Compared with other imports, seating was very low to the floor. Styling somewhat resembled the larger Ford Maverick in grille and tail light themes, but had a smooth fastback profile. Body styles included a two-door coupé with a conventional trunk, a three-door hatchback called the Runabout, a two-door station wagon, and the Ford Pinto Cruising Wagon, produced from 1977 to 1980 and styled to resemble a small conversion van (very much the trend in the late 1970s) complete with a round “bubble window” in the side panels. There was even a top of the line Pinto Squire, which had faux wood sides like the flag ship Ford Country Squire. There were appearance packages, but never a factory performance package similar to the Cosworth Vega or the 304 V8 Gremlin X.
The car’s design was conventional, with unibody construction, a longitudinally-mounted engine in front driving the rear wheels through either a manual or automatic transmission and live axle rear end. Suspension was by unequal length A-arms with coil springs at the front and the live axle rear was suspended on leaf springs. The rack and pinion steering had optional power assist, as did the brakes.
Road & Track faulted the suspension and standard drum brakes, calling the latter a “serious deficiency”. But they praised the proven 1.6 L Kent engine, adapted from European Fords. The much larger 2300 found in arch-rival Chevrolet Vega was an innovative brand new design using an aluminum block and iron head. This new engine design suffered from serious reliability problems. Consumer Reports rated the 1971 Pinto below the Vega but above the Gremlin.
Though the cars were thoroughly forgotten for some time, the Pinto seems to be enjoying success as an amateur-level vintage racing car, owing to its light weight, rear-wheel drive (RWD) layout, willing and durable Ford of Europe engines, and good car and parts availability.
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PerformanceEvery engine is happy enough at low-speeds, but when you hit the highway you’ll be grateful for the extra pull of the 1.4 or 1.6 turbodiesels: they respond quicker at low revs for easier overtaking. The 1.25 petrol struggles at higher speeds, meaning the 1.4 and 1.6 are better for A-road and motorway work.
Ride & handling
The Fiesta is one of the best-handling superminis around. Firm suspension controls body roll well, while there’s good grip and the steering is sharp and informative. The trade-off is a firm ride. It gets better with increased pace, but some may find it too stiff in town.
Refinement
Although all the controls operate with a well oiled precision, the Fiesta can’t match the class leaders for refinement. On all versions engine noise intrudes at high revs and on the motorway, while the 1.4 diesel is rowdy at all times. Wind noise is also too prevalent and the amount of road noise becomes tiring.
OWNERSHIP
Buying & owning
The Fiesta faces extremely strong competition, so Ford cannot afford for its new supermini to be anything other than very competitive. Starting prices are high, although big discounts are available. Depreciation is heavier than with the best cars in class, but about par for its closer rivals. Running costs are reasonable across the Fiesta range.
Quality & reliability
The Fiesta feels solidly built, while the 2005 face-lift improved the quality of cabin plastics. It’s reassuring to note that the Fiesta put in a respectable performance in our 2005 JD Power customer satisfaction survey.
Safety & security
All models have standard driver and passenger airbags and anti-lock brakes. Side and curtain ’bags are available as a cheap options package. The Fiesta came joint top of its class with the Nissan Micra in the 2003 Security Supertest; our testers could not break in within the allotted two minutes. All models have deadlocks, plus marked parts.
IN THE CABIN
Behind the wheel
The Fiesta was face-lifted inside and out in late 2005. The revisions gave a more stylish look to the dash, without compromising clarity and ease of use. All the controls are bold and well placed. Not everyone will be able to get comfy, however – the driver sits very high and there’s a limited amount of seat height travel, while the steering wheel adjusts for height but not reach.
Space & practicality
The Fiesta is one of the most practical superminis around. Front and rear, there’s plenty of head- and legroom, taking four adults comfortably. The boot is a useful size and shape, while the rear seats fold to extend practicality but leave a stepped load area.
Equipment
There are five trims (not counting the sporty Zetec S and ST): Studio, Style, Zetec, Zetec Climate and Ghia. Standard features include power steering and central locking. Style versions add a CD player, electric front windows and height adjustable driver’s seat. Zetec includes alloy wheels, front fog lights and a rear spoiler, and climate control on Zetec Climate models. Ghia cars get an alarm and leather upholstery.