The fifth generation Fiesta of 2002 was model of restraint.
Editor’s note: First published on 13th December 2016, this piece is being re-run today to commemorate the 20th anniversary of the 5th generation Fiesta’s introduction.
“It was designed to please the public, men and women alike, with those big headlamp eyes, and that smiling radiator mouth.” Those were the words of designer, Chris Bird. The project started in 1998 and is one of the unalloyed Bird Fords. The project bore the code B256 and featured a new floor pan for three variants: the five-door, the three door and the Fusion. At this point Chris Bird had replaced Claude Lobo as design director and wanted to put his mark on Ford.
A welcome return to DTW from Chris Ward, with a final update on his Festie.
So, the Fiesta has gone. Long gone, in fact: over half a year has passed since the scarlet terror was taken away by a man bearing a clipboard and a polyester coat. Yet despite the intervening months (for which I can only apologise), my thoughts remain much the same as when the car was in my possession.
Robertas Parazitas’ 2017 Fiesta opus joins the ‘Longer read’ fold.
As anyone who has tried to manoeuvre a supertanker can probably attest, when a leviathan changes direction, the process is both slow and not without considerable disruption. During the early 1970s, the ultra-conservative Ford Motor Corporation, having toyed with front-wheel drive during the previous decade, made the decision to Continue reading “Weekend Reissue – El Camino a la Fiesta”
Car designer Tom Tjaarda has died. He was 82. DTW takes a look back at his career.
Two things stand out about Tom Tjaarda. One was the prolific and varied body of work: the 1976 Ford Fiesta, the de Tomaso Deauville, the 1964 Ferrari 330 GT2+2 and Fiat 2300 coupe. The other thing is that he wasn’t as well known as Giugiario, Gandini or even quite a few younger designers with only a few cars from the same brand to their name.
As well as having talent, Tjaarda arrived in the world of car design at a time when there was considerably more room to flourish, not unlike Danish architect Arne Jacobsen – both had space into which their abilities could be projected. Tjaarda designed a wide range of cars and Jacobsen could do everything from door handles to buildings. Continue reading “Tom Tjaarda”
So you thought there was only one Fiesta Mk.1? In fact there nearly were two, and the one we never saw almost tore Ford apart.
From its inception in 1969, Ford’s small car project had always had inter-continental ambitions. An early project structure saw engines manufactured in Brazil being used in cars made first in Europe, with a production base in Brazil following on, which would not only serve the home market, but would also export to the USA. US and Asia-Pacific production sites would follow. Other visions included a simplified low-powered variant adapted for production in developing countries, a third world car maximum speed of 55-60mph, a 0-50 time of 25-30 seconds, capable of being sold at 50-60% of the price of the cheapest Ford Escort. Continue reading “Theme: Compromise – The Fiesta Mk.1 – Blood on the Boardroom Floor”
Let us consider the conventional wisdom about the first generation Fiesta.
It arrived some time after the revolutions in small car design which raged through Europe in the fifties and sixties, and continued to bear fruit into the early seventies. It was thus a rationalised ‘best practice’ car, standing on the narrow but solid shoulders of at least four influential and successful rivals which arrived early enough in the 1970s to influence and inform Ford’s designers. Continue reading “Theme: Compromise – The Fiesta Mk.1 – Almost Revolutionary”
A missed opportunity or a masterpiece of compromise? We look at the unassuming little engine that drove the Fiesta’s success.
CAR March 1974 was confident in its prediction about the Fiesta’s engine; “it is a completely new water-cooled, in-line four with single overhead cam and Heron head. It will come in two sizes – a little over 900cc and 1090cc for the top of the range model.” As we now know, the “scoop report” could scarcely have been more wrong, but it is easy to understand the reasons for their conjecture. Continue reading “Theme: Compromise – Ford’s Valencia engine. A Curious Orange?”
Driven to Write looks in depth at the Fiesta’s development.
Lest it should pass un-noticed, January 2017 is the fortieth anniversary of the Ford Fiesta’s launch in the UK. Production at Ford Germany’s Saarlouis factory began in July 1976, with the core Almusafes plant coming on stream in October 1976, so the lucky continentals were introduced to the car a few months earlier. Continue reading “Compromise: On the road to Fiesta – Part 1”
Late is better than never, and having sat on its corporate hands for years, Ford finally launched their supermini contender in 1976. So what took them so long? The answer lies both in Uncle Henry’s corporate culture and deep-rooted fear of failure. But having toyed both with front wheel drive and subcompacts at various times, the beancounters were having none of it. Continue reading “Party Animal – 1976 Ford Fiesta”
The it really should never have worked but it did facelift: 1983’s Ford Fiesta
The 1976 Ford Fiesta’s sales successes made it so ubiquitous that its appearance ceased to be either noticeable or remarkable. This however belies Köln-Merkenich’s initial design, which under the stylistic leadership of Uwe Bahnsen was neat, well executed and had, by the tail end of the ’70s, worn well. However as a new decade began, it began to Continue reading “Theme: Facelifts – Festie’ Refaced”