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When Ford gave the Mustang a facelift in 2018, it was welcomed unanimously in the UK. It took a car that was perhaps a bit lardy, and gave it a more chiselled, toned appearance.

The Mustang Bullitt builds on the facelifted Fastback model, adding some unique design flourish to ensure it stands out.

Perhaps the most obvious is the exclusive Dark Highland Green metallic paint. This is the same colour as Steve McQueen’s 1968 version. It is a very deep, dark green, which looks stealthy under normal conditions yet sparkles in sunlight. It’s marvellous.

Somewhat surprisingly the Mustang Bullitt is also available in black, but I just can’t fathom why anyone would snub the authentic colour.

You won’t find a Mustang motif on the exterior either. The front grille is plain black, whilst the boot lid features the Bullitt ‘target’ logo. Thankfully the huge “5.0” badges from the front wings have been omitted.

19-inch wheels are finished in black with a silver rim edge. They have a certain retro feel to them, which is perfect for this reimagined classic. Behind these are red brake calipers, which is a nice standout feature.

At the rear, the distinct rear taillight design looks as good as ever, while the switch to a quad exhaust system is a welcome improvement over the twin pipes from the pre-facelift model.

Above all else, the Mustang Bullitt is oozing with kerb appeal. Park it anywhere and there’s a good chance you will return to a crowd. And there is something satisfying about catching your reflection when driving past a shop window.

Interior Finish

I was fortunate enough to attend the launch event when the Mustang first came to the UK market in 2015. But one of the areas needing drastic improvement was the interior finish. With the facelift, Ford took steps to make these improvements.

On the whole, the result is effective. There are softer-touch materials on the dashboard brows. Crucially, the centre console has been given these softer materials too, a tenfold improvement over the hard, scratchy plastic finish seen on the earlier models.

The centrepiece of the cabin has to be the huge Recaro bucket seats. Coming standard on the Mustang Bullitt, they have a retro design to them in the same way as the alloy wheels, giving off that ‘re-imagined classic’ vibe. The word ‘Recaro’ is stitched onto the backrest in green, which compliments the exterior colour.

The Mustang Bullitt has a fully-digital instrument cluster, which is customisable and very modern. And yet it is housed in a deep-dish bezel reminiscent of classic muscle cars. The design is very clever.

You also get the white ‘cue ball’ gear knob as a nod to the original car. Everyone who saw this commented on how great it was. Sometimes it’s the simplest things that have the biggest impact.

The oversized steering wheel has the same Bullitt logo as on the boot lid, which serves as a constant reminder that this is a special model.

So whilst the cabin of the Mustang Bullitt is still not the most elegant or luxurious, it is still a nice place to be. Plus once you fire up that V8 engine any niggles about quality are soon forgotten…

Engine/Performance

There is no choice when it comes to the powertrain in the Mustang Bullitt. Thankfully no alternatives are required, because the standard offering is bang on the money for this car.

It’s a 5.0-litre, naturally aspirated V8 under that rather large bonnet. With 459PS and 529Nm, it is slightly more powerful than the version of this engine that features in the ‘regular’ Mustang, to give you a little bragging rights.

There’s only one choice of gearbox too – a 6-speed manual – which has a short, satisfying throw and a lovely weight to it. Put simply, it feels like you’re changing gear in a muscle car. That’s as authentic a sensation as you could hope for.

Power is sent to the rear wheels via a limited-slip differential. But despite the mountain of power the Mustang Bullitt is not what you’d consider blisteringly fast. 0-62mph takes 4.9 seconds, and the top speed is 163mph. It’s not exactly slow, but many ‘hot hatches’ would probably cause you some embarrassment at the lights.

But in truth, the Mustang is a laboured drive. Peak power comes at 7,250rpm, and the gears are so tall that there just never seems any urgency from the V8. But then to a certain extent that’s just the nature of a muscle car.

The V8 soundtrack is also the nature of a muscle car. And with the Mustang Bullitt you get a variable exhaust with modes ranging from ‘Quiet’ to ‘Race’. In the latter – where I spent every moment – you get a thunderous rumble from the exhaust pipes that just makes you want to drive. And thanks to rev-matching, every down-shift is accompanied by a satisfying blip of that mighty V8.

Ride/Handling

When you think of what it would be like to drive a muscle car, you probably think of long stretches of open road, heading towards the horizon on a crescendo of V8 soundwaves. I know I do.

If you translate that into handling speak, this is a car that needs to be comfortable on a long drive, which would usually result in a car that is out of its depth on a race track, or a bumpy British B-road.

Now I’ve driven a Mustang in standard form, and it has to be said that it copes very well with our British roads. But then again extensive development was carried out in Europe, so this isn’t altogether surprising.

If you want the best of all worlds though, there is the option of MagneRide suspension. It costs £1,600 but uses electro-magnets to adjust the damping. The car can even read the road surface and adjust to inputs in a fraction of a second.

It also means that different drive modes come with different damping settings. Ranging from the soft and comfortable ‘Normal’ mode, right up to the bone-shaking stiffness of ‘Race’ mode. That adjustability transforms the Mustang Bulliit into a very versatile vehicle and, for that reason, I think the MagneRide is worth the outlay.

Despite a more chiselled appearance, the Mustang Bullitt is a bit of a heifer, at 1,851kg. So you will not be surprised to find that the handling is on the same level of urgency as the engine. That being said, the turn-in is direct, with nicely-weighted steering, and grip is good through the wider rear tyres.

This is not a car that wants to slide everywhere, it is composed. And the Brembo brakes ensure you always have enough stopping power whatever the weather.

Economy

The words “Mustang” and “economy” are not usually all that complementary when put together. But it’s all relative. You don’t go to the North Pole if you’re not a fan of the cold, and you don’t buy a Ford Mustang if you’re looking for maximum fuel economy.

So when you consider this subjectively, anyone buying a Mustang Bullitt will most likely be pleasantly surprised. The average fuel consumption on the WLTP cycle is 23.9mpg. What’s more, I managed to achieve this in my time with the car, which comprised a variety of driving.

That’s actually not too bad. It’s only the same as most big V8 powerhouses; like the Jaguar F-Pace SVR we tested recently.

And also bear in mind that the Mustang Bullitt comes with none of those namby-pamby fuel saving systems like stop/start or cylinder shutdown. This is a gas-guzzling V8; and proud of it. Fair play to it.

CO2 emissions are on the high side – 287g/km to be precise – but all this really impacts is the first year VED. At the current rates it will cost you £2,175 when you purchase the vehicle. Subsequent years are at the standard £150, with the £325 surcharge in years 2-6 for being over £40,000.

Chances are any comparable cars will have similar running costs, so this by no means puts the Mustang Bullitt at a disadvantage. And a little bit of VED is a small price to pay to look this cool!

Practicality

Nobody would blame you for entering this section of the review with a high degree of scepticism. I mean, a V8 muscle car can’t be practical, surely? In some ways, you’d be entirely correct.

Despite being a two-door, 2+2 Fastback, this car is enormous. The bonnet is longer than most driveways, so you’ve virtually no chance of ascertaining where abouts on the horizon that poised shark nose is.

British car parks are also less generous than American ones. So rocking up at Asda in the ‘stang can end up being a tight squeeze. That, and it’s hard to put your shopping away when there is a crowd of people around your car taking a picture.

But beyond those minor inconveniences, the Mustang Bullitt has a lot going for it. The fact it even has rear seats is an advantage over two-seater sports cars. You won’t get fully-grown humans in the back, but it was fine for our toddler.

The boot is actually reasonably large – at 408 litres – but the opening is a little bit restrictive which would make loading larger cases a bit of a struggle.

A final grumble is in relation to safety. Even with enhanced safety features – more on those in a moment – the Mustang Bullitt still only achieves 3 stars in the Euro NCAP ratings. That’s not exactly reassuring, and in this day and age one would hope for better.

Putting all that aside, the Mustang Bullitt is actually an easy car to live with. I used it for a variety of trips, from a local shop to a long-distance commute. And with its adjustable drive modes it was a great companion at all times. This is a car you can – and want to – use every day.

Equipment

When it comes to specification, the Ford Mustang Bullitt is as generous as the portion size at an American Diner. You get the majority of toys as standard, with a small options list.

For convenience, you get keyless entry and go, auto lights, auto wipers, dual-zone climate control, and even pony-shaped puddle lights.

Ordinarily you would also get heated and cooled front seats, but this feature is deleted with the Recaro buckets. A worth trade off given how supportive and stylish they are.

The infotainment comes via the tried and tested SYNC 3 system. It features satellite navigation, Bluetooth connectivity, Apple CarPlay, AndroidAuto, DAB digital radio and a rather nice B&O sound system complete with a large subwoofer in the boot. So whether it be from your music or that V8, you’ll be feeling a rumble in the hot seat.

Safety has been – and to a degree still is – an issue with the Mustang. Ford has upped the offering on this facelifted car, fitting Pre Collision Assist with pedestrian detection, adaptive cruise control, lane departure warning, lane keeping aid and distance alert as standard.

There’s a rear-view camera to help with reversing, and the digital instrument cluster comes as standard. It includes lots of customisation options, which allows you to change which dials are shown, the colour scheme and also whether the display changes based on the drive mode.

And speaking of drive modes, the Mustang Bullitt comes with ‘My Mode’ which allows you to fine tune a driving mode to suit your style, and access this quickly via the steering wheel controls.

The only selectable option on the Mustang Bullitt is the MagneRide suspension, so basically everything you can see, you get. It’s a comprehensive specification and won’t disappoint.

Value For Money

By this point in the review, you’re obviously wanting to purchase a Mustang Bullitt. And who could blame you; it’s a fantastic car that is almost certain to have a collectability to it. But therein lies one problem should you actually want one: they’re virtually all sold.

Scour high and low and you may just be lucky enough to find one for sale. So what will it cost?

Well the starting price for the Mustang Bullitt is £49,085 on the road. Throw in the MagneRide suspension – at £1,600 – and it becomes £50,685.

I challenge you to go and find a suitable alternative at this price point. Cars like the BMW M4 and Mercedes C43 AMG are faster, but also a lot more expensive. And few cars around the £50k mark will have the charm and character of the Mustang Bullitt.

Add in the likelihood of this car retaining value due to collectability and it seems to be a relative bargain.

If you are fortunate enough to be in a position to buy a Mustang Bullitt, then my advice would be to get one now, while you still can.

Between ever-tightening emissions regulations and just the limited number of this special edition available, it won’t be around forever. So grab one now, and you’re guaranteed to have a smile on your face.

Facts and Figures

The post REVIEW – Ford Mustang 5.0 V8 Bullitt appeared first on Simply Motor.

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It is always good to start a review on a high, and the exterior styling on the Ford Ranger Raptor is about as high as this review will get. No, seriously. You might not want to read on past this section; if you choose to, you’ll see why…

There are few cars out there that have the approval of pretty much everyone. Supercars might appeal to a few petrolheads, but there will also be jealousy. But the Ranger Raptor is so overwhelmingly big, and cool, you can’t help but like it.

Our test car was finished in a new colour; Conquer Grey. Almost primer-like, this colour is very much on trend, and is aptly named for a car that looks this aggressive.

The Raptor is longer, wider and taller than the standard Ranger. It’s the width that you notice the most, and gives the Raptor an imposing stance. At the front you’re instantly drawn to the grille, with the biggest ‘FORD’ lettering ever seen this side of the Atlantic. Headlights incorporating LED daytime-running lights sit either side of the grille, whilst the black and silver bumper below gives a rugged feel.

The side profile is dominated by knobbly off-road tyres, which make the 17-inch alloys look miniscule. There’s also a side step, black detailing and Raptor decal. It’s from this angle you start to appreciate the length and height of the Ranger Raptor; you’ll be instantly grateful for that step…

There’s not a lot going on at the rear, except for the large load bed, complete with cover and adjustable rails. A black frame for the rear window incorporates a brake light and some lighting for the load area, and looks like a sort of spoiler on the back of the Ranger.

Interior Finish

Because the Ranger Raptor costs £50,000 Ford has given some thought to the cabin finish. Irrespective of how much muddy action the Raptor could see, a cheap, functional finish on a car this price is utterly unacceptable.

Thankfully, Ford knows this too. The cabin in the Ranger Raptor is finely balanced. There are still hard-wearing plastics, but kept mostly to the lower half of the interior, where the muddy boots and wet coats could end up.

For the dashboard there’s a soft-touch faux-leather with contrast blue stitching, which feels more premium. As do the half-leather, half-alcantara sports seats; which look supportive and welcoming. There’s blue stitching on the seats, and also the gear-gaiter, handbrake, steering wheel and centre armrest.

The steering wheel is big and chunky, featuring perforated leather and a centre marker for when you lose track of your lock on the Baja 1000. Or, as is more likely, on a field just off the A65…

The dials are plain and simple, which is a little disappointing. Given the digital instrument cluster we now get on the Ford Mustang, we had hoped for an interactive display with lots of cool, but pointless, graphics and telemetry.

You do, however, get grey titanium gear shift paddles behind the steering wheel. They are fixed to the column, and elongated to ensure they are always within reach.

In the centre of the dashboard is an 8-inch touchscreen which is home to Ford’s brilliant SYNC 3 infotainment system. That being said, an 8-inch screen doesn’t look half as big and impressive as it should in a car this size; getting lost in the big, chunky dashboard.

Engine/Performance

By now you’ve probably seen the TV advert with the Ranger Raptor barrelling across a dirt track, leaving a trail of dust behind it. Or you may have seen the mid-air press pictures. It all suggests the Ranger Raptor is offering some serious performance…

I’m sorry, it just isn’t. You can forget the rip-snorting 6.2-litre V8 from the original F150 Raptor, or the twin-turbo 3.5-litre V6 from the latest one. The engine in the Ranger Raptor is a twin-turbo, but only a 2.0-litre diesel.

Before it sounds like I’m being too ungrateful, I should point out that this is the most powerful engine ever fitted to a Ranger in the UK, with 213PS and 500Nm. And with a new 10-speed automatic to utilise every last ounce of that torque, there is still some glimmer of hope.

The on-paper performance figures – 0-62mph in 10 seconds and a top speed of 106mph – hardly scream ‘Baja 1000’, but once on the move the in-gear acceleration feels more brisk than those figures suggest.

Soundtrack is perhaps the area most lacking with the 2.0-litre unit. The original Raptor – the F150 – was as loud in the engine department as it was in the styling department. This Ranger has all the looks, but pressing the start button to hear a diesel engine fire up is something of an anti-climax.

When you’re not driving like you’re on a desert rally, the 2.0 EcoBlue isn’t actually all that bad. The 10-speed auto ensures it’s quiet on the motorway, and to say the top speed is 106mph the Ranger Raptor is surprisingly happy at 80. Sorry, 70.

Ride/Handling

The biggest changes to the Ranger Raptor, over the standard model, come in the handling department. And most significant of all is the suspension setup.

To ensure the Ranger Raptor can cope with lumps, bumps, potholes and ruts, Ford has fitted a race-bred FOX Pro suspension setup. Take one look under any corner of the Raptor and take a look for yourself; this is some serious setup.

And it needs to be, because the Ranger weighs a not-so-slight 2,510kg, any jumps, landings or impacts are going to be big. The FOX setup delivers a ride that is composed on even the roughest surface, feeling like it will absorb any impact, shrugging off anything you could throw at it.

Where a normal pickup would bounce and wallow along a road, the Ranger Raptor soaks it up and stays flat. It’s remarkable, and I would love to get behind the wheel on a proper off-road course to push its limits even further. There’s not much to say about the steering; it’s lacking in feel and, thanks to big off-road tyres, precision too.

You get several drive modes, with presets including Sport, Mud/Sand, Rock and Baja. To further enhance the different modes, the Ranger Raptor has selectable all-wheel drive: rear-wheel drive for normal driving, 4-wheel drive, and low-ratio 4-wheel drive for seriously tough terrain.

The 10-speed auto gearbox is a gem; making sure you’re in the right gear at the right time. Despite expectations, the car isn’t constantly changing gear. And, even if it was, the changes are so slick you wouldn’t even notice. It is a saving grace to be able to make best use of the limited power available, and I’d be keen to see how the gearbox performs off-road.

Economy

You might think that, having a 2.0-litre engine, the Ranger Raptor would make up for its performance shortfall with sensational economy… you’d be wrong. Very wrong.

Part of the problem is the sheer size, and weight, of the Ranger Raptor. With all the chassis strengthening and mechanical upgrades the Raptor is a bit of a heifer; 2,510kg to be precise.

It also has to be said that while knobbly off-road tyres look the business, their higher rolling resistance only worsens the economy.

On paper the Ranger Raptor claims 31.7mpg on the combined WLTP cycle. Try hard, and you can probably just about achieve this on a longer run. But around town we were seeing figures in the mid-20s. And that’s nowhere near what you’d hope for with a mere 213PS at your right foot.

CO2 emissions of 233 g/km make for painful reading too. Ordinarily this would be irrelevant, because the VED for a light goods vehicle (LGV) is a fixed rate regardless of emissions; currently £265. But the Ranger Raptor isn’t a commercial vehicle, so the emissions are very relevant.

And based on 233g/km the VED is £1,815 when you register the vehicle, and £145 thereafter. But because the Raptor is more than £40,000 you’ll pay the surcharge in years 2-6; an extra £320. These running costs are starting to look unfavourable…

The Ranger Raptor won’t appeal to company car drivers either, because only commercial vehicles avoid the car-equivalent benefit-in-kind charges. So where a Ranger Wildtrak – with the same 213PS engine and 10 speed auto – will incur a charge of £57.17 for a basic rate tax payer, the Ranger Raptor is a whopping £298.71.

Over a year that’s £2,898 extra, which is simply unjustifiable.

Practicality

A vehicle the size of the Ranger Raptor will always have its uses. There is plenty of room in the cabin for adults, front and rear. And because the Raptor has plush alcantara seats, it’s a comfortable place to sit.

The load bed is also a vast area, which is great for transporting bulky items without intruding into the cabin space. Having a load cover is great for if you need to keep things dry, and the adjustable rails are really useful for securing items in place.

The elevated driving position brings excellent visibility of the road ahead, while the truck-sized wing mirrors are a welcome feature. Unfortunately the small rear window, combined with the long rear bed, make for somewhat difficult rear visibility. A reversing camera is standard, and absolutely essential when manoeuvring to spot any low-down hazards.

Of course, the Ranger Raptor suffers from the same pitfalls as every other pickup when it comes to day-to-day life. Where do you put the food shop? Put it in the rear bed and your groceries will roll around all over the place. Put it in the cab, and your passengers have nowhere to sit.

Other Ford Rangers boast a towing capacity of 3,500kg. But the Raptor, with its race-bred suspension, is only rated for 2,500kg. That may seem like nit-picking, but if you’re considering buying what looks like the biggest, baddest pickup around you need to know its limitations.

At 5,363mm long and 2,180mm wide, finding a parking space can be a challenge. And taking the Raptor through a quaint, narrow village can make you feel a bit silly.

Equipment

In order to make the Ranger Raptor feel as premium as its price tag, Ford has ensured that this flagship model comes with plenty of standard kit. So much so, in fact, that there are no options related to equipment.

You get plenty of creature comforts, including keyless entry and go, automatic lights and wipers, heated front seats, electrically-adjustable front seats and dual-zone climate control. The heated windscreen is a godsend in winter months, while privacy glass helps keep the glare away in summer.

To help when reversing, there are rear parking sensors and a reversing camera, which is an absolute necessity to see low-down objects behind you.

Adaptive cruise control maintains a safe distance to the car in front, whilst intelligent speed assist uses road signs to adjust the set cruise speed. Very clever.

The SYNC 3 multimedia system incorporates DAB digital radio, Bluetooth connectivity, voice control, satellite navigation and, for what is now classed as old-school, a CD player.

In addition to all the mechanical upgrades, the Ranger Raptor also gets a locking Mountain Top load cover with adjustable load rails, plus a towbar and electrics, as standard. That means you can be off on an adventure right out of the box.

The Ford Ranger has a Euro NCAP score of five stars, making this a safe choice of vehicle. Contributing to that high score is a Collision Mitigation System, anti-lock braking system, electronic stability programme and autonomous emergency braking.

To keep your belongings – and your Ranger Raptor – safe, the tailgate is part of the central locking system and there is a Thatcham-approved alarm system.

Value For Money

There has been an increasing market for pickups over the years. One of the main driving forces in this demand is the cost-efficiency they offer; particularly in businesses.

As commercial vehicles, there are various tax breaks available, which make a pickup more appealing than a car. For a VAT-registered business that purchases a pickup, the VAT is reclaimable. If employees have pickups as company cars, their benefit-in-kind tax charge is much lower.

But we’ve already established that the Ranger Raptor is not a commercial vehicle. Which means that there are no such tax breaks available. IF you want one, you’re going to have to be prepared to pay for it.

The Ranger Raptor costs £49,325 on the road, inclusive of the non-reclaimable VAT. Which, I’m sorry, is simply a staggering amount for a 2.0-litre diesel pickup. Conquer Grey paint is a further £600, taking the cost of our test car up to £49,925.

Sure, you will stand out in a Ranger Raptor. It turns heads, and you feel like king of the road from the driver’s seat. But there are other cars out there – with equal head-turning ability – that cost less than £50,000.

It’s virtually impossible to recommend the Ranger Raptor. It’s a shame, because I really wanted to like it. I like the notion that it is designed to tackle something like the Baja 1000. I like it’s big, overly exuberant styling. But I don’t like the price.

Ultimately for £50,000 you can have another Ford that is exuberantly styled, and guaranteed to turn heads. What’s more, it has a proper engine too. That’s why we’re going to get the Mustang Bullitt over for a test. And I can’t wait!

Facts and Figures

The post REVIEW – Ford Ranger Raptor appeared first on Simply Motor.

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The outgoing Ford Fiesta ST was a resounding success for the company. As a result you see many of them on the road. Considering the car was launched in 2013, it’s aged pretty well. Until now, that is. Because the new Fiesta ST has moved onto the street and made the old ones look, well, old.

The lines on the new Ford Fiesta are much smoother than before. There are no harsh body lines, and this gives Ford’s small hatchback a sleeker look. The Fiesta ST builds on this to add some aggression and sportiness, as an ST should.

At the front, the grille has a shape akin to a catfish mouth. On the ST this is emphasised by the more open, honeycomb insert. A red ‘ST’ badge sits on the right hand site to let people know it means business.

Prominent LED daytime running lights frame the headlights, and create a bold silhouette. The Fiesta ST has a broader front bumper with chunkier corners. In addition to incorporating fog lights, they give the car a muscular feel.

Down the side, there are more sweeping lines. 17-inch wheels are standard on the ST-2 model, but our test car had the optional 18-inch two-tone alloys usually found on an ST-3. They do suit the car well, giving it plenty of kerb appeal.

The rear bumper is made broader with reflectors on the outer edge. The muscular look it further bolstered by a roof spoiler, body-coloured valance and twin exhaust pipe. There’s only one badge on the back: the larger ‘ST’ one. Then again, what other badge is needed?!

Interior Finish

Just like the Focus ST Line X we recently tested, the Ford Fiesta benefits enormously from a redesigned interior.

On the whole there is a nicer mix of materials, with more soft-touch plastics used in key areas. The Fiesta, understandably, doesn’t feel as premium as the Focus though. There are still some hard, scratchy plastics dotted about.

The finisher in the Fiesta ST is a glossy carbon-effect trim. Featured on the centre console and dashboard it looks really good. If anything, we want more of it. The 3-door model we tested has large front doors, and they would have really benefited from a flash of the carbon trim at the top. As it is, they’re a bit plain.

The multimedia screen is now perched on the dashboard, and this looks much more modern. It also allows for a bigger 8.0-inch touchscreen to bring out the full functionality of Ford’s SYNC 3 system.

The seats in the Ford Fiesta ST continue to be big, heavily-bolstered Recaro buckets: just what a hot hatch needs! A chunky flat-bottomed steering wheel and short-throw gear lever are nice touches too. There’s even a proper handbrake for, erm, when you stop on a hill.

One notable omission is a digital instrument cluster. Some of the Fiesta ST’s competition – specifically the Volkswagen Polo GTi – do have this now.

It’s also worth mentioning that the ST-2 has a nicer interior colour scheme than the range-topping ST-3 model. The ST-3 has a half-leather trim finished in black and grey. It is nice, but the grey and blue finish of the ST-2 seats, complete with blue accents on the seatbelts, just feels sportier.

It also brings some coordination if, as many Fiesta ST purchasers will, you choose the exclusive Performance Blue paint.

Engine/Performance

You may have read our review of the Ford Fiesta ST200 special edition. In that review, I claimed that with the new Fiesta ST having a 1.5-litre, 3-cylinder petrol engine the ST200 could well be the last ‘proper’ Fiesta ST.

I’ll hold my hands up. I was wrong. Because this new car is the most exciting the Fiesta ST has ever been to drive. It’s the most lively, has the most character, and I should just learn to trust Ford’s engineers and keep my mouth shut.

This Fiesta ST was developed by Ford Performance, and that may have something to do with it.

The 1.5 Ecoboost packs 200PS and 290Nm of torque. Uncharacteristically for a 3-cylinder engine, there is plenty of grunt at low revs, and it keeps revving right up to the redline. 0-62mph takes 6.5 seconds and the top speed is 144mph.

In fact, the only trait of this engine in keeping with a 3-cylinder is the distinct ‘thrum’ of an engine note. But amplified through a rather vocal exhaust, with pops and bangs thrown in for good measure, it sounds terrific.

The short-throw gear lever allows fast, precise changes. And for the first time ever the Fiesta ST gets launch control. It’s part of the optional Performance Pack, which also features a mechanical limited-slip differential, and is a must-have option.

The differential ensures you can put power down, and it really works: giving you confidence to get the power on early. The electronic traction control system then becomes intrusive, so best to turn that off.

The new Ford Fiesta ST has different drive modes, from ‘Normal’ up to ‘Race Track’. Affecting the steering weight, throttle response and exhaust note, we found ourselves in Track mode all the time. With a big grin on our face.

Ride/Handling

The new Ford Fiesta ST has a lot to live up to, because the outgoing car was immense fun to drive. It has likened to the Peugeot 205 GTi, and there is no higher compliment to pay a hot hatches handling than that.

Except that now, there is. Because at some point, 20 years in the future, a motoring journalist will compare a car to this Fiesta ST. It’s a benchmark against which hot hatches must be judged.

Like the last car, the suspension is firm. And with the larger 18-inch alloy wheels you notice it even more. But a hot hatch should be firm. What’s more, those big Recaros ensure that you can’t call the Fiesta ST ‘uncomfortable’.

And the firm suspension comes into its own on a B-road. There the Fiesta ST is composed, and controlled. It absorbs lumps and bumps whilst remaining planted to the road.

Steering, as with most modern cars, lacks proper feel. But there’s a distinct weightiness to it, in track mode especially, and with the adaptive steering it’s especially direct.

Any steering inputs enact an immediate response from the front end. It dives into corners like an excited dog down a rabbit hole. So much so that you can feel the rear wheels cocking when you throw it into a corner.

With the limited-slip differential of the Performance Pack, you do get a better feel of how much grip is available at the front. It also means you can get the power on earlier out of the corners, making this a formidable car down the country lanes.

Push especially hard and you’ll get lift-off oversteer. It’s not as scary as it sounds, because the Fiesta ST is so well balanced, but best save that for the track nonetheless.

Economy

It was always known that the new 3-cylinder engine would bring economy benefits. Gladly these haven’t come at the expense of any performance capability.

The Fiesta ST features start/stop technology to save fuel in traffic and around town. Supposedly it can also shut down one of its three cylinders to improve fuel efficiency.

We have to admit that we didn’t notice this at any point on our test. So either it operates in the most unobtrusive way imaginable, or we never drove gently enough for it to operate.

Either way, the Fiesta ST was more economical than its predecessor. And we can say that with confidence, having owned the last one for 3 years.

Combined fuel consumption on the WLTP cycle is 40.4mpg and for a hot hatch there’s no argument there.

NEDC-equivalent CO2 emissions of 136g/km mean you’ll pay £210 when you buy the car, and the standard £145 in subsequent years.

The 3-cylinder engine is just as capable on the motorway, and because it still has plenty of torque you can hold higher gears to use less fuel.

It goes without saying, but the amount of time your right foot spends buried in the carpet – as is all too tempting – will have a direct effect on the economy figures you see in the real world. But like-for-like, the new Fiesta ST sees improvement over the previous car.

Practicality

Taking the Fiesta ST at face value, you would be forgiven for thinking that it might not be the most practical car around. After all, a 3-door hot hatch isn’t the go-to car when you think of lugging people around. Nor is it the final word in luggage transportation.

But it is what it is. The boot space of 311 litres is actually a little larger than the Ford Focus we recently tested. That’s mainly due to being a deeper space in the Fiesta, which is great for bulkier items. You certainly wouldn’t struggle getting a buggy in the back, should you so wish.

Rear legroom is reasonably generous, but access is somewhat limited. The big, bulky Recaro seats are difficult to clamber past even when tilted and slid forward. Children won’t have problems getting in, providing they are able to climb in themselves. Having to load a child into the rear seats won’t do any favours for your back.

There is, however, an easy solution. You see the Ford Fiesta ST is available as a 5-door. That means it can compete directly with the likes of the Volkswagen Polo GTi: a car which is 5-door only.

In terms of everyday usability, there can be no complaints whatsoever with the Fiesta ST. Selectable drive modes mean that the most extreme setting for steering and throttle response is saved for Race Track mode.

In normal mode the car is calm and collected, not aggressive and shouty. Visibility is good behind the wheel, and parking is therefore no problem at all.

The Fiesta ST shows that even though this is the fastest, firmest Fiesta, you can own one without compromise. Having the choice of 3 or 5-door is great: just pick the one that suits you!

Equipment

It’s likely that the ST-2 is likely to be the volume-seller for the Ford Fiesta ST. And we think the interior is nicer on it too. So what exactly do you get included as standard on the ‘lesser-equipped’ ST-2?

The aforementioned selectable drive modes are standard. You also get keyless start, which is operated by a button on the dashboard.

For safety, and to help the car achieve higher scores in the Euro NCAP test, the ST-2 gets something called the ‘NCAP Pack’. This includes lane-keeping alert, lane-keeping aid, speed limiter, rear seatbelt minder, rear centre headrest and auto-headlamps.

Other creature comforts include privacy glass, cruise control, single-zone climate control and heated front seats. If you opt for the 5-door model, only the front windows are electrically-operated as standard.

To give you peace of mind, and to help deter would be thieves, the Fiesta ST comes with a Thatcham Category 1 alarm. It’s also interesting to note that the Moutune kit that’s available for this new Fiesta ST includes an immobiliser which can be activated via a mobile app.

When it comes to multimedia, the Fiesta ST has it covered. You get SYNC3 on an 8-inch touchscreen. It includes DAB radio, Apple CarPlay, Android Auto, Bluetooth, USB and aux connectivity. Only satellite navigation is missing on the ST-2, but it can be added as an option.

Your favourite music will sound great on the B&O Premium Audio System that features 360-degree sound and 10-speakers.

Value For Money

The starting price of a 3-door Fiesta ST-2 is £20,700. For a 5-door it’s £21,150. With a reasonably generous standard specification that might be all you need to spend, although there are a fair few options to choose from.

And even if you get nothing else, you simply must select the £925 Performance Pack. It includes a Quaife limited-slip differential, launch control and performance shift lights. And it is what turns the Fiesta ST into the complete performance package.

To add a bit more kerb appeal, 18-inch alloys with red brake calipers are £500.

To add satellite navigation to the ST-2 model is a rather reasonable £550. If you want more old-school media, a CD player can be added for £200.

A rear-view camera isn’t really needed, but costs £300 if you do want one. Seemingly better value is the City Pack – power folding heated door mirrors and rear parking sensors – at £400.

The standard colour is Race Red. Frozen White will cost £250. Moondust Silver and Shadow Black are both £500. Magnetic is £650. The two best colours – Silver Fox and exclusive Performance Blue – are the most expensive at £750.

There are also various other options that can be added, from lighting to assistance packs and even an openable panorama roof. You have to show some restraint though, because the price can soon creep up.

Our test car was fitted with quite a few options, meaning that instead of £20,700 it would cost you £24,775. Although that might sound expensive, it’s very similar to what a Polo GTi would cost. And you can be very selective with the options to keep the cost down.

Either way, the Ford Fiesta ST will put a great big smile on your face, and it’s the hot hatch to beat.

Facts and Figures

** included in optional Performance Pack

The post REVIEW – Ford Fiesta 1.5 EcoBoost ST-2 2019 appeared first on Simply Motor.

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Exterior Styling

Given the amount of time and effort that goes into replacing a car, it’s only fair that we sit and admire the design work that’s gone in to the new Ford Focus.

This is one of Ford’s more drastic re-stylings, but it has worked a treat. The overall body shape is sleeker than the outgoing car, with softer, smoother lines.

The model being tested here is the Ford Focus ST Line X. It is the sportiest-looking model, barring the Focus ST which will join the range later this year.

And the ST Line X adds sharp, aggressive features. I mean, just look at those front fog light surrounds. The ventilation holes in them are real, too!

The ST Line X body kit is a cracking addition to the new Ford Focus. It gives a broader, more muscular feel to the car. 18-inch alloy wheels fill the arches nicely, and a twin exhaust pipe and large rear spoiler finish off the rear end.

Finished in Desert Island Blue, our test car was a real head-turner. When you catch the car’s reflection in a shop window you can’t help but appreciate it.

And it’s because we spent so long looking at it that we noticed the rear door line is remarkably similar to a BMW 1 Series. Fitting really, because this new Focus is gunning for the likes of the BMW 1 Series, VW Golf and Mercedes-Benz A-Class.

Interior Finish

The biggest improvement to enable this Ford Focus to be a serious contender amongst premium brands is most evident when you take a seat inside.

Good job really, because this was the area where the old car felt most dated. It was due an update and an upgrade, and Ford has delivered it.

The cabin is greatly improved in terms of both quality and design. The plastics are soft-touch, with a nice variety of textures and finishes.

The leather featured throughout the cabin is of good quality. There’s even a leather panel at either side of the centre console where your knee rests, which is a lovely touch.

The dashboard is slim, which creates a more spacious feel in the front. The finisher in the Ford Focus ST Line X is a faux carbon trim. Although nowhere near realistic, it still looks better than a plain black plastic. Some brushed aluminium or real carbon fibre would have been better though.

Gone is the cumbersome multimedia screen surround, and that’s a cause for celebration! It has been replaced by a much thinner touchscreen ‘perched’ on top of the dashboard.

This is a popular trend at the moment, and whilst not everyone may be a fan, there’s no denying it looks pretty sleek.

Also sleek is the gear selector for the automatic gearbox: it’s a twist dial. This not only frees up space around the centre console, but impresses passengers too.

The only thing missing, in our opinion, is a digital instrument cluster. For a car that’s so heavily-laden with new technology – more on that later – it is a notable omission. And given how slick the SYNC 3 multimedia system is, the traditional dials with multi-function trip computer just seem a bit old hat now.

Engine/Performance

There are four engines available in the new Focus ST Line X: 1.0 and 1.5 EcoBoost petrol engines with 125PS and 182PS respectively, and 1.5 and 2.0 EcoBlue diesel engines with 120PS and 150PS respectively. All are available with a choice of 6-speed manual or 8-speed automatic gearboxes.

Our test car had the 1.5 diesel, with an 8-speed auto. The performance figures don’t exactly make for exciting reading: 0-62mph in 10.2 seconds and a top speed of 120mph.

If you want your Focus ST Line X to go anything like the way it looks, then the 1.5 EcoBoost will be the obvious choice: 0-62mph in 8.3 seconds and a top speed of 138mph. And if you’re really looking for a performance Ford Focus, then join us in eagerly awaiting the arrival of the ST.

But then again, it’s not all about speed. Some people will choose the ST Line X because it looks tremendous, but the 120PS diesel engine will be plenty.

And, when mated to the 8-speed automatic gearbox, it is delightfully smooth. Gear changes are seamless, and there are plenty of ratios to make the most of the limited power available.

On the motorway the 8-speed auto brings further benefit; keeping the revs to a minimum. Coupled to a hefty amount of noise insulation the Focus is incredibly quiet. You can barely hear the diesel rattle from up front, and can converse with fellow passengers at 70mph without raising your voice at all.

The previous Powershift automatic gearboxes have never really been good enough when compared to the likes of a Volkswagen DSG unit or Audi S-Tronic. Now though, an automatic Ford Focus is easily recommendable.

Ride/Handling

When a car looks as exciting as the Ford Focus ST Line X does, you hope for a driving experience to match. And it seems Ford know this, because from behind the wheel the new Ford Focus feels like it was designed with the driver at the forefront.

The seating position is spot on. All the controls are easily reached, and there’s enough adjustment in the seat and steering column to ensure you find a comfortable position in no time.

The chunky flat-bottomed steering wheel encourages you to throw the car into some corners. But when you do, you’ll notice that it lacks feel, and is too light in normal mode.

The new Ford Focus does have selectable drive modes, and in ‘Sport’ mode the steering is perfectly weighted. But this also puts the gearbox into sport mode. It is reluctant to change up, and keeps the revs higher.

Really a ‘custom’ drive mode, allowing you to set up the car yourself, is needed. This would especially be the case if you opted for the Continuously Controlled Dampers.

Our test car had the standard suspension setup, and we found it well-balanced. It was forgiving enough to absorb bumps and potholes, even on 18-inch rims with low-profile tyres.

The Ford Focus is also a comfortable motorway cruiser. Yet on a spirited drive the suspension controls body roll effectively. It corners reasonably flat, thanks to that low, broad body shape.

Economy

The 1.5 EcoBlue diesel engine featured in our Ford Focus ST Line X is the most economical of the bunch. It may not have the performance credentials of the 1.5 Ecoboost, but it would easily beat it on economy figures in a game of top trumps.

With start/stop technology and an ‘Eco’ drive mode, the Ford Focus 1.5 EcoBlue ST Line X Auto returns fuel consumption of 50.4mpg on the combined cycle.

It’s worth noting that this is under the new WLTP testing regime, which seems to be producing more realistic economy figures.

CO2 emissions, as an NEDC equivalent, are 122g/km. That means that first-year VED is £170, which is absorbed into the purchase price.

We take some issue with the price of our test car – although we’ll save that for later. It is still less than £40,000 though, so there is no VED surcharge in subsequent years. You’ll pay the standard £145, as you would hope to do with the Focus’s rivals.

The only downside of the 1.5 EcoBlue is that its lack of power can sometimes mean you need to drive harder if you’re in any sort of a hurry. And we found that when you’re in a rush the fuel consumption took a big hit.

On the flip side, the 8-speed automatic really helps improve economy on a long run. In ‘Eco’ drive mode it keeps the revs to an absolute minimum.

Practicality

With the new Ford Focus it’s hard to know what to expect in terms of practicality. On the one hand, it’s a big family hatchback. The new body looks wider. But then it also looks lower, and sleeker, which could impact head room.

The boot is reasonably spacious. It does look a little smaller than the previous car, but its 273-litre capacity is only 4-litres less than before.

The noticeable downsizing comes with the boot width: you might struggle to get a set of golf clubs in it, and if your buggy is on the larger side that too could be an issue.

It would appear that Ford had sacrificed a bit of boot space for the passengers. Cabin space is more generous than ever before, particularly in the rear.

There is an abundance of leg room in the back of the Ford Focus. That being said, the seat base is a little on the low side. This means that when you put your feet on the floor there’s no support behind your knees. This will be especially noticeable for taller adults.

To live with, the Ford Focus ST Line X is a great companion. Aside from a seemingly longer bonnet than before, it’s easy to judge while driving.

Visibility is great, and parking is no problem at all. And if you still don’t believe us, you can opt for Active Park Assist which will do the job for you!

The Ford Focus seems like the ideal family car. The only drawback with the hatchback could be that boot space. If you have multiple children, then the Ford Focus Estate may be more suited to you.

Equipment

The new Ford Focus is the most technologically-advanced to date. Standard specification of the Focus ST Line X includes, amongst other things: front and rear parking sensors, power-adjust driver’s seat, heated front seats, dual-zone climate control, keyless start, 8-inch touchscreen and cruise control with speed limiter.

This makes the new Ford Focus an easy car to live with. The creature comforts will ensure that any journey is as pleasant as possible, and also earn you kudos when you pick your mates up in the car.

Unlike its predecessor, this new Ford Focus has a host of impressive gadgets available as optional extras.

Take the the Driver Assistance Pack as an example. With it you get adaptive cruise control and lane centring assist.

The former maintains a safe distance to the car in front. It will slow you down from your set speed if necessary, and speed you back up once the distance permits.

Lane centring assist operates the steering to keep you in your lane. Together, they make the Ford Focus somewhat autonomous on the motorway, and that’s a really big step forwards.

Other available options include opening panoramic roof, B&O premium sound system, heated steering wheel, active park assist (self-parking), an adaptive damping system and keyless entry.

The only downside to this large extras list is that it’s hard to know where to start. Perhaps more critically, it’s hard to know where to stop, being all too easy to get carried away and end up with a Ford Focus that has the equipment list of a Bentley…

Value For Money

All the improvements to the new Ford Focus have, inevitably, had an impact on price. The base price of the Focus ST Line X 1.5 EcoBlue with 8-speed automatic is a whopping £26,800. Yikes!

What’s more, the test car sent to us included a further £5,000 of optional extras. And there were further options that could have been added. That’s why we say it’s hard to know where to stop. Adding £5,000 to the price is done quite easily.

Good job then that this new Focus has the substance to back up its style. It has the refinement and quality to go head to head with the likes of the Mercedes-Benz A-Class and BMW 1 Series.

The biggest challenge for the Ford Focus is to tempt people away from those types of car. If you compared any side-by-side, the Focus has the style, quality and refinement to match. But it remains to be seen how many people would walk out of a Mercedes-Benz dealer and then head to Ford to see the Focus.

It will also be interesting to see how this new Ford Focus fares with depreciation, given a higher base price and lengthier options list. This is another area where the more premium rivals have bettered the Ford.

We won’t know the answer until further down the line. But if you’ve just spend upwards of £30,000 on a new Ford Focus, that’s going to be a nervous wait…

Facts and Figures

The post REVIEW – Ford Focus ST Line X appeared first on Simply Motor.

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Exterior Styling

Having been around since 1976, the Ford Fiesta has undergone many a restyling. It has to be said that the latest of these is one of the most radical yet.

That’s no bad thing: this latest Fiesta looks fantastic, taking the basic shape of the previous model and smoothing the lines. It look sleeker for it.

Then we come to the Ford Fiesta Active. Riding higher than the standard car, it has a much more rugged appearance.

Our test car was finished in Frozen White, which highlighted the stark contrast to the black plastic side skirts and lower bumper trims. We’ll come on to the actual merit of the ruggedness later, but we think this model looks fantastic.

The 17-inch two-tone alloy wheels are not what you’d call rugged. Great for kerb appeal, but not so suited to a farm track.

The LED daytime running lights follow the line of the headlight, almost full-circle. They are incredibly distinct, making the car instantly recognisable as a Ford Fiesta.

Looking at the Fiesta Active sideways-on, you can see that it rides higher than the standard car. 20mm higher in fact. Black mirrors, window surrounds and roof rails add further contrast to the body colour. The roof is also finished in black.

The rear end of the Fiesta Active is, in many ways, sleek and smooth. The bumper lines are soft. And then, in stark contrast, there’s a black number plate surround. We were unsure of this at first, but grew to like it.

When you consider that the Ford Fiesta is one of the most popular cars in Britain, it’s easy to stop noticing them. Now though, with the Fiesta Active, you can stand out from the Fiesta crowd.

Interior Finish

Upon opening the door and clambering inside the Fiesta Active, it was a pleasant surprise to see an interior as bold as the exterior.

The first thing you notice is the yellow colour theme. It features on the seats, dashboard, door cards and centre air vents. This, and the lighter grey fabric on the seats, makes a refreshing change from a sea of black. Being light and airy also makes the cabin feel bigger.

On first glance, the finishing trim appears to be gloss black. Look a little closer and you’ll notice the carbon-effect pattern. It’s convincing enough for us, and looks great. Furthermore, it gives the Fiesta Active a dynamic edge to its interior.

Having owned the previous Ford Fiesta, it was nice to see the cabin move on in terms of quality and finish. The interior on the Fiesta Active is leaps and bounds ahead of the last car.

The multimedia screen is now ‘placed’ on top of the dashboard, as is currently trendy. It is now a touchscreen for added functionality. Despite being larger than before, it feels less cumbersome.

Whilst there are no signs of a digital instrument cluster just yet, the dials are crisp and clear; creating a focal point for the driver.

The seats in the Fiesta Active are slightly bolstered, bearing an ‘A’ (for Active) on the backrest. Contrast white and yellow stitching is especially effective.

On the whole, the quality of materials in the Fiesta Active is high. There are, in very few areas, elements of scratchy plastics. But they are not prominent areas, so they do not cause major offence.

Engine/Performance

Since it was first introduced, Ford’s 1.0-litre EcoBoost has been an astounding success. So it was no surprise that our Fiesta Active test car was equipped with one.

It was the 100PS version, with 170Nm of torque. While there are also 125PS and 140PS versions, only the 100PS is available as an automatic.

Called the PowerShift, it’s a 6-speed dual-clutch setup. The 0-62mph time is 12.2 seconds, and the top speed is 112mph. That’s not especially quick, and without a manual gearbox to engage the driver, it doesn’t even feel nippy.

The PowerShift doesn’t feel that slick either. In manual mode it doesn’t feel nearly responsive enough, and the changes themselves aren’t exactly seamless. For a dual-clutch gearbox that’s disappointing, and rivals with a DSG box (like the Seat Ibiza or Skoda Fabia) will fare better.

The engine itself is great. For the most part it goes bout its business quietly and effectively. Explore the upper end of the rev range and a familiar 3-cylinder strum can be heard.

Although not especially fast from a standing start, the 1.0 EcoBoost is competent enough. It’s comfortable at motorway speeds, only struggling up steep inclines.

With just 100PS, you don’t often struggle to be able to put it all down, whatever the weather. Nonetheless, true to the Fiesta Active concept, the car comes with a ‘slippery’ drive mode. This is useful for severe rain, and the one day a year the UK gets a snow flurry.

Ride/Handling

To give the Fiesta Active credibility as an urban crossover – or whatever the current trendy term is for a family supermini on stilts – Ford has raised the ride height by 20mm.

The result is a car that looks more capable than the standard model. Whether that 20mm makes any difference in the real world is doubtful. Nor will it matter: I highly suspect many Fiesta Actives will never be near a field, let alone in one.

The problem is that when you raise a car’s ride height, it has an adverse effect on cornering ability. This is most certainly noticeable on the Fiesta Active. There is a fair amount of lean if you corner at speed.

From behind the wheel, you’ll be grateful for the slightly-bucketed seats. The severity of the pitch also highlights the directness of the steering. It’s nicely weighted, allowing you to turn-in with pin-point accuracy.

The suspension is finely balanced. The Fiesta Active is comfortable on the motorway, and absorbs bumps well.

Essentially, the only thing spoiling the party is the increased ride height. It causes problems and, realistically, most people will never get a benefit from it.

There is a simple solution: slow down for the corners. If you want those G-force thrills, get yourself a Fiesta ST.

Economy

Ford designed the EcoBoost engine to be a fine balance of performance and efficiency. But in this particular car both aspects leave a little to be desired.

The combined fuel consumption figures are 40.4mpg under the WLTP regime. But if you don’t do any longer drives – mostly pottering around town – then you can expect a figure in the mid 30’s.

In all honesty, that’s not good enough. Hell, a Fiesta ST can return those kind of figures. And it’s not like Ford has done everything in its power to make the Fiesta Active as efficient as possible.

Yes, it has start/stop technology. And being a dual-clutch setup, the PowerShift gearbox should be efficient too.

But Ford could have done more. The only drive modes available are ‘normal’ and ‘slippery’. What about an ‘Eco’? Lessen the throttle response and encourage the gearbox to upshift earlier. Simple.

CO2 emissions are 138g/km, again on the WLTP cycle. First year road tax is £205 and £140 thereafter. The costs can’t be complained about, but then consider this: The 1.5-litre EcoBoost in the new Fiesta ST emits 136g/km.

This would seem to suggest that the PowerShift automatic gearbox is not all that efficient. Which is as disappointing as it is surprising.

Practicality

In recent years, we’ve been spoiled by cars getting better and better. In fact, we’re at a time where there aren’t really ‘bad’ cars anymore. As a result we expect more from a car than ever before.

So despite being a small hatchback, anyone buying a Fiesta Active will expect it to be all the family car they need.

For the most part, it won’t disappoint. The Fiesta Active is strictly 5-door only, meaning access to the rear seats is possible for adults.

That being said, the rear legroom is not the most generous. Taller adults may not find it particularly comfortable on a long drive. But for the Fiesta Active as a family car, let’s assume it will be mostly kids in the back. No issues.

Travelling with kids, as any parent will tell you, requires a large boot. The Fiesta Active fares reasonably well in this aspect too. With 311 litres of boot space you should be able to get a buggy, lunch bag, toy bag and coat in there no problem.

The Fiesta Active sits around 20mm taller than the standard car. From a practicality perspective that doesn’t exactly elevate the driving position. Nor is it likely to mean you can traverse a path you would otherwise get stuck on.

But the ‘slippery’ drive mode does have a use. In snow/ice – or extreme wet for that matter – it gives you confidence to know the car is looking out for you.

We did get to test it, briefly, during a cold spell with a small flurry of snow. The slippery drive mode worked well, and from behind the wheel there was no drama.

Equipment

The ‘basic’ model in the Fiesta range is now the Zetec. And the standard specification for the range is certainly better than the previous model.

All cars now get what is called the ‘NCAP Pack’. This shamelessly-named set of kit helps the Fiesta achieve a five star rating in the newer, more stringent NCAP test. The pack comprises lane keeping alert and aid, speed limiter, rear seatbelt minder, rear centre headrest and auto-headlamps.

The revered Quickclear heated front windscreen is also standard across the range, as are LED daytime running lights, 8-inch touchscreen multimedia system, Electronic Stability Programme (ESP) with hill start assist, air conditioning and Ford’s MyKey system.

The Fiesta Active B&O Play builds on this specification. In addition to the styling cues of black contrast, 17-inch alloy wheels and yellow interior colour theme, the Active B&O adds further creature comforts.

Most noteworthy is the B&O Premium Audio System. It’s a 360-degree sound system with 10 speakers. This includes a tweeter on top of the dash, and a subwoofer in the boot. It produces amazing sound quality, and makes you want to crank up your favourite tunes.

The Fiesta Active B&O Play also has cruise control, traffic sign recognition, auto high beam, rain sensing wipers and an auto-dimming rear-view mirror.

If you’re looking at this and thinking you may want a little more, then don’t worry. There are a few options that can be chosen, including Ford’s KeyFree system, door edge protectors, full-LED headlamps and several convenience packs.

On the whole, the Active B&O Play is finely balanced. The standard specification is certainly sufficient, but it can be bolstered with specific extras that may appeal to you.

Value For Money

Finally we come to price. The cheapest Ford Fiesta is the 1.1-litre Zetec, at £15,665 on the road. The cheapest Fiesta Active B&O Play is the 1.0-litre EcoBoost manual, costing £19,445 OTR.

The automatic version costs £1,450 more. Honestly, it’s hard to recommend it on that basis. Unless you can only drive an automatic, you’d be better off putting the money into other things. You could go for more power (the 140PS manual is £20,245 OTR) or you could choose a few extras.

Ford has been relatively fair in the pricing of its options. There are none that stand out as obscenely expensive. The openable panoramic roof is only £650, for example.

The down side to this is that you can soon stack up a few options. They may be fairly priced individually, but collectively they will add up. Take our test car, which featured almost £2,500 of extras.

That pushed the price of our car up to £23,345 and, I’m sorry, that’s simply too much. It is no longer a reasonably-priced family car at that level. In fact, you could go for a bigger, more generously-equipped Kia Ceed at that level, and you wouldn’t be disappointed.

But even sticking to Ford, a 5-door Fiesta ST-2 starts at £21,145. Every bit as practical as the Active B&O Play, but a whole lot more fun. And despite the Active looking nice, park it next to an ST and you know which one people will be looking at…

If you do want a Fiesta Active – and there are plenty of reasons to – stick to a manual and save yourself £1,450. Simple.

Facts and Figures

The post REVIEW – Ford Fiesta Active B&O Play appeared first on Simply Motor.

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Exterior Styling

We reviewed the last Ford Mustang, which was the first to come to the UK, in several guises. Both Fastback and Convertible models, with both Ecoboost and V8 engines.

Whilst there was no doubting it looked the part, it lacked a few finishing touches. With this new car, Ford has addressed the feedback from customers and the media. The result is a car that’s even more visually appealing than the previous model.

The body lines are more honed, and sculpted. At the front the shark nose is more prominently defined. The gaping grille is wider, and shoutier. And the angular LED headlights now incorporate signature LED daytime running lights.

In the same three-pronged style as the tail lights, they scream ‘Ford Mustang’ and make sure everyone knows what’s in their rear-view mirror. They also look more premium than the last car’s halogen spots.

You’ll also notice two vents on the bonnet, and a black plastic lower skirt. Our test car was finished in exclusive, and striking, Orange Fury.

The side profile is largely similar to the previous car, including the oversized ‘5.0’ badge for the V8. Optional 19-inch forged wheels finished in silver look rather athletic, and suit a more toned Ford Mustang.

And thanks to the availability of four different custom packs our test car had black window surrounds as opposed to chrome.

At the back the V8 now had quad exhausts as opposed to twin. The three-pronged tail lights are still a prominent feature, as is the large ‘GT’ badge in the middle. A large rear spoiler is available as an option, but we quite like the native duck-tail created by those sweeping lines.

Bottom line, this is a real head-turner; even more so than the previous car.

Interior Finish

The interior finish was certainly a point of contention with the last Ford Mustang. Whilst it may have been (relatively) cheap, it also felt it inside. Nasty plastics were far too plentiful for our liking.

Again, Ford has listened to the criticism, resulting in a revised cabin for the 2019 car. The silver plastic trim is still plastic, but a grained effect gives it more texture. The dashboard brows are finished in a more soft-touch material.

Choose any one of the four custom packs, and the transmission tunnel is trimmed in leather. This was by far the worst area of plastic in the old Ford Mustang, so a welcome revision.

Sounds good doesn’t it? Well it’s still not perfect. Yes, there are more soft-touch plastics, but equally there are still some iffy ones knocking about too. And yes, the transmission tunnel is leather, but it’s hardly the soft, sumptuous leather you’d get on an Audi or Volvo.

You have to remember that the Ford Mustang is a 40-odd grand car, so you’re perfectly entitled to demand a higher-quality finish.

And yet, Ford has managed to save the day with another optional extra: Recaro front seats. Costing £1,700 (or £1,400 with a custom pack) they aren’t cheap, but boy do they transform the cabin.

The style of seat has an almost retro look to it, and that suits the Ford Mustang perfectly. They’re certainly easier on the eye than the standard seats, which are a little bland.

Engine/Performance

Whilst the Ford Mustang has two engines to choose from, there really is only one choice. That would be the 5.0-litre, naturally aspirated V8. Obviously.

In this new car, the V8 has been given a power boost from 416PS to 450PS. That’s an impressive figure, in fact it’s the same as an Audi RS 4!

Our car has the standard 6-speed manual gearbox, which is likely to be the most popular choice. However don’t be so quick to discount the automatic this time around, because Ford’s 10-speed box is supposedly rather good. We’ll let you know once we’ve tried it…

All that power is sent to the rear wheels via a limited-slip differential. So it’s a good job the rear tyres are wider than the front, giving you more contact with the road.

Acceleration is effective – with 0-62mph taking just 4.6 seconds – but somehow feels a little laboured. The Ford Mustang has tall gearing and a 7,500ish redline. First gear is good for 50mph. Second gear takes you up to 80mph. You don’t need any more than that.

There are different drive modes in the Ford Mustang. Snow/Wet is a really useful one, easing off the throttle response and making the car much more driveable in the rain.

One thing missing from the last car was a good exhaust system. The V8 rumble was there, but not as prominently as you’d hope. Now though, Ford has fitted an active valve exhaust to the Mustang.

It has a ‘Quiet’ mode for relaxing motorway driving, and a ‘Race Track’ mode to unleash the true bellow of that mighty V8. It’s a sensory delight, and will undoubtedly put a smile on your face. The Ford Mustang now has the bark to match its bite!

Ride/Handling

Walk around the Ford Mustang, and you’ll probably feel tired. This car looks huge. So we were understandably apprehensive about throwing it round some of our windy B-roads.

Make no mistake, from the driver’s seat you do get a sense of enormity. That bonnet stretches out for miles ahead of you for one. But actually, once you get on the move, it doesn’t feel big, nor heavy, at all.

In fact, you could almost call it agile. Steering weight can be adjusted, and it’s best on the heaviest Sport setting. Turn-in is sharp, and you can point that shark nose exactly where you want it.

The 2019 Ford Mustang has an optional MagneRide suspension. It costs a not-insignificant £1,600 but takes the ride to another level. The system is constantly monitoring the road and your driving style, making thousands of adjustments per second.

The result is not something you necessarily notice, but it certainly works. Because when you cruise along the motorway the Mustang is comfortable. When you head down a bumpy road it absorbs them, without becoming unsettled. And when you corner at speed it remains flat with minimal pitch or roll.

For all those things to be possible without pressing a single button, the MagneRide is clearly doing its job. Our only suggestion would be to build some element of driver control into it. Let us have a bone-shaking or cloud-like ride at the press of a button.

The brakes are similarly competent at their job too. With 380mm discs and 6-piston Brembo calipers, the Ford Mustang stops as well as it goes. And given the size (and weight) of this car, that’s reassuring for the driver.

Economy

This is the most pointless section of a review of the Ford Mustang. Those people who are considering buying one will already know that they will become good friends with the local petrol station attendant. Those who aren’t considering buying one will not car either way.

At the end of the day you don’t buy a dog and complain at having to poop-a-scoop. Similarly, you don’t buy a 5.0 V8 GT car and complain that the fuel consumption is poor. It comes with the territory.

All things considered, the new Ford Mustang isn’t too bad. Combined fuel consumption of 22.7mpg may not sound great, but find a similar car that does much better…

Furthermore, the Mustang will not only achieve this figure the majority of the time, but will actually exceed it on a longer run. Not to brag, but on one motorway run we saw 25.something. Can’t say fairer than that.

CO2 emissions of 277g/km will have environmentalists condemning you as you burble past them in the street. But the only thing it really affects from an ownership point of view is the VED paid.

The first year rate is a whopping £2,070. But let’s not forget that this is absorbed into the purchase price, and the Mustang remains reasonably-priced despite this. It will incur the £310 surcharge for costing over £40,000 however, so VED in years’ two to six will be £450.

Practicality

On paper, you would never expect the Ford Mustang to be any use as anything other than a 2 seater. Or maybe a 2 plus 2 at a push. And you’d be right. The rear seats are no good for any adults, in particular those with heads and legs.

Yet despite the expectation, this is a little frustrating. You see the Mustang looks about 8 metres long, and 3 metres wide. So to climb in and find that the rear space is akin to a shoebox (that’s been folded in half) doesn’t make sense.

It’s a similar story with the boot. At 408 litres, it’s a decent size. You could, theoretically, fit stuff in it. Until you go to open it and discover that the taillights take a big chunk of the opening. So actually larger items become a struggle, even though they would fit based on their dimensions alone.

In terms of living with the car day to day, you better have good spatial awareness, because there are no parking sensors at the end of that thirty-foot bonnet. Width can also be an issue in tight car park spaces, or on narrow country lanes for that matter.

Safety is a concern, too. This new model gets a host of driver aids, including Pre-Collision Assist with autonomous emergency braking. But it still only manages an uninspiring 3 stars in the Euro NCAP tests.

But, at the end of it all, the Ford Mustang is very drivable. It’s as easy to tootle through town at 15mph as it is to blast down the motorway at 75mph. You can fit the shopping in the boot, and the kids in the back (just). And a few niggles here and there can soon be forgotten with a bit of V8 thunder.

Equipment

The Ford Mustang is generously equipped, with only a handful of optional extras available.

The most notable additions to the specification come in the safety department. Pre-Collision Assist with warning and automatic braking is now standard. In addition, Distance Alert, Driver Alert and Lane-Keeping Systems aim to make your life on the road as safe as possible.

The added performance equipment is welcome too, from the standard active exhaust to the optional MagneRide adaptive suspension. Coupled to that more powerful, 450PS V8 it’s a winning combination.

In terms of creature comforts, you get dual-zone climate control, keyless entry and start, adaptive cruise control, automatic lights and wipers, and folding door mirrors with puddle lights. Oh, and the puddle light is the galloping horse, obviously.

The main options available are the four custom packs – which adds different alloy wheels, SYNC3 navigation, B&O Sound 12-speaker system, partial leather centre console and climate front seats. These range from £1,565 if you keep the standard wheels, up to £2,465 for a pack which includes forged alloys.

MagneRide suspension is £1,600 and the Recaro front buckets are £1,700 (or £1,400 with any custom pack). And that’s pretty much it, aside from paint finishes. Exclusive colours, like our Orange Fury test car, are £795.

Value For Money

One of the reasons the Ford Mustang is so popular in America is the affordability. You can have all the style, that iconic status, for a starting price of $26,120 (just over £20,000).

Admittedly, the UK cars are more expensive. With the 2.3-litre Ecoboost Fastback starting from £37,045 the price has crept up from the last model too. The cheapest V8 is now £42,145 but in fairness the product is more polished, more refined, and more fun.

Throw a few options at it and our test car was £48,305. You’d be hard pushed to find this level of performance, and head-turning ability, for less than £50k. Or would you?

You see there is a special edition Mustang Bullitt. It has the Recaro seats as standard, and you don’t need the custom pack because it has exclusive alloy wheels. The Dark Highland Green (yes, the same as the original) is a no-cost colour. The price for this car is £47,545. Add in the £1,600 MagneRide suspension, and you’re still under £50k.

We are hoping to try out the Bullitt model next year, but the word on the street is that they are going to be extremely hard to come by. They could even be a future classic.

Bottom line: if you have £50,000 burning a hole in your pocket, and you want an iconic car that is loved and respected by the masses, then you really have only one choice. What colour Ford Mustang would you like?

Facts and Figures

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Exterior Styling

Having been around since 2012, the current-generation Ford Kuga feels a little dated. Sure, it’s had a facelift here and there, but the underlying body is showing its age.

The most exciting-looking Kuga at present is the ST-Line X. By treating it to a sporty body kit and gloss black bits – such as the grille, alloy wheels and rear valance – Ford has filled those wrinkles. In fact, this Kuga looks decidedly sporty.

Finished in metallic ‘Magnetic’, my test car looked stealthy, whilst maintaining enough contrast to distinguish those black design features. And thanks to body-coloured side skirts, aggressive bumpers and 19-inch alloy wheels this particular Ford Kuga has street cred.

It looks good parked outside the local shops, and you can admire its looks when you head back to it in a car park. I wouldn’t call it a ‘head-turner’, so don’t expect the local youths to be craning to catch an admiring second glance as you drive past.

At the front, you get LED daytime running lights and honeycomb lower grilles. The corners are broad and angular, giving the Ford Kuga a muscular look. The steep rake of the A-pillar can’t be hidden: this is a very tall car indeed.

At the side, both the roof rails and window surrounds are black. My test car had privacy glass as part of the Style Pack (£1,125) which added a premium look.

At the back, twin exhausts sit either side of a gloss black bumper valance with diffuser. An optional large spoiler (part of Style Pack) finishes off a sporty exterior. Black rear light surrounds are subtle yet effective.

Interior Finish

Whilst the exterior styling on the ST-Line X hides the car’s age, sadly the interior does not. In a market where extravagant and contemporary design is rife, stepping inside the Ford Kuga is a little underwhelming.

At the centre of the cabin are the seats. They are finished in a lovely blend of leather and alcantara. Look closely and you’ll spot the rather large side bolsters. But that’s exactly the point. You have to look closely because, nice materials aside, the seats are rather plain.

Conversely to the exterior, the cabin lacks contrast. There’s a lot of black plastic and black leather, which blends together. Even the finisher is gloss black. There’s no brushed aluminium or patterned trim. And the plastics themselves are plain and, in places, cheap.

The dials are simple: analogue with a blue needle against a black background. There’s a small multifunction display in the middle. It looks a far cry from some of the brilliant TFT digital cockpits that are available nowadays.

Similarly, the SYNC3 8-inch touchscreen is nice and vibrant. But the housing is clunky and cumbersome. In fact, it’s so unnecessarily big that the screen itself feels small.

The gear knob in the Ford Kuga is mounted halfway up the dashboard. Given the height of the car, this puts it within easier reach. The downside is that it’s one of the first things you notice when you look inside. It’s in the way of all the heating controls too.

Engine/Performance

There are several engines available in the Ford Kuga: both petrol and diesel. Our test car had a 2.0-litre diesel, which is the most powerful of the lot.

‘Most powerful’ may be over-selling it actually. Offering 180PS and 400Nm, it is never going to set your pants alight. Our test car had the 6-speed PowerShift automatic gearbox. A 6-speed manual is also available.

The performance figures don’t make the most interesting read: 0-62mph in 10.0 seconds and a top speed of 124mph. That being said, the engine has plenty of torque, such that it feels reasonably nippy once you’re on the move.

Another advantage is the intelligent all-wheel drive system, which shrugs off the power with minimal effort. Under normal driving most of the power is sent to the front wheels, but the system can shunt some to the rear axle when grip is less readily available.

As a result you can at least use all 180PS, all the time. And when the road conditions are wet and miserable, there’s still no drama. That’s one of the reasons we buy SUVs, and is reassuring from behind the wheel.

The engine itself is as you would expect from a 4-cylinder diesel engine. Plenty of torque from 1,500-3,000rpm, noisy and lethargic the more you get past it. The PowerShift gearbox selects gears to best use that torque, but you can select manual mode and use steering wheel paddles should you feel you could do it better.

On the motorway, the Ford Kuga is quiet. Overtaking power is there, but overall the ST Line X deserves a bit more. There is a 210PS diesel engine available in the Ford Edge, and it’s hard not to feel this level of power would be perfect for the Kuga.

Ride/Handling

We expect, and often rightly so, that SUVs are inherently poor-handling vehicles. It’s in their design; tall, heavy cars struggle to change direction with grace.

The Ford Kuga doesn’t have any clever adaptive damping, or technical magnetic suspension. But somehow it handles alright.

Ford has clearly invested some time in the chassis, and it has paid off. Lateral control is good, and whilst body roll is present it wasn’t to the point where you worry about falling out of the window.

The suspension is well-balanced, and with big 19-inch alloy wheels it needs to be. The result is a ride that is firm enough for the ST-Line X without being too harsh to be practical. You feel lumps and bumps, but without discomfort.

Steering weight is spot on, as is the case with most Fords. There’s no real feeling to it, but that doesn’t really matter in the Ford Kuga. With only 180PS and an intelligent AWD system, the car goes where you point it, so you don’t need to feel the road through the steering wheel.

Even with a trailer or, dare I say it, caravan in tow the Ford Kuga is composed and stable. It makes a great tow vehicle, and having the assurance of all-wheel drive when pulling a trailer is great.

Economy

Whilst the power figures of the Ford Kuga are not so impressive on paper, the opposite is true of the economy figures.

Even with its all-wheel drive system, large stature and 1,716kg kerb weight the combined fuel consumption is 54.3mpg. Granted, you can drastically reduce this figure if you drive everywhere like Lewis Hamilton. But that’s true of every car.

There are several factors as to why the Ford Kuga is efficient. Firstly, the intelligent all-wheel drive system means that for a significant proportion of time it is running as front-wheel drive, which is more efficient.

The PowerShift automatic gearbox ensures you are in the best gear to make use of the torque curve, so you don’t waste any of the engine’s power.

Start/stop technology helps save fuel in traffic, however a diesel engine firing back into life can hardly be described as ‘seamless’.

CO2 emissions are 134g/km. Road tax when you purchase the vehicle is £205, and £140 in subsequent years. Most Kugas will remain under £40,000 and will therefore avoid the ‘expensive car’ surcharge. A fully-loaded Kuga Vignale may just about tip over this threshold.

Practicality

As far as a utility vehicle goes, the Ford Kuga is up there with the best of them.

Thanks to its sizeable stature the cabin is spacious in terms of both head and leg room. Adults will be comfortable in the back, and the kids will have enough of their own space to avoid fighting (well, hopefully).

The boot is huge, partly down to the height of the car. With the optional dog guard as fitted to our test car, it is the perfect space for a couple of Labradors. Our Miniature Schnauzers could practicality run around back there.

The other advantage of the dog guard is the ability to load the boot up to the roof without the worry of a suitcase dropping on your passengers’ heads. This is great when you need load space and rear seats on the same journey.

Towing capacity is an impressive 2,100kg braked, and 750kg unbraked. That makes the Ford Kuga an ideal car to tow the caravan or car trailer with. A significant number of rivals do not boast such impressive towing capabilities.

The optional tow bar is a semi-automatic retractable one, so when not in use it can be hidden underneath the rear bumper. Not only is this great from a style point of view, but it means you don’t shatter your shin bone every time you load and unload the shopping.

The high driving position gives great visibility of the road ahead. All-wheel drive means you can keep going whatever you are faced with. When we get our usual 12mm of snow and the rest of the country grinds to a slow halt, the Ford Kuga will keep going.

Equipment

‘ST-Line’ is the sporty model of the Ford Kuga. Despite this, it still comes generously equipped.

Active Park Assist is standard, which is automatic parallel and perpendicular parking. So if you were worried about being able to guide the Kuga into a space, you needn’t worry.

Automatic lights and wipers are a great convenience. You also get Dual-zone Electronic Automatic Temperature Control, allowing you to set different temperatures for driver and passenger.

The ST-Line ‘X’ is a little added luxury. A panoramic roof is a brilliant feature in the cabin, guaranteed to impress passengers. 10-way power-adjustable driver’s seat makes finding the ideal driving position a doddle, but the lack of memory function is a nuisance.

For added convenience, the X gets keyless entry. Simply grab the door handle with the key on your person to open the car. Once inside simply hit the engine start button and you’re away.

For cold winter’s mornings, heated seats are a welcome luxury, although the alcantara finish means they never get as cold as leather seats anyway.

Optional extras can give you even more luxury or style, but the list of available options isn’t too long. In some ways that’s a good thing, because it shows that the Ford Kuga comes reasonably well equipped as standard.

But I think there’s a little more to it than that. This is one area where the Ford Kuga is showing its age. The specification is good, but the latest technologies are omitted. There is no fancy TFT instrument cluster, nor is there a wireless charging pad for your phone.

In terms of safety equipment, this is contained within the Driver’s Assistance Pack – Active City Stop, Lane Keeping Aid, Traffic Sign Recognition, Driver Alert and Blind Spot Information System. Excellent value at just £550.

Value For Money

The Ford Kuga range starts at £23,225. The ST-Line X with the 180PS diesel and 6-speed PowerShift automatic starts at £35,625. Extras and all, our test car came in at £38,970.

At a price of almost £40,000 there is a lot of choice, which opens the Kuga up to comparison and criticism.

At that level, the cheap interior plastics are harder to forgive. And there are bigger, more powerful engines than the 180PS offering in the Ford Kuga.

There is no denying that the ST Line X looks great on the outside, and the family will have no complaints should you buy one. So in that sense it is a good value family car.

The standard specification is good, and the options list is reasonably priced. This means that you could happily live with the car as it comes. Should you want to add extra creature comforts, you can pick and choose without spending silly money.

For example, a heated steering wheel is £125. The Family Pack, which comprises a 3-pin plug socket in the back and power child locks, is £150. The retractable tow bar is £625 and a rear-view camera, should you want one, is £300.

The options list is also missing the latest technology: Virtual cockpit, wireless charging pad, upgraded stereo. Further proof that the Ford Kuga is due a refresh.

Ford are often running promotions, so it’s worth contacting your local dealer if you’re thinking of buying one.

The other consideration is value retention. It is likely that the value of a Ford Kuga in 3 years’ time will fall significantly short of the £39,000 new cost. Great if you’re looking on the used market, not so great for those who bought new.

Facts and Figures

The post REVIEW – Ford Kuga ST-Line X appeared first on Simply Motor.

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Exterior Styling

The current Ford Mustang is one of the best-looking models of all time. The car exudes aggression and bravado. The ‘shark bite’ front bumper gives the car an imposing stance. A sleek, but long, bonnet hides the beauty of a naturally-aspirated V8 engine.

The body lines glide smoothly past the cabin to the rear and those muscular, broad arches. There are some brilliant design features on this car. That galloping stallion at the front is iconic. The raised bonnet lets you know there’s a powerplant underneath. The aerial, stuck up on the side of the boot, has a retro feel to it.

The “5.0” badge on the front wing is much larger and in-your-face than it needs to be. But it also proudly shows that you bought the V8. Which people will appreciate.

Moving round to the rear, you instantly notice the three-pronged tail lights, which are raised against a full gloss black surround. In the centre, you’re drawn towards the large “GT” logo. Underneath all that, you have twin tail exhaust pipes either side of a body-coloured rear diffuser.

The convertible Mustang doesn’t have the same smooth, sloped roof line as the fastback. However, once you take the roof down it matters not one bit. As a convertible the Mustang looks superb, especially in the sun. It’s one of a select few convertibles that doesn’t make you look like a hairdresser.

As for head-turning ability, there are few cars on the market that crane necks on the street like a Mustang. The amount of people who stop to look as you drive through town, or take pictures in a car park, or even wait to speak to you about the car is unbelievable. It commands the attention of a supercar five times its price.

Interior Finish

Swing open the doors, step foot in the Mustang and you can tell you’re in a muscle car. Two large leather sports seats are not all that snug: this car is designed for Hank and his American-sized bottom let’s not forget.

In order to be ‘true’ to Mustang heritage the dashboard is symmetrical with a double brow design. Large round dials sit either side of a digital display. Look closely and you’ll notice the speedo refers to ‘Ground Speed’. It’s utterly pointless, but tremendously cool.

In the middle of the cockpit, you get an 8-inch SYNC 3 touchscreen. Under this is some toggle-style switches. Yes, they look retro, but they are a little cheap and flimsy. The gear shifter in the automatic version has an aviation feel to it, like it fires a missile on a fighter jet.

In true Mustang style the steering wheel is too big: like it’s made for a yacht more than a car. All the steering wheel buttons and stalks/switches were like any you’d find in a Ford Mondeo. It would have been nice to see that retro theme continued, rather than simply nabbing stuff from the parts bin.

In fact, you soon notice some corner cutting throughout the car. The centre console is bulky and made entirely from cheap, scratchy plastic. The trim on the dashboard is actually soft plastic, made to look like leather. And the air vents are straight out of a 2005 Fiesta. Disappointing really.

You soon grow accustomed to the interior. In truth, I doubt many people are buying a Mustang for the quality of its toggle switches. One last complaint: the starter button. It should be big and red like it launches a rocket. Instead it’s a bit nondescript. Push it though, and the magic happens…

Engine / Performance

Whilst the Ford Mustang is offered with two engines – a 2.3-litre EcoBoost or a 5.0-litre V8 – there really is only one choice…

The V8 engine is synonymous with Mustang; with a low burble, lumpy idle and blunt-force power delivery. Without it the car feels like it’s missing something.

Gone are the days when we can laugh at America for big engines producing little power, because the Mustang has some serious Top Trumps credentials. The 5.0-litre V8 produces a whopping 421 PS and 530Nm of torque. Whilst there is no official data for the convertible V8 auto in terms of 0-62mph times, it is reasonable to expect it to be around the time of the V8 manual fastback; at 4.8 seconds. It also has an electronically-limited top speed of 155 mph.

Prod the engine start button and the Mustang rumbles into life. Its low, V8 bellow actually sounds best at lower revs. With the roof down any journey is accompanied with the perfect muscle car soundtrack. You could put the radio on, but why would you?!

The Mustang has four drive modes: Normal, Sport +, Track and Snow/Wet. With Sport + and Track the throttle response is quicker, and the gearbox keeps the revs higher to enable more instant acceleration. Snow/Wet mode is very useful in adverse weather. It slows the throttle response so you can take it easy: a wild Mustang is not what you want when the heavy rain comes!

The 6-speed automatic gearbox isn’t as good as the manual. It has steering wheel paddles but these were seldom used. It is worth noting that the new Mustang has the option of a 10-speed automatic, so we’ll let you know how that is in due course.

Ride / Handling

With all that power and torque being sent to the rear wheels, you can soon get yourself into trouble. A car like the Mustang demands respect but, if given, can be very rewarding to drive indeed.

Remember the assumption that American cars can’t go round corners? Well you can forget that. Ford tested the Mustang in Europe, on European roads complete with potholes and, yes, corners. This means the suspension and steering and brakes are set up properly for us, ensuring the Mustang can go round corners: very well in fact.

The suspension is firm enough to stop the car from wallowing, which would be unnerving in such a big car. The Mustang is flat through the corners, although with that long bonnet its sometimes a bit difficult to point it exactly where you want it.

It’s also good that Ford fitted the Mustang with some serious stopping power in the form of Brembo brakes. The fronts are 380mm with six-piston callipers, certainly a match for the accelerating might of the V8.

Although the steering wheel is too big, it has a good weight and feels reasonably direct. And thanks to the wider 274/40/19 tyres at the back there is enough grip to push through the corners. Losing the roof does affect the stiffness of the car, and on bumpy, undulating roads there is a bit of scuttle shake.

I don’t think you could ever call the Mustang ‘nimble’ or ‘agile’ though, it weighs 1,792kg. And you can tell. But a muscle car has never been the type of car to flow from bend to bend with deft precision. They came to be from racing between the lights in the streets of Detroit.

Economy

This could be a very quick discussion point and is probably one most Mustang owners do not even care about.

At the end of the day, any car with a 5.0 litre V8 won’t be doing wonderful things for the o-zone layer, though Ford has tried a little bit. The Mustang features start/stop technology, which is definitely not seamless when the V8 fires back up to life. Snow/Wet mode also doubles up as a useful ‘Eco’ mode thanks to the less-responsive throttle.

Nonetheless, the combined fuel consumption is quoted as 22.1mpg. Gulp. Don’t worry though, because on a reasonably rounded test week (some hard driving and some lazy cruising) we achieved pretty much that figure. On some longer motorway stints we even got up to 25mpg!

Bear in mind however that city driving and any enthusiasm with the loud pedal will see your fuel consumption the wrong side of 20mpg. But look on the bright side, you’ll soon make a new best friend in the local petrol station attendant.

CO2 emissions are a hefty 289g/km, like a two-fingered salute to the environmentalists. That means that first year VED is an eye-watering £2,070 in the first year. Flat rate road tax of £140 applies thereafter, but as this particular model costs more than £40,000 it falls foul to the VED surcharge of £310 for five years.

Practicality

This is where the Mustang was most surprising. You would expect that, as with any 2+2 sports car, that the Mustang would have zero appeal and use to a family. In reality, it turned out to be rather good.

For starters, this is a big car. We’re talking 4,784mm long and 2,080mm wide. With that huge frame, the Mustang has plenty of interior space for the front passengers. The space allows for 2 bulky sports leather seats and plenty of leg space upfront.

The rear seats are less spacious, but absolutely fine for children. Adults may fit in the back too, depending on how tall the front seat occupants are. I manged to fit my wife & 2 year old daughter in her child seat into those rear seats.

Adults will, however, find longer journeys uncomfortable in the rear; especially with the roof down. There is little in the way of protection from the wind, and rear seat passengers suffer as a result.

Despite the roof taking up some of the space, the remaining boot space is reasonably generous. It holds up to 332 litres (compared with 408 litres for the fastback). The opening to the boot is restricted however, so getting larger items such as suitcases in and out will a challenge.

The Mustang does feel wide. You notice this when you come to a supermarket car park. You have to either drive around looking for a ‘nice’ space, or leave the roof down and jump out. Whilst the latter may look cool, there’s always the danger you could come back to squatters.

Equipment

This outgoing Mustang was certainly showing its age when it comes to in-car technology. The new model has been given the latest gadgets, so when we eventually get our hands on that (we’re working on it) we can see what’s what.

Don’t get me wrong; the Mustang has plenty of creature comforts: keyless entry and go, electronically-adjustable front seats, dual-zone climate control, Ford SYNC 3 touchscreen with satellite navigation and Apple CarPlay, reversing camera and Xenon HID headlights.

The convertible roof mechanism is mostly automatic; there’s just one handle that requires manual operation.

When it comes to lighting the Mustang is a bit hit and miss. The customisable colours for the interior mood lighting and puddle lamps is a nice touch. The puddle lamps also project the galloping stallion onto the pavement which is nice. But there are no signature LED daytime-running lights, which is a shame. Hopefully this is rectified for the new model, to give it a more imposing appearance.

Optional extra’s includes climate-controlled seats (both heated and cooled), a Shaker Pro Premium audio system and rear parking sensors alongside the rear camera. Surprisingly, Ford haven’t included front parking sensors as an optional extra, despite having such a large bonnet.

It’s important to highlight that there’s no autonomous braking or lane assist systems to help reduce insurance premiums and keep you safe on the everyday roads. This led to a poor performance in the NCAP: a disappointing 2 star rating. After adding in some safety features the Mustang was reassessed as 3 stars. It remains to be seen if the new model will score any higher than that.

Value For Money

In the Ford Mustang you have a V8 sports car with some serious performance, but with a working-class feel to it. The blue-collar hero, if you will. Prices for the V8 start at £38,165 for the fastback manual.

As that’s under £40,000 you only pay £140 for subsequent years’ road tax, and for the performance on offer I’d say that’s a considerable bargain.

The convertible automatic is the most expensive of the bunch. By the time you get to our test car with metallic paint and some options, you’re looking at £45,555 which isn’t as much as a bargain.

Having driven a manual car it’s definitely the better gearbox. Whether the new 10-speed automatic will be a better choice is yet to be seen. Do you really need to pay so much more for the convertible? That’s one for you to decide.

In fact, to put this car in perspective, the prices have just been released for the new model. Ford has confirmed it will be bringing the Mustang Bullitt to the UK: which is an homage to the car made famous by the 1968 film. That car – a V8 manual fastback with a host of upgrades –  is set to cost from £47,145.

Personally I think that renders the ‘regular’ convertible automatic pointless. The amount of time you’ll spend with the roof down is not worth the extra money, and the manual is more engaging to drive. If you want that V8 noise, then just wind your window down instead.

Facts and Figures

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I have always loved fast Fords. From the Escort Cosworth – the poster car of my youth – to the Fiesta ST: a car I loved so much I just had to buy. I have previously tested the Ford Focus ST, and I did quite like it. But now, you have an alternative to the 2.0-litre, 250PS petrol engine: a 2.0-litre, 185PS diesel. It’s an interesting concept: all the sporty trim with a more efficient engine. I was certainly intrigued, so booked one in for review. But would it be able to live up to the ST badge, or would it be all style with no substance? Let’s find out, shall we…

Looks – 9/10

This is the reason I love the concept of the diesel performance hatch, because buyers should still be able to get all that sporty trim, whatever engine they choose. On the Focus ST you get a big, snarling grille and a more angular bumper. My test car had the optional style pack which includes 19-inch alloy wheels, and they fill the arches nicely. At the back there’s a decent roof spoiler, a more aggressive bumper and a centre exhaust. Yes, a centre exhaust, on a Ford Focus. Available in a range of colours, the ST can either stand out – with the likes of ‘Tangerine Scream’ – or be a more subtle Stealth grey. One thing you can be sure of is that this looks like a hot hatch, and you’d have no idea it had a diesel engine under the bonnet.

Step inside, and you are greeted with the quintessential fast Ford cabin. Huge, body-hugging Recaro seats are the centrepiece, inviting you to get behind the wheel. The flat-bottomed steering wheel is chunky, and brandishes a small ‘ST’ logo at the bottom. To the centre of the dashboard, there are some additional gauges which show oil temperature, turbo pressure and oil pressure. It’s very sporty. Other than that the cabin is as you would expect of a Ford Focus. The plastics are all nice enough, and the whole thing feels well put together. If I was to be critical, and I suppose it is my job to be, then I find the interior on the ST-3 a little dark. You see with the ST-2 you get part-leather seats, and they feature coloured cloth – blue, yellow or grey depending on exterior colour. But in the ST-3 it’s black plastics, black leather, black roof lining, and that is always going to be a bit monotone. Some aluminium trim would work wonders!

Handling/Performance – 8/10

As you well know, my car had the 2.0-litre, turbocharged diesel engine in it. Power is 185PS, and 400Nm of torque. Through a 6-speed manual gearbox that will allow a 0-62mph dash of 8.1 seconds and a top speed of 135mph. Hmm. That’s a bit of a credibility damager, because that isn’t really that fast. What puzzles me is that in the Ford Edge, there is a variant of this engine with 210PS. I think that power level would be perfect for this car. You see there is no doubting that it’s quick enough once you’re on the move; the in-gear acceleration feels good thanks to a healthy dose of torque. But coming out of a slow bend, or from a standing start, it just lacks that extra kick in the back that a hot hatch should give you. Having said that, the diesel is great on the motorway, and under normal driving has plenty of pull.

The Focus ST has a variable steering rack. Full lock is less than a full turn of the wheel, and that gives a distinct sharpness to the handling. Any inputs on the wheel seem to give an instant response, and this makes the Focus a great car on the country lanes. The suspension is firm, but in a composed way. Thanks to those big, comfortable Recaro seats your spine remains intact even on bumpier surfaces. My test car had the 19-inch wheels with their low profile tyres, and I’d still call it comfortable. Are you aware of the bumps? Yes. But do they become an annoyance? Not one bit. Because of the limited power band in the diesel, you really have to work the gears, and this is really engaging for the driver. This car still handles like a hot hatch should, it just needs a bit more oomph once you’re out of the corner.

Economy – 9/10

The only reason I can think of for buying the diesel version is its economy. And on paper it seems good: combined consumption is 67.3mpg, and you certainly can’t argue with that. CO2 emissions are 110g/km, which means that first year road tax is £140, and then £140 thereafter. Start stop technology helps keep emissions down. But consider this: the petrol ST claims 41.5mpg and costs £500 and £140 thereafter to tax. And in all honesty there’s no way you’re getting 67mpg. Granted, you’ll get a fair amount more than the petrol, but at the expense of performance. It’s a tough one, this.

Practicality – 9/10

The Focus has typical 5-door hatchback practicality. The boot is huge, and with the back seats folded down you can carry some pretty large items. In the front, there’s plenty of room to sit in those Recaro buckets. Sadly they are so bulky that they seem to eat into the rear legroom. Even behind me, at 5ft7in, space seemed a bit scarce. That’s about the only negative, because the Focus is easy to drive, easy to park, and generally easy to live with. The diesel also has the advantage of a bigger fuel range, so you can go longer between fill ups. Go for the ST-3 as I tested, and you’ll have heated full-leather seats, satellite navigation, keyless entry and go, auto high beam and the Ford MyKey system all as standard. Various options such as a heated steering wheel (£115) and rear-view camera (£250) are reasonably priced and give that premium edge.

Fun – 8/10

You can’t tell by appearance whether an ST is the petrol or the diesel. So there are no disadvantages in the style contest. In a battle of straight line speed, the diesel comes a bit unstuck. Put it this way, my Seat Leon diesel estate would beat it, hands down. And that is a little embarrassing. But that doesn’t mean the Focus isn’t good fun to drive. The handling is great with a pin-sharp turn in and composed ride. And that means that when you hit your favourite road it will still put a smile on your face. The electronic sound symposer also helps to give the diesel a little character, but it feels a lot more fake than it does with the petrol version. And one day, you know the inevitable will happen. You’ll meet a petrol ST at the lights. And then you’ll feel silly.

Concluding Remarks

The ST badge is usually synonymous with performance, but I have to say that this diesel Focus is more ‘lukewarm’ than hot. But I think the concept works. The idea that you can have all the body kit, the lovely Recaro seats, whilst having a more sensible diesel. But that doesn’t mean that all the performance should be sacrificed, so perhaps a little more power would have gone a long way here. So to find out more head over to the Ford website or pop in to your nearest dealer. There is just one other niggle that I can’t quite let go of. The diesel ST starts at £25,235. The petrol version starts at £25,415. And with the future of diesel cars being so uncertain, I just can’t help but think you should just buy the petrol version. Go on, you know you want to.

Total Score – 43/50

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Anyone who has ever been to America will have seen that Ford has a vast range of vehicles in comparison to the ones we can buy here in the UK. And time and time again the question has been asked as to why more models aren’t sold here. Well, in addition to the Mustang, Ford has also brought the Edge to Europe. Whilst in the USA this looks like a mid-size SUV, it’s actually rather large by our standards. But because it has been engineered for European markets, it shouldn’t feel like a big American car. So I grabbed one for a week, and was rather excited to get behind the wheel.

Looks – 7/10

Say what you like about American cars, but there’s no denying that they have a certain presence about them. The Edge is big, bold and a bit boxy. The edges (pardon the pun) are sufficiently round that the car really pulls off this look. On the ST-Line you get black 20-inch alloy wheels, privacy glass, black grille, black roof rails and a sports bodykit which really adds an urban flair to the styling. It really looks great in the shop window, especially if you select one of the premium colours like Ruby Red (my favourite). The halogen headlamps included as standard was a little disappointing, although Adaptive LED headlights are available as an optional extra.

The interior of the Edge ST-Line is a little hot and cold. The leather/suede sports seats are a great centrepiece to the cabin. The 8-inch SYNC touchscreen sits nicely in the dashboard. The instrument cluster is mostly digital, and can display a whole host of information. It’s a nice focal point for the driver. But step back from these details and the interior on the whole is a little underwhelming. It’s a little dark, crying out for some brushed aluminium to break up the black. The plastics are a little cheap-looking, and just lacks a luxury feel. For a car that costs almost £40,000 that’s a big disappointment. Rivals have a much higher standard of finish, putting the Edge on the back foot.

Handling/Performance – 3/10

There are only two engines available in the Edge; a pair of 2.0-litre diesel units. The less powerful one, as featured in my test car, offers 180PS and 400Nm of torque. The other is 210
PS and 450Nm. And if I’m truthful I don’t think either is really suitable in a car that weighs as much as the moon. The AWD, 6-speed manual car does 0-62mph in 9.9 seconds and will reach a top speed of 124mph. Ford pitch the Edge as a ‘Luxury SUV’, and I think it should have a smooth, powerful engine. You really have to work the gearbox to feel like you’re making any sort of progress, and that just doesn’t feel luxurious. The 210PS version is a 6-speed PowerShift automatic, and I dare say it must be better than the manual. But even then I’m not convinced it would give the Edge the drive it deserves. Put it this way, in the US the Edge is available with a 2.7-litre V6 petrol engine with 315PS. Now that’s more like it!

On the plus side the lack of power, combined with AWD capability, means that the Edge will never slip a wheel. You can give it full welly whatever the weather, and I don’t doubt that it would continue to perform in the 2-3inches of snow we get each year. The Adaptive Steering is good, giving a direct feel, and the 6-speed manual is actually pretty slick. But you can’t really call the Edge nimble, or agile. It just feels too big on anything other than a motorway. On top of that, the suspension is too firm. After a while you really start to feel the bumps, and that becomes uncomfortable as well as annoting. The 20-inch alloy wheels probably don’t help matters either.

Economy – 4/10

Now one would expect that with a 2.0-litre diesel engine, start/stop technology and a 6-speed gearbox the Edge should be rather economical, yes? No. The AWD system and moon-rivalling kerb weight translate to a combined fuel consumption figure of 47.9mpg. That’s on paper anyway, but I never saw anything like that in reality. Normally I try to avoid drawing comparison to the real-world figures, but I was seeing low 30’s, which is less than you would get from a petrol Focus ST. CO2 emissions are 152g/km resulting in a first year road tax of £500. Providing you don’t go mad with the options, subsequent years will incur the standard £140 charge. But be careful of tipping it over £40k (yes, it’s possible) as this will incur the £310 surcharge for the next 5 years

Practicality – 9/10

Just from looking at the Edge you can tell that it’s going to be roomy. And it is. Not only is the boot big enough for a rugby team, but the cabin has enough space for five adults. Comfortably. From inside you appreciate how wide the Edge is, because there’s a two foot chasm between the driver and passenger. The Edge comes well equipped, with heated seats, auto headlights, lane keeping assistance, keyless entry and start, reversing camera and SYNC touchscreen multimedia and navigation all standard on the ST-Line models. Optional extras such as front wide-view camera (£150) and Active Park Assist with parallel and perpendicular parking function (£150) are reasonably-priced additions that make the Edge better to live with. Where you do find issue is with the sheer size of it. Double-parked streets and tight multi-storey car parks can invoke squeaky bum moments that’s for sure.

Fun – 7/10

The bold exterior appearance makes you want to get in and drive the Edge. Sadly the 180PS engine ruined the driving experience. When we think of big, American cars we also think of great big thumping V8 engines. So to discover that in fact the Edge, as us Brits get it, is underpowered is disappointing. However, you can still drive the Edge through town because it turns heads, looks great in a shop window and would be the talk of the pub when you leave it in the car park. I don’t know what it is about the American cars but, despite not being all that great, they do seem to be met with nods of approval from other motorists and pedestrians. This then, is style over substance. A poser’s car. But I don’t mind: I enjoyed the attention.

Concluding Remarks

Due to my excitement ahead of testing the Edge, I think I may have set myself up for a fall. It looks great on the outside, but the interior is far too bland and plasticky to be classed as premium. The suspension is too firm, and the 180PS engine too weak. That being said, the vastness of the car mean that it will carry five adults and luggage with ease. And there is something about the Edge, I call it the ‘shop window’ test, that just makes you smile when you see the reflection. Unfortunately that smile will be wiped off your face when you see the prices. The Edge range starts at £32,395 which is quite a lot. By the time you get to the ST-Line it’s £37,445 and, with a few options, my test car ended up the wrong side of £40k. Ouch. For more information head to your local dealer or log on to the Ford website. What the Edge lacks in finesse, it makes up for in charisma. It’s a bold, loud American.

Total Score – 30/50

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Many cars have been called the ‘king’ of hot hatches over the years, the most common of which is the Golf GTi. But I would argue that the king of the hot hatch in recent times the has been the Fiesta ST. Granted, I could be seen as biased – we own one – but it’s not just me who has spoken so highly of it. The Fiesta has kept the classic recipe: huge bucket seats, plenty of power, manual gearbox, but above all the ability to embarrass much more expensive cars on a country road. And it certainly works: there’s a fair few Fiesta ST’s on the road now. So what if you want to have the Fiesta ST, but still stand out from the crowd? Well, there is this: the ST200. I got hold of one to see if it could really stand head and shoulders above the standard car.

Looks – 9/10

The Fiesta ST is the quintessential hot hatch. And the ST200 has exclusive styling, to make sure people know this is the limited model. You get the snarling grille at the front, framed by LED daytime running lights. To the side, the 17-inch alloys are now a matte black and machined finish. At the back a unique ‘ST200’ badge sits pride of place, in addition to the prominent spoiler, twin exhaust pipes and updated taillights. The ST200 is available in one colour, and one colour only: ‘Storm Grey’. It is unique to this model and looks superb. If it had been an option when we bought ours, I’d have picked it. The complaint I have from the outside is the ST200 badge, which does look a bit too much like a fridge magnet for my liking. One thing you can be sure of is that the ST200 stands head and shoulders above the standard ST’s in a crowd. Badge aside, it has serious kerb appeal, and will pass the shop window test with ease.

Inside there are yet more unique features on the ST200. The Recaro bucket seats are all black, and feature contrasting grey and red stitching. Even the seatbelts have a silver stripe down them. But oddly enough, the standard seats can be specified as black/grey, and these would have complimented the exterior nicely. There’s another fridge magnet – sorry, badge – on the centre console, in addition to the plain ‘ST’ badge on the bottom of the steering wheel. The cabin actually feels quite dark. Between the dark headlining, the black seats, black plastics and gloss-black finishers, the car could really use a bit of something to break it up, which the lighter grey or orange aspect of the seats in the standard car did nicely.

Handling/Performance – 10/10

The engine in the ST200 is the same 1.6-litre, turbocharged petrol unit as the standard car. It has 200PS and 290Nm of torque, well on paper at least. The engine features a transient overboost function that provides an additional 15PS and 15Nm for bursts of up to 15 seconds. Realistically, it is impossible to accelerate for this length of time – even changing gear would reset the timer – so this is actually a 215PS engine. But then so is the Fiesta ST with a Mountune Performance MP215 kit on it; like ours. The ST200 has shorter gearing than standard, meaning the 0-62mph time is 0.2 quicker than standard, at 6.7 seconds, but top speed falls to 140mph. Shorter gearing means you are getting through the gears quicker, and helps to create a greater sense of acceleration. But in truth you’d struggle to tell this apart from the standard ST, and it may even be a little slower than one that has benefitted from the Mountune upgrade.

The ST200 handles as any hot hatch should. It is agile, darting from corner to corner with glee. You can throw it into a bend hard, loading those front wheels and even cocking one of the rears from time to time. Ford engineers designed a new rear suspension setup specifically for the ST200. And that’s good. But then the factory did not want to do two different setups on ST production, so from late 2016 all Fiesta ST’s have the re-designed suspension. Not that unique then. But once you hit your favourite B-road, the ST just comes alive. From the driving seat you just get lost in the euphoria of driving: hitting the apexes, catching every gear, and all the whileenjoying the sound symposer feeding the engine note into the cabin. Once you get familiar with both the ST and the road, I truly believe that few cars could keep up with you. And that’s why we love hot hatches.

Economy – 10/10

The other reason we love hot hatches, is that they don’t cost the earth to run. Case in point: the ST200 returns 46.3mpg on a combined cycle. Admittedly, if you give in to your temptation to take the B-road home, like a rally driver, then this figure may drop significantly. But for everyday use the little Fiesta will keep you away from the pumps for longer. CO2 emissions of 140g/km mean that the first year road tax rate is a fair £200, and then £140 thereafter. For the amount of performance on offer that’s rather good. Cruise control helps to go steady on the motorway, and I like that the Fiesta has never needed stop/start technology.

Practicality – 10/10

I will say, firstly, that a 3-door hatchback will always have limitations. This is not the car to buy if you regularly transport 4 adults and 2 dogs. Having said that, if you don’t need to do this, then there is nothing inherently impractical about the ST200. Despite the large Recaro seats there’s still decent leg room in the back, and the boot is more than adequate for the weekly shop. You even get ISOFIX points in the back. I did use them: it is possible to get a car seat in the back. But I only had the car a week. As your dear son or daughter got older (and heavier) then the rigmarole of getting the seat onto the base – something which requires a convalescent mix of leaning, bending and stretching – will inevitably dislodge your spine. The ST200 is suitably equipped, with satellite navigation, Bluetooth connectivity and DAB radio all part of the SYNC media system. You can also specify rear parking sensors (£200) or a rear parking camera (£250), but in truth the Fiesta is easy enough to park without these.

Fun – 10/10

Arguably, this is the most important category when it comes to a hot hatch. Because it’s not all about the power, and definitely not about the economy or practicality at all. No, it’s about whether or not a car can put a smile on your face. The standard ST is incredible fun, and I have to admit that the ST200 has a little bit more to it. It looks that little bit more special: especially with the Storm Grey paint job. There is no faulting the performance, and the shorter gears mean you feel more involved than ever. And most importantly of all, you want to drive the ST200 for no reason at all: driving for driving’s sake. There are few cars that would keep up with it on a country lane (although admittedly I could name a couple) and in many ways that makes you happy. This is one car that will never fail to put a smile on your face, and for that I love it.

Concluding Remarks

If you were about to buy a Fiesta ST for the first time, then the ST200 may well appeal to you. On paper, it is easily the model you’d choose. But not me. Granted, I like the exclusive colour scheme. But I don’t like it enough to justify the price of almost £23k before options. That makes it over £3,000 more expensive than the ‘standard’ ST-3, giving you more than enough to buy yourself a Mountune kit and have a decent amount of change. But consider this: the brand new Fiesta is now available, and we know there’s an ST in the pipeline. Apparently it’s got a 1.5-litre, 3-cylinder EcoBoost engine. Under gentle driving, the third cylinder even shuts down to save fuel. Now I’m not doubting Ford’s engineers – I’m sure it will be great – but whether or not it has that true, authentic hot hatch feel is yet to be seen. So it could well be that the ST200 could in fact be a last hoorah of the hot hatch as we know it. And that could make it worth buying.

Total Score – 49/50

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