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Ford Fiesta mileage: hard-to-reach generator and brittle plastic on the outside and inside

This Fiesta was offered at a price comparable, and sometimes even higher than what was requested for a much larger and more practical Focus, so there are not many cars sold in Russia. And yet in the fifth generation Fiesta remains the most widespread for our country – there is a choice in the secondary market. Is it worth it to look at baby Ford for those who do not need the maximum car for a minimum of money? In the first part of the review we will describe in detail the problems of the body, the cabin, the electrics and the chassis. In the second – about engines and transmissions.

Equipment
The basis of this machine is a new at that time platform B3, created with the increased demands for comfort and safety. Fiests of the past generation were based on a significantly older “cart”, presented in the late 80s.

The task of improving security was handled perfectly – with the ABS and 4 airbags in the basic configuration, the model earned 4 EuroNCAP stars (by the standards of the B-class is very good), and everything was fine with the spaciousness in the cabin. Together with pleasant equipment and reasonable price, all this allowed the Fiesta to perform very successfully in Europe.

Technically, the car is extremely boring. The gamma of power units consists of a line of petrol aspirated and a pair of turbo diesel engines in combination with a manual gearbox, a primitive “robot” with a single clutch or a 4-speed hydromechanical automatic gearbox. Chassis – with MacPherson front and elastic beam at the rear. No all-wheel drive modifications, active shock absorbers, “intelligent” blocks in the electrical system – everything is practical and, at first glance, reliable. And in detail we will understand below.

Timeline
November 2001. Five-door hatchbacks are on sale. Engines – only Duratec 1.25 for 70 hp and Zetec Rocam 1.3 for 60 hp

June 2002. The appearance of three-door bodies, gasoline engines of 1.4 and 1.6 liters, a 70-strong version of the engine 1.3 and 1.4 turbo diesel TDCi. Motors 1,25 are no longer offered. The appearance of modifications with the automatic transmission and the “robot”.

January 2005. The appearance of the Fiesta ST with a 2-liter 150-horsepower engine.

October 2005. Restyling. Changes in appearance, new salon, new turbodiesel 1.6.

January 2007. The appearance of the Fiesta Van, a version without rear seats.

August 2008. The termination of the release of the model in Europe (until 2010 the car will be assembled in Mexico, until 2014, in Brazil).

Body
Ford Fiesta uses a typical corrosion protection for cars of the 2000s, when the exterior body panels are mostly made of galvanized steel, but the basis of the design is made of ordinary. Unfortunately, such a “partial” galvanization, and even with not very high quality paintwork and a large number of small and not very accidents, does not guarantee a good condition of the body. The chances of finding an instance with at least cosmetic defects are almost nil. And it concerns even very expensive cars of the last years of release in the price category “for 300”, not to mention cheaper and older copies.

The places of appearance of corrosion are standard: these are the edges of the wings, the doors below the moldings and the moldings themselves, the leading edge of the bonnet and roof, the tailgate, the sills. A thin layer of paintwork willingly peels off the “sandblasting”, especially since the shape of the thresholds is very conducive to this kind of defects.

The arches are minimally protected from such problems, in the front even the seams are not covered with sealant, and the plastic locker breaks, and a lot of dirt gets on the metal of the body. In the rear arches, the dirt is collected on the spring bracket, and in the rear right also behind the fuel filler pipes. The original mudguards protect the threshold well, but the wing in the zone of contact with the mudguard usually has a hard time – it will rust very strongly. In such conditions, the absence of penetrating corrosion of thresholds, wings and doors in most specimens is not bad.

Inspection should be carried out with mandatory inspection of the bottom of the body, and better with inspection of the cavities behind the lockers and monitoring the condition of all the seams of the trunk and engine compartment, checking the body pillars and the windshield frame from the bottom.

Do not forget to check the condition of the seams of the roof, especially in the rear. If the paint above the sealant in the cracks, then inside under the skin you may have a surprise in the form of a leak. An additional risk factor for the condition of the seams – of course, an accident. Sealant is small, it is not very elastic, so damage to it is often critical.

Speaking of cars after accidents: the renewed coloring of the openings is not always a consequence of serious body repair, the paintwork layer is simply wiped off with a not very successful sealant.

The exhaust system is most likely replaced even on cars of recent years of release, in our conditions it has not been holding for more than ten years. The brackets under the bottom, the subframe and the suspension elements also rust very intensively, since the safety margin is quite sufficient. There is a certain risk only for the rear beam – corrosion of the central lintel is fraught with violation of the geometry.

Low prices for body parts and the presence of many used / used parts of good quality up to some point allows you to maintain an acceptable condition of the car, but many owners do not want to invest at all.

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