Some people argue that crises create opportunities, and the Ford Fiesta is a perfect example. Introduced in 1976, the Fiesta ultimately became Ford’s answer to the 1973 oil crisis - although the project, codenamed Bobcat, had begun a little earlier, in 1972 - and it was commissioned directly by Henry Ford II, Ford’s "boss" at the time.
It wasn’t among the very first modern superminis with a "everything up front" layout - that honour belongs to cars such as the Fiat 127, Renault 5 or Volkswagen Polo (born as the Audi 50) - yet it was the first Ford to pair front-wheel drive with a transversely mounted front engine, exactly as it remains today.
We have already told the story behind its name - do read or re-read how the Fiesta got its name - but there is still plenty more to say about the very first Fiesta.
The beginning
The key lines of the original Fiesta were drawn by the prolific designer Tom Tjaarda and, while it didn’t visually break new ground, it stood out for its clean, "fresh" look, well-judged proportions, and the way every element appeared neatly resolved as part of a coherent whole.
That slightly conservative approach carried over to the engines as well. They were based on the familiar, long-serving Kent inline four-cylinder, adapted here for transverse installation - which is why Ford adopted the Valencia name (a nod to Valencia, Spain, where Fiesta production initially began).
At launch it was offered with 1.0-litre and 1.1-litre engines, but as time went on the Ford Fiesta range broadened, welcoming the plush Ghia trims and the much-coveted XR2 sporting variant.
The XR2 made its presence felt with twin headlamps, alloy wheels, a rear spoiler and the "essential" decals. What truly built its reputation, however, was the 1.6-litre Kent engine. With 83 hp, it could push the XR2’s modest 850 kg to 100 km/h in 9.3s and on to a 170 km/h top speed.
Along the way - and before a second generation arrived in 1983 - the little Fiesta also crossed the Atlantic to be sold in the USA as a response to yet another oil crisis at the end of the 1970s. It was offered there from 1978 to 1980, though it would not be the last time the Fiesta appeared on "Uncle Sam"’s turf.
Evolution of the species
A genuine sales hit, by 1983 the Ford Fiesta faced far more rivals - and far more capable modern competitors. Peugeot had already launched the 205, and Fiat introduced the Uno in that same year.
When it came time to renew the Fiesta, Ford didn’t start from scratch in the way its rivals did. Instead, it chose to carry out a more substantial-than-usual restyling of the original Fiesta.
The basic body shape stayed largely unchanged, but the front and rear ends were redesigned, giving a more up-to-date look and showing a stronger focus on aerodynamics - heavily influenced by the futuristic, even shocking Sierra launched a year earlier, with wind-tunnel-sculpted forms - while the interior marked a significant step forward.
A taller bonnet allowed the Fiesta Mk2 to adopt Ford’s CVH engines and to gain its first diesel unit. Finally, this second generation also introduced the first five-speed gearbox, as well as a CVT automatic (continuously variable transmission).
The Fiesta XR2 remained in the line-up and continued to fire up youthful imaginations. It switched to the 1.6 CVH engine used in the Escort XR3, lifting output to 98 hp, and the gearbox added an extra ratio, making five in total.
The Fiesta "arrives" for families
The first major "revolution" for the Ford Fiesta came in 1989 with the third generation. This time there were no restylings: the Mk3 sat on a new platform, enabling the Fiesta to grow in every direction and, crucially, to offer a five-door version - something almost all its rivals already had.
Despite the new platform, the previous generation’s engines carried over (albeit updated), while fresh developments were already in the pipeline. In 1992 the Ford Fiesta gained its first multi-valve engine, the 16-valve Zeta in 1.6-litre and 1.8-litre forms, which would later become famous under a different name: Zetec.
Even so, it was the sporting versions that drew all the attention. The XR2i’s "i" signalled the move to fuel injection, and it was joined by the RS Turbo introduced in 1990.
The engine was still the same 1.6 CVH eight-valve, but turbocharging pushed power up to 133 hp - and reviews of this fast pocket rocket were far from kind, with plenty of criticism aimed at both the engine and the handling, which fell short of the benchmark Peugeot 205 GTI and Renault 5 GT Turbo.
Its "reign" as the most performance-focused Fiesta ended in 1992, when it was replaced by the XR2i 16v or RS1800 (depending on market), which used the far more modern naturally aspirated Zeta 1.8 16v with 130 hp.
The final RS1800s gained a stiffer body and power steering - reducing lock-to-lock turns from four to three - which partly redeemed the flagship Fiesta’s performance and set the scene for what came next.
Much more than a restyling
Launched in 1996, the fourth-generation Ford Fiesta followed the approach used for the second: it was a deep evolution of its predecessor - though it would, in practice, prove to be a revolution.
The shell was strengthened and made stiffer, and the styling marked a sharp break from what came before - despite retaining the same side profile - but it was with this generation that the "Fiesta" name became firmly associated with being one of the class’s dynamic reference points.
Thanks to the work of Ford engineer Richard Parry-Jones - who would later, in 1998, become the brand’s vice-president of product development - the Fiesta gained exemplary "manners", both in the way it drove and in its on-road behaviour.
His influence had already made headlines with the first Ford Mondeo in 1993, but the achievement was even more striking with the Fiesta given the starting point - and the 1998 Focus was perhaps the "crown jewel" among the Fords developed under Parry-Jones’ direction.
The Fiesta’s dynamic abilities attracted praise from every angle, and it couldn’t have asked for a better partner than the arrival of the Zetec 16v engine. The 1.25-litre unit was developed in collaboration with Yamaha - with 1.4-litre and 1.6-litre versions also available. Alongside these, the Fiesta Mk4 also offered a 1.3-litre Endura and the increasingly "essential" diesel option, here with 1.8 litres.
There is a certain irony in the fact that these new dynamic strengths did not lead to a sporty Fiesta variant - perhaps to avoid stepping on the toes of the Ford Puma launched in 1997, which used the same foundations.
Then, in 1999, a restyling brought the Fiesta’s look (as far as possible) closer to Ford’s design philosophy at the time: New Edge Design. Although it was only a typical Mk4 facelift, Ford marketed it as the fifth generation Fiesta - and that decision has fuelled confusion ever since about how many generations the model actually had, with some claiming seven and others eight.
The Ford Fiesta enters the 21st century
A new century arrived, and the Ford Fiesta soon gained a (truly) new generation - the sixth, according to Ford. Launched in 2002, it debuted a new platform and once again grew in all dimensions.
The contrast with its predecessor was striking: it adopted a more conservative appearance, penned by Chris Bird, while still retaining links to the geometric, precise New Edge Design aesthetic - moving closer to what German brands (BMW aside) were offering at the time.
At first it was sold only as a five-door, but the three-door body with a more dynamic silhouette appeared soon after. It was this version that "had the honour" of bringing sporting Fiesta variants back.
For the first time the Fiesta wore the ST badge, and under the bonnet sat a naturally aspirated 2.0-litre producing 150 hp. Despite positive reviews, a certain Renault Clio R.S. dominated the segment with a more powerful 2.0-litre and a formidable chassis, leaving other pocket rockets such as the Fiesta ST in its "shadow".
Beyond that, the fifth… or sixth generation Fiesta carried over engines from the previous model, including the well-known 1.25 16v. However, there was room for new arrivals too, with the launch of fresh diesel engines: the 1.4 TDCi and 1.6 TDCi, created through the joint venture with PSA.
It received a refresh in 2005, and in 2008 the Ford Fiesta moved on to yet another generation.
The rally Fiesta
Until the seventh-generation Fiesta arrived, Ford’s rally "workhorse" role had been filled by bigger siblings such as the Escort and Focus. Now, however, the Fiesta would take over that baton - and it would not let go up to today.
It was a role that suited its new Kinetic Design styling, far more expressive and dynamic. The updates went beyond looks: although the platform was an evolution of the previous one - which underpinned cars as varied as the Ford B-Max, EcoSport, KA and Transit Courier - this was the generation that introduced a new family of engines: EcoBoost.
"You don’t measure a great engine in spans" is a fitting way to describe the little inline three-cylinder EcoBoost, just 1.0 litre in capacity and turbocharged. It was an engineering gem that collected award after award, including three consecutive International Engine of the Year titles, and six consecutive wins in the under-1.0-litre category.
It was also during this generation - specifically in 2013 - that the Fiesta rose to become one of the key references among hot hatches. Unlike its predecessor, the new Fiesta ST would not be consigned to anonymity.
With a 1.6-litre four-cylinder EcoBoost, it offered 182 hp, a figure that put it close to its main rivals - rising to 200 hp in the exclusive ST200 - yet it was the chassis that truly placed it at the top.
This generation was also responsible for bringing the Fiesta back to the USA, with Ford’s supermini going on sale there again in 2011, at a time when the North American market seemed more receptive to small cars - it seemed so, but it didn’t last long…
The last of its kind
That brings us to the final chapter of a story that began back in 1976. In truth, when the new Ford Fiesta (eighth generation) was unveiled in 2017, nothing suggested it would be the last.
As had happened before, the current Fiesta is, technically, a substantial evolution of its predecessor rather than an all-new clean-sheet design. It still sits on Ford’s Global B platform and, even visually, the links to the previous model are unmistakable.
The 1.0 EcoBoost became even more central to the range - and gained electrification with the arrival of mild-hybrid versions - while the much-wanted Fiesta ST reached 200 hp, albeit with a new engine that generated plenty of discussion. Instead of a four-cylinder like before, it used a 1.5-litre three-cylinder.
This was also the generation in which the Fiesta’s more luxurious versions received a new name. Previously known as Ghia, they became Vignale, but the underlying principle remained unchanged: more equipment and a richer, more refined feel for the small Fiesta.
Another new addition was the Fiesta Active, the supermini’s crossover or "rolled-up-trousers" version, created to satisfy our seemingly endless appetite for SUVs and crossovers.
"Armed" with plastic cladding, roof rails and now 18 mm of ground clearance, it is the most adventurous Fiesta of all - and given how often we have been encountering the Active on the road, it appears to have been a successful bet by Ford...
...but even that did nothing to save the Fiesta.
Despite having recently received a facelift, the "eternal" Fiesta turned out not to be eternal after all. Ford announced the end of production of its supermini for June 2023, closing a story that ran for almost half a century and exceeded 22 million units built.
Traditionally Ford’s best-selling model in Europe, the Fiesta has more recently been overtaken by the Puma (the SUV, not the coupé), a model that is more desirable and… more profitable. Step by step, the Fiesta lost territory that used to be its own, and now it has no space left at all.
"Blame" SUVs, rapid electrification, or the slim margins on smaller cars. The Cologne plant in Germany, where the Fiesta is built today, was selected for Ford to produce two new 100% electric crossovers positioned one segment above the Fiesta - in other words, in the Focus class - that is the new reality…
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