New Fiesta chooses familiar transmission
The new Ford Fiesta, launched last autumn, is one of the hottest properties on the European compact hatchback market and is soon to expand its presence globally, taking in North America, too. It has been earning rave reviews and is selling well as one of the most modern, best-designed vehicles in its class. So it might at first appear paradoxical that the just-announced automatic version of this thoroughly contemporary model has adopted a transmission solution that has been familiar for two decades or more -- a four-speed torque converter automatic. This is especially puzzling when other Fords - and many of Ford's competitors - are moving towards dual clutch transmissions: indeed, Ford in the US has said that DCT transmissions will be a big part of its low-emission future.
The answer, say Ford insiders, has little to do with technical performance but a lot to do with industrial economics. Ford is putting the finishing touches to a major technology upgrade for all its European and, later, North American ranges: this upgrade will see a gradual switch to EcoBoost engine technology using downsized direct-injection turbocharged gasoline engines and a new generation of dual clutch transmissions.
Today's Focus, the next-up model in Ford's European range, (has the six-speed wet-clutch Getrag-Ford DCT. This was launched in early 2008 and has remained a steady seller, being presented as a simple and convenient automatic option rather than a premium transmission targeted at drivers wanting a sporty or sophisticated driving experience. Next-generation DCTs will be dry-clutch units offering superior efficiency and lower cost, as previewed on the Lincoln C and Ford Iosis Max concept cars earlier this year.
The Fiesta's appearance with the planetary transmission appears to be a purely interim arrangement in anticipation of the moment when Ford's upgrade program and the new engines and gearboxes reaches the Fiesta. Around 10 percent of buyers in the Fiesta segment want automatic transmission, says Ford; clearly, that figure must make this temporary exercise worthwhile.
This autumn will see Ford's larger European models such as the Mondeo and the Galaxy and S-Max minivans receive a facelift and the newer powertrains: Ford of Britain sales director Mark Simpson declined to say what capacities the new downsized engines would be, or whether these bigger cars with their higher torque requirements would be able to manage with a dry clutch DCT.
"There are big changes coming," he advised DCTfacts.com.
Ford always prefers to tie in new powertrain developments with a facelift or an all-new model introduction, said Simpson. The following model year will see an all-new Focus range, with a big push on efficient EcoBoost engines and dual dry clutch transmissions; it is likely that Fiesta powertrains will be upgraded shortly afterwards.
For the meantime, however, the four-speed torque converter automatic Fiesta serves to demonstrate how far small-car automatics have advanced in ecent years. The Fiesta's simple selector lever has conventional positions but no sport setting: instead, a separate gate to the right allows semi-manual sequential control. A small and hard-to-see alphanumeric display between the speedometer and rev counter indicates the gear position selected.
Maneuvering and progress at low speed are smooth and simple, with easily-managed creep and an easy shift between forward and reverse. Upshifts on the open road are not always smooth, largely because there are such large gaps between the four gears, and the box is inclined to change up at 4000rev/min rather than at the 1.4 liter engine's 6000rev/min red line. This can make progress somewhat sluggish as well as noisy as the engine awaits the gear change.
Downshifts do not take place at all unless prompted by a firm kickdown prod on the throttle, and even then the response is disappointing. This is a car that is confident in the city, but less at home on faster roads. But for most eco-conscious buyers the biggest drawback will be in fuel economy and CO2-related taxation: where as the standard manual 1.4 Fiesta emits 133g/km CO2, the auto version puts out 154, a clear demonstration of the efficiency improvement available through advanced transmission technologies.
Story Filed: 7/14/2009
By Tony Lewin, managing editor DCTfacts.com