There have been some truly cracking versions of the Fiestas over its 40-plus year history, but which one do you buy? Here we take a closer look at six of the very best models from the last four decades to bring up to speed with the latest buying and tuning advice…
What’s your favourite Fiesta? Ford’s front-wheel-drive terrier has been a leader in the small hot hatch class for four decades, during which time it’s gone from featherweight buzzbomb to fully-fledged road rocket.
In the beginning was the mildly fancy Mk1 Fiesta 1300S, which spawned the Supersport and laid the path for the XR2 – a funky-looking go-kart fitted with a 1598cc engine boasting a mere 84bhp but meaning lively performance and bags of tuning potential.
The Mk2 XR2 followed in 1984, repeating the recipe of big, humdrum engine (now a carb-fed 1.6-litre CVH) in a basic, little body. The Mk1’s plastic wheelarch extensions and wide Pepperpot alloys were repeated, as was the limpet-like handling. With 96bhp, its performance put many an XR3 to shame.
An often-overlooked Mk2 1.4S was replaced by a 1.6S for the Mk3 Fiesta of 1989, and the fuel-injected XR2i arrived with 110bhp and colour-coded bodykit. But it didn’t exactly set the world alight, so Ford unleashed the Fiesta RS Turbo, a 133bhp tyre-shredder with a 1.6 CVH EFi and up-for-debate three-spoke alloys.
The short-lived Zetec 1.8-engined XR2i and RS1800 came and went (1992 to 1994), and a forgettable fling with the Si badge almost saw the end of the fast Fiesta.
Thankfully, the Zetec S of 2000 kept the Fiesta flag flying, with 113mph top speed and a fun-loving chassis, making the ideal entry-level hot hatch for any Ford enthusiast.
A measly 99bhp Mk6 Zetec S appeared later, with an extensive run of limited editions, but it was an also-ran compared with the all-new ST of 2004 – a chuckable and affordable machine offering 150bhp and 0-to-60mph in 7.9 seconds from its two-litre powerplant. It was possibly the best Fiesta yet.
Until, that was, the ST180 appeared. Sporting a turbocharged EcoBoost engine with 197bhp overboost, 0-60mph took 6.9-seconds. Even today, it’s reckoned to be the best car in its class.
Here, in a bid to work out which gives the most inspiration for buying and for tuning, we’ve selected the six sexiest models from the last 40 years, from classic to current.
Let’s start at the beginning, obviously, with the Mk1 Ford Fiesta XR2…
BUYING A MK1 FORD FIESTA XR2
Enter XR2 ownership with your eyes open. The Mk1 is a bona fide classic and needs all the appropriate checks.
The bodywork is all-important because it could well resemble a teabag. Have a good look underneath, followed by the inner and outer sills, inner wings and suspension turrets, rear suspension mounts, door pillars, front wings, front panel, rear quarters, doors, windscreen pillars, tailgate and boot floor.
You’ll also need to ensure you’re buying a proper XR2 rather than a replica, so double-check the VIN with the chassis stampings (if still there) and make sure it’s a facelift bodyshell with two-bolt bumper mounts, oval-shaped (rather than flat) strut top mounts and strengthening plates on the front chassis rails.
Interior trim can be tatty (cracked dashboard, collapsed seats, knackered door cars) and hard to replace, but worry less about mechanical issues. The gearbox could be notchy and noisy, the engine smokey and rattly, the suspension tired, and the brakes may feel useless. But it’s an old car, and it’s simple to fix.
TUNING A MK1 FORD FIESTA XR2
Decades of motorsport success make the Mk1 XR2’s 1.6-litre Kent (Crossflow) motor easy and cheap to upgrade. It will gain power and drivability with a better air filter and exhaust, followed by a high-lift cam, and ported/gas-flowed head with bigger valves and uprated springs; the result will be well over 100bhp, and plenty more if you swap to a pair of 40mm Webers rather than the single carb. Fit a lightened and balanced 1700cc bottom end with high-compression pistons, consider 45mm carbs, and you’ll see 150bhp-plus. Ideal for a Mk1 Fiesta.
For more, sensible money looks to a CVH conversion (possibly RS Turbo-powered) because it’s easy to install using Mk2 Fiesta components. After which, a world of ZVH and Zetec options are available, albeit with the potential of devaluing a genuine XR2.
The stock Mk1 gearbox will take abuse, although five-speed conversions (from a Mk2 XR2) have always been popular; unfortunately, they require chassis chopping and welding.
Mk1 suspension is easily improved with mildly lowered springs and meatier dampers, and polyurethane bushes tighten the chassis – but don’t overdo it or you’ll make the Fiesta too rigid for the road.
Brake upgrades are generally made with better pads in the standard calipers, which do a decent job. For larger stoppers you’ll need bigger wheels, so an upgrade to 15in rims opens a world of affordable options from other Fords.
MK1 FORD FIESTA XR2 SPEC
MADE: 1981 to 1983
POWER: 84 @ 5500rpm
TORQUE: 91 @ 2800rpm
0-60: 9.4 seconds
TOP SPEED: 106mph
ENGINE:
1598cc, four cylinder, eight-valve (overhead valve) Kent, GT camshaft, Weber carburettor, Ford electronic ignition, four-branch exhaust manifold.
TRANSMISSION:
Front-wheel drive, BC four-speed manual.
BRAKES:
239mm front discs, 178mm rear drums.
SUSPENSION:
Gas dampers, uprated springs, anti-roll bar, beam rear axle.
WHEELS & TYRES:
6x13in alloys, 185/60HR13 tyres.
INTERIOR:
Sports, cloth-trimmed seats, rev counter, two-spoke steering wheel.
EXTERIOR:
Fiesta Mk1 three-door, black front and rear spoilers, wheelarch extensions, colour-coded door mirrors, round headlamps, front driving lamps, XR2 graphics. Optional sunroof.
Next up, the Mk2 Ford Fiesta XR2…
BUYING A MK2 FORD FIESTA XR2
A master in the art of corrosion, the Mk2 XR2 is prone to rotting pretty much everywhere – the bulkhead, inner wings, battery tray, strut tops, floorpan (especially the chassis rails and in front of the petrol tank), sills and wheelarches (behind the bodykit), slam panel, wings, tailgate, door bottoms, hinges, bonnet, scuttle panel, around the fuel filler, inner arches and boot. XR2s built in 1986 and ’87 were particularly susceptible, but most have long since departed.
Some have been reshelled, so make sure the numbers match between VIN plate, log book and floor beside the driver’s seat. Fake XRs built from Populars are common – and less valuable.
Mechanically the XR2 is straightforward, but the CVH engine isn’t durable, so avoid nasty noises and smoking from the exhaust – blue suggests worn pistons, bores or valve guides, and steam means head gasket failure.
Check the gearbox too. The standard shift is vague, but crunching synchros (notably on second or third) mean the gearbox needs a rebuild, as do any rumbling sounds.
TUNING A MK2 FORD FIESTA XR2
With light weight and basic mechanicals, the Mk2 XR2 is ideal for a hardcore-nutter-massive-power conversion. Its stock CVH powerplant formed the basis for the later RS Turbo, along with huge modification potential.
Even basic tuning is rewarding, with a four-into-two-into-one exhaust manifold and system, high-lift camshaft, ported big-valve head and twin Weber 40 or 45mm carbs meaning around 140bhp. With a forged, high-compression bottom end, solid lifters and wackier cam, a genuine 160bhp is achievable.
Much more is possible with forced induction. It’s easy to drop in a complete Escort/Fiesta RS Turbo setup, giving over 130bhp as standard. Adding a larger intercooler, injectors, turbo, chip and cam results in 200bhp, while forged internals and Cosworth management mean you can double that figure – especially if you go ZVH or full Zetec turbo.
You’ll need an uprated gearbox, of course. An Escort RS Turbo Series Two transmission includes a limited-slip differential but an IB5 or MTX75 with ATB diff is ideal for big power.
Suspension-wise, Gaz coilovers and a 50mm drop are ideal, along with polyurethane bushes and strut braces. For track use, adjustable arms and Panhard rod and/or beam are readily available.
To stop the lot, adding a Mk1 Mondeo brake servo and master cylinder can be followed by Mk5 RS2000 260mm discs (for 14in wheels) or Mk1 Mondeo V6 brakes with 15in rims and 195/45×15 rubber.
MK2 FORD FIESTA XR2 SPEC
MADE: 1984 to 1989
POWER: 96bhp @ 6,000 rpm
TORQUE: 98Ib.ft @ 4,000 rpm
0-60: 9.3 seconds
TOP SPEED: 109mph
ENGINE:
1596cc, four cylinder, eight-valve CVH, cast iron block, alloy head, single overhead camshaft, Weber carburettor, Ford electronic ignition.
TRANSMISSION:
Front-wheel drive, BC five-speed manual.
BRAKES:
240mm front discs, 178mm rear drums.
SUSPENSION:
Gas dampers, uprated springs, five-link beam rear axle with 14mm anti-roll bar.
WHEELS & TYRES:
6x13in steels, 185/60HR13 tyres, optional alloys.
INTERIOR:
Cloth seats, soft-feel steering wheel.
EXTERIOR:
Fiesta Mk2 three-door, black front and rear spoilers, side skirts and wheelarch extensions, front driving lamps.
Next up, the Mk3 Ford Fiesta RS Turbo
BUYING A MK3 FORD FIESTA RS TURBO
There’s a lot of junk around, so don’t pay over the odds. Make sure you’re buying a real RS rather than a tarted-up XR2i – it’s just a standard Fiesta shell, so check the chassis number matches the VIN tag and V5, and ensure all the standard kit is in place, including bonnet vents, rear spoiler, electric front windows, glass sunroof, opening rear quarter windows and rear anti-roll bar.
Corrosion is a Fiesta killer, so search around the bulkhead, battery tray, door pillars, floorpan, footwells, inner and outer sills, rear wheelarches, fuel filler cap, tailgate and base of the windscreen.
Avoid a knocking engine (could be a worn cam or crank bearings), blue exhaust smoke (which could be burnt valve stem seals, knackered pistons and/or rings or blown turbo) or white smoke/steam and water/oil mixing (head gasket failure).
Transmission trouble is pricey to put right. A notchy or floppy change could be a tired linkage (cheap) but beware of clutch slip, growling from the gearbox or driveshafts, or crunching from worn synchros.
TUNING A MK3 FORD FIESTA RS TURBO
Power is easy to find. Basic tuning means a bigger exhaust, air filter, beige injectors and chip. Adding a 2.5 Bar map sensor and custom map allows more boost but it’s not cheap – the cash is better spent on an aftermarket ECU or Cosworth management. With an uprated cam, solid lifters, meatier intercooler and a T3 turbo, an RS Turbo can make 220bhp on standard internals. Fitting a forged bottom end and a T34 means 300bhp, while an aftermarket inlet manifold and more boost will lead to even bigger figures.
But the Fiesta CVH cylinder block is weak, so you’re better off with a ZVH (Zetec block and CVH head) or full Zetec with turbo conversion – either way, 500bhp is possible.
The Fiesta lacked the Escort RS Turbo’s limited-slip differential, so it’s a worthy upgrade for a standard car. But for more than 200bhp a Quaife ATB is the better option. Either way, you’ll need an AP or Helix four-paddle clutch. For a stronger gearbox, select an IB5 or Mk5 RS2000’s MTX75.
Suspension upgrades are easy – polyurethane bushes, lowered springs and good-quality dampers, or coilovers make a massive improvement. For track days, adjustable top mounts and twin rear anti-roll bars work well.
Bigger brakes are also critical. Cosworth 4×4 or Fiesta ST150 front stoppers will fit behind 15in wheels, while Focus ST170 300mm anchors are ideal if you go up to 16s, using ET35 offset and 195/45×16 tyres.
MK3 FORD FIESTA RS TURBO SPEC
MADE: 1990 to 1992
POWER: 133bhp @ 5,500rpm
TORQUE: 135lb.ft @ 2,400rpm
0-60MPH: 7.9 seconds
TOP SPEED: 129mph
ENGINE:
1596cc, four-cylinder, eight-valve CVH, Ford EEC-IV management, Garrett T02 turbo, intercooler.
TRANSMISSION:
Front-wheel drive, B5 five-speed manual.
BRAKES:
240mm front discs, 203mm rear drums, optional ABS.
SUSPENSION:
Gas dampers, XR2i front springs, 16mm/20mm anti-roll bars front/rear, unique front wishbones and ball joints, 12mm lower/stiffer rear springs,.
WHEELS AND TYRES:
5.5x14in alloys, 185/55VR14 tyres.
INTERIOR:
Recaro front seats, leather steering wheel and gearknob.
EXTERIOR:
Fiesta Mk3 three-door, body-colour bumpers, wheelarch extensions, skirts, bonnet louvres and tailgate spoiler, black mouldings with green inserts, electric front windows, glass sunroof.
Next up, the Mk5 Ford Fiesta Zetec S…
BUYING A MK5 FORD FIESTA ZETEC S
The Mk5 bodyshell is related to the Mk3, so expect rust in the same spots. Check the rear wheelarches, sills, doors and rear quarters where they meet the back panel. Then search everywhere else…
Engine issues are a real possibility, with the Zetec SE using oil through leaks or excessive breathing; walk away from a car with signs of heavy oil consumption and/or smoking. Early engines are a worry (crank bearing failure was common at around 50,000 miles, requiring a rebuild), and identified by a bare alloy cam cover; the better post-2001 Zetec S (known as the phase two) had a black plastic cover instead. Other phase two revisions included darker grey trim, wheels without centre caps and an internal boot release.
Avoid a Fiesta with gearbox problems. Noise or notchiness suggests worn synchros, and a slipping clutch is easy to spot. But don’t worry about a rattle at idle that disappears when you press the clutch (it’s probably the clutch release bearing), and a sloppy change is probably caused by a worn linkage.
TUNING A MK5 FORD FIESTA ZETEC S
Surprisingly tuneable, the Zetec SE rises to 130bhp with a four-into-two-into-one exhaust manifold and system, along with high-lift cams and a remap.
The silver-top cylinder head needs to be replaced with a black-top version, after which throttle bodies can be fitted. With stronger rod bolts and valve springs, 150bhp-to-180bhp is possible, especially when accompanied by a gas-flowed, big-valve head.
An engine swap could be better – the 123bhp Puma 1.7-litre motor drops straight in – but over 200bhp is possible using forged rods, pistons and wilder cams.
Turbocharging an otherwise standard engine produces similar figures. Kits are available off-the-shelf, while 330bhp is possible on forged internals and a GT28 turbo.
There’s also a variety of engine transplants for the Fiesta Mk5 – from the RS Turbo’s CVH to the Mk1 Focus RS motor. Your budget is the only limit.
The Zetec S’s standard gearbox is tough; the clutch can handle 140bhp, but a limited-slip differential is recommended (an ATB or an RS Turbo series two’s viscous diff), as is a Puma 1.7 transmission or LSD-equipped Racing Puma ‘box.
Powerflex bushes improve the Zetec S’s sharp handling, while lowering springs on uprated dampers are almost essential. Add strut braces and rear axle spacers for track work.
Bigger brakes are important too. Mondeo V6 Mk1/2 or ST150 fronts are a cheap upgrade, while Focus ST170 discs and calipers (along with Focus rear discs) are ideal behind 16in wheels.
MK5 FORD FIESTA ZETEC S SPEC
MADE: 2000 to 2002
POWER: 101bhp @ 6000rpm
TORQUE: 107Ib.ft @ 4000rpm
0-60: 10.2 seconds
TOP SPEED: 113mph
ENGINE:
1596cc, four-cylinder, 16V Zetec SE, Siemens fuel injection, Ford EEC-V management.
TRANSMISSION:
Front-wheel drive, B5 five-speed manual with sports ratios.
BRAKES:
258mm front discs, 190.5mm rear drums, ABS.
SUSPENSION:
Gas dampers, lowered coil springs (13mm front/10mm rear), uprated rear beam, uprated PAS.
WHEELS AND TYRES:
6x15in alloys, 195/50×15 tyres.
INTERIOR:
Sports front seats, white dials, leather steering wheel and gearknob.
EXTERIOR:
Fiesta Mk5 three-door, mesh grille, body-coloured bumpers, skirts and tailgate spoiler.
Next up, the Mk6 Ford Fiesta ST150…
BUYING A Mk6 FORD FIESTA ST150
Tatty cars are common, so shop around. Look for a post-November 2005 model with extra standard kit, and pay extra for leather trim or option packs. Most desirable of all is the Panther Black ST500.
High mileage isn’t an issue, but avoid an ST that’s been abused. Nasty engine noises are the biggest worry, with crank bearing failure causing knocks from the bottom end. That’s bad news. A whirring PAS pump is probably on its last legs.
The gearbox can feel jerky from cold – that’s normal. A floppy clutch pedal could be caused by a loose washer, but clutch slip will be pricey to repair.
Suspension problems include collapsed bushes and broken springs, so listen for clonks and rattles. Rumbling noises are likely to be from worn wheel bearings.
Rust is also a problem, so check the wheelarches (notably the rears but also the fronts), door bottoms and passenger footwell. Interiors are often rattly, and seats sag, while electrical equipment may fail – check the heated windscreen works, along with the auto wipers and lights.
TUNING A MK6 FORD FIESTA ST150
Tuning potential is massive. An induction kit, sports exhaust and remap will gain 20bhp over standard, while uprated camshafts and an aftermarket inlet manifold and plenum – with a custom map – can see more than 190bhp.
Throttle bodies take the ST150 above 200bhp, although it’s not a cheap or simple conversion. To make the most of them, it’s also wise to go for a ported cylinder head, heavy-duty valve springs, higher-lift cams and a high-compression, forged bottom end. The American Ford
Ranger 2.3 block is also an option, which can be used with the standard ST ancillaries; fully fettled, it can approach 300bhp.
Forced induction is popular for the ST150, with Jamsport’s supercharger conversion running fine on stock internals and ECU, meanwhile doubling the original power output. Turbo kits work well too.
The IB5 gearbox will cope with most upgrades, but the clutch will retire at 200bhp and the differential needs to be swapped for an ATB. For even bigger power, Ford’s MTX75 is ideal.
Handling upgrades aren’t essential, but lowering springs improve the ST’s stance. Coilovers are ideal for track machines, while polyurethane bushes, rear wheel spacers and a Whiteline rear anti-roll bar make sense for fast road use too.
Stock ST brakes are good when used with decent pads and braided hoses, although Focus ST170 300mm front discs and calipers look better – as do Focus RS Mk1 Brembo calipers, which fit behind standard 17in alloys. Nice.
MK6 FORD FIESTA ST150 SPEC
MADE: 2004 to 2009
POWER: 148bhp @ 6,000rpm
TORQUE: 140LB.FT @ 4,500rpm
0-60: 7.9 seconds
TOP SPEED: 129mph
ENGINE:
1999cc, four-cylinder, 16V Duratec, variable intake system.
TRANSMISSION:
Front-wheel drive, Durashift five-speed manual, short-throw shift.
BRAKES:
258mm front discs, 203mm rear discs, ABS, ESP, optional EBA.
SUSPENSION:
Uprated dampers, stiffened and lowered coil springs, revised knuckles, short-ratio steering rack, stiffened rear beam.
WHEELS AND TYRES:
7x17in alloys, 205/40ZR17 tyres.
INTERIOR:
Part-leather ST sports front seats, sports gearknob, leather steering wheel.
EXTERIOR:
Fiesta Mk6 three-door, colour-coded bodykit comprising front bumper, skirts and roof spoiler. Optional styling (stripe) packs.
Next and finally, the Mk7 Ford Fiesta ST180…
BUYING A Mk7 FORD FIESTA ST180
The ST180 also makes a fantastic second-hand buy. Choose your spec carefully – the ST-2 and ST-3 are better value than the poverty model. And shop around for the best price – there are loads out there.
Beware of a dodgy past. Invest in a history check, and make sure the VIN and V5 match the sticker on the driver’s-side B-pillar, stamps in the floor and tag on the nearside dashboard. Avoid accident-damaged cars; look out for creases or splits in the floorpan and inner wings, mismatched paintwork, poor panel gaps and such like.
You shouldn’t spot any rot, but examine the rear wheelarches and door bottoms. Barter hard if you see scratches, dents, kerbed alloys or a tatty interior.
Any ST180 should drive like new. There should be no clutch slip, and no nasty noises in neutral, which point to release bearing problems. Some STs have blown their clutches and gearboxes at low mileages, so most of all listen for whining under load at low revs, which goes away when coasting.
TUNING A MK7 FORD FIESTA ST180
The future of Ford tuning? The ST180’s 1.6 EcoBoost is a gem, capable of 220bhp from a remap alone. Start adding a few hardware upgrades though, and the little Fiesta can really start to punch above its weight. And the really good news is there are loads of tuners all offering a selection of modifications for the latest ST, so you really are spoilt for choice!
Typically replacing the stock airbox with a performance alternative (induction kit, or high-flow airbox as per the mountune upgrades) will be your first port of call, followed by a free flowing exhaust (and 200-cell sports cat if you want to keep things legal). An uprated intercooler and charge pipe upgrade come next, and should see 230-240bhp with ease.
For more you will need to replace the stock turbo with something bigger. A hybrid is usually seen as the first step, either an X-27 from Pumaspeed, a P2XX from SiCo Developments, or the new Turbo Technics S242 from Collins Performance. This will take the power to around 270-300bhp depending on supporting mods, and many tuners consider it the perfect level for the feisty Fiesta. For anything over 300bhp you’ll be looking at a full turbo swap, to something like a Garrett GTX2860 or a Peron P3XX but prices rapidly start rising towards the £4000-5000 mark.
The good news is the rest of the car seems to be able to cope admirably, even at the higher levels of tune the standard gearbox and clutch seem to work well. Switching to performance suspension is worthwhile though, and a simple lowering kit is all you really need – it even helps eliminate some of the crashy ride of the stock setup. Coilovers are great for track users but are probably a step too far for everyday use. The stock brakes are fine for a mildly tuned ST, but with so many big brake kits available from all the usual suspects it does make sense to fit bigger discs and calipers, especially as the stock 278mm discs look lost behind the stock 17in alloys.
MK7 FORD FIESTA ST180 SPEC
MADE: 2013-on
POWER: 180bhp @ 5700rpm
TORQUE: 177lb.ft @ 5000rpm
0-62MPH: 6.9 seconds
TOP SPEED: 137mph
ENGINE:
1596cc, four-cylinder, 16V EcoBoost, Ti-VCT, Borg-Warner KP39 turbocharger, 52mm throttle body, Bosch management, 55mm exhaust.
TRANSMISSION:
Front-wheel drive, Getrag Ford Durashift B6 six-speed manual.
BRAKES:
278mm front discs, 253mm rear discs, ABS, EBD and EBA.
SUSPENSION:
Uprated dampers, 15mm lowered coil springs, revised steering knuckles, revised rear torsion beam, ESC, recalibrated electronic power-assisted steering.
WHEELS AND TYRES:
7.5x17in alloys, 205/40×17 tyres.
INTERIOR:
Recaro front seats (part-leather on ST-2/ST-3), leather steering wheel, ST-3 with climate control and cruise control.
EXTERIOR:
Fiesta three-door hatchback, bodykit including bumpers, skirts and rear spoiler.
Words Dan Williamson
