Ford’s seventh-generation Fiesta range offers something most rival line-ups don’t: diesel power
l OOKING for a diesel-powered B-segment hatchback in South Africa? You currently have just two choices: the flagship Mazda2 and the Ford Fiesta 1,5 TDCI, offered exclusively in Trend specification. Volkswagen no longer offers a Tdi-badged Polo, while Hyundai’s i20 has also long since eschewed compression ignition. A sign of the times (in Europe, at least), I guess.
Unlike its self-shifting Japanese rival, the oil-burning Fiesta employs a six-speed manual transmission which requires fairly frequent stirring to keep the rather refined, four-cylinder unit in the meaty part of the rev range. Thankfully, the cog-swapper is suitably slick, while its unusually tall top ratio is best reserved for relaxed highway jaunts. With a modest 63 kw, this engine offers a little more power than its 55 kw forebear but peak torque has interestingly fallen 10 units to 175 N.m.
Of course, the upshot of combining a small turbodiesel mill with long gearing is the potential for stellar economy. The Blue Oval brand claims this powertrain sips a measly 3,3 L/100 km, which would make it the most frugal conventionally powered (sans electric assistance) new car in the local market. While we certainly don’t expect our real-world figure to match Ford’s claim at the end of six months in our fleet, I’m confident the running costs will be some of the lowest we’ve seen in recent years; the consumption figure will no doubt fall once we hit the open road.
Since Ford SA has scrapped the base Ambiente trim level on the Fiesta, this Trend specification effectively forms the entry point to the line-up. That said, it’s hardly lacking in kit with items such as a 6,5-inch touchscreen (running the brand’s much-improved Sync3 system), 16-inch alloys, automatic headlamps, rear parking sensors and six airbags as standard.
Priced at a smidgen more than R300 000, the 1,5 TDCI Trend derivative slots neatly into the middle of the range. It’s worth noting that just R4 000 more buys you the flagship 1,0 Ecoboost Titanium manual with extra equipment – a larger touchscreen, a posher sound system and bigger wheels – as well as a livelier powertrain that allows enthusiastic drivers to exploit the top-notch chassis.
That said, these two derivatives do appeal to vastly different buyers. While the Fiesta line-up is decidedly mainstream, the diesel variant talks to a far smaller pool of potential owners. But, with the unrelenting price of fuel, that audience is likely to grow and the Fiesta is well placed to take advantage of this. I simply can’t wait to find out just how frugal it can be.
TEMPUS fugit (time flies) and my time with the Pik Up is drawing to a close. This has me pondering what I am going to miss most about the big double-cab bakkie from India.
Surprisingly, at the top of my list is the six-speed manual gearbox. I say this because automatic transmissions are all the rage and manual vehicles seem to be slowly heading for extinction. With the majority of my driving taking place in traffic as the roads become more congested, there is no doubt an automatic is the way to go. Yet, for various reasons, including an easily modulated clutch and smooth, fuss-free shift, I have not once wished the shift was automatic, even when doing a school run.
The one thing I always do when driving the big Mahindra is switch off the stop/start function, as it is quite abrupt in its action and, curiously (something we’ve noticed on other Mahindras, too), doesn’t always disengage immediately. Frequently firing up a sizeable diesel engine doesn’t seem like a good idea, either, not to mention the wear on the flywheel ring gear.
Another feature I often use is cruise control. Many of my weekend journeys are on quieter roads so I get to relax my right foot regularly, but Mahindra’s system is not perfect; it tends to hunt as it tries to maintain a constant speed.
Due to the extended overhang at the rear, the multi-pin towbar connector gets slightly knocked out of position every time I carefully negotiate a particular dip on the farm but so far, the metal mounting plate to which the connector is attached is holding up perfectly well, testament to the vehicle’s overall quality.
Aside from these small gripes, life with the Pik Up has been a joy thus far. And the fuel consumption has remained steady below 9,0 L/100 km, which is impressive for a big pick-up resigned to spending most its life in an urban locale.