When Ford of Europe originally designed the Fiesta for the rest-of-the-world market, there was no intent to sell the little bugger in the United States. There was no great demand for compact fuel efficient B-segment hatchbacks. Cue the Carpocalypse and that decision was slowly quickly reversed. Since the car would need to be Federalized for the US market, it went through some significant rework. The US-spec Fiesta only shares about 60% of its parts with the Euro model, but looking at it from the surface you'd be hard pressed to tell.

The most glaring exterior difference between the two hatchback models is in the nose. The US Fiesta has a considerably beefier front crash bar hiding under that bumper cover so the nose is ever so slightly longer to make room. It also gets in the way of the space formerly reserved for fog lamps, so instead they've been replaced by "driving lights" which are rather slick looking LED lightpipes borrowed from the Verve concept car. Aside from a few tweaks here and there, like integration of the backup lights into the tail lamps and light pattern redesign, and revised grille, that's the story on styling for the hatchback.

Then there's the sedan. We were nervous about the sedan to be honest. There was tremendous potential for monstrous ugliness, but Ford managed to tack on a trunk pretty well. From the rump the Fiesta sedan reminds us of the European Mondeo, but there's a lot of awkwardness in the sheetmetal above the rear wheels. The Sedan is designed as the more grown-up of the two versions and that intent can be seen in the detailing.
As to the motivational equipment for the Fiesta, the car comes with a 1.6-liter double overhead cam inline-four fitted with electronic power assist steering and turning out 119 HP and 109 lb-ft of torque. Mated to the one engine is your choice of either a five-speed manual transmission or a six-speed automatic. Thanks to the brand spankin' new "Powershift" automatic transmission, it doesn't even have an impact on fuel economy. The Ford/Getrag effort is essentially two manual transmissions mashed together and actuated with a pair of servos. It operates with a pair of dry clutches swapping between gears dedicated to each. While the Fiesta won't be outfitted with any kind of manual control on the automatic, the transmission is capable of it and with a maximum torque capacity of 184 lb-ft in its current guise, we're thinking it'll be used elsewhere with more sporting intentions (Fiesta ST, Ford, come on, you know you want to). Compare to the four speed auto it replaces and it's responsible for a 10% improvement in fuel economy alone. Fiesta fuel economy is set to be pretty impressive at 30 MPG city and 40 MPG highway.

The front suspension is a Macphereson stut and the rear uses a twist beam axle, and since the car is fitted with all-season tires rather than the de-rigeur seasonal summer tires in Europe, the car's been retuned to retain its zippy nature.

Inside, the Fiesta has undergone revisions over its European buddy, some good, some bad. In order to address the unbelted occupant restraint requiremets for the US, the dash and center console were revised to provide more space behind for impact absorbsion, protecting morons without seat belts on. Safety requirements dictated a lot of the shape changes but also led to a plethora of standard airbags. The Fiesta comes with dual front, thorax and hip, side curtain and knee bolster airbags, more or less a cloud of airbags in a crash and by far the most in this class. The shapes and controls, gauges, and screens are virtually identical to the Euro model, but some paint has been removed and the seats wear different, less pleasant looking fabric. The US model has the option for some really nice leather seats with contrasting piping we're wondering if they swiped from the Lincoln parts bin. Amusingly, a third cup holder has been added in between the two already in the center console and it's sized perfectly to fit a Red Bull style can. We tried it, it works.

In all, the US-spec Fiesta looks like it retains pretty much everything making it such a lovable car in Europe. Considering the amount of rework that had to go into the car, that's no small feat. Now we just need to see how it drives.

Compared to the subtle European version we tested, this Fiesta is definitely more styled (though not stylish) and includes the sedan version we've been expecting. The chrome on the hatch doesn't bother us, but the strange grille almost looks fake... but given the sheer abundance of pics, we have a feeling it's real.

[Autoblog en Espanol via Carscoop]

The little beastie will be showing off at Intercontinental Rally Challenge and the S2000 World Cup races starting in 2010 and based on M-Sport's performance in the past, should run very well. The car runs a built 2.0 liter Duratec with 280 HP and 206 lb-ft of torque, driving a permanent all-wheel-drive system through a sequential six speed transmission. Brembo brakes and a "sports" suspension along, a roll cage, Sparcos and a fire supression system finish things off. We'll take one in Squeeze green with a road plate, thank you.

(Story continued in gallery below...)

Judging by the drawings, the Agile appears to be the road-going, five-door hatchback version of the Chevrolet GPiX crossover coupe concept study revealed at last year's Sao Paulo International Auto Show in Brazil. (continued...)

Making use of its new "Viva" platform originally developed for Argentina, Brazil, Paraguay and Uruguay, production of the Agile is scheduled to begin this fall at the company's Rosario plant in Argentina with sales in South America pegged to start before the end of the year.

GM hasn't released any technical specifications on the Agile, but we're told we should expect a wide range of 4-cylinder engines

And yes, the Agile may form the base for Chevrolet's U.S. market small hatchback the automaker plans to build in Michigan in 2011. But of course, the smaller Spark is also a possible candidate. Time will tell on that decision, however. [via Carscoop]

While traffic police are used to all kinds of colorful excuses explaining the need for speed, this particular traffic stop proved to be a very, if not most, interesting one. Her excuse for the mad 112 MPH scramble was that she, and two other nuns, were on their way to see Pope Benedict after an announcement that he would hold a blessing on Sunday following his arm-breaking fall in Aosta, Italy during his summer vacation.

The police chose not to side with the Lord and instead ticketed the nun with a $533 (USD) fine and a one month license suspension. Not one to just lay down and take it, the nun in question has decided to fight the ticket with recently famous religious lawyer Anna Orecchioni. We wish the nun all the luck in the world fighting her case, but at 30 MPH over the speed limit, we think she might need more than a prayer. [via Guardian.co.uk] (Image via TheCarFanatic)

If you’ll pardon the pun and the allusion to body snatching, you must have all seen this segment of Top Gear’s Series 12 Episode 6 last May December. So, no news. In fact, we've even posted a part of it already in another Fiesta-related post.

But it does not do this pinnacle of televised motoring journalism justice. It is magnificent on many levels, including on the questions it raises about the very concept of road tests.

The second coming of Top Gear—as opposed to the original series—has never been about road tests per se, which are usually boring, videographed articles smattered with Excel spreadheets. On the contrary, Top Gear is a reflection of Jeremy Clarkson’s weird persona, which—as beautifully summed by my AK-wielding F1-driving friend Nino Karotta—is a decades-long career built on descriptions of what seventeen-year-old boys would like to do with cars.

Unlike seventeen-year-old boys, of course, Clarkson actually does everything a seventeen-year-old boy fantasizes about. With cars, that is. We’re not that intimate.

Still, you’ve got to grow up at some point, haven’t you? Just to prove that growing up does not necessarily mean discarding one’s seventeen-year-old self but can also be accomplished with a layering of older personalities, Clarkson road tests the new Ford Fiesta.

He does so in a way that will make you question the very essence of motoring journalism. Or, as Nino put it: “Azt hiszem, az autósműsor el van készítve. Keressünk másik feladatot.” Which roughly translates to: “Televised motoring journalism is a done deal. Let’s find other projects to occupy ourselves with.”

On a helpful note, Clarkson’s test also proves that no matter your profession, an amphibious task force will always come in handy.

Watch it if you haven’t done so yet. Watch it again if you already have. Then go and do something slightly dangerous.

Photo Credit: Top Gear

If you'd like to spend a few hours on Friday helping Fiesta Movement winner (and recent clutch addict) Jill Hanner out on one of her monthly missions, drop her an e-mail at xgobobeanx[Removethis]@gmail.com with the subject line: "Want To Drive With Jill Hanner." She'll pick the Jalopnik reader least likely to be crazy and most likely to want to help out Joan River's charity.

Okay, think about high horsepower per liter road cars. The Mitsubishi EVO VIII FQ400 with 200 HP/liter comes to mind, the Honda S2000 with 120 HP/liter isn't bad, but these babies make an astonishing 400 HP/liter. That's mind bending. That's sadistic. That's awesome. Add to it the cars have been outfitted with all-wheel-drive and a custom suspension and you've got some serious hardware here. The cars will be hitting the hill July 19th with drivers Andreas Eriksson and Marcus Grönholm at the wheel, taking aim at beating the team record of 10 minutes up the 12.4 mile course. We're thinking they've got a pretty good chance if they just floor the gas and let the Earth rotate underneath the cars.

[WCF]

This kinda of makes us wonder just how good Ford's GPS tracking system is, and what kind of criminals it would have taken to steal a car with keyless start and then figure out a way to disable the GPS tracking. Maybe they'd have wrapped a wet towel around its antenna to mute the signal, Total Recall-style. Anyway, after learning of Ford's not-so-gee-whiz tracking capabilities, Jake naturally turned to the next suspect: the near-criminal towing agencies in New York.

It's fairly common for vehicles to be entered into impound with improper plate numbers and effectively lost. The car didn't turn up as impounded but Jake and a lady-friend went down to the local yard and took a photo over the wall, taking a picture which offers irrefutable evidence they do indeed have Jake's Fiesta. Purple with pink dots on one of 100 cars in the US which happens to be in New York City offers pretty strong odds it's the right car.

Despite the evidence the folks running things refuse to admit they have the car. Welcome to impound hell, Mr. Bronstein. [ZoomDoggle]

In case you were wondering, yes, that is Jake in the hipster uber-alles American flag white frame faux Ray Ban Wayfarers. There aren't any more details at this moment on the theft, just what we've been able to glean from his Fiesta Movement Twitter feed (which you can follow here). You had to imagine something like this was bound to happen, it's surprising how much attention the little cars get when you're out an about. We have to imagine the only thing on both Jake's and his Ford contacts mind right now is, appropriately, "Oh shit." Stay tuned for developments, or, you know, that Twitter thing works. (Hat tip to Phil!)

UPDATE: Minutes after Automobile magazine called Ford PR, their social media guru Scott Monty decides to "proactively" drop a tweet on it letting everyone know:
Well, actually, no, it didn't "have" to happen. But the hipster douchebag who got that fine piece of European hot hatch action really should have been parking it in a garage. But whatever. Scott's also now tweeting it's now "(GPS tracked) is on I-95 near Port Chester, CT." Oh good job Scott, why don't you try to get a bunch of people killed trying to intercept it. That information's best used by the Police not a bunch of vigilante twats. Else the next tweet from SMontykins will be "You knew it had to happen. First @FordFiesta from #fiestamovement causes someone to be killed." (—Ed.)

UPDATE #2: We've spared no cost and put together the following video depiction of what's currently just happened to the Ford Fiesta:

Ford's marketing campaign for the upcoming Ford Fiesta econobox is called the Fiesta Movement. Basically, it's aiming to build buzz by putting the keys to 100 Fiestas into the hands of 100 attractive and promiscuous-with-social media 21-35 year olds. Great idea, right? Yes, except every party-car Ford's bringing Stateside has a manual transmission and the percentage of social media gurus who know how to drive a stick? Roughly equivalent to the rest of the American population. Which is to say: virtually none. Luckily we're here to help.

Jill Hanner has huge assets: 5,000 followers on Twitter and 24,000 subscribers on YouTube, so it's no surprise that she's one of the Fiesta Movement winners. More importantly, she's a stick shift virgin. We're going to change that.

The reason you and Jill should know how to drive a stick isn't just to be able to drive a sweet Fiesta but because it unlocks an entirely new world of driving. Many high performance cars are stick-only, but even in slower cars you'll be rewarded with better fuel economy, greater reliability, improved performance and enhanced control over the vehicle. Like being able to swim, it's also one of those skills that you might not use very often, but when you get the chance to it could save your life or at least be a lot of fun.

Step One: Know Your Way Around

A manual transmission requires the driver to shift the gears themselves. Most cars have four or five forward speeds, as well as reverse. In order to master the process, you need to know the following:

• The clutch pedal is located at the far left and is used when moving up or down from one gear to another. The clutch is disengaged when the pedal is pushed to the floor.
• Neutral is not a gear; actually, it is the absence of gear. When the engine is running in neutral, you can rev up the engine, but you won't go anywhere. You'll also be able to wiggle the shifter back and forth - which you can't do when engaged in any gear.For most cars, second gear is the workhorse. It will get you up (and down) steep hills as well as through congested downtown.
• Reverse gear is somewhat different from the others: it's got more range than, say, first gear, but doesn't like going for too long or too fast. So, don't back up around the block to pass the time.
• The gas pedal (at far right) works with the gears to give the engine power at different levels. As mentioned before, if you press on the gas pedal while out of gear, you will only rev the car up: this is how young men impress women. But if you over-accelerate with the clutch partially engaged, you'll eventually wear it out.

Step Two: Learn The Gears

Learn the location of and feel of passing through the gears. First learn to shift the gears without the car running (pushing the clutch in each time). Then, from the passenger seat, try it with someone else driving the car and operating the clutch. Be sure to place the stick all the way into gear—until it won't go any more—but don't force it. If you stop halfway, you will hear an incredibly unpleasant grinding sound which means your car is not in gear.

Eventually, you will know when to shift by feel, but early on you'll have to act deliberately. Even if you've never been in a car before, you can tell when a car is in the appropriate gear: the car's not making a coughing and chugging sound (gear too high) but it's not making a high-revving sound either (gear too low). If you have a tachometer, shift around "3" (3000 RPM) on each gear or every 15 miles per hour (1st gear 1-15 MPH, 2nd 15-30, 3rd 30-45, etc.). This is only a general rule, of course, and higher-powered autos will deviate from this. Shift before you hear that loud revving sound.

Step Three: Starting The Car

Put the car in neutral before starting, or you will jump and stall the car. This is bad. Keep in mind that most new cars will not start without the clutch pressed down. Leave the shifter into neutral while the car warms up. Alternately, start the car in gear with the clutch pedal pushed to the floor, then shift into neutral, release the clutch pedal, and let the car warm up.

Step Four: Using The Clutch

The clutch is the mechanism that allows the gears to transition back and forth smoothly. If you pull the car in or out of gear without using the clutch, or release the clutch only halfway into gear, you will hear an amazingly unpleasant sound. Avoid this.

The clutch is the pedal on the left. The brake is in the middle and the gas on the right. Use your left foot on the clutch and your right foot on the brake and gas, just like with an automatic.

It's difficult to avoid some sort of wear and tear on the clutch when learning how to drive a stick shift. If you go slowly at first and pay close attention, you can feel (in your feet) where the clutch engages and disengages. If you learn that well, you'll put less strain on your car. You'll also be able to drive any stick shift more smoothly from the get-go.

Avoid needless acceleration when the clutch is partially engaged. When at a stoplight, don't get in the habit of holding the clutch in for more than a few seconds or you will have other problems down the line. Instead, put the car in neutral while stopped for any period of time.

Popping the clutch: Invariably, you will miss your gear (or release the clutch too quickly) and the car will lurch ahead. Often at the outset, you will pop the clutch too quickly and stall the car. Don't worry, it happens to everyone. Just get those exercises out of the way before you find yourself in bumper-to-bumper traffic.

Step Five: Upshifting

Here we are at the most important junction of the stick shift world: the door to acceleration. Driving a stick shift is all about that magical place where the clutch comes up and the gas pedal goes down. It's that seamless place where the gears are shifted and the car accelerates. Let's take first to second on a flat road as an example: First gear going steady, clutch in as you come off the gas quickly, then off the clutch slowly while pressing in the gas.

That place in the middle where the clutch pedal is to the floor and you're off the gas is where you take the shifter from first to second. Get those feet and hands used to working together.

Here we go once more:

• Revving high (around 3000 RPM or at 15 mph).
• Clutch in and gas off.
• Move the shifter smoothly from first to second.
• Slowly off the clutch while pushing on the gas.
• Completely let your foot off the clutch and gas it up.
• Same thing next gear

Step Six: Downshifting

Downshifting is the act of moving appropriately to lower gears while slowing down. This is the essential difference between the operation of an automatic transmission and one of manual persuasion: downshifting not only helps you slow the car, but it also puts you in the right gear for the speed. Downshifting is your friend - especially in bad weather or on hills, where immediate braking can be dangerous.

Keep in mind that you may shift down only one gear or simply apply the brakes. Again, knowing your range in each gear will help determine what's needed.

While downshifting, move from clutch to brake while in gear. This will help you slow down without revving too high between gears.

If you are driving 45 mph in fourth gear and come upon a stop sign ahead:

• Push in the clutch and shift down to third while using the brake.
• Let the clutch out slowly to avoid high revs.
• Next, do it again into second before you stop.
• Don't downshift into first!

Step Seven: Reverse

Be very careful in backing up. The reverse gear is very quick and can jump out at you. To get into reverse, sometimes you need lift collar on the shift lever or push it down. Only do this while at a complete stop.

The clutch is key while going in reverse. Since reverse is so quick, let out the clutch slowly and push it back in while using the brake if necessary; you will likely be able to back out of any spot with this simple measure. If you need to, only push the gas pedal in a little bit.

Step Eight: Starting On A Hill

Find a hill with little traffic. Use your emergency brake when coming to a stop. When the light turns green to go, shift into first, start to accelerate slowly as you release the clutch pedal, then release the emergency brake just as you feel the car engage the gear. This way you are using the brake to keep you from rolling back. If you stall, put on your brake and start again.

Step Nine: Parking

It is important to note that the emergency brake is very important when parking a stick shift car, because there exists no "park" gear to keep the car from rolling. Some rely only on the pull-up emergency brake, usually sufficient in most situations. But for extra safety, leave the car in gear AND use the emergency brake.

Step Ten: Practice!

All of this is going to seem overwhelming at first, but it all become natural with practice. Start off in a big empty parking lot, then progress to quiet roads when you feel comfortable doing so. Even if it's frustrating, keep at it and you'll be rewarded with far more control over your car, better performance, better fuel economy, a valuable life skill and the ability to drive any four-wheeled vehicle on the planet.

FoMoCo China was nice enough to sponsor our visit to the 2009 Shanghai Auto Show after we realized the firm communist grip the event organizers had on non J-2 VISA holders, so we thought we'd give them a little love too. Not that we have to, but because they genuinely had a great display that was akin to a Cirque Du Soleil show in Vegas. All-in-all, it was a great show and we thank Ford for all the help they provided in getting us access that we wouldn't have received otherwise. Take a peek below at the action.


Power Rangers, activate your crystals, 3..2..1.. power up!!
[photo credit: TAI, Ford]