When we think of performance Fords here in the U.S., our focus is mostly on thundering V8-powered Mustangs, mid-engine GTs and the brawny F-150 Raptor. These are big cars with even bigger presence. But Ford of Europe is big on performance too, just in a smaller way.
Across the pond, “Fast Fords” are most often “hot hatches,” both terms coined by the British. Based on small, miserly cars aimed at value-driven customers, they morphed into engaging road racers with highly tuned engines, wide wheels, grippy seats and lots of tacked-on aero trim.
Mostly, we were denied Europe’s forbidden Fords until 2013, when the compact Focus ST arrived on our shores. In 2014 it was joined by the subcompact Fiesta ST. Both were turbocharged, 4-cylinder 5-door hatchbacks with manual gearboxes and a mean streak. But it was the smaller and less-powerful Fiesta ST that was just that extra bit sharper, engaging and playful. Ford chose its Fiesta to go World Rally Championship racing, and just over a decade later, it’s the one to buy for driving fun.
Back to basics
The formula is simple, with the 120-horsepower Fiesta econobox transformed by means of sport-tuned suspension with struts up front and a torsion beam in the rear, larger brakes and wheels, a slick-shifting Getrag-built 6-speed manual and a turbocharged 1.6-liter 4-cylinder engine that makes 202 hp and 197 lb-ft of torque on overboost. The aggressive ST body kit transforms the front and rear of the Fiesta, while adding side skirts and an extended roof spoiler.
Tipping the scales at 2,700 pounds, the Fiesta ST was considered lightweight even a decade ago. The cheap and cheerful interior was plasticky, and a tiny Ford Sync touchscreen display was the only nod to upscale features. The short option list featured heated Recaro sport seats with orange or gray cloth accents and giant leather bolsters ($1,995), a power moonroof, navigation and flashy colors such as Molten Orange and Green Envy. Value for performance was the mantra; maxed out, you could get a Fiesta ST to just over $26k from a $22k base MSRP.
With punchy torque delivery at low rpms and rowdy intake noise piped into the cabin, the Fiesta ST feels a lot quicker than its 7.1-second 0–60 mph time would have you believe. Electronic brake-activated torque vectoring is an acceptable substitute for a limited-slip differential, and the rear will eagerly rotate mid-turn with lifted throttle. A firm brake pedal and positive shifter action show that Ford sweated the small details that make for a true driver’s car. The ST was rewarded with multiple awards its first year out, including an Automobile “All-Star” award and a spot on the Car and Driver “10 Best” list. It was also named “Car of the Year” by Top Gear in England.
Better all the time
Steady evolutionary tweaks were made over a six-year production run. Softened suspension bushings for 2015 slightly mellowed the early ST’s harshness, with the next model year bringing softer spring and damping rates, but with a stiffer rear torsion beam and front anti-roll bar. Not only did comfort further improve, but handling too: these changes came from the higher-performance Fiesta ST200 that Ford did not sell in North America. The 2016 model year also saw axle-shaft seals and the rear motor mount strengthened, and the Sync3 touchscreen got Apple CarPlay compatibility (older models can be upgraded). A backup camera became standard by mid-2018, before the Fiesta ST was discontinued in 2019.
Ford Performance marketed factory-approved go-fast accessories, mostly developed by Mountune, a popular U.K.-based Ford tuner. An MP215 ECU flash raised output to 215 hp, while keeping the factory warranty intact. A Quaife limited-slip differential was also available from Ford, as was an uprated radiator, intercooler, short-throw shifter kit and carbon-fiber shift knob. There continues to be strong aftermarket support for the ST, with significant, easily achieved power and performance gains to be had.
Fiesta failure points
With economy-car roots, the Fiesta was built to meet a budget price. Even new, quality didn’t really compare to more-premium competitors such as the Volkswagen GTI. That means lots of hard-plastic interior bits that become rattle-prone with age. Rust is a concern in wintry climates with salted roads, while clutch slave cylinders can fail prematurely and require dropping the transmission to replace. HVAC blend doors are known to break on earlier cars, but this is an inexpensive fix.
Cars built before December 20, 2014, were subject to a recall for overheating engines, resulting in cracked cylinder heads. The head was redesigned for 2016 to improve circulation, with a coolant-level sensor added during the recall. Despite these issues, long-term owners report strong reliability, with many examples chasing over 150k miles without major issues.
Be choosy
Given Ford’s incremental improvements, you’ll ideally be shopping for a 2016-or-later Fiesta ST. An early car with high miles, a rebuilt title and general signs of abuse can cost as little as seven grand, but don’t be tempted. A great 2016-forward example still costs minimal money, starting around $10k for mid-mileage cars with service history and no major issues. Lower-miles cars with minimal modifications run to the mid-to-high teens, with a premium for desirable options. Try the Recaro seats before you buy, as some people won’t find their bolsters comfortable.
Sadly, it’s not likely we’ll see a car quite like the Fiesta ST again. We were fortunate to finally get one of Europe’s most revered hot hatches before the Fiesta nameplate had its 47-year run ended. Buy one to inject a little practical fun in your life, or as an inexpensive track toy. The depreciation curve is bottoming out, and clean examples won’t be getting any easier to find as Fiesta STs continue to party on.
