Ford Fiesta VS Audi A1
- Zesty performance
- Great handling
- Sounds terrific
- Manual only
- Can't hide cheap finishes
- Some shortfalls in practicality
- Great design
- Interior roominess
- Some interesting styling touches
- Could be more fun to drive
- Engines unknown for Australia
- Expect a price rise
For the new-generation Ford Fiesta 2019 range, only one version will be offered - the all-new Ford Fiesta ST.
It has big shoes to fill, following on from what was widely acclaimed as the benchmark when it came to budget pocket rocket performance and outright driver enjoyment.
And, like the previous model, the new 2019 Ford Fiesta ST follows the fun-for-your-money formula to a tee: front-drive, manual, turbocharged... but this time around, things are very different - inside, outside, and under the skin.
|Engine Type||1.6L turbo|
|Fuel Type||Regular Unleaded Petrol|
We first published this story on 21 November 2018, but the Audi A1 2019 model has still not launched in Australia.
The good news is that the Audi A1 2020 model is due to launch in Australia in October 2019. At the time we’re publishing this update, the company still hasn’t confirmed its plan for the new-generation A1 here.
Stay tuned for our detailed review coverage and all the pricing and specifications information you need to know.
As originally published, 21 November 2018:
Like a scrawny kid that reappeared after the school summer holidays with stubble, a deeper voice and newly bulging biceps, the second-generation Audi A1 isn’t how you remember it.
Sure, it’s still based on the same underpinnings as a Volkswagen Polo, but it has been designed to appeal to a different market to that car, and also to its predecessor.
This time around, almost 10 years after the original Audi A1 launched, it’s no longer a cute little city car - instead, it’s a compact muscle man, a far more angular and menacing looking little tyke. Still city-sized, but with a far more aggressive stance than the car it replaces.
But is it any good? I travelled to Spain as a guest of Audi Australia to find out.
|Engine Type||1.8L turbo|
|Fuel Type||Premium Unleaded Petrol|
The new-generation Ford Fiesta ST is instantly more appealing than its predecessor - it is smarter inside, more efficient and more powerful, more enjoyable and better to look at. There is no denying it will appeal to more people, even if it does miss out on the crucial automatic transmission that so many buyers want.
I just really hope Ford helps it along by making the five-door model available to local buyers, because it would be the best move - for the brand, and its potential customers.
Do you think the Fiesta ST should be offered in three-door, five-door, or both? Let us know in the comments section below.
The new-generation Audi A1 has gone a long way to appeal to a whole new market of customers, and while it may look more fun than a Mini Cooper to some, it isn’t as fun to drive.
That said, there is no doubt that it will lure younger shoppers in - provided it is priced and specified competitively.
Are you a fan of the new Audi A1? Tell us what you think in the comments section below.
It's less nosey than before - there's no doubt about that. The new Fiesta looks much better proportioned than its precursor, with an upright grille, sweeping lines through the body, and a "perfect" proportion between the metal and glass… according to the chief designer of the car. For what it's worth, I tend to agree - both in three- and five-door guise, this thing is a looker.
At the rear the tail-lights are now horizontal, rather than vertical, and that helps broaden the car visually, hunkering it down to the road. And in actual fact, the new-generation Fiesta ST is bigger in all the important directions than its predecessor: it is now 4068mm long (+93mm), 1735mm wide (+26mm) and the wheelbase is longer, too, now at 2493mm (+4mm). It's lower to the ground, as well: now 1469mm (-26mm).
Those dimensions are identical between three- and five-door models, and you can make your own mind up about which you prefer. But to me, there's a clear distinction between them: the three-door could be considered a bit of a selfish option - a car that's designed for the driver primarily, and that's undoubtedly a worthy attribute for a pint-size hot hatch; the five-door version is a more sensible option - it doesn't suffer enormous doors, and the packaging and practicality is pretty good for a little hatchback.
No matter the number of doors, the Fiesta ST gets clever door-ding protecting flip out barriers, the same as you see on a Skoda Kodiaq. It's a very nice piece of thoughtful design, especially for the three-door, because the doors themselves are massive for the size of the car.
The ST rolls on either 17- or 18-inch wheels, and it's unclear what we'll get (our money is on 18s). And it's still unclear if we'll get the three-door, the five-door, or maybe both. One would think that if Ford Australia was clever, it would try and maximise the options for buyers, because it's already excluding 90 per cent of the market by not offering an automatic transmission.
It’s hard to put into words just what a departure this new-generation version of the Audi A1 is compared to its predecessor.
It’s keener, more athletic, more energetic. The new physique is so aggressive it’s bound to agitate the compact luxury segment. It could even agitate some Audi owners, because it’s arguably more stylish than many of the models above it.
The company is at pains to point out that a lot of styling elements for this new model were borne of the iconic and gorgeously sharp Ur-quattro and Sport quattro models of the 1980s. I can see that - just take a look at some of the form language on show here - you could forget you’re staring at a five-door hatchback based on a compact VW.
There are angular headlights with LED daytime running lights, a big grille with three little slats above it (looks similar to the Hyundai Kona, right?), and the body has a less rounded, more edgy look to it. Tucked under the (yummy, RS-inspired) squared-off guards are wheels ranging from 15- to 18-inches in size, and at the back there’s a set of LED tail-lights, which can perform a sort-of theatrical illumination sequence at start up and shut down.
There are going to be 10 exterior colours on offer, an the roof can be had in two dark finishes, which are said to pull the roofline down and make it look flatter than it really is.
With such sharpness on show, it’s obviously a bit more masculine than, say, a Mini Cooper or Mercedes-Benz A-Class, and it arguably looks even sportier than those cars. There’ll be S line packages on higher-grade models sold in Australia, so expect no shortage of gills and fins and black vented sections when the car launches locally.
On that topic, Audi says it wanted to achieve “the sportiest interior in the compact class”, and to my eye, the brand has nailed it. We all know that some sports people offer admirable competitiveness and eye-catching form, but has it got interior smarts, too?
If there was a criticism that could be levelled at the old ST, it was that the interior felt like it hadn't moved on from its 2013 roots. The new one? Well, it's definitely up to date, even if it is also clearly based on an affordable hatchback and therefore has a few of less than luscious plastics.
There's the now typical tablet style media screen front and centre on the dashboard, an 8.0-inch touch-capacitive unit with the latest Ford Sync 3 interface, in-built sat nav, a crisp reversing camera display with active steering guidelines, and Apple CarPlay/Android Auto smartphone mirroring technology. It works well, and looks a helluva lot better than the existing car's 4.2-inch TFT with Sync 1.1.
The seats in the test vehicles were Recaro buckets, which may be a little tight at the base for broader-hipped individuals (yours truly included), but they offer terrific support and bracing in corners thanks to the huge body-hugging bolsters.
The seats also feature plenty of adjustment, including manual height adjust for the base, and tilt adjust as well.
Of course there are the usual storage bits and bobs up front - a pair of cupholders between the front seats (with illumination), a smallish centre console bin, and a pair of slim door pockets.
The back seat of the three-door and five-door models is suitable for getting you and your friends or children from one place to another, but it wouldn't be an enjoyable long-distance road trip car. And if you happen to go through some corners, you'll struggle to find anything to hang on to in the back (in a three-door, in particular) as there are no roof grab handles at all (three- or five-door).
The back seat does have ISOFIX and child-seat anchor points, but it misses out on some basic inclusions: there is no fold-down centre armrest, no rear cupholders, and only a couple of small storage areas - whether the model you're in has five doors or three. There are no rear air vents, either, but it's a pretty small car.
The boot is a good size for this class, too, with 311 litres of cargo capacity - easily enough for a couple of weekend bags. There's a space-saver spare wheel under the floor - unless you get a car with the Bang & Olufsen stereo system, which uses that area for a subwoofer and instead includes a "tyre management kit".
This is a car aimed at a digital-savvy customer and, as such, every version of the A1 comes with a 10.25-inch digital instrument cluster, plus a multi-function steering wheel. There’s a further step beyond that - Audi’s ‘virtual cockpit’ sees additional abilities for the driver to make use of.
A few different sizes/types of Audi’s MMI system are to be offered globally, including a 10.1-inch touchscreen. Apple CarPlay and Android Auto phone mirroring are standard, and thankfully it looks as though there won’t be any model with a rotary dial controller rather than a touchscreen (as there is in the Audi A4). It’s not clear what we’ll get in Australia yet.
Of course there’ll also be Bluetooth phone and audio streaming, not to mention two USB ports and available wireless phone charging (Qi inductive charging - expected to be offered on higher-grade models). The MMI system also has DAB radio, and some models will be sold with a Bang & Olufsen sound system made up of 11 speakers.
The sat nav GPS system offers a 3D urban display, and there’s the ability to download up to four map updates per year using the ‘Audi connect’ sim-based connectivity. That system can predict traffic jams and suggest alternatives based on cloud-stored, real-time information.
More important than all the tech, though, could be the interior styling - with a fish-scale/crocodile-skin finish running the width of the dash, plus bold colour-matched plastics up front in the cabin, including around the instrument binnacle, the lower dash and even inside the angular door-handle housings. This isn’t mirrored in the back seat, sadly, with simple finishes reflecting a cost-cutting effort.
In fact, there’s a bit of that going on. The door trims are hard plastic, where the dashboard gets a soft texture. Call me odd, but I’d prefer a soft patch on the doors than the dash, because I don’t often rest my elbow up on top of the dashboard, personally.
And one other annoyance - the front seats have height adjustment, but they don’t get low enough - so if you’re taller than average you might find it a little high-chairish.
There are decent storage smarts, though, with cup holders up front, and an additional large cubby in front of the gear selector. Plus there are big door pockets with bottle holders in all four doors (but they aren’t lined, like in some other VW Group products) and there’s a set of map pockets in the back, but there are no cupholders back there, nor is there a central arm-rest. In fact, it feels pretty sparse in the back.
There are dual ISOFIX child-seat anchor points, as well as three top-tether points.
In terms of space for adults, it’s considerably more roomy than the previous version, with decent knee and headroom for people my size (182cm), but fitting three adults across would be a tough ask. It’s a compact car, after all.
The new model sees the boot capacity increase notably: luggage space is now rated at 335 litres, some 65L more than its predecessor. That figure increases to 1090L with the rear seats folded down. All Audi A1 models sold in Australia will come with a space-saver spare wheel under the boot floor, too.
Price and features
We don't know what it will cost just yet, but strong indications from Ford Australia suggest a price tag of less than $30,000. It'll need to be there, given it is manual only.
Ford Australia has indicated it knows where the competitors sit - the new-generation Volkswagen Polo GTI is the main one, and that car will be automatic only (dual-clutch), and come in five-door guise, priced at $30,990.
Like its German rival, the Ford hot hatch will come comprehensively equipped for the money. There's an array of safety gear (see below) fitted as standard, plus a bunch of nice interior and exterior highlights.
Things like push-button start, keyless entry, leather-trimmed steering wheel and gear knob, Recaro sports seats with sporty cloth trim, auto headlights and wipers, cruise control, single-zone climate control and possibly heating seats and a heated steering wheel.
It's expected there will be 18-inch wheels fitted as standard (take that, 17-inch clad Polo GTI!), but it appears unlikely Aussie buyers will get the option of a dual-pane glass roof that is being offered in some markets.
The real determinant for a lot of buyers could be whether the company decides to offer three- and five-door models, though. As a one-time fancier of the existing Fiesta ST who ruled it out as a potential purchase out because it was a three-door, I know I speak for a lot of would-be Ford customers in saying that a five-door would be very, very enticing.
Expect the entry point to the range to be close to $30,000 (up from the auto base model of the current generation, which lists at $28,990 plus on-road costs, although the new model will be more comprehensively kitted out than before), while the highest grade version at launch will likely cost more than $40,000.
Customers can expect a fairly strong standard equipment offer, but there’s nothing confirmed as yet.
What we can tell you is that the brand will follow the new naming strategy for the model range, meaning we could see the base model demarcated as the 30 TFSI, a mid-grade 35 TFSI and a high-spec 40 TFSI, the latter of which is expected to brandish the S line styling package as standard.
An educated guess would suggest push-button start and keyless entry across the lineup, alloy wheels on all grades (17-inch expected on low grades, 18s on the range-topping model), and an array of paint colours and interior trim packs.
Stay tuned for a full, detailed pricing and spec breakdown closer to the car’s launch in around April 2019.
Engine & trans
The 1.5-litre three-cylinder turbocharged petrol engine matches the power output of the existing model (well, the old model on overboost, anyway), with 147kW at 6000rpm. That's pretty amazing horsepower from a triple.
The torque figure needn't be sneezed at, either with 290Nm from 1600-4000rpm. That's 50Nm more than the old car (or 20Nm more if you're talking the overboost numbers), across a slightly narrower rev range. But the tractability of the engine is superb. Read the driving section below for more on that.
Oh, and you might want to know the 0-100km/h time, too? It's 6.5 seconds, which is 0.4sec quicker than the claimed 0-100 time of the existing car, and that's despite the fact it's quite a bit heavier than the existing model: three-door for three-door, the weight is up 90kg (now 1262kg), and the five-door is 21kg. Top speed is claimed at 232km/h.
It’s difficult to say what we’ll get in Australia, because the engines fitted to the European versions we tested in Spain mightn’t be wholly representative of our offer.
That’s because all models sold in Europe fall under the strictest emissions legislation, meaning each is fitted with a petrol particulate filter. Australian cars won’t get those powertrains, because our fuel has too much sulphur in it, and the petrol particulate filters aren’t able to digest it. So, we could get older, lower-tech engines, and can theoretically expect higher-than-European-models fuel consumption.
All that said, the way the range is structured in Europe suggests we will see a line-up along these lines:
It’s expected the base model version in the A1 line-up (30 TFSI) will be sold with a 1.0-litre three-cylinder turbo-petrol engine producing 85kW/200Nm. It will have a seven-speed dual-clutch auto transmission. We drove this engine at launch, but it was paired to a six-speed manual, and we won’t be getting that.
Next up the range is the 35 TFSI 1.5-litre turbo four-cylinder with 110kW/250Nm, which is said to offer decent performance - both in terms of acceleration speed (0-100km/h will take less than 8.0 seconds) and fuel use, because it can shut down two cylinders under light loads. Again, it’ll come with a seven-speed dual-clutch auto.
There’ll also be a turbo four-cylinder engine that’ll live up to the angry look of the new A1, with 147kW/320Nm (the 40 TFSI). This is essentially the Audi version of the Polo GTI, and it will have a standard-fit six-speed dual-clutch auto, with a claimed 0-100km/h time of just 6.5sec.
Will there be a second-generation S1? I wouldn’t bet my house on it. All indications we’ve had from Audi suggest there will be no second-generation hot-hatch version, as the first one was expensive to develop and didn’t sell well. That means there’s very slim chance of any model in the A1 line being sold with the brand’s hallowed quattro (all-wheel drive) system.
The new Fiesta ST is claimed to use 6.0 litres per 100 kilometres, which is high for a three-cylinder engine… well, if it were an economy-tuned three-cylinder. But it's still pretty good for a hot hatch.
And the 1.5-litre is the first three-cylinder from Ford to offer a cylinder deactivation system, which can make the engine run on two cylinders only under low loads. You can hear it and feel it when that happens, but it's apparently good to help you save about 6 per cent on fuel consumption when it does.
Over a very - shall we say - spirited drive in the mountains behind Nice in France, I saw just over 10 litres per hundred indicated on the dashboard.
Fuel consumption is said to be as low as 4.8 litres per 100 kilometres for the 1.0-litre three-cylinder 30 TFSI model, but there are no details on the fuel consumption of the 35 TFSI and 40 TFSI versions as yet.
I love the character and sound of three-cylinder cars - I own two of them, a Mini Cooper and a Volkswagen up! - and anyone who may have thought that the charm of the Fiesta ST could be damaged by the swap from four to three cylinders, you needn't fear. It's more loveable than ever.
The way the engine sears with power and punches its torque out is phenomenal, a true testament to Ford's engineers that have made something thoroughly entertaining with the 2019 Fiesta ST.
Of course it still has a six-speed manual - it's a Euro hot hatch, after all - but still no automatic, dual-clutch or otherwise. It's a good little gearbox, with decent shift feel and a light but usable clutch. The throw is a little long, and first gear is pretty short, but it's easy enough to pedal through the gears.
There is a launch control system that'll hold revs for you, allowing you to dump the clutch and take off very speedily. And if you're worried about just how quick you're going, there's a digital speedometer in the middle of the manual gauge cluster. It's a shame the new Fiesta doesn't get the same 12.0-inch digital driver display that the Mustang has - it would have lifted the interior ambience even more.
It also lacks a rev matching system - aaaaaand you get that sporty tech in the a new-generation base model manual Corolla.
The traction on offer is immense - as you may expect, the vehicle we tested with the Quaife limited-slip differential clambered out of tight corners tremendously, where the car with the open diff was more of a handful in the twisty stuff.
There's also a torque vectoring (by braking) system, which will grab the brake of the inside front wheel to enhance the turn response, and if you want to, you can provoke the back end to step around on itself to a degree - if you opt for the Sport ESC setting and Sport drive mode and find a series of hairpins, the Fiesta ST will cock its back leg more than an eager dog on a morning walk.
We didn't sample Race Mode, because we weren't at a race track. Safety first… and as it was, we had to dodge public holiday cyclists by the hundred, and speeding Renault Kangoo drivers that seemed to have forgotten what side of the road they were supposed to be on.
There is no Individual or Custom mode, so you can't pick and choose settings you might want to.
There is some torque-steer to contend with, but rather than being annoying, it's actually pretty endearing - and the ultra-quick steering (a 12:1 ratio electric steering set-up, the quickest ever from Ford) makes you feel more dialled-in to the drive experience.
While some of my fellow Aussie journos had questions over a slight fuzziness to the steering on-centre, I had no such complaints with the way this car tipped into a tight bend or changed direction part way through.
Another dialled-in element is the suspension - the front end is a MacPherson strut set-up with twin-tube dampers and a thick (22.5mm) anti-roll bar, the rear a torsion beam arrangement that is stiffer than anything else to have come from Ford Performance.
The most surprising bit is how nicely the Fiesta ST rides. It is undeniably more comfortable than the existing model (I got a lift in one just two days before the launch drive), and while our test loop wasn't the typical rat-run through the back streets of Sydney or Melbourne, it promises to be well sorted when it comes to bump and body control.
The A1 comes across as a more convincing attempt at a compact luxury car than an outright fun car, and that’s not necessarily a bad thing.
Over our time in the A1 in Spain, we drove the (predicted) 30 TFSI base model, with its charming and characterful three-cylinder engine, which seemed to fit the bill of being a bit more entertaining to drive than the model above it, the 35 TFSI.
The 1.0-litre had the typical rumble and vibration at lower speeds, and fell victim to turbo lag more than the bigger-capacity four-cylinder engine. But in some ways, that made it feel a little more engaging to drive.
The 1.5-litre was perfectly refined and nice to drive, with enough punch for the vast majority of people’s needs. Its steering was light and a bit lifeless, but the ride comfort (on 17s) was good.
The sportiest version of the mix was easily the 40 TFSI, with its punchy 2.0-litre engine offering zesty acceleration and decent refinement. The shifts were quick and crisp, though it wasn’t quite at the level of a ‘proper’ hot hatch in terms of dynamics. It was fitted with the performance package with bigger brake discs, adjustable dampers, a sound actuator and Audi’s ‘drive select' system (with auto, dynamic, efficiency and individual modes).
There was some torque-steer noticeable under hard acceleration, and because the platform isn’t set up for a more agile chassis (there’s MacPherson front suspension but all models come with a torsion beam rear suspension set-up), it wasn’t a point-to-point weapon. But it’s not really designed for that.
Even so, the steering of the 40 TFSI model was better when dynamic mode was selected, and in general it felt more involving than the rather remote, light tiller action in the other models. The dynamic mode in this car also adjusted the adaptive dampers to feel more tied-down, but - unlike some of my Australian colleagues - I didn’t find the ride to be too hard or harsh.
The sound actuator mightn’t be to all tastes, but I appreciated the wailing warble pumped through the speakers under hard throttle. Oh, and the Bang & Olufsen sound system is really good, too.
The biggest complaint I had with the drive was the amount of noise in the cabin, which pulls the A1 back from pint-sized luxury car into the realm of regular city hatches. On coarse-chip road surfaces the tyre roar was annoyingly loud, and there was some wind noise at 110km/h from around the A-pillar area, too.
The new Ford Fiesta ST hasn't been crash-tested anywhere in the world, but the regular model has, and it scored the maximum five-star rating under the Euro NCAP regime. It isn't clear if the ST will cop the same score or not just yet.
The standard safety kit list in the Fiesta ST is extensive.
Along with six airbags (dual front, front side, full-length curtain - no driver's knee like the existing Fiesta) there is a reversing camera, rear parking sensors, auto emergency braking (AEB), lane departure warning, lane-keeping assist, blind-spot monitoring, auto high-beam lights, traffic sign recognition, hill-hold assist and driver fatigue alert.
There’s a very strong chance the Audi A1 will achieve the maximum five-star crash test safety rating from Euro NCAP and ANCAP. It hasn’t been tested yet, but it has all the right gear to manage the feat.
Standard equipment includes ‘Audi pre sense front’, a radar-based auto-emergency-braking system with pedestrian and cyclist detection, which can also pre-tension the front seatbelts, wind up the windows and flash the hazard lights if it thinks impact is unavoidable.
There’s a standard lane-keep-assistance system (above 65km/h) and a speed limiter for the cruise control.
Other tech available includes adaptive cruise control (0-200km/h for auto models), and finally - after nearly nine years of not having one - all models will be sold with a standard-fit reverse camera in addition to parking sensors.
Some models will be offered with front parking sensors and side sensors, along with a semi-autonomous parking system that can perform parallel and perpendicular parking moves. Not a confident parker at all? Worried about nudging bumpers? The system can even exit a parallel spot for you.
It doesn’t appear that Audi will offer blind-spot monitoring, nor is there a rear cross-traffic alert system - but models fitted with radar cruise control will get front cross-traffic alert, which is super handy in tight city streets.
It's a much more promising ownership program than it once was, with Ford having recently introduced a five-year/unlimited kilometre warranty across all of its models (purchased from May 1, 2018). Previously the brand backed its cars with a three-year/100,000km plan.
There will be capped-price servicing under Ford's 'Service Price Promise' plan, which will span the life of the car, as it does with all Ford models. The previous plan required servicing every 12 months/15,000km and it is expected that will be the same for the new model.
Ford will also update the Sync 3 sat nav maps for seven years from the date of purchase if you maintain your car with them throughout.
If nothing changes between the international launch drive and the local launch of the new Audi A1 in the second quarter of 2019, it will be covered by a three-year/unlimited kilometre warranty, which is okay, but mainstream brands could offer more appeal to city-car customers - some offer up to seven years warranty...
Audi will offer a reasonably priced service pack that can be bundled into your finance. It will include required maintenance every 12 months/15,000km, and you can bank on it adding about $1500 to the purchase price for a three-year/45,000km plan.