The Truth About Cars » ford fiesta st The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Tue, 15 Jul 2014 20:01:03 +0000 en-US hourly 1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » ford fiesta st Capsule Review: 2014 Ford Fiesta ST Wed, 25 Jun 2014 12:00:27 +0000 IMG_6826

Cheap. Fast. Reliable. Pick two. This is a conundrum that plagues enthusiasts of vast dreams and scant means. There’s very little out there that fulfills the requirement for an economical performance car that also works when you need it to. A garage-built tuner vehicle fulfills the first two criteria, but you can’t be sure it will start every time. Cheap and reliable will get you to work…and that’s about it. Fast and reliable? Yeah, maybe if you’re one of the lucky few who can afford a fancy sports car, and the associated running costs (insurance, tires and the now-astronomical price of premium gasoline).



Some of you have paid off homes, well-funded retirement accounts and jobs that pay handsomely, and can also afford something fun and exciting. I have precisely none of these, and thus my desire for automotive thrills has to be balanced with having the financial means to assemble the trappings of an adult life. In that light, a Mustang GT, a 370Z and even a new WRX (which loves to imbibe pricey 91 octane) start to look like options that would leave me endorphin-rich but cash poor (and also living at home well into my 30′s).


On the other hand, most entry-level performance cars still leave something to be desired: the Fiat 500 Abarth has but three doors (I’d prefer a second set) and sounds a lot faster than it really is. The all-new Volkswagen GTI is for a more mature crowd. The Honda Civic Si is a shadow of its former self. And the Ford Focus ST has just been made redundant by this car.


Yes, the Fiesta ST is a bit slower than its big brother. It makes 197 horsepower and hits 60 mph in 7 seconds flat. You would swear that those performance figures would be doubled and halved respectively. It might be fun to drive a slow car fast. It’s even more fun to drive a fairly quick, fairly small and fairly light (2,700 lbs) at a breakneck pace.


The boosted 1.6L mill feels heroically powerful in such a tiny package. You would have no idea that this is the same engine that struggles to motivate the Fusion and Escape, while drinking dino juice at a prodigious rate. Previous tests of the 1.6L engine have yielded subpar fuel economy, even on the highway. On our 800 mile drive through the Canadian Rockies on the way to Montana, the Fiesta returned as high as 40 mpg on relatively flat stretches of road. As the elevation climbed, the turns got sharper and the turbo worked harder, fuel consumption dipped into the high 20′s, but it’s hard to fault the car in those conditions.


The ST also has a way of preventing you from keeping your foot out of the throttle on said roads. Turbo lag is slightly perceptible below 1500 rpm, but once the turbo starts spooling up (which you can audibly detect with the windows down), power is delivered in a linear fashion all the way to the 6500 rpm redline. In the lower gears, torque steer is still present, but not nearly as much as the Focus ST – credit to Ford’s chassis engineers for somehow taming the 214 lb-ft worth of torque being delivered through the front wheels. Even so, this isn’t a car that will let you safely pass on a two-lane road by shifting from 6th to 5th, but the tall sixth ratio more than pays for itself given the excellent highway fuel economy.

But focusing on straight-line speed misses the point completely. Handling is the Fiesta’s forte, with Ford handing this car off to SVT to help liven the 5-door chassis for North American tastes (Europe gets a three-door version). The twisty mountain passes near Whitefish, Montana let us sample the full capabilities of the ST, and it soon became evident that this is a special car. Steering is direct and quick, but like most electric systems, it doesn’t provide the purity of feedback that hot hatch fans might expect. Initial turn-in is quick, with tenacious grip and only truly ham-fisted driving seems to invoke any semblance of understeer. The brakes are firm, scrubbing off speed quickly, at the expense of immense amount of brake dust (which you’ll notice even with the optional gunmetal wheels). The one flaw in the driving experience is the shifter, which has somewhat long throws and a bit of a vague feel. As far as I’m concerned, it’s a small price to pay for an otherwise thrilling package.


Inside, the Fiesta ST’s interior looks a lot like a regular Fiesta, save for the portion-controlled nav screen with MyFord Touch. If you’d never seen the full-size version, you wouldn’t think that there was anything wrong with the system, but it’s fairly small, and hitting the right keys on the touchscreen can be a bit challenging. The optional Recaros fit me just fine, but anyone with a stocky build might find them challenging. The thick shells of the seat backs also render the rear seats more suitable for objects than people, and you can forget about putting child seats in a Recaro equipped Fiesta.



Altogether may sound like hyperbolic praise for the smallest Fast Ford, but the team at SVT (and our own Tresmonos) have managed to assemble an astounding package: one that is quick, practical, efficient and affordable. It’s one of the most exciting cars I’ve driven at any price, and even though I have a paid off car, access to the press fleet and no real need for a new car, I’m seriously considering spending my own, hard-earned dollars to make this the next TTAC long-term test car. Who says young people don’t care about cars anymore?

N.B. Yes, the main image is a homage to our own Bigtruckseriesreview@youtube, who without fail, manages to leave the first comment on nearly every single article.

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When Readers And Press Cars Collide: A Tribute To Tresmonos Thu, 15 May 2014 15:47:51 +0000 fiestast

We at TTAC take pride in the fact that we have a strong, tight-knit community of regular commenters, and many of those familiar voices come from the auto industry. We’re also proud of the fact that we have met a fair number of the B&B in real life. Sometimes, the convergence of the online and offline realms goes even further.

TTAC reader tresmonos is familiar to many of you for his tales of life at an OEM transplant located south of the border, where he helped launch the vehicle you see above. Through the comments section, and our TTAC email account, tresmonos and I have struck up a friendship that has moved from email correspondence into a genuine “real world” friendship when tresmonos was called up to the Toronto area for a business trip.

While tresmonos wasn’t the first member of the B&B that I’ve met, our proximity in age, our respective career stages and personal circumstances ensured that we kept in touch. And when I was able to get a Fiesta ST for a recent road trip with my girlfriend, I made sure to send him the VIN number to get the real story behind the press car. His reply below

Ordered 3/14/13.  Scheduled a bunch of times.  I rescheduled it as the ST build was packed full.  The [redacted] guys had slipped it into the build without permission or coordinating with us and I kicked it out of our PP, and moved it into our MP1 build (so I delayed it about 5-6 weeks).  I bumped it as the PP build was full and plant allocation was maxed out.  It was produced on 7/31.  Shipped 8/13 and arrived in Canada in 8/26.  It kept getting scheduled to 5-6 different build weeks.  Our build kept moving and I bumped it.
I left CSAP on 6/18.  My buddies left in August, so they saw it get built.
It’s a small world.  You know the history of that car and why its VIN has a higher number for the last 6 digits than a normal press car.  Normally you’d see some zeros on the 3rd or 4th last digits.  
I am kind of getting choked up thinking back on all of this and looking at where I’m right now. Those orders were some of the last things I did in Mexico…That car represents some of the last bits of work I did.
I’m especially proud to be driving a vehicle that was overseen by one of our own. To know about the amount of hard work and personal sacrifice that goes into the birth of a program like the Fiesta ST is especially humbling, and makes the task of reviewing a car feel like something that I am unqualified for. For the engineers seconded to these faraway plants, birthdays and anniversaries are missed, hazardous work environments and the emotional toll of being away from home is unquantifiable. So far, the car is a blast, and the entire program should be proud that they have delivered such a thrilling car at a price point accessible to the masses.
Tresmonos, it’s an honor to be behind the wheel of some of your handiwork. If any members of the B&B are in Calgary this week, and would like to check out the Fiesta ST, email editors at ttac dot com.
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Generation Why: Forced Introduction Tue, 04 Mar 2014 23:47:59 +0000 Civic-Type-R-Concept-04

Back in September, I wrote a piece lamenting the death of Honda’s high-perofrmance hallmark, the twin-cam VTEC 4-cylinder engine. It was just the sort of article many of you are fed up with: a lengthy piece filled with flowery prose and Honda fanboy-ism sprinkled with a condescending explanation of the auto industry’s inner workings. Miraculously, it was fairly well-received. But I’ve had a change of heart.

November and December let me get behind the wheel of two fairly different cars: the Acura ILX 2.4 and the Ford Fiesta ST. Despite the bad rap it gets in the media, I was fairly excited to drive it. The Honda Civic Si sedan gets a lot of guff for being quantitatively underwhelming compared to the current crop of sport compacts, but it’s what I call a “Goldilocks” car: it just feels right, similar to how the Acura TSX does. How bad could a Civic Si be with a better interior and more grown-up looks?

ILX vs Verano 4

It turned out to be a bit of a letdown. The ILX is definitely a softer car than the Civic Si and lacks the composure and solidity of the Euro-Accord based TSX. The K24 motor was also less charming than I remembered it to be. The new, emissions-friendly, long-stroke VTEC motors work well in a CR-V or an Accord Sport, but don’t deliver the kind of excitement one would expect in a modern-day Integra GS-R sedan.FiestaSTExterior12-main_rdax_646x396 (1)

The Fiesta ST, on the other hand, was a revelation, one of the most thrilling drives I’ve had in a long time. Nothing else on the market brings such a hypomanic intensity and sheer driving thrills in an accessible and practical package except for, well, an older Civic or Integra with a VTEC swap and a dialed in chassis. In a larger car like an Escape or Fusion, the 1.6L Ecoboost feels overburdened, and delivers fairly poor fuel economy. In the Fiesta ST, it delivered a combined 26 mpg even though the throttle spent a lot of time getting hot and heavy with the floor mat. Whatever Ford’s powertrain group has done to squeeze some more power out of the tiny turbo mill has not only paid dividends on the spec sheet, but virtually eliminated turbo lag.


Driving the Fiesta ST made me a lot more optimistic about where the next generation of affordable performance car is going – especially with respect to the death of naturally aspirated engines in these types of applications. In all likelihood, Honda’s messaging will spin the new Civic Type-R (gallery below, since it was introduced in concept form today at Geneva) and the NSX’s turbo engines as congruent with the newest Formula 1 regulations, and as a link to Honda’s return to Grand Prix racing. Knowing what I know about The Big H, the adoption of forced induction was not so much voluntary, but an inevitable concession to emissions and fuel economy requirements around the world. But I’m no longer worried. Bring on the turbo VTEC era.

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Review: 2014 Ford Fiesta ST Fri, 23 Aug 2013 13:00:28 +0000 ST1

The 2014 Ford Fiesta ST is finally here! When I found out that I’d be covering the Fiesta ST for TTAC in place of E-I-C pro tem Jack Baruth, said E-I-C offering some lame excuse about pneumonia, I went over the comment sections of previous ST posts to find out what the B&B were wondering about. I received information on the car from Ford engineers over lunch, then had the Fiesta ST for about 3 hours on back roads around Ann Arbor, and here’s what I found out.

We often hear Americans complain that the U.S. doesn’t get the same cars as Europe, especially the “hot hatches”. Not this time. It’s pretty much the same car the Euros get. Just like theirs, ours is developed in Germany and picks up its engine in England. However, Fiesta ST production for North America will be sourced from Mexico. No matter, if you buy one, your neighbors will assume you bought an “American” car. One that’s the size of a Mini.

Some respect is due to Ford for their new dedicated performance team that worked on this car. Ford recently took Europe’s Ford Team RS and North America’s SVT unit and combined them into one group. The mission of this new group, according to Chief Engineer of Global Performance Vehicles Jamal Hameedi, is to, “create excitement and value for the Ford brand with an inspirational and profitable product line-up for performance enthusiasts.” The goal was to develop a global performance DNA that can be felt in all of their performance cars regardless of model. Each of their global performance cars should have a similar feel in the way they drive, steer, handle, ride, sound, and more. As far as I can tell Ford is the only OEM doing anything like that. The engineers we met with made it a point to say that they fought hard to insure Americans received the same car as the Europeans did. There would be no dumbing down of the car this time. Ford insists that any differences in horsepower ratings are due to testing variances by country.

When you pay the extra cash for an ST, you don’t just get the engine. You get: trapezoidal grill with honeycomb mesh to optimize cooling, rear diffuser, ST body kit, spoiler, 17” wheels, optional Recaro seats, ST leather wrapped steering wheel, ST gear shift knob, aluminum pedals, dual chrome tipped exhaust, fog lamps, automatic temperature control, push button start, larger brakes with rear discs, and sound symposer. The engine is exclusively mated to a transmission with six gears and a third pedal.

Insert applause here.

Of course the biggest difference between the ST and a base Fiesta is under the short hood. Ford’s GTDI 197 hp (as long as you spring for 93 octane fuel), EcoBoost 1.6 I4 delivers 202 ft lbs of torque @ 4,200 rpm. It does zero-60 in 6.9 second with a top speed of 137mph. Ford claims you should be able to see 26mpg city and 35mpg highway “easy”. For some reason, I did not come close to that during my test drive. It’s all electronically assisted by Ford’s Torque Vectoring Control (TVC) system to brake the inside front wheel to aid agility, and 3-mode Electronic Stability Control. The three modes are:

ON = intervenes fully to prevent loss of control,

WIDE SLIP (or sport) = ESC intervenes later to allowing skidding, and

OFF = no intervention.

The TVC is always on regardless what you do with the ESC. Peak power is made in “overboost” mode, when the turbo is putting in a maximum of 21 psi. To stretch the engine’s durability, Ford programmed the computer to cut pressure after 20 seconds at wide-open throttle. As hard as I tried I couldn’t reach that 20-second barrier. Surprisingly Ann Arbor does not have any salt flats nearby. Unless you’re fleeing the cops (see below), you’ll probably never feel the turbo cut out, and if you do, just lift for a second and the timer resets.

I have to admit that I really liked the “sound symposer”. It’s a BMW-Z4-style tube that pipes sound from the top of the engine through a port in the firewall and into the cabin, similar to the one in the Focus ST, except without a valve to control it. I found the sound quite pleasing with the windows up, but surprisingly, the engine doesn’t sound that loud with the windows down and you can’t hear the symposer at all then.

sound symposer

Our Fiesta ST came with the Recaro package that includes partial leather front heated seats and heated mirrors for an additional $1,995. The seats felt snug on my 6’0” 175lbs frame but fit perfectly. If you’re any bigger than me I’m afraid they may be a little tight. In fact, the side support of the seats was so snug on me that it actually hurt to leave my keys in my pocket. If you choose this package, just know you’ll have to empty your pockets every time you get in the car to avoid having your gum wrapper imprinted on your leg. After 3 hours the seats were still reasonably comfortable in every other way. If you pass on the Recaro package you will receive the base Fiesta seats, with an ST cover over top.

Recaro seat

I’ve been racking my brain trying to think of what driving the Fiesta ST reminds me of and it finally came to me. It feels very similar to driving the brand new 1997 Honda Prelude that my dad let me drive in high school. The horsepower, 0-60 times, and heck even back seat space are almost identical. The Prelude was a sports car through and through with what I considered at the time to be neck snapping power and crisp handling. While sitting in the ST, you forget you are driving a B-segment 5-door hatchback. With better low-end torque than the Prelude, I dare say it may be even a little more fun. The shifter felt very light and there was power on demand when you needed it. You can floor the throttle almost at will and it never struggles for speed, or to find grip for that matter. Though the power is fun, it isn’t enough to make you feel out of control.


Unlike the Prelude, with its pronounced lack of low-end torque, the ST has a turbo that kicks in very early. On the highway there is no need to downshift, just step on it and let the turbo take over. In 6th gear, I went from 70 to 80mph is about 3 seconds. Plenty quick enough for a highway pass. The 17″ rims with low profile summer only tires stuck to the ground. Not being any sort of trained performance driver, I pushed the car as much as I felt comfortable in the twisting back roads. I’m sure I was nowhere near the limits, which is right were most of the buyers will spend their time, but I had a blast. The car is very difficult to get any tire squeal or understeer out of.

Based on my amateur test, 1st gear took me to 30mph where a very smooth limiter kicked in. Instead of the violent shaking some rev limiters give you; this one just holds the speed at 30 waiting patiently for you to decide to shift without any excitement at all. 2nd gear found me reaching 58mph, and 3rd took me to 85mph.

Surprisingly Ford sent us down some roads that were rather bumpy. I should say they felt rather bumpy in the Fiesta anyway. Compared with the Focus ST, which starts $2300 higher, Ford pushed the Fiesta a little further with its tight suspension. They did this partly because of what they learned from the Focus and partly because they believe the Fiesta ST will appeal to a younger audience who will appreciate that. Traveling on the highway and other relatively smooth roads you don’t even notice the stiffer suspension. When the road gets rough however, the harsh ride will get your teeth chattering. Despite the rough road and the Fiesta’s uncompromising approach to it, I noticed no rattles or body flex.


If you want rear seat room, this isn’t the car for you. In high school my only concern regarding rear seat room was seeing how many people we could physically fit in the Prelude (the answer is seven, including 1 in the trunk, on the way home from a Matchbox 20 concert). As a side note, learning that trying to see how many adults you can fit in a car is somehow not socially acceptable has got to be one of the worst things about growing up. Now I choose cars based on how they fit golf clubs — and car seats.

Car seats are tough in the Fiesta, but possible. Rear facing is not practical unless your passenger is very short. Even front facing can be challenge. At my height, I wouldn’t be able to have a car seat safely behind me, but one would fit behind my considerably shorter wife. Adults (with legs) would not be comfortable in the back seat behind me for much more than a quick trip. Even getting into the back seat is tough because of the larger Recaro seats.

car seat

People buy hatchbacks because of their useful space for storing things, like golf clubs, right? Well… nope. Not in this case. Unless you fold down the rear seats (which creates a nice storage area even though the seats do not fold flat), you aren’t hitting the links.

golf club

I found the seating position perfect for my height, and that was assisted by the telescoping steering wheel being pushed all the way in. The pedals were small leaving just enough room for a dead pedal, though it was tight. The ST comes with HD radio, 2 USB ports, an auxiliary input, SD card reader, SYNC with MyFord Touch and 6.5” screen, and Sony premium sound system. Ours also added the optional Navigation. The stereo was good for this segment of cars, but the word “premium” is being used loosely in this case.


Forgoing all common sense on a 90 degree day I decided to give the readers what they want and find out how well the seat heaters in the Recaros work. You’ll be happy to learn they take you from zero to swamp butt in less than 1 minute. Very impressive.

At $22,195, including delivery charge, the retail price is nearly $7,000 more than the least-expensive Fiesta hatchback (the one I drove was priced at $24,985). The standard 205/40 performance summer tires it comes with were great, but since they don’t recommend using them in temperatures under 40 degrees it guarantees buyers who live north of the Mason-Dixon line will have to purchase of another set pushing that cost up. The Fiesta ST comes with more standard features than the Focus ST because 85-90% of the buyers for the latter car have been choosing loaded cars anyway, so Ford figured that this time they would just give Fiesta buyers the full whack.

So what are the competitors to a B-segment car with 197 hp that can get 26/35mpg for about $22K? The Honda Fit Sport feels bigger but it’s not even comparable to drive. The Mini Cooper S? Nope, it only has 181 hp and starts at over $28K and the JCW Edition is another $7,000 higher. What about the Fiat 500 Abarth? Not when you lose 1 gear and 37 hp for the same price. The Chevy Sonic RS? It’s a little cheaper but at 138 hp it’s a completely different car. If I were cross shopping a Fiesta ST, I’d be driving it back-to-back with the Hyundia Veloster Turbo that has almost exactly the same horsepower, mileage, torque, cost, and even the exact same rear leg room at 31”. Well, the Veloster and maybe a 1997 Honda Prelude.

An interesting comment made by an engineer was that the engine was designed for 150,000 miles / 10 year durability. Cue all the comments about how new turbos won’t last. When I questioned that they explained that it is pretty standard to design engines to that specification and most their gas engines would be the same.


This being TTAC, I feel it is my duty to share a few gripes I have with the car as well. If the U.S. is supposedly getting the same car as the European ST, then why do they get the 3-door and we only have the 5-door available? Ford says it is because the plant in Mexico is already outfitted for the 5-door and does not have the tooling to build a 3-door, and importing from Europe would be too expensive. The 5-door that America is getting has the exact wheelbase (98”) as the 3-door, though it does weigh about 130 pounds more.

The trunk is poorly designed. The load height is high which is nice, but what exactly is under the trunk floor? Well, nothing for about 5 inches. It’s just wasted space in a trunk that desperately needs more cargo room. The base Fiesta has a plastic cargo storage bin in that area. Unfortunately the Fiesta ST has a full size spare that is just barely too large to use the same piece of plastic. Instead of designing a new piece to fit in that space, I was told, “We checked what we had on the shelf, and didn’t find anything.” So they left the space empty. That’s weak sauce Ford, weak sauce.

Trunk2 Trunk3

The steering wheel mounted audio controls have a raised button in the middle that turns the voice controls on. The problem is that when driving with your hands on the wheel, it is very difficult to change channels or advance the audio track without hitting the mic button that is popping up. Controls should only be on the steering wheel if they are intuitive enough that you can use them without looking. There are also separate on and off buttons to control the cruise on the steering wheel, but no way to actually tell if it’s currently on. The adjuster to tilt the seat back is located way too far back on the base of the seat making it difficult to use. The door armrest ends before it even reaches my elbow.

seat adjuster

The backseat headrests are enormous blocking much of your rear visibility. The good thing is that with the push of a button they can be folded down.


Ford added a push button start, but still use the same piece of plastic over the steering column but just cover where the key would normally go. My last gripe is that $22K is a lot for a B segment car. So don’t think of it as that, think of it as a sports car. In that case, its biggest competitor may be sitting across from it in the same showroom, the Focus ST.

The Fiesta does look good. So good, in fact, that it attracts considerable police attention. At least mine did. As the police officer approached I did what I always do in these situations, and asked myself, “What would Michael Schumacher do?” So I blamed the car. Upon returning home I googled, “Has anyone been pulled over by a cop driving the yet unreleased Fiesta ST in America?” and nothing came up. Since I checked everywhere I could think of I’d say it is safe to say that makes me the first. Police precincts in search of additional income take note: the on sale date has not been set, but we were guaranteed it would be before September 21st.


We will end with a bit of trivia. Can anyone name the 3 best-selling Ford nameplates of all time? I’ll give you a second to think.


The F-series, the Escort… and the Fiesta (the Fiesta has sold over 16 million units since 1976). But, will the Fiesta ST add any sales to the nameplate? Honestly, probably not. It’s a great car, but even Ford doesn’t seem to have any expectations for it. When asked what kind of sales figured they hope to achieve they responded, “We don’t have any sales expectations, we will build to meet demand.” To compare, the Focus ST accounts for 5-6% of all Focus sales.

The normal Fiesta doesn’t excite me, but the ST has really piqued my interest. I heard other journalist say it could be a modern day CRX. I’d have to say it’s a modern day Prelude.

armrest car seat cop golf club headrest IMG_0759 IMG_0760 IMG_0767 IMG_0775 IMG_0776 IMG_0777 IMG_0780 IMG_0783 IMG_0787 IMG_0789 IMG_0804 IMG_0806 IMG_0808 IMG_0814 IMG_0816 IMG_0819 IMG_0823 IMG_0824 IMG_0826 IMG_0835 IMG_0838 IMG_0846 IMG_0847 IMG_0850 IMG_0854 IMG_0858 IMG_0859 IMG_0873 IMG_0876 IMG_0887 interior key Recaro seat seat adjuster sound symposer ST1 ST2 ST3 ST4 ST5 Trunk1 Trunk2 Trunk3 ]]> 155
Evo Finds Out What’s Faster: Fiesta ST Or FR-S Wed, 26 Jun 2013 18:58:53 +0000

When Jack Baruth took the Scion FR-S to the track and pronounced it the least desirable among its chief rivals, some readers were despondent. How could the car that would supposedly provide good care for the sick and slow the rise of the oceans be ranked dead last against a hairdresser’s car and a Korean Pony Car?

EVO Magazine stands as one of the few outlets that hasn’t bought into the Toyobaru hype either. A prior test against a Renaultsport Megane 265 Trophy was fair less charitable than the ST vs GT86 shootout above. Even so, the latest shootout has a Ford Fiesta ST, a front drive hot hatch that’s down on displacement and outright power, handing the Toyota GT86 its ass.

Now, EVO’s Dickie Meaden says that the GT86 is much more fun – the same rationale we used to rank the MX-5 in first place, despite being the slowest car and rolling in the corners like a Coachella reveler high on MDMA. Fun counts for a lot. Unless you are a real HPDE 1 hero or, an auto journalist, your lap times really count for very little in the real world. But it’s worth noting that the lead the ST established over the GT86 is pretty big. And the Fiesta ST seems to shake a tail just fine, even if it is “wrong wheel drive”. We know the Toyobarus are fun cars and capable track cars. If anything, this suggests that the Fiesta ST should be an absolute riot, and perhaps even better than the Focus ST.

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Live Shots Of The Ford Fiesta ST: 2012 Los Angeles Auto Show Wed, 28 Nov 2012 18:09:29 +0000

The Ford Fiesta ST looks even better in a bland color like silver. It’s the kind of car you could leave parked on the street without worrying about theft or vandalism. Try that with a hot Honda from the 90′s. The ST’s big change might be the ST-specific seats installed here. There’s only a small badge, and the alloys don’t exactly scream “performance car” either.

Zemanta Related Posts Thumbnail 2013-Ford-Fiesta. Photo courtesy 2013-Ford-Fiesta-ST-02 2013-Ford-Fiesta-ST-03 2013-Ford-Fiesta-ST-06 2013-Ford-Fiesta-ST-seats


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Five Door Ford Fiesta ST Just Shy Of 200 Horsepower Mon, 26 Nov 2012 19:46:42 +0000

197 horsepower. 214 lb-ft of torque. Five doors and a useable back seat? Perhaps I spoke too soon about the Fiat Abarth.

This is said to be the first look at the North American spec Ford Fiesta ST. It’s expected to return 34 mpg on the highway thanks to a tuned-up 1.6L Ecoboost and a 6-speed manual gearbox. Aside from the cosmetic changes, a bespoke stability control system, torque-vectoring and quicker steering should help make the Fiesta a potent little hot hatch. We’ll get all the details Wednesday.

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Geneva 2012: Ford Fiesta ST Wed, 07 Mar 2012 21:47:55 +0000

Can we just get this in a five-door? Even though Fiesta sales aren’t as great as Ford would hope, I quite like this ST version.

With a 1.6L Ecoboost 4-cylinder making 180 horsepower and 177 lb-ft, the Fiesta ST also has chassis improvements, Torque Vectoring Control, programmable stability control and Recaro bucket seats. I’m not too optimistic about this car’s chances in North America, but wouldn’t it be nice nonetheless…

Zemanta Related Posts Thumbnail 2013-Ford-Fiesta-ST-17 2013-Ford-Fiesta-ST-15 2013-Ford-Fiesta-ST-14 2013-Ford-Fiesta-ST-13 2013-Ford-Fiesta-ST-10 2013-Ford-Fiesta-ST-09 2013-Ford-Fiesta-ST-08 2013-Ford-Fiesta-ST-07 2013-Ford-Fiesta-ST-05 2013-Ford-Fiesta-ST-03 2013 Ford Fiesta ST. Photo courtesy


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