Ford FIESTA Parts | 1989 - 1996 | Mk3 CVH HCS D #26KA2685K
The first generation Ford Festiva was designed by Mazda in Japan, at the request of the parent company Ford. The three-door hatchback, designed and built by Mazda, was launched in Japan in February 1986, under the name "Ford Festiva", with 1.1 and 1.3-liter engines. The Festiva used a front-wheel-drive layout, and its mechanics consisted of rack and pinion steering, independent front suspension with struts, coil springs, and a sway bar, and a rear torsion beam suspension. The Festiva was facelifted in 1989, receiving a redesigned grille insert and rear lamp lenses. In Japan at launch, the three-door Festiva was offered in L, L Special, S, Ghia, and Canvas Top specification levels. Ford marketed the Japanese market Festiva through the Autorama distribution network. At the 1986 Tokyo Motor Show, the sporty GT and GT-X models were presented, with a unique 1.3-liter twin-cam engine (BJ). It featured a special body kit and a prominent hood bulge and went on sale on December 1, 1986. By then, the Festiva Cargo L (commercial version) was added to the lineup, either in a two or five-seat version. In mid-1986, another Ford partner, Kia Motors from South Korea, began production of the Festiva under license under the name "Kia Pride." Starting in mid-1987 for the 1988 model year, Kia began exports to Canada under the name "Ford Festiva," with U.S. sales starting by the end of 1987. Ford offered a single 1.3-liter B3 four-cylinder engine and three trim levels: L, L Plus, and LX. The two base models featured a four-speed manual overdrive transmission, with the LX upgraded to a five-speed unit. A tachometer and tilt steering wheel were also featured on the LX trim, as well as alloy wheels, remote mirrors, cloth interior seats, and an AM/FM cassette radio. Ford launched a minor facelift in North America for the 1990 model year. At the same time, the engines fuel delivery system transitioned from carburetor to fuel injection, and transmission choices were revised with a standard five-speed manual and optional three-speed automatic. Ford also replaced the front seat belts with motorized versions and fitted rear seat belts as standard. For the 1991 model year, the L Plus and LX models were combined into a single GL trim, and the GL gained alloy wheels and the availability of a "sport" package. The final 1993 model year brought no changes. Throughout the Festivas life in the United States, Kia exported approximately 350,000 units. The agreement with Ford materialized in line with Kias strategy implemented in the mid-1980s to progressively fill the low-cost market gap, being slowly vacated by Japanese brands pursuing more expensive models with higher profit margins. Compared to rival manufacturers in Japan, as well as in Europe and North America, Kias main competitive advantage was the lower-paid workforce in South Korea - which translated into lower-priced cars. The success of models like the Peugeot 205 and Fiat Uno meant that Ford became bold with the third-generation Fiesta MK3 in 1989. The boxy lines and aging of the first two models were out, and a sleeker look and more sophisticated mechanics emerged. More importantly, the car was available for the first time with a five-door bodystyle. A longer wheelbase meant the Mk3 set the class standard for space, while the semi-independent torsion beam rear suspension helped with ride and refinement. This more grown-up approach extended to the interior, which had a much more modern design. The dashboard neatly borrowed from the larger Escort, while the new injection-molded seats were more comfortable yet compact. Mk3 also received a heated windshield and anti-lock brakes. There were changes under the hood too, where the latest line of Fords high-compression Swirl engines was used, alongside the existing CVHs. For hot hatch fans, the big news was the arrival of fuel injection, resulting in the XR2i with up to 110 hp. At the top of the range was the 132 hp turbo fire, identified by its three-spoke alloys and green inserts. Climb aboard a Mk3 today and its not hard to see why it was such a leap forward. The well-appointed fascia looks modern, while the bright fabrics and large glass area create an airy atmosphere. On the move, the standard cars ride is easy and composed, unlike the later, firmly suspended XR2i with Zeta engines in our images. However, all models suffered from slow steering, and like many older Ford models, the wheezy engine doesnt like to work hard. Yet, in all other respects, its easy and hassle-free to drive - and its not hard to see why it became the longest-serving Fiesta, eventually showing up as a classic badge model in 1997. Fiesta RS Turbo and RS1800 in detail Appearing about a year after the rest of the third-generation Fiesta range was launched, the RS Turbo landed in showrooms in the mid-1990s. On the face of it, the newcomer seemed to be just more than an XR2i with an Escort RS Turbo engine dropped into its stubborn nose. But there was more to it than that. Yes, both cars shared the same 1.6-liter CVH four-cylinder, but the Fiesta benefited from a smaller Garret T2 turbo (Kevcort, sorry, Escort had a larger T3), which spun at lower revs for greater response and therefore less lag. The Bosch engine management system was also reduced, with Ford favoring instead the more powerful CEE IV setup. Finally, the head was taken from the XR2i and there was a custom manifold. The result was a similar power output of 133 hp, but the peak torque of 134 lb-ft arrived with a whoosh at just 2400 rpm. The same Ford B5 five-speed gearbox was used, but the Fiesta had a lower final drive for an even more eager response. To help the driver cope with this increased bounty, a few changes were made to the XR2i suspension, which was your standard combo of front MacPherson struts and trailing arms connected to a rear torsion beam. Adding to the lower and stiffened XR2i setup, the RS Turbo added a 20 mm rear anti-roll bar and some camber and roll changes, plus a quicker steering rack (though the unassisted setup was still a dizzying four turns lock-to-lock). What was missing was the Escorts limited-slip differential, while the brakes were standard XR2i (240 mm discs at the front and 203 mm drums at the rear), apart from the use of Ferodo pads, which used the same friction material as the Sierra RS Cosworth. As with many Fords of the time, the Teves mechanical anti-lock braking system was available as an option. Visually, the RS1800 owed a lot to the RS Turbo (and the XR2i, which now had the 105 hp version of the 1.8-liter Zetec), but with a more subdued mid-nineties twist. Where green stripes (replaced with black trim inserts), and while early cars had orange indicator lenses, later models received clear elements. The wheels were also changed, with the Fiesta featuring 14-inch facsimiles of the MK5 Escort RS2000s five-spoke affair. Post-1994 cars gained the option of power steering and a stronger body shell, but also saw the alloy wheels dropped to the options list, while inside the extremely comfortable Recaros were abandoned in favor of the Ford winged design. Despite the same market, these two cars couldnt be more different to drive. For old-fashioned fun, the RS Turbo is hard to beat. It might not have been able to rival the Peugeot 205 or Renault Clio for poise and engagement, but its not without its thrilling, hang-on-for-dear-life fun. Lag is limited by the standards of the time, but compared to modern machinery, the Fiestas "pause... whoosh" approach is captivating. The physicality extends to the driving experience, with the unassisted steering proving to be a device you wrestle with rather than guide the Ford through a corner - its particularly bicep-busting under hard acceleration, where torque steer adds an extra option for changing direction. Yet, like most outdated performance cars, theres a real sense of connection
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