Ford Fiesta ST 2019 Review

Giant killer

The last Ford Fiesta ST was one of our favourite hot hatches, offering genuine giant-killing performance in a pint-size package that’s still available from just $27,490.

Out-classing rivals like the Peugeot 208 GTi, Suzuki Swift Sport and the auto-only Polo GTI and Renault Clio RS, the hottest Ford Fiesta was only available here in ‘purist’ three-door manual form.

Ford Australia says it’s yet to decide whether it will import the three-door or the five-door when the turbocharged ST arrives from Germany as the only new-generation Fiesta available here from March 2019.

Although Ford is working on a dual-clutch PowerShift automatic version, it will launch the turbocharged Fiesta ST here in a single specification fitted with a manual transmission.

European options like the clever new Quaife limited-slip differential, 18-inch alloy wheels, 8.0-inch colour touch-screen and launch control will all be standard on the Aussie-model Ford Fiesta ST.

Therefore pricing will go up, but should remain at least $2000 below that of the new Polo GTI ($30,990). We expect the 2019 Fiesta ST five-door to land at under $29K.

Alternatively, Ford Australia could launch with a cheaper three-door manual and, when it becomes available, add a Fiesta ST five-door auto as a direct rival for the Polo GTI.

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Hard act to follow

The new Ford Fiesta ST has big shoes to fill. Indeed, our only complaints with the old one were too-high Recaro front seats and an outdated dashboard with tiny multimedia screen.

But look beyond the new car's understated exterior and the first thing you notice about the new Fiesta ST is the cabin's massive step forward.

The overall interior design is light years ahead of its predecessor. Hard plastic surfaces are limited to the door sills and the latest Fiesta is roomy, upmarket and refined enough to make us lament the fact we’ll only have access to the ST version.

Ford’s new Fiesta cabin is quiet, feels tight as a drum and its far more modern dash is punctuated by an intuitive, high-mounted Mazda-style infotainment touch-screen measuring 6.5-inch as standard in Europe or 8.0-inch as an option (our Fiesta ST should come with the latter).

It will come with Ford’s latest SYNC 3 infotainment system with Apple CarPlay and Android Auto, and other premium features include a fancy B&O Play sound system. The only glaring omission are overhead grabrails, which passengers are likely to miss.

Most importantly, however, the front Recaro bucket seats -- with height adjustment for the first time – are brilliantly low, wide and supple yet supportive, making them suitable for a wide range of body shapes.

Combined with plenty of steering wheel reach and rake adjustment and the new Recaros should comfortably accommodate everyone this time.

Rear leg room is good for a light-car measuring just 4068mm long, and cargo capacity expands from a decent 311 to 1053 litres with the rear seats folded down.

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Behind the wheel

Of course, what matters most in a hot hatch is handling and the Fiesta delivers it in spades, thanks to the all-new chassis including the most rigid twist-beam rear suspension of any Ford (1400Nm/degree) and a quick 12:1 steering ratio (also a Ford benchmark).

Other suspension advances include patented force-vectoring ‘banana’ springs and frequency-dependent monotube Tenneco dampers, which deliver a firm but civilised ride.

Throw in super-sticky Michelin Pilot Super Sport rubber (measuring 205/45 R17 or 205/40 R18) and the fastest Fiesta feels almost infallible in any corner, turning in sharply, precisely and offering so much mid-corner grip it feels like it’s on rails.

Increasing traction and cornering performance even further is the Fiesta ST’s first mechanical limited-slip differential, lifted directly from the Focus RS.

Put simply, it launches the Fiesta ST out of corners even harder and earlier than before, and quells understeer more effectively despite the cracking new 1.5-litre EcoBoost turbo-petrol triple’s extra performance.

There is some torque steer at lower speeds but, in contrast, models without the Quaife diff understeer more. Thankfully, the diff should be standard in our version.

Another major drivetrain advance is a three-mode adaptive drive system comprising Normal, Sport and Track settings -- the latter reducing stability control intervention by about half. And yes, the stability control can be fully disabled if track work is your thing.

As is par for the course, there’s no variable damping here, but the drive modes do make a noticeable difference to steering and throttle mapping. But sadly there’s no automatic throttle-blipping (or rev-matching) function, which is a shame since the new Fiesta ST’s pedal placement doesn’t make heel/toe downshifting easy.

The only other gripe we have about the ST’s driving experience is a slightly ‘sticky’ steering feel off-centre.

There’s a subtle feeling of artificial friction as you wind on the lock in the new model’s electric-assist rack-and-pinion steering, which is absent in the current model’s well-sorted hydraulic steering.

Turning circle is a tight 11m, the three-spoke ST steering wheel is a delight to behold and braking is a highlight thanks to biggish 278/253mm front/rear discs (vented up front) and four-channel anti-clock brakes with EBD and EBA.

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The engine room

A full 147kW is now always on tap (no longer just in overboost) but what makes the new Fiesta ST so satisfying to drive is its meaty 290Nm of torque from just 1600rpm and all the way to 4000rpm, in a car weighing less than 1300kg.

Belying its minimalist capacity, Ford’s new all-alloy 1497cc DOHC turbo-triple, which displaces 499cc per cylinder in a long-stroke (90mm, versus an 84mm bore) design, is always ready to torque.

Thanks to high-tech features like twin independent variable cam timing, it not only revs freely and strongly to 6500rpm (there’s a shift light at 6000rpm) but pulls hard and responsively (with barely a hint of turbo lag) from well under 2000rpm.

That not only makes the Fiesta ST a cracker to drive on a mountain road, but also means highway work is effortless despite tall final-drive gearing equating to just 2250rpm at 100km/h in sixth.

Fourth, fifth and sixth gears are over-driven and top speed is a fast (and irrelevant to Australians) 232km/h.

Yet whether it’s the 1262kg three-door or the 1283kg five-door, Ford claims a 0-100km/h acceleration time of 6.5sec down from 6.9 and as quick as the current Focus ST.

Its smallest ST feels every bit as fast as that, so let’s call it half a second quicker than before, with or without the launch control function that does nothing apart from hold the revs at 3000rpm for take-off.

Triple Treat

The icing on the cake of Ford’s new turbo triple is a unique, characterful engine note that really fits the part here. Yes, there’s an electronic sound symposer that channels an artificial induction note through the speakers, but the diminutive three-pot always sounds good at any revs, both inside and out.

And the exhaust crackle on overrun – especially in Sport and Track modes – is pretty cool too.

The long gearing sees it sip 95 RON premium unleaded at an average of just 6.0L/100km (we got close to that at the launch).

This is in part due to cylinder deactivation tech, which shuts down the middle cylinder under light throttle loads and then fires it back up in 14 milliseconds, making it imperceptible and reducing consumption by six per cent, says Ford.

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High-tech tiddler

Being a German designed and built car, the Fiesta ST is packed with safety and convenience technologies.

Top of the list is autonomous emergency braking (AEB) and Lane Keeping Aid and Alert, but there’s also six airbags, auto high-beam, blind-spot monitoring, adjustable speed-limiter, traffic sign recognition, reversing camera and rear parking sensors.

There are also clever features like a pop-out door protector that prevents carpark scrapes and a handy capless fuelling system.

The Fiesta ST’s subtle sports body kit is limited to a slightly sportier front bumper with hex-mesh grille and ST badging, a rear hatch spoiler and neat machined-face 17- or 18-inch alloys (again we’ll get the upspec ones). But the understated look is kind of cool and continues the hottest Fiesta’s tradition of being a street sleeper.

Whether it comes with three doors or five, the new Fiesta ST will be one of the best hot hatches to arrive next year. If Ford Australia succeeds in landing it at a Polo GTI-matching price, it will also be a bargain.