It’s a rarity in the car business for a daring design to work out, and win favour among buyers. The sport compact segment is one of few where a whacky-looking car will succeed, and that’s why the Hyundai Veloster just… works. Read my review at TractionLife.com.
It’s hard to get excited about an economy car with a three-cylinder engine, especially if your last memory of such a vehicle was a 55-horsepower Pontiac Firefly. But nearly a decade and a half later, automakers figure North America is once again ready for such a tiny engine, even if it’s in a car not quite as tiny as that late ‘90s Pontiac.
Ford’s 1.0-litre, three-cylinder “EcoBoost” turbocharged engine was a late addition to the 2014 Fiesta line, and carries on into the 2015 model year. As with its other EcoBoost engines, Ford charges a premium for this one, which replaces the standard 1.6-litre four-cylinder; in this case, the smaller engine adds $1,500 to the Fiesta SE’s base price of $16,000. Another kicker is that, at least when this was written, the turbo three-cylinder can only be ordered with a manual transmission.
The point of Ford’s EcoBoost program—not to mention the recent resurgence of turbocharging across the auto industry—is to use smaller-displacement engines to save fuel, and then add turbocharging to top up power output to match that of a larger engine. To that end, the 1.0-litre generates 123 hp to the 1.6-litre’s 120, but boasts a bigger bonus in torque, which is rated at 148 lb-ft to the four-cylinder’s 112.
Horsepower is the number that sells cars, but torque is the one that moves them; it’s a truer measure of an engine’s potency, a fact that becomes crystal clear when driving the 1.0-litre Fiesta. It’s a gutsy little motor that pulls the car around with authority. On acceleration, it makes a curious growl that takes some getting used to, and it’s quick, but that sensation is dampened by economy-minded gearing that keeps engine speeds low: at 100 km/h in fifth gear, the engine turns just 2,200 rpm, where the 1.6-litre would be spinning well above 2,500 rpm.
If that takes away from the car’s straight-line performance, it pays back in highway driving by reducing engine noise. That’s a good fit with the rest of the car, which drives with a grown-up feel not common in the subcompact class; an eight-hour day in the car during a road trip from Ottawa to PEI was nowhere near as tiring as I expected, based on my past experiences in small cars.
On that drive, the engine’s torque proved beneficial on the hilly highways through New Brunswick, where the car was able to accelerate (albeit slowly) uphill, in fifth gear, at highway speeds, loaded with two adults and plenty of cargo: not many subcompacts could make that claim. If I were in charge at Ford, however, I’d give this car a six-speed transmission to close up the gaps between gears (especially first and second) and improve straight-line performance.
Our observed average fuel consumption was 5.5 L/100 km (42 US MPG) at cruising speeds close to 120 km/h; however, that averaged dropped below 5.0 L/100 km (47 US MPG) at more relaxed speeds, and our city-driving average was 7.4 (32 US MPG).
Beyond the powertrain, the rest of the Fiesta is standard issue: it’s underpinned by a capable chassis that handles admirably but provides a comfortable ride that once again belies this car’s small size. Steering feel is sharp, and the manual shifter and clutch are a cinch to drive smoothly.
Interior space isn’t generous, but it’s useable: we had three people in the car for part of our two-day road trip, and our tall rear-seat passenger was snug, but not crammed. (My test car was the Fiesta hatchback, but the EcoBoost engine is also available in the sedan body style.)
As with any fuel-saving powertrain technology, the $1,500 cost for the EcoBoost engine in the Fiesta is a significant investment, at about 10 percent of the car’s base price. Ford did well to make this little car feel as grown-up as it does, as it helps offset the fact that for my tester’s $19,000 as-tested price, you could move up to a larger car that’s nearly as efficient.
However, as a showcase for unconventional engine technology – remember, it’s been 14 years since the last three-cylinder car disappeared – the EcoBoost Fiesta proves you don’t need a big engine to provide satisfying performance.
This review also appeared in the Montreal Gazette
In the last few weeks, I’ve driven the 2015 Volkswagen Golf and the 2014 Kia Forte5 (which I wrote about here). Both are small hatchbacks aimed at buyers in the market for a good-looking and practical compact car.
Both also have this neat feature:
That’s one of the rear outboard seatbelts in the Golf. Notice that little raised edge between the belt and the seatback? That’s there for one reason: to keep the seatbelt from getting caught behind the seat when you flip it upright from its folded position.
Here’s the same detail in the Kia Forte5:
It’s the kind of thing that most buyers (and, in fact, most car reviewers) won’t notice, and that’s because it works so well. Some cars have a little clip to hold the belt out of the way, but a) that’s not as effective, and b) you have to remember to slide the belt into it. This barely-noticeable design element works all by itself, simply because it’s there. I want to find the engineer who came up with this idea and take him or her out for a beer, that’s how much I appreciate this kind of detail. You can bet I’ll be looking for this in every vehicle I test, from now on.
I, with the help of the Autos.ca team, am conducting a three-month, long-term test of Toyota’s newest — and smallest — hybrid model, the Prius C. Click here to read my Autos.ca Long-Term Introduction of this car.
Chris Chases Cars 