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That is the dilemma that I find myself in. I want a new car to go with my new job as a sales consultant in a car marketing company. However, I cannot decide whether or not to buy a used BMW or a used Mercedes?! The fact of the matter is that I do need a new vehicle as my new job involves a lot of client meetings and there will also be the possibility of me having to transport certain people outside of the company to functions and seminars. Therefore, I need a car that will not only deal with my requirements of speed, looks and venom but also for my clientele where it needs to appear professional and business-like. I have looked at both sets of cars; BMW and Mercedes. There were many different styles available but unfortunately I could not quite make a decision and make a purchase. My monthly car allowance does not allocate enough budgets to buy new and so instead the majority of my efforts have been in the used car section of both sets of dealers. The six series by BMW impressed me the most initially but then I saw the CLK by Mercedes and felt torn between the two sets of cars. Business-wise I am sure that Mercedes will be more suited but personally speaking I think that they are for the older generation of mature males – not the young and ready like myself! However, business comes first as they say and so the used Mercedes CLK looks as though it is going to get my reluctant vote. The other thing being that I was adamantly told to buy a car that had five doors as it is more professional and allows for easy access to passengers. I have never had a five door car in my life! On this topic though I do understand why this is required and I would have been more than happy to abide had I been able to purchase an Audi instead. So tomorrow I am off to pay a visit to the local Mercedes used car dealer to sign the agreement for my new motor. I can’t wait!

The Ford C-Max is a compact MPV produced by Ford in Saarlouis for the European market since 2003. It was the first to use the Ford C1 platform, also used by the Ford Focus Mk II, which was introduced a year later, and the compact MPV Premacy/Mazda5. With the introduction of the new large MPVs S-Max and Galaxy, the C-Max is the smallest multi-purpose vehicle of Ford’s lineup. Its internal code name is C214.
In December 2006, the facelifted version of the C-Max was revealed at the 2006 Bologna Motor Show and went on sale in late spring 2007. The facelift brought the car in line with Ford’s ‘Kinetic Design’ design language, evidenced through its twin trapezoidal grilles, large wheelarches and angular headlights. However, as the car does not have a bodyshell originally designed for ‘Kinetic Design,’ Ford officially states that the car contains only ‘elements’ of the design language.
It seats five passengers and has a large amount of cargo space, which can be increased by folding the rear seats flat. Some models feature diagonally sliding outer rear seats. It also shares the control blade independent rear suspension from the Focus.
The available engines are the same as the Focus — the petrol versions are the 1.6 L, 1.8 L and 2.0 L aluminium Duratec, and the 1.8 L Duratec Flexifuel, which runs on E85 bioethanol or petrol, while the diesel engines are the PSA-developed Duratorq 66 kW (90 hp) and 85 kW (109 hp) 1.6 (1560cc) L, Ford’s own Lynx Duratorq 1.8 L 85 kW (115 hp), and the PSA-designed 100 kW (136 hp) 2.0 L.
In the United Kingdom, the car is available in Studio, Style, Zetec and Titanium trim levels.
The pre-facelift version of the car (2003-2007) was called the Ford Focus C-Max. The name change to C-Max is attributable to Ford’s MPV strategy of creating a ‘Max’ branded line of MPVs, starting with the Ford S-Max, launched in 2006.

Ford Ka, officially pronounced as /kɑː/ (like “car” in non-rhotic dialects of English) not kay ay, (with the letter names said individually) but usually pronounced in the latter way to avoid confusion[citation needed], is a city car from the Ford Motor Company marketed in Europe and elsewhere.
The European version is produced in Valencia, Spain, while the one sold in Latin America is built in Brazil.
It has been produced since 1996 and is due to enter its second generation in 2008.
The car was introduced on September 11, 1996 as a small and low-cost addition to the Ford range. The Ka is based on the same platform as the Mark IV Ford Fiesta, but with a radically different external design. The vehicle was manufactured on the production facility of Almussafes, Valencia. When the Ka was first introduced to the public it provoked mixed reactions due to its original and striking New Edge design, created by Jack Telnack.
Besides the styling, the Ka, like its sister cars Fiesta and Puma, was lauded in the motoring press for its nimble handling. Under Richard Parry-Jones’s supervision, the suspension and steering settings allowed for spirited cornering and high levels of grip making it one of the best handling cars of the current generation superminis, not unlike the original Mini.
The main drawback was the Ka’s 1300 cc OHV four-cylinder Endura-E engine, a design dating back to the 1960s Kent engine used in the Ford Anglia. Although not very modern, it provided enough torque to allow relaxed if not spirited driving.[citation needed] In 2002, the Endura-E was replaced by the overhead cam Duratec engine, with claims of improved fuel efficiency and increased refinement, mostly caused by taller gearing on the non-air conditioned models.
The Ka has proved highly profitable for Ford despite its low selling price, largely due to the lack of spending required in its development.[citation needed] It has been the best selling car in its class in the United Kingdom for a number of years and commands around a fifth of the city car market.
The United Kingdom model range consisted of the standard version, the Ka, and the higher specification Ka². The Ka³ was introduced later. Initially, all Kas were delivered as the standard model and upgraded to the higher variants at Ford dealerships, saving on production costs. However, this practice was dropped following the renaming of the Ka² and Ka³ as the Ka Collection and the LuxuryKa (later Ka Luxury).
These offered colour-coded bumpers for the first time, although this lost the designer’s original intention of the black plastic bumpers avoiding parking damage to paintwork in city conditions. The Luxury version came with a Quickclear heated windscreen, leather seats and interior trim as well as standard air conditioning and Ka Sun Collection with a full-length fabric folding roof was also added to the range during the summer months. A revised line-up gives Ka the following trim levels in the United Kingdom: Studio, Style, Style Climate, Zetec Climate, and SportKa SE.
Famous Manchester United footballer Wayne Rooney is known to own one.

In Latin America, the Ka received a facelift in 2003 and is now slightly different externally to the European model; the main noticeable difference is at the rear, with taller lights. The other differences from the European model are the very short gearbox and the lack of soundproofing, gradually removed each year since 2000 as a way to cut down costs, following what other Brazilian car makers previously did. It is powered by either a 95 hp (71 kW) Zetec Rocam 1.6-litre petrol engine or a 65 hp (48 kW) Zetec Rocam 1.0-litre petrol engine, both of which are four-cylinder units. 108,600 Ka’s have been sold in Brazil since July 2002, without counting the sales since 1997 (its launch in Brazil).
Ford presented the new Brazilian Ka on 14 December 2007. Sales started on 2 January 2008 in Brazil, and the car will be exported to other markets in Latin America.
The Ford Ka will be officially discontinued in Mexico in early January 2008 due to poor sales since its introduction in late November 2001.[citation needed] The Mexican Ford Ka was the Brazilian model; it has also been announced that the new Brazilian Ka will not be offered in the Mexican market.
In 2003 the Ka brand was diversified, with the addition of a new SportKa featuring a sporty body kit, wider track with stiffened suspension and redesigned 16″ alloy wheels. Both models came with slightly widened bumpers front and rear with integral fog lamps. A convertible model called StreetKa also appeared, launched with the help of pop singer Kylie Minogue.
In 2005 all Ka models including Sportka and Streetka received a slightly updated interior bringing the cabin back up to date while still retaining the look and feel of the original. Both Streetka and Sportka received a new 95 hp 1.6-litre 8-valve Duratec petrol engine, whereas Ka, Ka Collection and LuxuryKa retained the 1.3 Duratec petrol engine.
The SportKa was noted for its surprising advertising campaign, “The Ka’s Evil Twin”, denouncing the Ka’s traditionally perceived “cute” design. The SportKa T.V. advertisement showed a cat being decapitated, thus creating certain controversy. The advert can be seen on YouTube, however many users have illustrated their disgust at the graphic content.
StreetKa ceased to be officially on sale in late 2006.
A Ford KA rally championship was created in 1998 and has proved to be one of the most popular junior rally championships in Britain and Ireland. In 2007 Luke Pinder won the BRC Silverstone Tyre 1400 Championship in a Chris Birkbeck Ford KA.
The Ka generally has a good reliability record.[citation needed]
However, taper-fit sparkplugs are notorious for rusting into the cylinder head. Frequently the head has to be removed and sent to a machine shop when the time comes to change the plugs. The simple solution to this problem is to remove and inspect the plugs at every service interval.
Many Endura-E owners complain of a chattering, rattling or tapping noise from the engine. This is often the tappets. With the tappets set to Ford’s specification gap, some noise can be expected but it should not be excessive. If the tappets require almost continuous adjustment or Ford specifications are used and the engine is still excessively noisy (and often starts ticking) the most common problem is the camshaft. Early Endura-E engines are especially prone to this problem.
The plastic bumpers were clearly in part intended to prevent wheel arch rust, but instead the Ka is known to rust in the welds under the bonnet and tailgate and where the outer sills are shaped around the doors.
The idle control valve can become blocked, causing an unstable idle and driving difficulties. The part may be replaced or carefully cleaned, ensuring the seal is kept.
The front suspension bushes may need to be replaced about every 3 years or 30,000 miles (48,000 km). A symptom of the bushes nearing replacement is a creaking noise from the front of the vehicle when going over bumps. This is a relatively inexpensive problem to correct.
Those models with solid front discs can suffer from overheating brakes in hilly terrain or, given the car’s agile handling, with spirited driving.
In older models the oil sump is prone to corrosion if the protective sealant of the car underside is not maintained.
Earlier models of Ka suffer from a clutch which is known to not stand the test of time very well and will usually need to be replaced after 30,000 miles (48,000 km). Ford became aware of this problem and it does not affect later models.
The door and boot locks have been known to seize up although this problem can be fixed by spraying lubricant such as WD40 into the locks.
In 2008 the Ka will be replaced with a model car co-developed with Fiat S.p.A using the Fiat Panda platform. It will be produced in Tychy, Poland with its Fiat sister, the Fiat 500.
The new Ka will maintain the curvy styling features of the original, while bringing the look up to date with details such as elliptical headlamps. It will retain the distinctive rear overhangs and wheel at every corner design; therefore this modern interpretation will be instantly recognisable.[citation needed] Standard equipment is expected to be improved, with elements such as MP3 player compatibility and satellite navigation.
The new Ka will be available with both 1.4 and 1.6-litre petrol engines and additionally a 1.4 TDCi diesel engine. The traditional Ka logo is also expected to be dropped.
For several years a modified Ford Ka was installed in the lobby of the London Aquarium to promote Ford’s sponsorship of the attraction. The vehicle’s doors, windows and vents were sealed and the interior filled with water, forming a home for a shoal of goldfish. The car’s number plates read “KARP”, a pun on “Ka” and “carp”, to which family goldfish belong. The display has now been removed.
According to the BBC TV’s Top Gear Cool Wall, the Ford Ka collects a ‘Cool’ rating, while the StreetKa enjoys a ‘Sub Zero’ classification. The SportKa is deemed ‘Uncool’.
The Ford SportKa found fame in 2003 with the release of two viral TV adverts: Pigeon and Cat. Ford and advertising agency Ogilvy Mather distanced themselves from the campaign, saying that the creatives behind the advertisements had not been given the go-ahead to make or release them.
A 2002 Ford Ka is driveable in Gran Turismo 4.

The Ford Kuga is an upcoming compact crossover SUV to be produced by Ford Europe. The car is based on the C1 platform that also underpins the Ford Focus and Ford C-MAX. Both front-wheel drive and four-wheel drive will be offered, while only a 2.0-litre TDCi diesel engine will be available at launch.
The Kuga will go on sale in the first half of 2008, and will be built at Ford’s plant in Saarlouis, Germany. In the UK, emphasising the car’s premium market aspirations, only high-end Zetec and Titanium specifications will be offered.
On July 20, 2007, a report indicated that Ford executives were considering the prospects of sales in North America. This idea was later scrapped after it was determined the car could not be sold both competitively priced and at a profit in the US due to the current dollar-Euro exchange rate.
In Croatian, Serbian, and Bosnian the word “kuga” is a direct translation of “bubonic plague.”

The Ford Mondeo is a large family car sold by the Ford Motor Company in various markets throughout the world. The name “Mondeo” is derived from the Latin word mundus, meaning “world”. The initial generation of the Mondeo was developed as a “world car”, along with North American models marketed as the Ford Contour and Mercury Mystique until 2000.
Although an official picture was published at the end of 1992, there was also a mention in the Auto Car magazine on 2 December 1992 which showed Ford’s future in the fiercely competitive large family car sector. The Mondeo was launched on 8 January 1993 and sales began on 22 March 1993. Available as a four-door saloon, a five-door hatchback and a five-door estate, all models were produced at Ford’s plant in the Belgian city of Genk. The Sierra had been built there since its launch in 1982, though until 1989 some examples had also been built in England at the Dagenham plant.
Intended as a world car, it replaced the Ford Sierra in Europe, the Ford Telstar in a large portion of Asia and other markets, while the Contour and Mercury Mystique replaced the Ford Tempo and Mercury Topaz in North America. Unlike the Sierra, the Mondeo is front-wheel drive in its most common form, with a rarer four-wheel drive version available on the Mark I car only. Instigated in 1986, the design of the car cost Ford US$6 billion. It was one of the most expensive new car programs ever. The Mondeo was significant as its design and marketing was shared between Ford USA in Dearborn, and Ford of Europe. Its codename while under development reflected thus: CDW27 signified that it straddled the C & D size classes and was a “World Car”.
The car was launched in the midst of turbulent times at Ford of Europe, when the division was haemorrhaging hundreds of millions of dollars[citation needed] and had gained a reputation in the motoring press for selling products which had been designed by accountants rather than engineers. The fourth generation Escort and Orion of 1990 was the zenith of this cost-cutting/high price philosophy which was by then beginning to backfire on Ford, with the cars being slated for their sub standard ride and handling, though a facelift in 1992 had seen things improve a little. The Sierra had sold well, but not as well as the all-conquering Cortina before it, and in Britain it had been overtaken in the sales charts by the newer Vauxhall Cavalier. Previously loyal customers were already turning to rival products and by the time of the Mondeo’s launch, the future of Europe as a Ford manufacturing base was hanging in the balance. The new car had to be good, and it had to sell.
Despite being billed as a world car, the only external items the Mondeo shared with the Contour were the windscreen, front windows, front mirrors and door handles. Even the interior was slightly different. The CDW27 project turned out not to be a true world car in the sense that the original Ford Focus was; one design for the world.
A large proportion of the high development cost was due to the Mondeo being a completely new design, sharing very little, if anything, with the Ford Sierra. Using an all-new platform, the Mondeo featured new manual and automatic transmissions and sophisticated suspension design, which Ford hope would give it class-leading handling and ride qualities, and subframes front and rear to give it executive car refinement. The automatic transmission featured electronic control with sport and economy modes plus switchable overdrive.
Safety was a high priority in the Mondeo design with a driver’s side airbag (it was the first ever car sold from the beginning with a driver’s airbag in all of its versions, which helped it achieve the ECOTY title in 1993) side-impact bars, seat belt pretensioners, and ABS (higher models) as standard features. Other features for its year included adaptive damping, self-leveling suspension (top station wagon models), traction control (V6 and 4WD versions) and heated front windscreen, branded Quickclear.
The interiors were usually well appointed, featuring velour trim, an arm rest with CD and tape storage, central locking (frequently remote), power windows (all round on higher models), power mirrors, flat-folding rear seats, etc. Higher specification models had leather seats, trip computers, electric sunroof, CD changer and alloy wheels.
During its development, Ford used the 1986 Honda Accord and Nissan Primera as the class benchmarks that the CDW27 had to beat.
Along with an all-new platform, the Mondeo also used Ford’s then-new Zetec engines, first seen in 1991 in a revised version of the Ford Escort.
Three versions of the 16-valve Zetec engine were used. The 1.6 L version (rated at 90 bhp) from the Escort was used, a 1.8 (115bhp) also previously found in the Escort Si (sometimes in 130bhp form), while a new 136 bhp 2.0 L version was launched.
An alternative to the Zetec engines was the Endura-D 1.8 L turbodiesel. This engine had origins in the older 1.6 L diesel design used in the Fiesta and elsewhere. Although not without merits, it was not seen as a strong competitor to other European diesels such as that produced by Peugeot. The contrast between this unit and the competition seemed enormous by the time the engine was dropped in 2000.
A less popular engine (for the UK and Ireland) was introduced in 1994 in the form of the 170 bhp 2.5 L 24-valve V6 Duratec unit, primarily included for markets where four-cylinder petrol engines are not favored and are usually intended for the upmarket European buyer. This engine, first unveiled in the Mondeo’s North American cousin, the Ford Contour, is characterized by its smooth operation, chain-driven camshafts and an ability to operate using only half its 24 valves at low engine speeds. Fuel economy was reasonable, with the automatic barely much worse than the manual (but far less reliable). This engine was originally branded 24v (when valve count was all important) but later on sold as the more glamorous sounding V6.
This engine was also used to introduce the new ST brand to the Mondeo range as a flagship model, the ST24, in 1997. The power of the engine stayed at 170 bhp, the same as other 2.5 L-engined models, but the ST featured unique cabin trim, unique 16 in alloy wheels and a full RSA (Rally Sport Appearance) bodykit as standard. The bodykit option was listed as a delete option for those that did not want it fitted as standard. This was later replaced by the ST200 in 2000, featuring a modified version of the V6 Duratec with a power output of 200 bhp.
Although neither of these models ever sold in high numbers, the marketing was important to Ford as it was an introduction to the ST range as a sportier side to the full range, especially significant as apart from the Focus RS both the XR and RS model ranges were phased out during the 90s.
The 1993-1996 range had the following trim levels:
Additional trim levels in other European markets included:
Referred to as the Mk II Mondeo, a major facelifted version launched in October 1996 saw three of the Mondeo’s biggest criticisms addressed, namely its bland styling, the bad performance of the headlights, and the cramped rear legroom. The lowering of specification levels around that time (e.g. air-conditioning and alloy wheels became optional on the UK Ghia models) may have indicated a desire by Ford to cut costs and recoup some of the huge sums invested in the original design. These specification levels were improved again in 1998 as the Mondeo approached replacement.
The facelift saw almost every external panel replaced, leaving only the doors and roof the same as the original Mk 1 model. Even the extractor vents on the rear doors were replaced by a panel bearing the name Mondeo. The most notable change was the introduction of a version of Ford’s corporate ‘oval’ grille. The saloon version featured some distinctive rear lights. These incorporated an additional reflector panel that extended around the top and the side of the rear wings. Unlike the iterations seen on the heavily facelifted Scorpio and Mk 4 Fiesta during the previous year, this facelift was well-received.
The interior was also mildly revised though the basic dashboard achitecture was the same as before.
The 2.0 litre Zetec engine was thoroughly revised which, while producing less power than before, was far more refined and smoother which was something the original engine lacked at high revs.
In Europe, the Mondeo was instantly declared a class leader, and was elected Car of the Year in 1994.
Ford briefly sold a version using the 2.0 L Zetec engine and four-wheel drive, available between 1995 and 1996 on cars with Si Ghia and Ghia X trim. The timing was not ideal though as four-wheel drive had already become synonymous with large SUVs such as the Land Rover Discovery and the bottom dropped out of the four-wheel drive sedan market. People who would tolerate the knock on performance and economy preferred to graduate to a full-blown SUV rather than a sedan with good all-round traction; especially since SUVs had become fashionable at the time.
In Europe, the Mondeo is considered large, but in other markets such as the United States and Australia, it had not fared well, as there were larger models that had stronger brand loyalty and offered better value for money. Ford claimed that it was a ‘world car’, but in a letter to Autocar magazine in the UK, a Ford dealer retorted ‘What world was it designed for?’ Because of this, the Contour and Mystique proved unpopular with American buyers. While the Contour sold at an average rate, the Mystique fizzled. The Mondeo Mk 3 was much larger than the Mk 1/2 version but was not sold in North America, where Ford now offers the Fusion.
There is however, another theory advanced by some motoring journalists: that because the Contour and Mystique were not created in the United States, it suffered from a lack of enthusiasm from inside Ford’s North American operations. Those same theorists point to the fact that the BMW 3 Series — arguably a “world car” in the sense one version is sold globally — does quite well in the United States and it is the same size as the Contour and Mystique.
The Mondeo fared badly in Australia, where, similarly, there was a much larger local model, the Falcon, and was dropped in 2001. Ford Australia withdrew completely from the medium-sized segment of the Australian market, arguing that it was in decline. The wagon version, the first medium-sized Ford of its kind to be sold in Australia since the Cortina, was dropped in 1999. It struggled against Japanese models such as the Honda Accord and Subaru Liberty, as well as the Holden Vectra, also imported from Europe, although unlike the Mondeo, briefly assembled locally.
By contrast, the Mondeo (like the Cortina long before it) was a success story in New Zealand, the Mk III model in particular being voted Car of the Year in 2001 by Autocar New Zealand and National Business Review. In addition, many earlier model Mondeos, imported used from Japan were also sold locally (Japan was also a good market for the Mondeo, a rare feat in a country with a high proportion of domestic automobiles).
In Australia, the 1995-2001 Ford Mondeo was assessed in the Used Car Safety Ratings 2006 as providing “significantly better than average” protection for its occupants in the event of a crash.
In its final year in China, the Ford Mondeo M2000 gained a front fascia not dissimilar from the outgoing Mercury Mystique’s, but had Ford badges. Its rear end was identical to that of the European models.
The 1997-2000 range had the following trim levels:
In South Africa, the trim levels offered were:
Mondeo MkII Sports Variants included the ST24 and the ST200. The ST24 produced 170 bhp (130 kW) from it’s 2.5 litre V6 24v engine and was launched with RSAP (Rally Sport Appearance Pack) bodykit along with sports suspension and half-leather sports bucket-seats. It’s standard setup saw the ST24 from standstill to 62 mph (100 km/h) in around 8 seconds, coupled with a maximum speed of 139 mph (224 km/h).
The ST200 was then launched as the Enthuasists car, with a tuned 2.5 litre V6 24v engine producing 202 bhp (151 kW). This engine made the ST200 go from standing to 62 mph (100 km/h) in around 7.7 seconds and reach a maximum speed of 141 mph (227 km/h). Tuning included a different throttle body, cams, flywheel and upper manifold to name a couple. This version of the Mondeo also had even better sports suspension than the ST24 and came with full-leather Recaro sports bucket-seats. The ST200 was only released to the public in Performance Blue colour and a limited number in white.
Launched in October 2000, and seen as the third generation model, this Mondeo was considerably larger than its predecessor. Although Ford abandoned its New Edge design theme for the Mondeo Mk III, it still borrowed some styling cues from the Focus Mk I, giving it an overall effect which many critics felt was more restrained and mature than the Focus if much less distinctive. Two of the old car’s biggest weaknesses, the modest rear legroom and uncompetitive diesel version were addressed by a longer wheelbase and the new Duratorq diesel engine.
Following the standard setting interior of the Volkswagen Passat Mk IV in 1996, Ford paid a great deal of attention to the Mk III’s interior and was the first mainstream manufacturer to react to the new standard set by Volkswagen. Ford dispensed with the rounded American style interior of the Mk I and developed a more sober ‘Germanic’ design which not only seemed more sophisticated but, more importantly, was of a higher quality due to the use of more expensive materials.
As with its predecessor, passive safety was a major selling point of the 2000 Mondeo. With an even stronger bodyshell, Ford introduced its so-called “Intelligent Protection System” (IPS), which used an “intelligent” array of sensors based on a neural network to decide the best combination of safety devices (traditional front passenger airbags, side airbags and curtain airbags) to deploy for a given crash situation. To enhance active safety, all models were fitted with anti-lock brakes and electronic brake distribution, with electronic stability program (ESP) available as an option.
The Mondeo established itself as Britain’s most popular in its sector and held this position every year from 2001 onwards, though this size of car has fallen slightly in popularity during the 2000s. This version of the Mondeo has never come higher than sixth in the SMMT’s official list of the top selling cars in the UK each year. In 2003, it came tenth in the list.
For the Mk III, the 1.6 L Zetec engine was dropped while the 1.8 and 2.0 L engines were heavily revised and were renamed Duratec. The standard 2.5 L V6 engine was carried over, while a 3.0 L version was developed for the ST220 model.
The archaic Endura-E 1.8 L turbodiesel engine was dropped and replaced by a more sophisticated 2.0 L Duratorq direct-injection (TDCi) unit with a variable geometry turbine. This clever turbine system allows a certain amount of overboost, giving an extra 10% or so of torque for short periods. This engine, known within Ford as the “Puma”-type Duratorq, was first seen in the Transit in detuned form.
A new automatic transmission was added to the range called the Durashift. This unit has five gears and may be shifted manually or shifted like an automatic.
In June 2003, the Mondeo was given a very mild upgrade, the new models being identifiable by the larger chrome honeycomb grille, a new central dashboard made from higher quality materials with electronic climate control, either a standard Ford radio, Sony radio or a satellite navigation radio/CD player which also has climate control built into the unit in lieu of the space taken up by the unit. The Durashift automatic is now available with steering wheel control, while a 96 kW (130 PS) common rail version of the Duratorq turbodiesel engine became available. The petrol engines were revised at this stage also — the new SCI (direct-injection) version of the 1.8 L Duratec engine was introduced which generates 4 kW (5 PS) more than the standard unit. In addition, equipment was upgraded across the range — with trip computer now standard on all models, and cruise control is also standard in selected markets.
In 2005, there were two new Duratorq direct-injection (TDCi) options, a 2.2L with 114 kW (155 PS) and a detuned version of the 2.0L with 65 kW (89 PS). Also, the Seat Belt Warning System was added and is now standard, with an audible/visual warning signal reminding the driver to fasten his/her seat belt. The styling was upgraded again, the most notable difference being tweaked taillights.
Engines:
The fourth generation Mondeo (codename: CD345) was officially unveiled in 5-door production form in late 2006. Based on the EUCD platform developed with Volvo, the platform is the same used in the new large MPVs Galaxy and S-MAX, but not the North American Ford Fusion or the Mazda6 in Japan. It will also be used for several Volvos, for the new Land Rover Freelander, and even for the new Jaguar X-Type, though the latter may not be replaced.
The MK IV Ford Mondeo was released in May 2007 in the UK where it is currently available in five different trim levels: including Edge, Zetec, Ghia, Titanium and Titanium X. In February 2008, Ford announced that in some European markets the Mondeo will be made available with a new Titanium S series trim. This model aims to add an even more ’sporty character’ than the current Titanium series. In March 2008, a new 2.2 175PS TDCi common-rail diesel engine will be available on Mondeo providing excellent power accelerating 0-60 mph in 8.4 seconds on the saloon and great fuel performance returning 45.6 mpg combined. Also available in March 2008 will be Mondeo ECOnetic based on the Zetec series. The Mondeo ECOnetic powered with a 1.8 125PS TDCI diesel will return CO2 ratings of just 139 g/km on the 5 door.
Although the fourth production model, after the Mk III Galaxy, S-MAX and C-MAX, to adopt Ford’s current ‘kinetic’ design language, the Mondeo’s design theme was first seen on the Iosis concept shown at the 2005 Frankfurt Motor Show which gave an indication to the look of the Mk IV Mondeo. The new car, in estate bodystyle, was pre-launched in ‘concept’ form at the Paris Motor Show on 30 September 2006.
The new platform will allow for the use of Volvo’s five-cylinder petrol engine, already featured in the Focus ST and S-Max. The petrol engines include a 1.6-litre with two power outputs (110PS & 125PS), the 2.0-litre (145 PS), 2.3-litre (161PS) for automatic models only and a 2.5-litre five cylinder turbo with 220 PS. Performance models may come with engines from Jaguar and Volvo
The new Mondeo will use the new electro-hydraulic steering system, first used on the C-MAX, that sharpens the steering response and helps to save fuel
A product placement promotional initiative made the Mk IV Mondeo James Bond’s car for one incidental scene in Casino Royale, introducing the new model to global audiences in November 2006 on the launch day of the movie. Ford Group models have been prominent in the Bond franchise since 2002’s Die Another Day, which featured an Aston Martin, a Jaguar convertible, and a Ford Thunderbird.
As with the previous model, the Mk IV Mondeo is not marketed in the US or Canada because Ford currently sells the same-class Fusion which was launched in 2005. The new Mondeo is not sold currently in Venezuela, Brazil or Colombia because the Fusion is sold there. It is, however, sold in Argentina.
The 2007 Mondeo will also mark the Mondeo’s return to the Australian market, due to a resurgence in popularity of medium-sized cars in the last few years. This is in no small part the result of high fuel prices making people reconsider purchasing large cars like the Ford Falcon. Marketing for the Mondeo in Australia has so far focused on the theme that the Mondeo looks good but offers even more than style, with television commercials showing silly quotes from celebrities such as Britney Spears (”I’ve been to lots of overseas places… like Canada”) interspersed with scenes of the vehicle and finally the slogan “more than just good looks”.
The Australian spec Mondeo TDCi took out the award for “Best Mid-Size Car over $28,000″ for 2007 and was runner up for the “Car Of The Year” award.
Initial sales have been good in Australia, despite supply constraints from Europe limiting the car’s success there. At this stage, the Mondeo is only sold as a sedan and Hatch on the Australian market, in both diesel and petrol engines and in four trim levels; LX, TDCi, Zetec and XR5T. Only the 2.3L petrol, 2.5L petrol and 2.0L diesel engines are offered there, the 2.5 being the only model available with a manual transmission. Sales for the Mondeo haven’t quite met expectations, with March sales being just below 400 (slightly more than the Holden Epica, but far less than the class leading Toyota Camry).
The Mk IV Mondeo was named one of two cars for the 2007 “Car of the Year” award by Top Gear on 23 December 2007 (the other being the Subaru Legacy Outback).
The 2008 UK range has the following trim levels:
The Mondeo competed in the British Touring Car Championship (BTCC) between 1993 and 2000. The cars, prepared by former series champion Andy Rouse, did not enter the 1993 season until the 8th round at Pembrey in Wales. Rouse and Paul Radisich were the drivers in the Mondeo’s first season. Radisich went on to win the 1993 and 1994 World Touring Car Championships in the Mondeo.
Ford ran a factory-sponsored team, called Ford Team Mondeo, for eight seasons. In 2000, the team expanded from two cars to three when drivers Alain Menu and Anthony Reid were joined by 1998 series champion Rickard Rydell, recruited from the disbanded Volvo team. The team dominated the 2000 season, finishing 1-2-3 (Menu-Reid-Rydell) in the drivers’ standings and winning the manufacturers’ championship by a staggering 104 points.
A complete overhaul of the BTCC following the 2000 season saw the supertouring regulations scrapped as the series moved towards lighter and less expensive race cars based on compact car chassis and not midsize sedans. Ford withdrew from BTCC competition prior to 2001.
The MK 1 Mondeo has been produced by Majorette, Matchbox, Minichamps and Siku. The MK 2 and MK 3 have both been produced by Minichamps, in Saloon and Estate variants. These models appear frequently on Ebay.

Ford Focus is the name of a series of compact/small family cars made by the Ford Motor Company and sold in most Ford markets worldwide. As with other Ford models, today different versions of the car are sold in North America and in other markets. For details on particular models, see:

Ford Fusion is a name used on two different types of cars from the Ford Motor Company.
Additionally, Ford used the name before the launch of the European Ford Focus, in communications with contractors working on elements of that model’s launch publicity. (Ford did not reveal whether the late change to “Focus” had been the result of a genuine change in its plans, or simply a desire to conceal the real name from the press until the company was ready for the launch.)
Ironically, the North American Fusion also encountered naming problems. In this case, its original name was Futura, a model designation used for a version of the 1960s Falcon and the 1998 AU Ford Falcon line and last used on a two door version of the Ford Fairmont, and others. Since the name had been shelved for too long, and meanwhile a tire distributor (Pep Boys) had used it, a court challenge by Pep Boys was decided against Ford. Hence the two different Fusions exist.
In July 2007, Ford India launched Ford Fusion in India with a 1.4 L Duratorq diesel engine and 160 N·m (118 ft·lbf) torque at 2000 rpm.

The Ford Fiesta is a supermini car designed and built by Ford Europe, a subsidiary of Ford Motor Company. It was also manufactured in Brazil, Mexico, Venezuela, China, India and South Africa. It is now marketed worldwide, including Japan and Australasia, and was sold briefly in North America. It is one of Ford’s most successful cars with over ten million sold in seven distinct generations since 1976 and production continues as of 2007, with an eighth generation expected during 2008. It is also set to return to the US in 2010.
In the early 1970s, European demand from consumers for superminis was rising. Even Ford’s smallest model, the Escort, was a conventional front-engined, rear wheel drive car; yet competitors were launching smaller, front wheel drive cars, like the Fiat 127 and the Renault 5. The effects of the 1973 energy crisis was also increasing demand for smaller cars. BMC (which had since merged into British Leyland) had entered the mini-car market with its Mini in 1959, while the Rootes Group had launched the ultimately less successful Hillman Imp in 1963, but times had moved on and people looking for small cars now wanted practical hatchbacks instead of conventional saloons. Vauxhall had entered the modern supermini market with its Chevette three-door hatchback early in 1975.
Ford needed a small car to compete in this emerging market. After research and many mock-ups, a prototype and project known as “Bobcat” was created, which would be the basis of Ford’s new car. The original plans for the “Bobcat” specified a desire that the new car cost US$100 less to produce than the Ford Escort.
The short listed names for the new car designed by the project Bobcat team (headed by Mr Trevor Erskine) were Amigo, Bambi, Bebe, Bravo, Bolero, Cherie, Tempo, Chico, Fiesta, Forito, Metro, Pony and Sierra. Despite more board votes for “Bravo”, Henry Ford II personally overruled and named the car “Fiesta”, while “Sierra” was introduced on the Cortina replacement in 1982, and ironically the “Metro” nameplate was introduced by rival manufacturer British Leyland for the similar-sized Austin Metro in 1980.
The name Fiesta belonged to General Motors at the time; however, it was freely given for Ford to use on their new B-class car. After years of speculation by the motor press about Ford’s new car, it was unveiled in late 1975.
Mechanically, the Ford Fiesta followed tradition, with an end-on four-speed manual transmission mounted to a new version of the Ford Kent OHV engine, dubbed “Valencia”, named after the brand new Spanish factory in Almussafes, Valencia, developed especially to produce the new car. Ford’s plants in Dagenham, England and Cologne, Germany were also used to manufacture Fiestas. To cut costs and speed up the research and development time, many modified Kent engines destined for the Fiesta were tested in Fiat 127s. This also allowed covert road testing across Europe. It was only the second hatchback mini-car to have been built in the UK by this stage, being launched a year after the Vauxhall Chevette, but a year before the Chrysler Sunbeam and four years before the Austin Metro.
The Fiesta was a runaway success overnight, and the one millionth Fiesta was produced on January 9, 1979. The car was available in Europe with a 957 cc (high compression and low compression options), either a 1.1 and 1.3 L OHV petrol engines and in Base, Popular, L, Ghia and S trim, as well as a van. The US Mark I Fiesta was built in Saarlouis, Germany but to slightly different specifications; US models were Base, Decor, Sport, and Ghia, the Ghia having the highest level of trim. These trim levels changed very little in the US Fiesta’s run from 1978 to 1980. All US models featured the more powerful 1.6L Kent (1597cc) 4 cylinder engine (retrofited with a catalytic converter and air pump for lower emissions), energy-absorbing bumpers, side-marker lamps, round sealed-beam headlamps, improved crash dynamics and fuel system integrity as well as optional air conditioning (a/c was not available in Europe).
A sporting derivative (1.3 Supersport) was offered in Europe in 1980, effectively to test the market for the similar XR2 introduced one year later, which featured a 1.6 L version of the same engine. Black plastic trim was added on the exterior and interior, and the car looked exciting. The small square headlights were replaced with larger circular ones resulting in the front indicators being moved into the bumper to accommodate the change. With a quoted performance of 0-60 in 9.3 s and 105 mph (169 km/h) top speed, the XR2 hot hatch became a cult car beloved of boy racers throughout the 1980s.
Minor revisions appeared across the range in late 1981, with larger bumpers to meet crash worthiness regulations and other small improvements in a bid to maintain showroom appeal ahead of the forthcoming Mk2.
In 1978, the Fiesta overtook the Vauxhall Chevette as Britain’s best selling supermini, but in 1981 it was knocked off the top spot by British Leyland’s Austin Metro and was still in second place at the end of 1982.
In 1982, coachbuilders Crayford produced the Fiesta “Fly” — a convertible version of the Mk1 Fiesta 1300 Ghia, and a total of just fifteen vehicles were produced. The following year the more powerful 1600 Mk1 Fiesta XR2 was the donor car, and a further seven conversions were carried out, part of which involved welding the boot shut.
The Mk2 Fiesta appeared towards the end of summer 1983. The bodyshell was essentially a Fiesta Mk1 design with a more aerodynamic front end and an overhauled interior design. It also featured an altered bootlid design which mirrored the swage lines from the sides of the car. The 1.3L OHV engine was dropped, being replaced in 1984 by a CVH powerplant of similar capacity, itself superseded by the lean burn 1.4L two years later. 957 and 1117 cc engines continued with only slight alterations and for the first time a Fiesta diesel was produced with a 1600 cc engine adapted from the Escort.
The XR2 model was thoroughly updated with a more unsubtle bodykit. It also featured a 96 bhp (72 kW) 1.6L CVH engine as previously seen in the Ford Escort XR3, and five-speed gearbox (also standard on the 1.3L CVH models). The engine was replaced by a lean burn variant in 1986 which featured a different head and carburettor. This replacement engine was significantly cleaner from an environmental viewpoint but was reportedly slightly less powerful as a result.
A “Fiestamatic” had been rumoured for some years and the new CTX continuously variable transmission, also fitted in the Fiat Uno, eventually surfaced early in 1987 on 1.1 models only.
A truly “hot” Fiesta was never produced by the factory to avoid impacting on sales of performance Ford Escort variants but many aftermarket conversions were available, the best-known being that by the English firm Turbo Technics boosting power to a well documented 125 bhp (93 kW), this hike in power and torque made it easily outclass all its “standard” rivals. Ford appreciated the high quality of this conversion and was keen to look after its customers: the installation was undertaken by approved fitting centres and thus all the warranties remained valid after.
The most bizarre feature of the Mk 2 was that the fitment of an almost completely different dashboard was perpetuated on the lower-series trim levels compared to the more expensive variants, the sole common visible components (save for minor switchgear and, where fitted, lighter socket) being the fuse-box cover and fuel/water gauges.
The facelifted Fiesta quickly reclaimed its place as Britain’s most popular supermini, and retained top spot for the remainder of its production life. In its best-ever year, 1987, over 150,000 Fiesta models were sold in the UK, though it missed out on first place in the sales charts to the Ford Escort. It was well-regarded by both men and women. But towards the end of the decade, it began to show its age compared to more modern rivals like the Citroen AX, Peugeot 205 and Fiat Uno.
This version of the Fiesta was still a common sight on British roads as recently as the beginning of the 2000s, though as the decade nears its end, it is becoming a rare sight. However, it is still a more frequent sight than its notoriously rust-prone main rival, the Austin Metro.
The Mk2 Fiesta lives on as the donor vehicle for Quantum Sports Cars’ 2+2 convertible with several hundred manufactured at the factory in Stourbridge before production moved to Kingsbridge.
See also Ford Fiesta RS Turbo
The introduction of the Fiesta Mk3, codenamed BE-13, strengthened the Fiesta’s popularity, helped largely by the addition of a five-door version.
Sometimes considered the ‘quintessential’ Fiesta, this model had the longest production life of any Fiesta to date, and also achieved the highest yearly sales of any Fiesta in the early 1990s. The car’s longevity meant it was the Fiesta that went through the most changes in its life. For example, the car had four different versions of standard steering wheels during its lifetime (the launch wheel, then updated in 1992, 1994 and 1995) and the most changes to standard UK trim levels of any Fiesta (examples across the years show the large line-up: Popular, Popular Plus, L, LX, Ghia, 1.6S, XR2i, RS Turbo, RS1800, Fiesta, LA, DL, SX, Azura, Si, Classic, Classic Quartz, Classic Cabaret).
Fuel injection engines became available in 1992. Major changes were introduced to the range in 1994: steering wheel airbags were made standard across the range, a move not echoed by arch-rival Vauxhall’s Corsa until October 2000[citation needed]. Major structural improvements were made to improve safety, as well as a new immobiliser being fitted to petrol models. The UK trim line-up was also simplified to Fiesta, LX, Si (which also boasted a new bumper and seat designs) and Ghia. Revised door mirrors were also fitted, as were a line-up of fresh wheel trim designs.
As for sports models, 1992 saw the RS Turbo being supplanted by the RS1800 — as the CVH engine was being phased out, the RS1800 shared its 1.8 L Zetec fuel-injected engine with the 130 PS (128.2 hp/95.6 kW) version of the then-current Ford Escort XR3i and had a top speed of 125 mph (200 km/h). The XR2i name was also dropped in early 1994, and the insurance-friendly “Si” badge appeared in its place on a slightly less sporty-looking model with either the 1.4 L PTE (a development of the CVH) or the 1.6 L Zetec engine.
Trim levels were again revised in October 1995, to coincide with the introduction of the Mk4 Fiesta: the range was marketed as the “Fiesta Classic” from 1995 until production finally ceased in 1997.
The Mk3 Update Fiesta was launched in 1995, the internal Code name was BE91.
Considered to behold a smooth, svelt look, this car featured many Italian design influences, including the recessed dashboard on the passenger side, popular in Alfa Romeos. Once again the new model proved popular, making it Britain’s best selling car from 1996 to 1998. Versioned from the chassis of Mk3 car, but most components were heavily revised, including a new suspension system, which gave the Fiesta one of the best handling abilities in its class.
The range was further improved with the addition of a range of new Zetec engines, available in 1.25 L and 1.4 L forms, the 1.8 diesel engine was slightly modified for the Mk4, now marketed as the “Endura DE”. The 1.3 L OHV engine was carried over from the Mk3. As well as the major changes to the chassis, the Mk4 also benefited from a new interior and exterior styling, including a soft painted instrument panel for the first year of production, albeit maintaining a similar dimensions to the Mk3. The Mk4 Fiesta shared a production line and design with the Mazda 121, which sold in much lower volumes and was not produced for the British market after 1999. The Mk4 was not sold in North America. Ford Puma was based on this Fiesta, sharing it’s underpinnings.
In Brazil a 1.0-litre version was available, in L, LX and GL trim levels. This wasn’t sold in Europe, but it was in Argentina and Chile.
The UK trim level line up had relatively few changes over the years: (1995, Encore, LX, Si, Ghia; 1996, Ghia X added as range-topper; 1998, Si replaced by Zetec, petrol LX models briefly renamed Zetec LX, Ghia X models axed; 1999, Finesse added between Encore and Zetec).
In 1999, the Mk3 Update II Fiesta appeared. Ford facelifted the Fiesta with a ‘New Edge’-restyle, consisting of a Focus-inspired face, new bumpers and wheel designs. Along with the new look and trim revisions, the following changes were made to the model:
The Mk5 was the last generation of Fiesta to be built at Dagenham in England. Its internal Code name was still BE91. The UK trim level line-up consisted of: 1999, Encore, Finesse, Zetec, LX, Ghia; 2000, Zetec S added; 2001, E-Diesel added at bottom of range, Flight and Freestyle respectively replace Finesse and Zetec.
This model formed the basis of the Ford Ikon (Code name C195), which is a four-door Saloon designed for India, where Ford was now producing cars in a joint venture with Mahindra. The Ikon was also introduced in other developing countries, such as Brazil (where it is known as the Fiesta Sedan), South Africa, Mexico and China, where saloons (sedans) are preferred to hatchbacks. They are extremely reliable, and became one of Ford’s successes.
The Fiesta was still Britain’s best-selling supermini in 2001, by which time it was making use of a design over a decade old (though heavily updated visually and mechanically). In three-door form, it was sold alongside the Mk6 Fiesta from April to December 2002.
In 2002, the all new third-generation car was unveiled, with no genetic links to the 1976 original. Of this Mk4 Fiesta, most engines were carried over from the previous Fiesta, but renamed “Duratec” with the “Zetec” tag used for the sportier models in place of the previous Si. Trim levels available initially were Finesse, LX, Zetec and Ghia, with limited edition variants soon following. The Mk6 was also the first Fiesta to feature the Anti-lock Braking System and passenger airbags as standard.
Engines available include 1.25 L, 1.3 L, 1.4 L, 1.6 L, 2.0 L petrol (gasoline), plus 1.4 8v and 1.6 16v Duratorq TDCi common-rail diesels built in a joint venture with PSA.
In Brazil the Fiesta is a no-frills car and the engine options includes 1.0 L 8v, 1.0 L 8v Supercharged (95 hp, not sold any more in Brazil, though still assembled and exported to Colombia), as well as a Brazilian specific 1.6 L 8v alcohol/gasoline (110 hp) “RoCam” “flexifuel” version. The internal Code name of this model is B256 (5 door) and B257 (3 door).
The Ford Fiesta ST is the performance variant of the new Fiesta, capable of speeds of up to 130 mph (210 km/h) and hopes to relive the success of the XR2. To differ it from the standard Fiesta, it also has visual enhancements, including 17″ alloy wheels, different front and rear bumpers, side skirts, body colour handles and bump strips, partial leather seats and a ST logo on the steering wheel. The ST version features a 2.0L Duratec petrol engine, which produces 150 PS (147.9 hp/110.3 kW) in standard form.
In Australia, the Fiesta ST is sold as the Fiesta XR4. Like all Euro sporty Fords sold in Australia, they all use the ‘XR’ badging, instead of the ‘ST’ badging used in Europe.
This was also the first Fiesta to be sold in Asia and Australasia (all 1.6 L LX 3dr/5dr, Zetec 3dr, Ghia 5dr), replacing the Kia-based Festiva. In Brazil and Argentina, a Fiesta Saloon version was introduced in late 2004. A similar Fiesta Saloon model, with a different front end, was released in India in late 2005. Although the Mk6 Fiesta was ergonomically and mechanically more advanced than any previous Fiesta generation, it was criticized for being too dull and ‘heavy’ looking. However, the Mk7 came with an improved exterior.
In 2002, it was the fifth best selling new car in the UK, but was pushed down to third place in the supermini charts by the Vauxhall Corsa and Peugeot 206, not claiming top spot in its sector until 2006.
The Fiesta is one of Brazil’s best-selling vehicles, selling around 5,000 units per month. From July 2002 to July 2007, more than 336,000 units have been sold, outselling its competitors: Chevrolet Corsa (183,000 in the same period) and Renault Clio (122,267). Ford Brazil also makes a Fiesta Sedan, which has sold 113,000 units since its launch in 2004.
In November 2005, a revised version of the Mk 6 Fiesta went on sale (sometimes known as the Mk 6.5). A number of cosmetic changes were introduced: both front and rear lights featured new detailing, and bumpers, side mouldings and door mirrors were also altered. Furthermore, a bright new colour palette was introduced.
Inside, the dashboard featured both a new design and better quality soft touch materials, following criticisms of the hard, cheaply textured original. A new analogue instrument display features in a style similar to the Mk 2 Ford Focus.
New technology was also made available, including power folding mirrors, automatic and ‘home-safe’ headlights, automatic windscreen wipers, Bluetooth with voice control, Trip computer, MP3 player connectivity and the Electronic Stability Program.
The changes had immediate and startling effects on sales. After years being outsold by Vauxhall’s Corsa, among others, in February 2006 Ford announced sales in the preceding month were up 25% on January 2005 for the previous model. Furthermore, the Fiesta captured the title of Britain’s most popular supermini in both 2006 and 2007, for the first time since 2001.
In the United Kingdom, the car is available in Studio, Style, Style Climate, Zetec Climate, Zetec S, ST and Ghia trim levels. In 2007 two more models were added — the Fiesta Zetec Blue, and (following on from the hugely successful Fiesta Zetec S 30th Anniversary), the Fiesta Zetec S Celebration.
Since the launch of the 2005+ model, the advertising motto has been “StupidDogbot, CleverFiesta”, with the car showing a new gadget, while the robotic dog does something stupid; e.g. the Fiesta showing MP3 connectivity, while the Dogbot sticks its head into an old record player.
The Mk6 Fiesta was shown in concept form as the Ford Verve and made its debut at the Frankfurt Motor Show in September 2007. It shares its platform with the Mazda 2. Ford was considering replacing the Fiesta name with Verve, but recently decided to keep the name.
Ford intends this to be a truly global vehicle, going on sale in Europe, the Far East, and North America. It will become available in North America in 2010. Recently it was announced that the Mk7 Fiesta will be built by AutoAlliance Thailand, a factory of both Ford and Mazda for Ford Australia.
The production version of the new Ford Fiesta was revealed on 14 February 2008. The car features Ford’s ‘kinetic’ design direction, now seen across the Ford range. It will be both lighter and stronger than the current Ford Fiesta, with similar dimensions.
Ford’s Convers+ menu system, as seen on the Mondeo, S-MAX and Galaxy and complemented by steering wheel button controls, will be available for the first time. Ford anticipates that more than 85 per cent of Fiesta orders will feature such a multifunction display. Also available for the first time will be keyless entry with ‘Ford Power’ starter button, reach and rake adjustable steering wheel and a USB port for portable music players. Ford Easyfuel, the capless refuelling system recently introduced with the Ford Mondeo designed to prevent accidental misfuelling, will also feature, and ‘ambient lighting,’ casting a soft red glow over the interior, will also be an option.
Ford has also revealed the engine line-up for the new Fiesta: both 60PS and 80PS 1.25-litre, 91PS 1.4-litre and 115PS 1.6 Ti-VCT petrol engines; and reworked versions of the current Fiesta’s 68PS 1.4TDCi and 90PS 1.6TDCi diesel engines. Both a five-speed manual and a four-speed automatic transmissions will be available, the former standard on all engines and the latter optional with the 1.4 petrol engine. Electric power assisted steering (E-PAS) is also introduced to the Fiesta for the first time; this differs from the standard hydraulic system as it does not operate when not needed, reducing damage to the environment.
Ford has only announced one trim level of the new Fiesta to date, and it will not be available at launch. This is the ECOnetic model, which Ford states will emit less than 100g/km of carbon dioxide. While Ford has not specified which engine will power the ECOnetic, like other Ford ECOnetic vehicles it will use conventional fuel and achieves its environmental credentials through weight loss and aerodynamic adjustments. This would exempt the car from London’s congestion charge.
European sales will begin in autumn 2008.
Two Ford Fiestas famously starred in the 1979 Monte Carlo rally — the British entry driven by Roger Clark and aided by co-driver Jim Porter, and a German entry piloted by Ari Vatanen and co-driven by David Richards.
Both cars were highly modified with special motorsport components throughout and featured pioneering Limited Slip Differential (LSD) technology. The cars were powered by competition tuned versions of the 1600cc Kent crossflow engine — a later version of which appeared in the Mk1 Fiesta XR2.
The 2 cars worked well in the arduous ice and snow that year. Roger Clark did not set any records but the German car achieved 9th position overall — a very encouraging result which sparked demand for sportier Fiestas.
Since this there have been sporting and “hot hatch” editions. Versions include Supersport, XR2, S(Sport), XR2i, Si, RS Turbo, RS1800, Zetec S, Zetec RS, and ST. All of these were powered by a range of engines from the Ford Kent engine to the Ford Duratec engine.
The “Fiesta SportingTrophy” is a One Make Championship; beginning its 1st season in March 2006. It combines keen competition with equal performance and leaves the decision about winning or losing to the drivers and co-drivers capabilities. The driver, co-driver and mechanics work as a team to compete against the toughest adversary of all — the clock.
The Fiesta SportingTrophy will be based around the Fiesta ST Group N car. The car has 165 PS (162.7 hp/121.4 kW) from the 2-litre Duratec ST engine which when combined with the conversion kit from M-Sport, has been designed to provide all of the safety equipment and performance upgrades to enable the car to be competitive and reliable at any event around the world.
In March 2007, the Pirtek Rally Team introduced the Ford Fiesta Super 2000 rally car, which will compete in the Australian Rally Championship.
Asphalt: 17in OZ Racing wheels Wheels manufactured in both Super T and Rally Racing style.
In the United Kingdom, the Fiesta is commonly used in numerous club level motorsport series but has its national one-make series called the Ford Fiesta Championship. During its peak in the 1980s and 1990s it had manufacturer support and it even was a support race to the British Grand Prix and numerous BTCC rounds. The series has gone through numerous name changes including Ford Credit Fiesta Championship, Ford Fiesta Zetec Championship and BRSCC Ford Si Challenge and is nowadays run by the BRSCC (British Racing Sports Car Club) as a club racing championship. The organisation also run the other series that consists of Fiestas.

The Ford Galaxy is a large MPV first introduced in 1995.
The first Galaxy was designed and built by AutoEuropa, a joint venture between Ford and Volkswagen (VW), and also sold by VW as the Volkswagen Sharan and SEAT Alhambra. All three models were built by Autoeuropa at the joint production plant in Palmela, Portugal.
The Galaxy uses predominantly Volkswagen mechanicals, most notably the 2.8-litre VR6 petrol engine from the top versions of the VW Golf, as well as VW’s 1.9-litre turbodiesel unit. Initially only the 2.0-litre Straight-4 petrol version used a Ford powerplant - this is derived from the Ford DOHC family. In later years this unit was supplemented by a 2.3-litre 16-valve version first seen in the facelifted Ford Scorpio. This engine was unique to the Ford Galaxy in that it was transversially mounted opposed to longitudinally like in the Ford Scorpio and Escort RS2000 which used the same bottom end; similarly, this was the case with the 1.8-litre 20-valve turbocharged petrol engine offered in the Volkswagen Sharan and SEAT Alhambra.
All of the VW-sourced engines are supplied with “Ford” rocker covers, despite being of Volkswagen design. Diesel, 2.8 V6 and all automatic transmissions were VW based, but manual boxes on the 2.0i and 2.3i DOHC engines were modified versions of the trusted VXT75 5 speed set-up.
The original interior used a mix of both Ford and VW components, using a Golf-derived instrument pack, and most of the switchgear, while the curved fascia moulding was of Ford design, heavily reminiscent of that used in the Ford Mondeo.
A major redesign in 2001 saw the Galaxy distance itself from its VW Group competitors. The car adopted the Ford corporate front end, while the interior benefited from an all-new dash, utilising high-quality materials and a design akin to the third-generation Ford Mondeo, introduced at a similar time as the new Galaxy. Also new engines were available across the range, the newer 24v VR6 along with VW’s Pumpe-Düse (pd) TDI engines available in 115, 130 and 150 bhp (112 kW) forms, these were matched to a 6 speed manual transmission, a 4 speed automatic transmission with manual sequential shift operation and a 5 speed automatic transmission (Auto boxes were only available on 115 PS (113 hp/85 kW) variant due to the limitations of the torque converter).
1.8 L Duratorq TDCi I4, 125 PS (123 hp/92 kW) 2.0 L Duratorq ZSD TDCi I4, 130 PS (128 hp/96 kW) 2.0 L Duratorq ZSD TDCi I4, 140 PS (138 hp/103 kW) 2.0 L Duratec I4, 145 PS (143 hp/107 kW)
The third generation Galaxy was introduced at the 2006 Geneva Motor Show and went on sale alongside the shorter and lower Ford S-MAX in June 2006.
The new Galaxy is larger than its predecessor and is a four pillar vehicle of entirely Ford design, with no Volkswagen content. No longer produced in Portugal, Europe’s replacement Galaxy is assembled at a newly re-equipped plant alongside the Mondeo in Genk, Belgium. With the S-MAX catering to customers who require a sport-oriented MPV, Ford were able to expand the Galaxy in every dimension without losing sales in size-conscious Europe.
Due to its size, Ford was unable to design the Galaxy using a full Kinetic Design format. However, Ford officially states that the car contains ‘elements’ of Kinetic Design, such as its trapezoidal grille, large wheelarches and angular headlights. No spare wheel is obtained when buying this car, a foam is given to seal punctures until a new wheel can be bought.
Ford’s engines are used, all diesels being from the Duratorq family of engines in 100 PS (99 hp/74 kW) & 125 PS (123 hp/92 kW) 1.8 format and also 130 PS (128 hp/96 kW) & 140 PS (138 hp/103 kW) 2.0 TDCi versions. two Petrol engines are offered - the Duratec 2.0 145 PS (143 hp/107 kW) variant and 2.3 L petrol 161 bhp (120 kW) engine
This version is not sold in Latin America, but the old 1995-2006 Ford Galaxy is still available there, with 2.0, 2.3 and 2.8 petrol engines. (The VW sourced 1.9 TDi engine is no longer offered).
In the United Kingdom, the car is available in Edge, Zetec and Ghia trim levels. In February 2008, Ford announced that the Galaxy will be made available with the Titanium high series trim as seen on the Focus, C-MAX, Mondeo and S-MAX ranges. The Titanium model will be specified to the same level as the Ghia but will add a ‘techno’ feel. At the same time the availability of a 2.2TDCi engine option (joint design with Peugeot; 170hp) was announced.
One major selling point of the Galaxy and S-MAX is the “FoldFlatSystem”. This design allows the second- and third-row seats to fold flat into the floor although this step forward in seating design lowers the load carrying capacity of the vehicle.
In Europe the Galaxy is currently leading sales in its segment, although it is outsold by its S-MAX sibling.

The Ford S-Max is a large MPV produced by the Ford Motor Company for the European and by Chang’an Ford Automobile Co., Ltd for Chinese (Mainland) market. Introduced at the 2006 Geneva Motor Show, the S-Max went on sale alongside the redesigned Galaxy in June 2006. It is intended as a “sporty” alternative to the traditional MPV, and slots between the seven-seater large MPV Galaxy and compact MPV Ford C-Max. The S-Max was voted European Car of the Year 2007 on 13 November 2006 and in the future it will be sold in Japan as a Mazda.[citation needed]
The 7-seater S-Max is the first vehicle to feature Ford’s Kinetic Design styling. On S-Max, Kinetic Design includes angular headlights, twin trapezoidal grilles, and large wheelarches.
One major selling point of the S-Max is its “FoldFlatSystem”. This design allows the second and third-row seats to fold flat into the floor.
There are three derivatives of the S-Max; Edge, Zetec, and the high-end Titanium. Ford have stated that around fifty per cent of all S-Max buyers choose Titanium specification.
In February 2008, Ford announced that the S-Max will be made available with a new Titanium S series trim. This model aims to add an even more ’sporty character’ than the current Titanium series.
In March 2008, a powerful 2.2 175PS TDCi common-rail diesel will be added to Titanium series and will deliver accleration from 0-60 mph in 9.0 seconds.