Ford Fiesta hatchback review

The latest Ford Fiesta doesn't look that different from the old one, which it replaced in 2017. Given there wasn’t much wrong with that car, a model that had been on sale for nine years, it’s perhaps unsurprising there weren’t more major changes. After all, Ford wouldn't want to risk sending buyers into the arms of manufacturers like Vauxhall and Volkswagen, who make rivals to the Fiesta in the form of the Corsa and Polo respectively.

So far in 2021, the Vauxhall Corsa has outsold the Fiesta and in some months the Fiesta was also less popular than the Ford Puma. To redress the balance, Ford has announced an updated model of the Fiesta, featuring slightly tweaked styling and updated technology. It’ll be on sale in the early part of 2022 and prices should stay roughly the same.

Driver appeal was something the old Fiesta excelled at and with talented rivals such as the SEAT Ibiza, Renault Clio and Peugeot 208 breathing down its neck, the new one couldn't afford to drop this particular ball, either. At the same time, supermini buyers want to have their cake and eat it: a small, economical car that’s also comfortable, well built and stuffed with the latest technology. It helps that the latest Fiesta delivers on these fronts, too.

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It might look similar to the model it replaces, but look harder and you’ll notice this Fiesta is actually bigger where it counts. For a start, it’s longer, allowing Ford's designers to increase passenger space in the back. At the same time, subtle styling details distinguish trim levels from one another, adding to their allure.

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The Fiesta range starts with a new Trend spec, which replaces Zetec and the sparse Style trim, and then ascends through Titanium, Titanium X, ST-Line, ST-Line X and high-end Vignale. Trend and Titanium versions have a front bumper that Ford says is intended to be friendlier and ‘more optimistic’. A smart touch is its pair of vertical fog lights. As its name suggests, the ST-Line pair have a sporty bias, courtesy of slightly stiffer suspension and a bodykit. It’s not expensive to run, though, and we’ve found its suspension still provides plenty of comfort, while handling better than 'warm hatchbacks' like the Suzuki Swift Sport.

For luxury seekers, there’s the Fiesta Vignale with optional 18-inch alloy wheels (17-inch alloys are standard) and, inside, hexagonally quilted leather upholstery. These features put in contention with a MINI hatchback or Audi A1, but also make it too expensive to represent the sweet spot in the range; the overall interior quality is good but not on par with more upmarket superminis, while its design doesn’t quite match up to the more sophisticated offerings of its rivals. Undeterred, Ford has announced that you’ll be able to order a Vignale pack on several trim levels on the updated Fiesta, which should add some of the luxury without the eye-watering price.

The Fiesta Active, meanwhile, blends SUV elements – a raised ride height, body protection and roof rails – with low supermini running costs and easy driving manners. And performance enthusiasts will be more excited by the Fiesta ST (our favourite hot hatch), which we’ve reviewed separately.

While a 197bhp version of the EcoBoost three-cylinder petrol engine is fitted in the ST, the regular Fiesta line-up still offers an excellent range of petrol engines with varying power outputs and the option of mild-hybrid electrical assistance. No plug-in hybrid or electric version has yet been announced, and the electrical assistance is less noticeable than Ford makes out - although it does boost fuel economy slightly. In late 2020, the diesel engine was discontinued.

You’ll get the mild-hybrid tech on the 123 and 153bhp versions of the turbocharged three-cylinder 1.0-litre petrol engine; the latter is good for a nine-second 0-62mph time. The same engine is available with 99bhp, while the 123bhp engine is now available with mild-hybrid assistance when specced with the seven-speed automatic gearbox. The entry-level Fiesta Trend model now gives the option of the 99 and 123bhp engines, alongside the old-fashioned, non-turbocharged 74bhp 1.1-litre engine.

No matter which engine you choose, the Fiesta is a pleasure to drive, either on a long motorway trip or a challenging country road.

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The mechanical package stacks up well and Ford has clearly taken the latest Fiesta’s inside story seriously, too, with an interior feel that comes close to matching the very best in its class. The cleanly styled dashboard is made from high-quality, tactile materials and everything feels superbly put together. The Fiesta’s connectivity and infotainment systems are now better than ever, too – gone is the rather dated mobile-phone-style button pad below the previous rather cramped infotainment display; a ‘floating’ tablet-style screen takes its place with Ford’s clever SYNC 3 system on most models. This brings Apple CarPlay and Android Auto compatibility, while top models now get a classy-looking eight-inch touchscreen and sat nav.

Every model features lane-departure warning and assistance, a sign of Ford’s big push on safety. It’s a shame that so much of the Fiesta’s most advanced safety equipment is optional at extra cost, though. You can add automatic emergency braking with pedestrian detection and active parking assistance that can apply the brakes if needs be, plus blind-spot monitoring, as well as traffic-sign recognition and auto-dipping headlights. The 2022 model will gain standard LED headlights and a Wrong Way Alert, plus more models will benefit from a reversing camera.

A glance at the price list shows that the most lavishly equipped models are rather expensive, but when you realise the mid-range version has all the must-have features, Fiesta value-for-money looks good. And while economy, practicality and quality have all improved, the car’s fun-loving character has been kept intact. As Ford has completed the package with a five-star Euro NCAP crash-test verdict, the Fiesta is a tough supermini to beat.