Unlike the hot Focus, there is no variable-ratio steering the Fiesta's fixed ratio is basically lowered from the standard car. 14.6:1 to a swifter 13.6:1 but it is the first Fiesta to be endowed with smart torque-vectoring tech of Ford, which makes use of the traction-control program to channel power to the tyre with most grip, much like a limited-slip diff would, but without the weight or cost.
At the ST's heart lies a one.6-litre Ecoboost turbo engine that chucks 180bhp and 214lb ft to the front wheels by a six-speed gearbox.The suspension is lowered by 15mm and stiffened. The preliminary roll characteristics are moderately soft in order to strike a nice compromise between road and track driving and there is an all-new, stiffer rear torsion bar.
One surprise was how well the car brakes fared: It's only sliding calipers, but they manfully resisted fade and never triggered an ABS meltdown in the coursework of our plenty of hot laps. Torque steer was not an issue, but traction was on this damp track; you learn to drive around the wheelspin so it does not complicated, but it is the ST largest shortfall.
The ST also debuts rear disc brakes on a Ford Fiesta for the first time.
The different from the Focus RS, you can entirely disengage all of the stability systems, and that is what they did on Lommel check track. Without the electronic safety nets you appreciate how playful the car is: go hard in to a corner and it can feel the front finish nibbling for grip, clearly telegraphing where the limits lie. Overstep those limits and it feel the beginnings of understeer and, chances are, it'll back off the accelerator, causing the rear finish to slip wide and point the nose back at the apex.
The new Fiesta car is available with Ford's 1.0-litre Ecoboost engine. Just see ityourself.
