsania, the then Managing Director of Ford India, posing next to a Fusion in November 2004.


Meanwhile, Ford India was developing a new mid-size sedan that would cater to the unique needs of the Indian buyers. The company had said that the car will be specifically designed to meet Indian conditions, it'll be a product of and for the Indian market. Engineers from India were involved in the design and development stages of the car. The new car, supposed to be touted "Fiesta", was aimed against the likes of Honda City. Ford India 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. The sedan came out in October 2005, with three engine options : a 1.4-litre Duratec petrol, a 1.6-litre Duratec petrol and a 1.4-litre Duratorq diesel. It was light years ahead of the Ikon in all aspects including performance, fuel efficiency, handling, ride quality, equipment and ergonomics. The Fiesta soon became an instant success in our market and continued to build Ford's reputation for outstanding driving dynamics.

Ford India's model line-up prior to the launch of Fiesta.


Abhishek Bachchan was endorsed as the brand ambassador for Ford Fiesta.


The Fiesta 1.4 Duratorq diesel was tuned to suit India's driving conditions with emphasis on refinement, fuel efficiency and driveability.


The interior styling was well restrained, material quality was class-leading and the look and feel was much like the Mondeo.


By then, competition was growing rapidly with brands like Honda, Hyundai and GM bringing newer iterations of their sedans. The Ikon was slowly losing its sheen, and the 1.6 ROCAM petrol was silently discontinued to avoid price clash with lower variants of the Fiesta. Ford India actually repositioned the Ikon brand to a lower price bracket to play value card, with the 1.3 ROCAM being sold solely. There also existed a limited-production version in the last batch of Ikon 1.6, touted the "Josh 100" edition. Fact to be told, all products in the lower mid-size sedan category were starting to show their age, be it the Esteem or Accent. By the time Hyundai was planning to bring in its next generation of Accent, the Corsa became history as the brand had exited. The Indigo remained the segment bestseller with majority of its sales going to cab-buyers. After a couple of months in April 2006, the Ikon 1.3 Flair was finally given a mild facelift, it gained the entire front fascia from SXI variant along with round fog lamps. Minor changes were made to the equipment list and interiors as well. A new exterior colour option called "Jewel Violet" was borrowed from Fiesta's shade card.

It's the winter of 2005, and somebody just bought a brand new Ikon 1.3 Flair.


An advertisement from "the young ikon, young icons" campaign of 2006.


Mike, BHPian benbsb29's old 2006 Ikon Flair 1.3 displayed inside showroom.


The indirect replacement to the Accent, the much-modern Verna was introduced in September 2006.


Cut to 2007, the Ikon recieved another cosmetic revamp. The update came in the form of beige interiors and dual-colour instrument cluster graphics this time. Five-spoke alloy wheels were offered as optional fitment. The Ikon was facing tough fight from newer premium hatchbacks as well, like the Maruti Swift and the Hyundai Getz. There still existed some first-time buyers for the Ikon, who by passed hatchbacks to buy a three-box car. A dual-fuel CNG version was also launched sometime in early-2007, but it was available only in tier-1 cities. The Fiesta, on the other side, continued to garner excellent response from the market. Ford India kept on introducing a large string of special editions to boost up the sales further. One of them even had a sunroof. Diesel variants of the Fiesta were rolling out of dealerships fast, followed by the 1.6 Duratec petrol. After playing around with Fiesta variants for a long time, Ford India once again released a limited-production variant of the Ikon, called "iKool" in October 2007. Of course, this was a marketing gimmick to push the sales of the aging Ikon, giving it an iPod-compatible head unit and a Nokia Bluetooth hands-free audio kit.

It should be admitted that the Fiesta had played a key role in establishing Ford as a maker of solid family cars in India.


Print advertisement of the Ford Credit, a joint venture between Ford India and Kotak Mahindra


Brochure cover of the Ikon from March 2007. Jeans Blue colour was introduced as a part of this update.


Many accessorised special editions came and went. The Ikon was literally becoming immortal, Ford India was not willing to give up....

[Shreyfiesta]

Chapter 6 : Flogging to death (2008 - 2011).

The Ford Fiesta had established itself as a value champion. Clean exterior styling, luxurious interiors, decent amount of equipment and frugal engines for a bomb of a price. The Fiesta endeared itself to users in spite of the popular "expensive to maintain" myth associated with the brand. It even used to outsell the Aveo, City and Verna most of the times. For Maruti Suzuki, the sedan segment was always a bit of a mixed bag. While the Esteem was a runaway success, the Baleno had seen it all from great days to not-so-great ones. The SX4 was introduced here in mid-2007 as a replacement for the Baleno. It was the tallest, widest and the longest car in C-segment sedan category at that time, but never got the snob value that the City and Fiesta enjoyed. At the same time, the Verna was welcomed with open arms by Indian buyers. Hyundai had repositioned the age-old Accent to a lower segment, just like what Ford did with the Ikon post the introduction of Fiesta.

The Fiesta entered the Limca Book of Records for returning an average of 22.4kmpl for petrol and 31.5kmpl for diesel in 2007.


A print advertisement from December 2007, featuring both Ikon and Fiesta.


GM India's successor to the Corsa, the Chevrolet Aveo fizzled out early.


Despite the long overhang at the rear, the SX4 had the profile of a notchback. Some motoring journalists opined that it made the car look less of a sedan.


Calendar year 2008 marked a big transition in the lower mid-size sedan segment. Maruti Suzuki was very keen to make an impact in that segment. In came the Swift Dzire in January 2008, positioned below the SX4. Up against the conspicuous Logan, the brilliant Ikon and the elegant Accent, the Dzire came as an all-rounder that did everything well. People instantly loved its practical stance, spacious cabin, easy-to-own nature with excellent service support and potentially high resale value, eventually eating up the sales of both Ikon and lower variants of the Fiesta. The Indian government soon introduced legislation to impose a lower excise duty on cars shorter than four meters in length powered by sub 1.2-litre petrol or 1.5-litre diesel engine options. If a car maker produced a vehicle that fitted the above criteria, that particular car model was eligible for reduced taxes. Tata Motors was the first brand to adapt a sedan into the sub four-meter format with the Indigo CS.

The Ikon was now an inexpensive no-frills car with no major USPs of its own.


Interiors recieved a full-beige treatment during the March 2007 update, something that was not considered practical in India.


Compared to the Indigo and Logan, the Swift Dzire was a lot more car for the money.


Taxi operators were very fond of the Logan and base variants were the best fit for their budget.


With the advent of these modern, richly-equipped compact sedans, the Ikon's popularity kept on dwindling. Sales trended down, with the figures hitting an all-time lowest level. It was the Dzire that seriously posed a threat, and the Indigo and Logan were giving tough competition. In an effort to retrieve the lost sales, the Fiesta was given a beautiful makeover in July 2008. A very comprehensive facelift I must say, the sedan underwent a cosmetic transformation and gained more safety features with no major increase in price. Major highlight of this update was the introduction of 1.6 S, a highly spurced-up sporty variant. The Ikon was already a decade-old product with aged powertrain, old chassis and grabby brakes. Customer preferences were changing rapidly during the late-2000s, making things difficult for the Ikon to survive. Even though poor, there existed a market for these cheap three-box cars. For emerging middle-class those days, the boot was an important attachment that made a 'big car' statement on the road.

The facelifted Fiesta ticked the right boxes, offering everything a buyer in this segment wanted.


An advertisement banner of the Fiesta 1.6 S.


Ford India used to export the Fiesta to South Africa. It was marketed as the "Ikon" there.


The age-old Ikon was in need of some glory, same was the case of Accent too.


Obviously, there was no life left on the Ikon. Ford India's tactics continued, the company decided to soldier on with the old model by giving it another facelift in November 2008. The Dzire effect had hit Ford hard, affecting the sales of Ikon. A fuel-efficient diesel was the need of the hour so that it can cater to the requirements of taxi segment as well. So, the company transplanted the 1.4-litre Duratorq diesel engine on to the Ikon, borrowed from its sibling, the Fiesta. Outputs were 68bhp at 4500rpm and 160Nm at 2000rpm. This Duratorq motor was one of the best small diesel motors, but in the Ikon the refinement levels were not as good as the Fiesta’s because of the way the engine was mounted. For reasons of cost, this engine used rubber mounts instead of the expensive hydraulic mounts found on the Fiesta. The Ikon used the same gearbox with identical ratios to the Fiesta TDCi but with a longer final drive to compensate for the Ikon’s smaller 13-inch wheels. Most importantly, the Ikon had a massive weight advantage over the Fiesta and that translated into much better acceleration and more fuel efficiency.

A facelifted Ikon 1.4 TDCI being test driven by CarWale in October 2008.


Interiors remained identical to the pre-facelift version, with the only change being updated instrument cluster.


An engine bay image of the Ikon 1.4 TDCI Duratorq diesel. Image courtesy : Autocar India.


The facelifted Ikon was given many sixth-gen Fiesta inspired bits, like the front end featuring a short-stout airdam between the headlights and a larger lower airdam. The previous rounded headlights are replaced by sharp-edged clear lens ones, which enhanced the aggressive styling. Exterior look otherwise was bare basic, clean look of the 1.3 ROCAM was retained and the TDCi badge for the diesel version was the only noticeable change in the rear. Interior fit and finish was similar to the older version but the audio system had gained Bluetooth hands-free support. Other than that, dual-tone beige interiors with a new backlit instrument cluster were the only other changes. The updated Ikon came with fully independent MacPherson struts mounted on a sub-frame up front and twist beam strut type coil springs at the rear. Steering feedback was slightly improved too. Lack of ABS and airbag was a big letdown by the standards of 2008.

Facelifted Ikon's brochure cover from November 2008.


The interiors felt dated and the beige colour theme didn't work too well too.


Clearer taillamps came as a part of this facelift. Morello and Brush Steel shades were borrowed from Fiesta's shade card.


Despite the efficient oil-burner and facelift, the Ikon had to work well against newer established rivals like the Dzire and Logan. Price revisions made the car even more attractive, sales started picking up again. More new competition in the entry-level mid-size segment meant that the Ikon was already past its sell by date, but Ford India continued with its limited edition tactics to keep the product alive. The "iKool" special edition was relaunched in August 2009 with iPod-compatible audio player, rear spoiler, colour-coordinated upholstery, anti-theft alarm, etc. It was still a difficult job for the company's marketing wing to make Indians part with big sum of money for an outdated car from the nineties. Indian buyers wanted mid-size cars that were more value-oriented and desirable, something which the facelifted Ikon failed to execute. The Ikon's downfall can be attributed to outdated tech, lack of wow factor and features.

A print advertisement of the Ikon's iKool special edition, from September 2009.


Another print advertisement from the same year featuring both Ikon and Fiesta.


Cover page of the Ikon's last printed brochure, from August 2010.


The entire world was witnessing the sixth-gen Fiesta during 2009-10 period, and Indian market continued to get outdated models. Not to everyone's surprise its launch was delayed in India, but was definitely under consideration for our market. The arrival of newer iterations of City, Verna and SX4 made the Fiesta feel irrelevant. With the grand success of the third-gen City, Honda was clearly entrenched in the mid-size sedan game. Ford India wasn't sitting back twiddling thumbs, and the company decided to introduce the sixth-gen Fiesta in its sedan avatar. A couple of years passed, the Ikon was never upgraded to suit with BS4 emission norms. Its sales was withdrawn from metro cities by mid-2010, when the Figo was catapulting the brand to a bigger league in terms of sales. Silently, the Ikon was axed from Ford India's product range in April 2011, and the car was doomed to sunset forever. The Ikon still has a cult fanbase in South India, some people still own this car for its virtues of raw performance and dynamics.

As time went by, the Ikon and Fiesta became outdated with the advent of newer cars. Here's a picture from Autocar India's December 2010 issue featuring City, SX4, Linea and Fiesta.


The sixth-gen Fiesta came to India in sedan format. Being a couple of lakhs more expensive than the competition, it was destined to die an early death.


With some price revisions, the original Fiesta was repositioned to lower mid-size segment, christened Fiesta Classic.


And the Ikon was discontinued forever....


---CURTAINS, THANK YOU ---

The Ikon is long gone, but the legacy continues. And so does Ford India which stopped its operations in September 2021....

[KarthikK]

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

[jonesanto]

My first car, got it from my dad. Man, it was a hoot to drive! Mine had the 1.6 engine. I used it for 2-3 years. Some cons were:
- Pathetic brakes even for that time. The car would easily hit 100 but for an emergency stop your heart would be in your mouth!
- Reliability was bad too, broke down on me twice even after taking care of it.

All said and done, it was the Josh Machine of that time.

Good read.

[2JZ-GTE]

Great thread Shrey!

The Ikon really is a great car I once had a spin in a 1.6 Ikon. It is really a hoot to drive.

I remember you saying how grabby the Ikon's brakes were, and the story of how your car got rear-ended while hard braking.

[swarnava.ch]

Originally Posted by Shreyfiesta

Chapter 6 : Flogging to death (2008 - 2011).

The Ikon is long gone, but the legacy continues. And so does Ford India which stopped its operations in September 2021....

Thank you for bringing in fond memories of both the Ikon and Fiesta. We used to drool over them among a crowd of quasi sedans at that time. My Manager had the fiesta and we used to love going for drives in his car. He was head over heels with the car and loved the drivability and reliability.

[invidious]

Thanks for the dose of nostalgia. I had the 1.6 Zxi from 2004-2008. Had crazy acceleration. I had some different cd changer in the car - the CDs had to be changed in the boot. Extremely comfortable though.

[venkat_partha]

I still own a Fiesta 2006 ZXI. Still a hoot to drive.

Thanks for the trip down memory lane.

Regards,

[abs182]

Great writeup. Ikon was the car I have tremendously found memories and was the car I got initiated to in my driving life. The power to weight ratio, handling was all too perfect. My eyes still light up when I read about it here at Team BHP.

I have come to the sad conclusion that good cars in India especially are few and far in between but they do leave a mark in your heart after they're long gone. Ikon will remain one such car for me. It was a truly an 'Ikon' of a car.