Ford Fiesta vs RAM 1500

What's the difference?

The Fiesta ST is an addictive car to drive. It's a modern classic and hard to beat when it comes to engaging performance and smile-inducing dynamics. Add in excellent value for money and you have a certified performance car bargain. 

As with all current-generation Ram 1500s, the Rebel remains one of our favourite full-sized American utes on the Australian market.

Yes, it is not cheap, and a few items standard on the Laramie Sport have been deleted for better or worse, but the Rebel offers better off-road capability without losing any of the regular 1500’s driver enjoyment, comfort, refinement and overall class.

An upsized Ranger Wildtrak with more civility than its redneck reputation suggests.

The styling changes ushered in by the 2022 update are subtle. The Fiesta ST gains a revised front fascia with LED Matrix headlights, a larger grille with a repositioned Ford badge, and restyled bonnet and bumper. 

It gets a fresh 18-inch alloy wheel design and black tail-light surrounds at the rear. It also comes in two new exterior paint colours - 'Mean Green' and the 'Boundless Blue' of our test car.

The current-generation Fiesta ST has an appealing design that represents a clear evolution of its predecessor, and, arguably, it didn’t need much work this time around.

The ST’s sporty bodykit adds a touch of aggression but not in a boy racer sort of way. It’s a classic hatchback design with a bit of an edge. 

Essentially, the 1500 Rebel is a Laramie Sport with a few changes to make it look a little more athletic.

Changes include an extra power bulge in the bonnet, a restyled grille treatment, black powder-coated steel bumpers, daytime running spot lights, 18-inch rather than 20-inch off-road alloy wheels and the aforementioned one-inch (26mm-ish) suspension lift – partly as a result of the knobblier tyres, Bilstein off-road dampers and revised springs, all for better clearances.

Speaking of which, that’s why the retractable side steps have been deleted. The approach/departure/breakover angles are rated at 20.9, 22.2 and 19.2 degrees respectively.

That the Rebel loses the RamBox does mean a bit more tub width, but at the cost of 210 litres of hidden storage.

What’s left are mostly visual changes, including a two-tone colour scheme with black paint on the lower sections, extra blacked-out trim, Rebel badges and decals and three grade-specific hues: 'Bright White', 'Flame Red' and 'Hydro Blue'.

Dimensionally, the 1500 is definitely in the next-league up compared to a Ranger or HiLux, with length at 5916mm, width at 2057mm (excluding mirrors – that balloons out to 2747mm with them) and height at 2006mm. Wheelbase is set at 3672mm. Which does wonders for interior space.

Inside, a red and black look pervades, resulting in Rebel upholstery and material applications, but the seats and dash remain pure Laramie Sport – and that’s no bad thing, as the DT series remains the most car-like and refined interior of all the big US utes.

Let’s dive in.

As part of the update, the Fiesta ST gains new Recaro front sports seats that are firm and hug the body tightly. You feel well supported when cornering. The mix of synthetic leather and suede looks spot-on.

Like a number of sports-focused models, the ST features red stitching throughout the cabin - on the steering wheel, gearbox gaiter and air vent surrounds - and while it’s ubiquitous, it’s still a nice touch.

The chunky perforated leather steering wheel feels nice to touch, as does the metal gear knob. 

Cabin materials are a mix of soft-touch and hard plastics, and there’s carbon-fibre-look inserts on the dash.

There’s no denying Ford’s dash design is a huge improvement over the previous-generation Fiesta that ran from 2009, but the current model still lacks the polish of the VW Polo. It’s about on par with the Hyundai i20 N, although the Ford’s layout is a little busier.

In saying that, it’s hard to fault the cabin’s functionality. It has a deep central storage bin, which is larger than most cars in this category, a decent sized glove box, two-and-a-half cupholders in the centre console and storage for narrow bottles in the doors.

There’s a wireless charging dock behind the gear shifter, two USB ports (one in the storage bin and one next to the charger), as well as a 12-volt charger.

It’s nice to see the ST still has a manual park brake, too.

The facelift introduced a 12.3-inch fully digital instrument cluster, and while some may lament the loss of analogue dials, it’s nice to see Ford taking the opportunity to improve the tech.

The multimedia is housed in a smallish 8.0-inch digital screen sitting atop the centre stack and it runs Ford’s Sync 3 system. 

Sync 3 functions well, is hard to fault and the menu layout is easy to navigate, but it is being left behind by competitors with more modern and appealing graphics. The latest version in the new Ranger will no doubt be a major improvement, but we won’t be seeing it in this generation of Fiesta.

The diminutive size of the Fiesta ST is more apparent when sitting in the rear seats. It’s pretty tight behind my 183cm (6ft) driving position, with my knees hitting the rear of the front seats. 

It’s a cramped space that’s not designed for long trips by adults. It has redundant tiny rear-side windows behind the C-pillar, but on the plus side, there’s acres of headroom. 

It lacks rear-seat air vents and the closest USB port is in the front centre storage compartment. Taller bottles won’t fit in the doors and it lacks a centre fold-down armrest, but it has map pockets.

The rear seats are flat and the Fiesta has outboard ISOFIX points for child seats.

Realistically, most people buying a car like this aren’t using it to haul children around so think of it as a two-seater with handy rear-seat storage.

The rear seats fold 60/40 but not flat. A space-saver spare wheel lives under the boot floor and it has a high boot lip, meaning you have to lift items up and over to get them in. 

At 311 litres, it’s a decent sized boot with usable space. It’s just one litre more than the Hyundai i20 N, and six litres more than the Polo GTI.

This is as much an interior review as anything else, because the Walkinshaw Automotive Group’s engineers have created nearly 50 unique dashboard parts in the 1500’s transition from LHD to RHD.

These join the hundreds of other items that have been modified throughout the big ute.

Haul yourself up and inside, and what you’re met with is essentially a Laramie Sport, but with a more-athletic vibe due to the red-and-black Rebel trim upholstery. In this evaluation example, the presentation, fit and finishes were exemplary.

Everything seems to be in Cinemascope. The sheer girth of the cabin; the excellent vision afforded by lofty seating as well as the deep windscreen and side windows; the abundance of light showering in from the dual-pane sunroof; wide yet cosy front seats that ensconce you like a bear hug – are there comfier ones out there in the world of utes? We doubt it; and heaps of space for your head, shoulders, arms and legs.

Most people should be able to sleep crossways on the back seat floor.

Back up front, the vast multi-layered dash is conventionally designed, with a 12-inch instrument display ahead of the driver and a long, portrait-oriented 14.4-inch touchscreen (containing a superb premium audio system).

But, unusually, there’s also a 10.25-inch multimedia screen for the front passenger, which isn’t visible to the driver for road-safety reasons.

Drilling into the details, there’s a satisfying attention to design to the instrument dials that you’d expect from an Italian brand – Ram owner Stellantis is partly consisted of Alfa Romeo, Fiat and Lancia, after all, as well as Citroen and Peugeot.

It’s also in the feel and quality of the presentation, as well as the general ergonomics, where most of the controls and switchgear are within reach, readily understood and easily operable – after a few moments taken to learn what’s what.

Confidence and swagger, without being too brash or ostentatious. An F-150, in contrast, seems cheap and hard inside.

Weirdly, given all the room around you, there’s also a sense of being a bit hemmed-in, thanks to the ultra-wide centre console. It houses an attic’s worth of storage capability, and is nicely integrated within the overall dash architecture.

It’s a pity, then, that Ram doesn’t offer a three-person bench seat up front – or, at least, a two-person love seat for the passengers right beside the driver’s bucket. There’s certainly enough space for that.

A half-day with the Rebel failed to showcase too many faults or irritations. There’s too much wind noise coming in at speed due to those elephantine exterior mirrors, there’s no digital radio and not everybody will like the red trim inserts. In this regard the vibe is more garish Germanic than restrained Italianate.

Remember, too, the Laramie Sport’s sliding centre console and reclining rear backrests aren’t fitted to the Rebel.

Not that you’d necessarily miss the latter, since the bench is nicely angled and seems comfortable enough. Obviously, there are acres of space to move and lounge about in, and pretty much all the usual amenities are present.

These include USB ports of both varieties, heated outboard seats, face-level ventilation, cupholders, map pockets overhead lighting, a coat hook, and the glorious sunroof that allows so much light to flood in.

There’s extra storage beneath the cushions as well as in the door panels, while a small portion of the back glass slides open. Apparently, that’s handy for hearing and giving instructions when working with the ute. Clever.

And, of course, so is the massive tub out back, complete with a full-sized spare wheel.

For now, Australia only receives the five-foot/seven-inch – or 1.7m long – tub, rather than the longer 6' 1" option offered in earlier 1500s. The Rebel’s payload jumps 30kg, and still maintains its 4.5-tonne towing capacity.

Note that, with the deletion of the RamBox cargo storage units, load-area width increases, but only by 15mm, and you lose 210 litres of hidden tub storage.

For the record, the tub dimensions are around 1700mm (length), 1295mm (width) and 543mm (height). The upshot is about 1500 litres of cargo capacity.

And, of course, there’s the maximum braked towing capacity of 4500kg (with a 70mm ball), 750kg unbraked, 7771kg for Gross Combined Mass (GCM), 3505kg for Gross Vehicle Mass (GVM) and an 893kg payload maximum.

Finally, a heavy-duty tow bar, 12-pin wiring harness and trailer brake controller are standard equipment.

This isn’t a replacement for the bombastic Ram 1500 TRX, which has sadly disappeared along with the classic Hemi V8 (though it may come back sometime in the future), but rather an adjunct to the base Laramie Sport. Just with more off-road sportiness.

Like all 1500s, as well as the conceptually-similar Silverado 1500, Ford F-150 and Toyota Tundra big utes, the Rebel is fully-assembled in the United States in left-hand-drive form, then shipped to and remanufactured in Melbourne for right-hand-drive.

This is no small task, with the Ram boasting hundreds of new and/or modified parts, needing over 80 man-hours of labour in the process.

Hence the high prices – with the Rebel matching the Laramie Sport at $141,950 (all prices before on-road costs).

More than just a sticker pack, the Australian Rebel includes one-inch higher-riding suspension, Bilstein off-road shocks, 32-inch all-terrain Falken Wildpeak 275/65R18 tyres, an electronically locking rear differential, underbody skid plates, a higher payload, special off-road cruise control and a so-called 'Power Bulge' bonnet – though there’s no extra performance under there, sadly, over the Laramie Sport’s existing SST (for Straight Six Twin-turbo).

You’ll need the $159,950 Limited flagship with its High Output SST engine tune for that.

Like the Laramie Sport, the Rebel seems almost sumptuously equipped, and includes goodies like a separate 10.25-inch multimedia display for the front passenger as well as a 14.4-inch central touchscreen and a 12.0-inch electronic instrumentation, 19-speaker Harman Kardon audio, dual-pane sunroof, heated seats front and rear, dual wireless phone charging, a sliding back window, power adjustable pedals and a fully-powered tailgate.

These come on top of a spray-in bed liner, cargo tie-down slider rails, LED headlights, wireless Apple CarPlay/Android Auto connectivity, a reversing camera and front and rear parking sensors. Handy in a truck this long.

There’s also a decent wad of advanced driver assist systems too, like autonomous emergency braking and adaptive cruise control. More on those in the safety section later on.

But it also loses some interior items too, like a sliding centre console, a reclining rear bench and 'RamBox' cargo storage, while digital radio is not available at all… which – to paraphrase '80s punk-rocker Billy Idol – might have Rebel owners yell out for more, more, more!

Anyway, there are also a few things missing outside too that are otherwise standard in the Laramie Sport.

Under the Fiesta’s cute bonnet is Ford’s 1.5-litre three-cylinder turbocharged petrol engine delivering 147kW at 6000rpm and 320Nm at 4000rpm - the latter is an increase of 30Nm over the pre-facelift model.

Interestingly, it now matches the power and torque outputs of the Polo GTI. The i20 N pumps out 150kW and 304Nm.

The engine is exclusively paired to a six-speed manual gearbox - there is no auto transmission available - and it is front-wheel drive.

Underneath the power bulge bonnet is a 3.0-litre twin-turbo in-line six-cylinder petrol engine known as the 'Hurricane'.

Sharing just five per cent of its parts with Jeep’s version, the Rebel uses the Standard Output (SO) tune, meaning this Euro 5-rated direct-injection unit delivers a heady 313kW of power at 5200rpm and 635Nm of torque at 3500rpm.

The High Output (HO) in the Limited, on the other hand, ups the ante with 403kW and 707Nm.

Compared to the old 291kW/556Nm 5.7L Hemi V8, the Hurricane SO lacks its evocative exhaust burble and effortless low-down grunt, but the figures don’t fib: 7.6 per cent more power and 14.2 per cent more torque.

Tipping the scales at 2615kg, the Rebel returns an impressive 120kW/tonne (versus 109kW/tonne for the V8), resulting in a 0-100km/h sprint-time of just 6.0 seconds, according to Ram (HO: 5.3s). That the Hurricane weighs nearly 60kg less than the Hemi helps.

Torque is sent to either the rear wheels in 2WD mode or all four wheels in 4WD mode via an eight-speed torque-converter auto, that Ram evocatively calls ‘TorqueFlite’ – memories of old Aussie Chrysler Valiants here.

A full-time on-demand transfer case is fitted, offering '2WD High', '4WD Auto' and '4WD High/Low' along with a locking rear differential.

As with all 1500s, there are wishbones up front and the rear axle is a coil-sprung rather than leaf-spring set-up.

Ford claims the Fiesta ST has an official combined cycle fuel use figure of 6.3 litres per 100 kilometres. 

After a week of predominantly inner city and freeway driving, we recorded a much higher 10.2L/100km. However, that was very shortly after an enthusiastic back-road blast to test its performance chops. We did see single-digit numbers throughout the week prior to that.

The Fiesta requires premium 95RON petrol and it has a 45-litre tank. CO2 emissions are 144g/km of CO2.

Ram says the Rebel returns a combined average of 10.7L/100km, which translates to about 283 grams/km of carbon dioxide emissions. That’s a small improvement over the Hemi V8’s 12.2L/100km and 325g/km figures, aided by stop/start tech. But stirring performance, rather than outright economy are the priorities here, according to Ram.

Brimming the big 98-litre fuel tank with 91 RON standard unleaded petrol should see a theoretical average range between refills of 916km.

It’s easy to find your ideal driving position in the Fiesta ST, thanks to the reach and height adjustable steering wheel and the adjustable seat.

Aside from the extra 30Nm dollop of torque, Ford hasn’t changed anything else about the Fiesta ST mechanicals for 2022, but arguably, it didn’t need to.

The pre-facelift model could cover 0-100km/h in 6.7 seconds, and while Ford has not revealed whether that has changed with the facelift, it feels about right.

It’s brisk from a standing start, without being neck-snappingly quick, but there is strong urge and a lack of noticeable turbo lag. There is, however, some axle tramp on take-off, particularly in the wet. We also detected some torque steer when pushing hard up a hill, but it was minimal. 

Speaking of, the little three-pot turbo engine is utterly unfazed by steep hills - it just keeps adding speed. A light kerb weight of 1218kg helps here. 

The three-pot turbo engine sounds wonderful when accelerating, and the Fiesta ST begs to be driven hard.

The engine is perfectly matched with the slick shifting six-speed manual gearbox that has lovely short throws and is a joy to use. Even if Ford offered an auto with the Fiesta ST, it would take away from the driving experience.

'Sport' mode ups the growl from the engine and throttle response, but it’s not a dramatic departure from 'Comfort' mode.

The ST’s strong brakes are bordering on sensitive, but the heavily weighted steering is incredibly sharp.

On a back road run, the front-wheel drive Fiesta ST comes alive, hugging corners confidently. 

On bends that would’ve seen many other cars come undone, the Fiesta’s tight, balanced chassis, grippy tyres and the standard mechanical limited slip differential ensure it maintains its composure.

The ride is undeniably firm, particularly around town in urban areas - you feel every speed bump. My partner found the ride a bit too much at times, but I was far more forgiving.

The Fiesta feels solidly built and has a level of refinement that’s missing from the likes of the Suzuki Swift Sport and Hyundai i20 N.

However, the cabin could do with more noise deadening materials as it can be quite rowdy at speed and on coarse chip roads. Another negative is the massive turning circle - a bit odd for a city-focused light hatchback.

But these are things I could happily live with. During my week with the Fiesta ST, I made any excuse to jump behind the wheel and go for a drive.

Me: “I’m just going to run to the shops to get pasta.”

My partner: “We’re not cooking pasta this week.”

Me: “Yeah but you never know when you need pasta. Bye!”

If you’re a dyed-in-the-wool Hemi V8 lover and dread the notion that a mere ‘six’ has taken its place in the Ram 1500 – and particularly in the sporty off-road Rebel we have here – then a rethink may be in order.

That’s because, in the spirit of iconic sixes of the past, including Ford Australia’s legendary Barra in the Falcon and Territory, the Ram’s Hurricane should blow any scepticism clear away.

And it’s all in the delivery.

Smooth and sophisticated, the 3.0-litre twin-turbo straight-six idles with a muted rumble at start-up, but then roars off the line with an unexpected and prolonged burst of hungry acceleration.

And the power piles on effortlessly as the revs rise, with the auto seamlessly shifting through each ratio without putting a foot wrong.

Reflecting the interior design’s overall cohesiveness, the powertrain possesses a sophistication that’s far beyond what a big American truck ought to have.

That’s in 'Normal' mode. Choosing 'Sport' ups the stakes, as it also seems to stymie the stability/traction control intervention. Throttle response is noticeably sharper and more urgent, but other than the opportunity to more-easily break traction whilst getting to licence-losing speeds slightly quicker, there seemed little sense in staying in Sport.

This is a very fast ute as it is, and also an enjoyable one to drive, with a level of nuance at odds with its excessive proportions.

Even on wet and windy back roads the Rebel feels connected and controlled at speed.

The steering is appropriately weighted, with a sufficient amount of response for the driver to push on with confidence when taking corners quickly.

Remember, this is a 2.6-tonne-plus full-sized ute on off-road-biased tyres, yet getting into a rhythm and flow with the road is easy. Yes, you feel the mass, but the 1500 also feels taut and secure. And you’re not constantly harangued by over-zealous driver-assist systems going off all the time.

The wishbone front/coil-sprung rear suspension set-up must take much of the credit here, smothering bumps and tracing the groove of the road without jolting or stepping out of line.

Comfortable and quiet, there is a sense of isolation from the outside world that, incongruously perhaps, is in league with better premium SUVs. Again, this is a big American pick-up, remember.

On a few downhill twisty bits, the driver of course feels the shift in mass, but deft handling, adequate grip (great for off-road tyres) and effective brakes mean the Rebel doesn't break a sweat, even through puddles blanketing the bitumen.

Downsides? Well, it's still a large, lumbering truck to drive and park, with an inevitably massive turning circle to make heavy work of manoeuvring this beast around. Regular car park spots are almost always too small.

There's some wind noise rustling around the large exterior mirrors. And a bit of road noise coming through over certain coarser surfaces.

Overall, though, the Rebel behaves way-better than expected – and you don’t often get a chance to say that about a ute. Rapid, refined and engaging from behind the wheel, it is the best-driving full-sized US pick-up by some margin.

What V8!

That’s on road. We also had a brief off-road stint in the Rebel at the ex-Holden proving ground at Lang Lang, and we were pretty impressed with the ability and ease demonstrated over some short but demanding rough-track sections.

We doubt – at nearly $150K – that most buyers will go bush-bashing in this, but it’s good to know the hardware is there underneath to get you through.

Neither ANCAP nor Euro NCAP have tested any full-sized American utes at this stage.

However, the Ram DT 1500 has scored a five-star result in the US National Highway Traffic Safety Administration rankings.

Keep in mind, too, that the Rebel shares the Laramie Sport and Limited’s advanced driver assist systems, ushering safety like AEB (including cyclist and pedestrian detection), 'Forward Collision Warning', rear cross-traffic alert, blind-spot monitoring, a 360-degree camera view, trailer-sway control and tyre pressure monitors.

Additionally, there are six airbags (dual front, front side and curtain), traction and stability controls and adaptive cruise control.

No speed operation data for the AEB and lane support systems are currently available.

Like all Ram DT 1500s, the Rebel includes three child-seat restraining top-tether points fitted, along with two ISOFIX latches in the rear outboard seats.

The Fiesta is covered by Ford’s five-year/unlimited kilometre warranty and you get free roadside assistance and state/territory auto club membership each year that you service your car at a dealer, for up to seven years.

The servicing schedule is every year or 15,000km, whichever comes first. There’s a four-year/60,000km capped-price servicing program, which costs $299 per service. 

Ford also offers a free service car loan that can be booked in ahead of your service.

Ram drops the ball when it comes to warranty.

That’s because, like GMSV’s Silverado range, it only offers a three-year, 100,000km warranty with roadside assistance, which falls short of the rival Ford F-150 and Toyota Tundra’s five-year/unlimited kilometre coverage.

In an era where Chinese rivals are rolling out utes with seven-year schemes, Ram's (and GMSV's) warranty is severely lacking.

Service intervals are at every 12 months or 12,000km, and there is currently no capped-price servicing on offer.