When the crossover car sector was kick-started with some vigour in the early part of the New Millennium, it was not envisaged that a full complement of model sizes would be demanded from each car manufacturer. The compact segment was soon joined by medium sector contenders and, then, larger variants. Yet, the combination of easier access, better space utilisation and a desire for lower running costs started to take precedence and the makers of even smaller models found themselves in direct competition with the big players, because they all wanted to stake their share claims.
For Ford that meant just one thing…Fiesta. Widely hailed as being one of the most competent small car benchmarks around the world, the designers and engineers at Ford worked feverishly to develop a wee brother to the well-received Ford Kuga, which is based on the Ford Focus platform. It would be fair to suggest that, as one of the largest car manufacturers in the world, the ‘Blue Oval’ probably has an easier time of it than most of its rivals. However, as the US equivalent of Volkswagen, it also has a ‘people’s car’ remit to fulfil, an aspect that can actually make the task more fraught.
The first generation of Ecosport models (2012) was received quietly by the new car buying public. A muted response from the omnipotent motoring media, in 2013, was not encouraging. However, the Ecosport is as much about niche-filling, as it is a highlight of genuine internationalisation; this new Ford was developed initially for the Brazilian market and was built locally at the Camacari plant but its relevance as a cost-efficient car for developing markets in India, China, Thailand, Russia and Romania, lent its manufacturing competence to their local factories too.
The latest (2018) versions of the Ecosport demonstrate Ford’s remarkable flexibility and, while the UK market has been supplied initially by Brazil, then by India, the Romanian plant is recognised as an East European resource better suited to supplying our showrooms. Complete with the new Ford family face, which links the Ecosport to both Kuga and US-built Edge models more succinctly, the latest iteration reflects the interior upgrades that maintain Fiesta in its Number One spot in several markets.
Central to its success has been the British designed and built, three-cylinder, petrol engine line-up. Developed at Dunton, the 1.0-litre unit comes in 99, 123 and 138bhp (the preserve of the ST-line trim) forms and is renowned for its astonishing, low-revs punch, which starts from a mere 1,300rpm and continues through much of the rev-range. Ford is unceasingly amazing at creating benchmarks by which all other competitors are judged. The all-alloy construction ensures that its warm-up time is halved over an iron block, which pays immense dividends in reducing pollution levels. Where a number of odd-cylindered engines use contra-rotating shafts to smooth out inherent imbalances, Ford has employed an ‘unbalanced’ flywheel into its drive-train that works most effectively, while its timing belt runs through an oil bath to extend its life-span and aid overall efficiency.
Factor in the exhaust manifold that is part of the cylinder head casting process and further warm-up times and fuel efficiency gains are made. It is a most ingenious design and has a footprint of around the same as a sheet of A4 paper, which further underscores its teensy dimensions and prodigious performance claims. Of course, the Ecosport is sold predominantly as a front-wheel-drive car, although a 4WD version, complete with a 1.5-litre, 124bhp alternative to the standard (2WD) 99bhp turbo-diesel engine is set to arrive on our shores soon. Of course, in diesel-demonised Britain, it remains to be seen how great will be its uptake rate, but the petrols are more than adequate.
Driving through a choice of 6-speed manual, or automatic transmissions, the Ecosport’s handling is sound and accompanied by crisp steering responses at the pleasingly weighted helm. Replacing the standard 16.0-inch diameter alloy wheels with either the 17.0, or 18.0-inch optional alternatives, succeeds in enhancing the Ecosport’s on-road stance but the larger alternatives also have a tendency, thanks to their lower-profile tyres, to make the otherwise smooth low-speed ride and handling compromise somewhat more knobbly. If you like the looks, be prepared to endure a ride comfort trade-off.
Naturally, all occupants benefit from the higher ride height, not least from the easier access to a spacious cabin. The view outward is first-class and the driver benefits from being able to gauge the car’s dimensions most satisfyingly, which makes parking and around-town manoeuvring significantly easier than many of Ecosport’s rivals.
Adopting the latest Fiesta dashboard is a master-stroke. Its blend of tactility and visual clarity is superb. While a 6.5-inch, full-colour touch-screen is standard fayre, both Titanium and ST-line alternatives receive the 8.0-inch option. Bang up-to-date, the system reacts quickly and offers immediate connectivity with Apple CarPlay and Android Auto smart-phone mirroring. The dashboard is alive with colour, which also makes it a joy to view, although the main instrument pack is a paragon of clarity.
Bearing in mind the Ecosport’s narrow footprint, its 4+1 seating accommodation is understandable but all occupants will be contented with the amount of space available. The rear seats split-fold 40:60 for added flexibility, while the side-opening rear door adds an unusual and eye-catching access to the boot, which is opened by depressing what looks like the reversing lamp in the offside-rear lamp cluster. Cleverly integrated, the door emits a lovely solid ‘clunk’, when it is slammed shut. In fact, the overall build quality of the new Ford Ecosport is exemplary. Combined with its cheeky overall styling, it is not surprising that it is a popular crossover.
