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2014 Ford Fiesta EcoBoost Prototype: First Drive

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Three-cylinder cars are increasing common in Europe, but aside from the Smart ForTwo, they’re a rarity in the U.S.

That’ll change next fall, when the 2014 Ford Fiesta EcoBoost goes on sale here.

Its 1.0-liter, turbocharged, three-cylinder engine puts out 123 horsepower (at a high 6,000 rpm) and a fairly useful 148 lb-ft of torque (at a lower but still-high 4,000 rpm).

That’s more than the 120 hp and 112 lb-ft produced by the Fiesta’s standard 1.6-liter four-cylinder engine--which is rated at 33 mpg combined (29 mpg city, 39 mpg highway).

Ford has issued few projections for the 1.0-liter EcoBoost engine beyond saying it will achieve “40+ mpg,” almost surely on the EPA highway cycle.

A company engineer also said during a presentation that the Fiesta EcoBoost could “add 2 mpg to each cycle” on the EPA testing. That would translate to 31 mpg city, 41 mpg highway, for a combined rating of 34 or 35 mpg.

The 2014 Fiesta in which the three-cylinder engine will be offered also gets new front styling, a revamped interior with the latest version of the MyFordTouch connectivity system added as an option, and many other upgrades.

Driving like a European

The EcoBoost Fiesta turns out to be a blast to drive, if you know how to use small engines to get the most performance out of them.

That means you have to rev them hard, keep the engine speed up in the range where turbo boost is available, and—essentially—drive like a European.

Over a lengthy test route of almost 120 miles, we took the spunky little Fiestas over the famed Mulholland Drive in both directions, a remarkably twisty two-lane road over the coastal foothills that has dozens of tight turns, switchbacks, and S-curves.

Driven like a hot hatch, which is say mostly in second gear with the engine between 3,000 and 6,000 rpm, the Fiesta EcoBoost scurried up Mulholland as fast as its tires and suspension could handle.

On the way down, the brakes—front discs and rear drums—proved adequate to the curves and switchbacks with major dropoffs, including many without any guard rails.

Low first gear

On level ground, the Fiesta EcoBoost keeps up with traffic adequately—though you’ll find stoplight drag races a bit of a challenge.

2014 Ford Fiesta

2014 Ford Fiesta

Enlarge Photo

Its first gear is quite low-geared, which means you move away quickly while the engine runs up its speed and the turbo cuts in.

But unless you keep the engine turning over quickly throughout your run, acceleration falls off once engine speed drops below 3,000 rpm.

We noticed some inconsistent engine behavior in the 2,000-3,000 rpm range--as other writers had during our tests of the same 1.0-liter EcoBoost three-cylinder engine in the European-market Focus compact hatchback and wagon (here and here).

2014 Ford Fiesta: EcoBoost (European version)

2014 Ford Fiesta: EcoBoost (European version)

Enlarge Photo

Sometimes acceleration at that engine speed would produce steady—if hardly speedy—acceleration. But other times there was little power on tap, and the car felt bogged down.

In the larger and heavier Focus, the little 1.0-liter EcoBoost engine felt "eager and responsive," but was hardly quick: Acceleration from 0 to 62 mph took more than 11 seconds.

Perhaps reflecting the challenge of moving the heavier car, the torque peak of the EcoBoost three in the larger Focus came at just 1,400 rpm--an "almost diesel-like" power curve--versus the much, much higher 4,000 rpm that Ford quotes for the three-cylinder Fiesta.

Up with the Fiesta

Overall, the 2014 Fiesta EcoBoost reminded us somewhat of another three-cylinder car we recently drove: the Volkswagen Up minicar, which isn’t coming to the States. It too has a 1.0-liter three-cylinder engine mated to a five-speed manual gearbox.

2014 Ford Fiesta: EcoBoost (European version)

2014 Ford Fiesta: EcoBoost (European version)

Enlarge Photo

The Up's three, though, isn't turbocharged and puts out a mere 75 hp. That proved to be enough to move the little car satisfactorily.

The Fiesta is one car segment larger and almost 400 pounds heavier—Ford says the curb weight of the European Fiesta 1.0-liter is 2,427 pounds—but it too has a small, hardworking engine in a small car with good handling that’s rewarding to drive.

But the Up and the Fiesta EcoBoost together reminded us of the fun of driving small cars hard.

That’s a pleasure more U.S. buyers will come to enjoy, as engines get smaller and more efficient to meet increasingly stringent fuel-economy regulations in the years to come.

Thrummy engine noise

One of the challenges of the inherently unbalanced three-cylinder configuration is that it can sound rough and noisy.


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Comments (9)
  1. You must be logged in to post your comment.I Might be interrested to buy used in 2022 approx when i will change my 2005 dodge gasoline.
     
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  2. You call this a 'green car report'? You spent the whole time reving the daylights out of the engine and don't get any MPG readings? C'mon, the Fiesta is not a sports car. Its a commuter, why not drive it like one and actually get us some useful info. If I wanted to read an average 'it doesn't have enough power' review I'd go to one of a hundred other car sites.
     
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  3. @Tim: We're as eager to find out about its real-world fuel economy as you are.

    But our limited exposure to these prototype vehicles, nine months before they reach showrooms, over a drive route that didn't remotely represent most peoples' commutes, led us to decide any info we got on consumption wouldn't be useful.

    Believe me, we'll let you know as soon as we can test a production version of the Fiesta EcoBoost in real-world conditions!
     
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  4. Love where this engine and ford is going with it... But still had a '85 Renault alliance that did much better. Just confused why we can't offer bare bones cars that get 50mpg again. Or is even the tiny fiesta becoming a bloated techo can?
    I hope the new 1 liter turbocharged Ecoboost 3-cylinder changes that.

    Thanks for the update John.
     
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  5. @Christopher: Just for the record, your 1985 Renault Alliance would be nowhere close to being legal to sell as a new car in the U.S. today. It would be considered a gross polluter, as emissions standards have tightened considerably, and it has nowhere near the level of mandatory safety equipment of today's new cars. It would also likely fail the new post-2010 crash safety testing in a fairly grim way. Modern cars are stronger, heavier, and faster--one reason their gas mileage hasn't improved hugely over 30 years.
     
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  6. John, I couldn't agree more.
    If I had a family back then, I would have had the Renault for that very reason.
    And would also note that 0-60 was about 2 minutes :)
     
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  7. RE: "family back then, I wouldn't have had a Renault."
    Dare autocorrect....
     
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  8. Hopefully it will get a real world 41 mpg on the hyway unlike the Hyundia Elantra which Hyundia is getting cited by the EPA over overstating the fuel economy of the Elantra. I would love a car with a decent amount of interior space that gets that kind of milage since I drive about 35,000 miles per year. I would love a Tesla Model S 85Kwhr but the average price going on these new models is about $97,000 or so with options and thats simply too much money to spend on an automobile. Hopefully Tesla will release a no frills sedan with decent range (150+ miles) that can be marketed for about $35,000 come 2015.
     
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  9. It's strange how Ford hasn't mentioned the 1 liter engined version of the 2014 Fiesta on their website anywhere on their website yet! It's almost like it doesn't exist... I've sent an email to Ford's webmaster with no response.
    Let's hope it really happens
     
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