Tag Archives: ford fiesta

Fiesta Aftermarket Parts

Over the weekend, I was dreaming again about what kind of parts I would like to see from the aftermarket. Many of us modify our cars in attempts to either make them look unique, to gain more performance, or just because we enjoy tinkering with everything. While the Fiesta is very unique, I am still going to want something different to make sure my car is different from everyone else’s car. Everything I have owned has my own look to it, and the Fiesta will be the same way. I already have a set of white 5-spoke 17″ wheels for my Fiesta. Since they were custom made for me, I know I will have the only Fiesta with them. My car will need more than just wheels to set it apart, it needs some parts that work to improve the performance aspects. Many of the parts listed are based on function, rather than form. I don’t need wild body kits, 4″ exhaust tips, seat covers, and NOS stickers. I need parts that work.

 

Here is the list of potential aftermarket components for the Fiesta;

 

Short Throw Shifter: One of the more popular modifications to the Fiesta will most likely be the addition of a short throw shifter. When I have people drive the Fiesta that are used to modified compacts or sports cars, they always mention that the shifter throws are long and lack feeling when the car goes into gear. Rapid shifts with the stock shifter can cause the driver to end up in the wrong gear due to vagueness of the shifter. The Steeda Tri-X/FRPP shifter has been my favorite for the Focus, and I recommend them to everyone. I assume I will end up with a Steeda/FRPP shifter for my Fiesta as well.

 

Performance Exhaust: Always a popular modification to cars is the installation of a performance exhaust system. Since the Fiesta has no visible exhaust tips, I would like to see a dual center exiting exhaust system very much like Ford Verve sedan concept or Mini Cooper S. The black plastic insert in the rear bumper would need to be replaced to allow for the exhaust to exit, but a revised insert with cut-outs and a diffuser would really make the back of the Fiesta look more aggressive. The tips should be angle cut, roughly 2″-2 1/8″ diameter and placed together in the center. Other option would a single 2 ½” angle cut tip on the passenger side. The key to the exhaust system is keeping the sound at an acceptable level. Slightly louder than the stock SVT Focus would be perfect for those of us who want to hear the exhaust on acceleration, but don’t want the car to sound like a kids Civic. A “grown-up” exhaust system for those of us who want to see some exhaust tips and want just a little bit more sound coming out the back would be perfect. I don’t need another daily driver that wakes the neighbors up when I leave for work, just something that sounds a little bit more aggressive.

 

 Aerodynamics Package: I am hoping this will be a factory installed option. If it doesn’t make it as a factory option, then somebody needs to sell the same chin spoiler, side skirts, rear valance, and spoiler than is available on the European Fiesta. The nice thing about the EU aero package is that it looks grown up, and doesn’t upset the balance of the Fiesta. One of Ford’s best packages was the SVT Focus, which had slight tweaks to the body to create something that stood out in the crowd. Nothing was overdone with the SVT Focus, and it did not look like something that belongs at a NOPI show. The Fiesta could benefit from the same style of components. The European Fiesta already has the perfect aero package, so having a version for the US cars should not be hard.

 

Air Intake: This one I struggle with, as I have experimented with all sorts of different intakes over the years. The short ram style intake always looked racy with its exposed filter, silicon connections, and polished aluminum tube. Problem was that it did not work once underhood temps would rise. Throttle response in my ZX3 deteriorated quickly after sitting in traffic or waiting to run at an autocross. I loved the sound of the intake roar, but hated the poor performance. Cold Air Intakes always had issues with very dirty air filters, fear of puddles, and getting jammed with snow in the winter. The Fiesta has a great intake sound from the factory, and it seems to not suffer from heat soak. A revised air box and larger intake tube may help add a few ponies to the 1.6L but would also require a larger throttle body to flow more air. While a short ram or cold air intake kit will be very popular with the Fiesta owners wishing to modify their cars, I think I would pass on adding one to mine. I have found it hard to beat the factory air box for everyday driving. I would like to see what Mountune uses on their Fiesta, but I am guessing it is a short ram style intake.

 

Reprogrammed PCM: Once somebody comes out with a Fiesta program for my SCT XCAL 2, I am going to get it. My hope is for more advanced timing and 93 octane fuel. There is a lot to be gained in a small engine from going to 93 octane fuel and advanced timing. Since the US cars are going to run on 87 octane, their compression and timing will be reduced. I can’t change compression ratio’s without changing the head or pistons, so advancing the timing is the only option. I run the XCAL2 program from FocusSport/FSWerks on my SVT Focus and found it to be the very best modification I have done to that car. As soon as FRPP or FSWerks comes out with a tune, I will be retuning my Fiesta.  

 

Mountune Badged Parts: Since the days of Ford Cosworth are gone, the next best thing is to have parts from Mountune. Part of the draw to having the Fiesta is its European heritage, so having aftermarket parts with the Mountune name is a big plus for Ford small car enthusiasts. While the Roush name is heavily linked to Ford, it has zero street cred with the compact car market. Roush is NASCAR, and many of the die hard small car enthusiasts are not fans of that series. Names like Cosworth, M-Sport, and Mountune have way more appeal and credibility than Roush when it comes to Ford compacts. Keeping the link between the Fiesta and Europe is going to be important for a lot of enthusiasts who are buying the car. FRPP would be wise to sell the Mountune badged products directly from their catalog. Countless number of parts for my two Focuses have been from Europe, mostly in an attempt to return the car to its original design and content.

 

Tubular Header and High-flow cat: As I learned with my ZX3, a tubular header can really make some power with a 4 cylinder engine. SVT used the same concept for their Focus, and it can be applied to the Fiesta. While a header doesn’t look as easy to install on the Fiesta as it was on the Zetec Focuses, it still can be done. The performance gain will really make the Fiesta a fun track car, and the modification would most likely be attempted by the more die hard enthusiasts looking to get as much power as they can from bolt on components. 80% of the aftermarket sales will be for cat-back exhaust and intakes, but there is surely a market that will be looking for a tuned header. For my personal Fiesta, I think I will just keep the factory exhaust manifold and cat.

 

Suspension: While this is usually the very first thing I do to a car, the Fiesta has proven not to need any changes. Notice how I said “need” meaning people will still change it, but for me, the suspension is perfect. A slightly lower stance would be nice, but the actual spring rates and dampening levels are so well matched, I would hate to change them from the factory. I don’t think I have ever driven a car from the factory that has been perfect. The only exceptions are products from SVT or BMW’s M division, who both seem to do a fairly good job making cars go around corners.

 

Turbo kit: Many people will ask for a turbo kit, but I would guess that few will actually spend the money for a proper turbo kit. Unless it comes from the factory, I won’t be adding a turbo on my Fiesta. The initial cost, complexity of tuning and installation will keep me from adding one to my daily driver. If I was building a dedicated track car, I would do it. For what my Fiesta is going to be used for, I will pass unless it comes from the factory. The same goes for a supercharger.

 

Ok, there is my list of what direction I would take for aftermarket components for the Fiesta. I based many of the parts upon what I read and hear from other enthusiasts and what types of things I have done over the past 15 years of modifying cars. For my personal car, which will be a daily driver, I am planning on a short throw shifter, exhaust system, reprogrammed ECU, and aero package. It is outstanding that Ford has done such a great job with the Fiesta suspension. Besides the SVT Focus, the Fiesta will be my first Ford that I don’t need to toss the factory suspension and start over. Having some of those options available from the factory or as dealer installed options that can be purchased at the same time the car is purchased would be great.

Fiesta Open Track Review

By Bryan Redeker

            Is there anything the Fiesta can’t do? I figured it could do ok at autocrossing, but thought there is no way that the Fiesta could hold up under open track conditions. I predicted massive amounts of brake fade after a lap or so, the tires would overheat and lose their grip, and every corner would be met with understeer. I mean really, the Fiesta is not an open track car; it is a B-segment commuter that is designed to get good mileage. The Fiesta is not a STi, EVO, or M3. The Fiesta was not engineered to be a street car that goes to the track on the weekends. Or was it?

            Hiding beneath is Kinetic Designed sculpted body lies some real engineering. Under the bonnet is a 1.6L DOHC engine that feels to be way more powerful than 120hp. The futuristic cell-phone inspired dash and cockpit provide the perfect office to control the 2200 pound rocket. The Fiesta is not just a pretty body and a fancy dash stuck over a lackluster chassis, it is instead a total package of beauty and function. I know the car is outstanding on the street from the 3 months I have spent with it. However, for me, a good car needs to do more than just look pretty and do well on the streets; it needs to work on the track.

            That brings us to GingerMan Raceway in South Haven, Michigan. The 11 turn, 1.8 mile road course is one of my favorite tracks and has been a proving ground for everything I have owned. If it can’t handle the track, then I don’t want it. The track provides some great places to really test out a car at its limit. Two straight-aways have hard braking zones at the end, usually resulting in overcooking the brakes. Turn 2 is a decreasing radius sweeper which can send cars either plowing nose first into the weeds or spinning around. The braking zone in T3 is bumpy causing the ABS to come on or stalling out the engine if you lock. The 5-6 complex is one of my favorites because they create a 180′ turn in which different lines give you a totally different feel for the corners. T7 is a simple corner that leads into T8 and T9 which are long esses that seem to always catch me off guard. Get yourself out of shape at the T8/T9 right-left transition and the car will spin. I know, I have done it. T10 leads onto the back straight, and then to the scary T11 with pit entrance a wall in front of you. The only run-off is to dive into the pits if you get that corner wrong, otherwise the wall is there to take part of your checking account.

            I prepped the Fiesta by checking the torque on all of the lugnuts, then reducing the tire pressure to 37 psi cold in the front and 40 psi cold in the rear. My estimates are that they will heat up and be at 42 psi hot, which is the upper spec for the tire pressure. Helmet on, gloves on, engine started, time to get on track. Gradually I began to increase speed as the tires and brakes come up to temp, and I start to see how the Fiesta handles the track. I like to get a good idea of how the car behaves before really trying to push it. Schumacher said he finds the limit first, and then backs off. Right, I will just gradually work up to it instead. Once things are up to their proper temps, the fun begins. Each lap gets a little faster and faster, but the Fiesta doesn’t seem to protest. The brakes stay firm, and the tires howl just enough to tell me they are at their limit. I throw the car hard into the corners, and it stays neutral. No plowing understeer into the weeds, and the backend doesn’t step out during transitions. I am fairly sure the stability control kicked in a few times because the car felt like it was about to break the back loose and then instantly centered itself. The deeper I braked into the corners, the more the ABS would come on. Traction control would then activate coming out of the corners, which I wish it would not have. While the engine did not fall flat on its face as much as the SVT Focus does at the first hint of wheel spin, the Fiesta did seem to slow down for a second before going again. Most likely a case of the traction control cutting spark or retarding timing to regain traction at the front wheels. Eventually, the Pirelli tires would get hot and greasy. Time to come into the pits and let her cool down.

            In the pits I checked the tire pressures, and they were spot on 42 psi hot, right where I wanted them to be. To my surprise, the front wheels were not black as the night sky from being on track. The Fiesta smells like fried brake pads, and I love it.  One fear is that the drums would overheat and fade, but that never became an issue. Perhaps the front pads would be overworked and fade. After all, these are not track pads, they are production brake pads. I can get most cars to fade on the street and boil the brake fluid. Not the case with the Fiesta, there was some fade, but nothing compared to what normal cars exhibit on the street. The pads seemed to fade to a point, and then stay there until I was done. Steering response stayed precise for every lap, and the car always maintained its handling neutrality. There was very little understeer at turn-in or when the throttle was at WOT coming out of a corner. Suspension stayed firm even as the dampers become very hot. Clutch and gearbox handled the abuse well with no ill effects. Under hard braking the car kept its composure and required very little steering input to keep it straight. Really, there aren’t any complaints after being on track for 3 sessions. The Pirelli’s were the first to want to retire, but they were seeing abuse like they have never seen before. Considering these are factory installed tires, they exceeded my expectations on the track. Many street tires get hot and throw chunks of their tread blocks, not the case with these tires at all.

            So what improvement does the car need? That is usually the question that I go to the track to answer. Pushing the car to its limit is where you find what works and what doesn’t. The number one issue is the shift gates. Just as was the case in autocrossing, I needed to drop a gear in a few spots on the track to keep the engine revs high. The shift gate is too vague to allow a quick shift from 2-3 or from 2-1. I knew I could downshift into 2nd, but the upshift could leave me in 1st or 5th. Both would be bad, so I left it in 3rd and lap times suffered. Next, the traction control needs to have an on/off switch along with the stability control. While I did not have any issues with stability control on the track, it will become an issue in the winter when the handbrake is used for every turn. The traction control still robs too much power and slows the car down; a way to turn it off is a must. More seat bolstering would be nice as well. The car creates enough mechanical grip that I struggled to stay in the seat. Whoa, a commuter car that provides enough grip that I need more bolstering? Damn I love this car!

            Does the car need more power? Of course, but what doesn’t? Actually, the nice thing about the Fiesta is that it doesn’t make so much power you are afraid to push the car. My Mustang makes enough power to get me in trouble. I need to constantly feather the throttle to avoid wheel spin. The car also gets going really fast on the straights, so it eats brake pads trying to slow down. Get a downshift wrong in the Mustang and you spin. With the Fiesta, you can concentrate on the proper line, focus on your braking zones, and stay ahead of the car. I never felt like I was a passenger, but rather the pilot of one of the greatest compact cars to exist on the planet. The Fiesta passed the test on the track, and has earned the right to live at my house. Ford has created something amazing, and as long as the North American team doesn’t screw it up, they have a winner.