Given the strong following the Fiesta ST commands, it’s difficult to imagine Ford initially showed little enthusiasm for the model. First seen in Mk6 format, the ST matched its closest rival - the Renaultsport Clio - on paper with a 2.0-litre naturally aspirated engine, but the difference was stark in the real world. When the Mk7 launched in 2009, an ST-model was notably absent from the range.

However, at the 2013 facelift, it made a triumphant return and proved to be an instant hit. Ford regained their hot hatch mojo just as Renaultsport lost theirs; the Mk7 Fiesta ST’s mix of direct steering, turbocharged pace, fun factor, and excellent value for money cemented its place at the top of the small hot hatch pile.

This meant the Mk8 had some big shoes to fill in 2018, and it certainly had the footprint for them. But while the dimensions increased, the cylinder count decreased; the popular and highly tuneable turbocharged 1.6-litre four-cylinder was superseded by an all-aluminium 1.5-litre three-cylinder. It launched with an ST200 matching 197bhp and 214lb-ft (290Nm) of torque - with up to 236lb-ft during transient overboost - all sent to the front wheels. There was a choice of three or five door bodies, while the transmission option was anything you liked as long as it was a manual. The exterior styling was more restrained, while the interior saw a huge uplift in quality. 

It begged the question - had the ST gone upmarket to the detriment of pure hot hatch thrills? And in a wider context, with the Fiesta no longer on sale, is the new car market missing something by no longer offering as much choice for small drivers cars?

There’s only one way to find out. The test car is a pre-facelift 2019 model, which looks rather good with its Performance Blue hue, subtly extended bumpers, sills, diffuser, and ST badge in the grille. The 17” Y-spoke wheels painted grey and silver complete the semi-sleeper style, and are mounted to ST-specific wheel hubs. To petrolheads it is obvious that this Fiesta is the fast one, but to the untrained eye it may just be another small Ford. This car is equipped with the Performance Package that adds launch control, a shift indicator light, and a Quaife mechanical limited-slip differential (LSD) which compliments the unique chassis setup for the ST that I’ll explore throughout my drive.

To begin, I open the large door and slot into the excellent RECARO bucket seat. This features strong but relatively low bolstering on the base and backrest, but the headrest is adjustable - a nice change from a lot of cars in this class. Adjustability levels are great with the seat able to reach a sweet spot for drivers of all shapes and sizes, although as I lower the chair down to my default lowest position, the small view of the bonnet completely disappears beneath the longest windscreen wiper arms fitted to a hatchback. At least I get a good view of the enormous dashboard, which houses the clear and uncluttered instrument cluster, as well as the 8” infotainment display that can run Apple CarPlay and Android Auto.

The engine fires into life with a brief fast idle, before offering a low-pitched burble at tickover. Getting used to the controls in my first few moments of driving, I find the biting point of the clutch in the lower half of the pedal’s travel, and the car quickly tells me that it favours a gentle release of pressure when engaging another gear. Judging the extremities of the car remains a work in progress, but higher on my to-do list is getting a handle on the Fiesta’s handling.

Gently flicking the steering wheel from left to right a few times on a straight begins to uncover the chassis tuning implemented for the ST; there is precious little roll and it doesn’t take a lot of lock to get the car to change direction, but the entire car feels stable. At the front, the springs surround twin-tube dampers, but at the rear the directionally-wound springs envelop single-tube struts. Typical of cars in this class, the Fiesta uses a torsion beam on the rear axle as opposed to multi-link connections, and requires 1,400Nm of force to twist it by just one degree. The trade-off is a noticeably firm ride, but it offers a very stable and consistent rear end, with the freedom for the car to move on the front axle. It works brilliantly.

Having acclimated to the standard steering setup in the car’s Normal driving mode, engaging Sport mode increases the weighting. The front end bites and quickly digs into the tarmac, stabilised by the rear torsion beam which takes a moment to catch up. It’s a strange sensation to begin with, and perhaps exacerbated by the difference of tyre compound on each axle of this particular ST; Michelin Pilot Sport 4 tyres at the front, while the rear wheels are shod in Davanti DX640 rubber. The compound difference is something to work around rather than with, so I relax the turn-in so as not to leave the rear in the previous postcode as the front takes aim at the apex. No doubt the cornering stability would be greatly improved with identical Michelins on each wheel.

It’s clear that the Fiesta can rotate quicker than the blades of a blender. Ford says this is down to the unique knuckle design, and 12:1 ratio of the steering system which is 14% faster than the previous model’s rack. From one corner into the next, the car turns effortlessly, feeling as if it pivots around me rather than ahead of me. 

Trail braking up a hill into a long left hander, I get a feel for the brakes, made up of ventilated 278mm and 253mm discs at the front and rear respectively. They scrub speed precisely, allowing me to maintain a good level of momentum around the sweeping bend, feeding in more power mid-corner to bring the differential into play. As part of the Performance Pack, the front axle benefits from a Quaife LSD which mechanically distributes the torque load to the wheel that can deploy it best.

This also works with Ford’s own electronic Torque Vectoring Control system that brakes the inside wheel to further reduce slip when power is being applied during cornering. It works best with gentle applications and reductions in power when turning, and when combined with the rapid steering and un-twistable rear suspension, the front end grasps the road surface and noticeably pulls the entire car around sharper corners.

With more binary throttle applications, it is possible to catch the two systems out with the electronics reacting much faster than the mechanical systems, before compensating for an overreaction. Mostly though, the pair of torque vectoring systems worked brilliantly in unison, allowing for early throttle application and the confidence to allow the traction control to take care of the rest, as the revs and speed begin to build once again.

The feedback from the systems is evidently clear from the steering wheel, with my hands able to pick up the shuffling of torque from one side to the other, and while it feels like torque steer to a point, it’s easy to manage with a slight correction to the steering or the throttle. The feedback feels genuine, if not quite unfiltered, but the car is happily and readily communicating how it is helping me to maintain pace.

With all the intricacies of the chassis, suspension, and steering coming to the fore, and being explored in detail, the way to summarise the Fiesta ST’s handling is remarkably simple: it is truly joyous, engaging, and entertaining in equal measure. It uses its mechanical and electronic toolkit to enhance rather than control the fun, and offers varied but precise forms of feedback to learn from. The car talks to the driver, encouraging the exploration of its capabilities with confidence. It takes some learning to get the most out of its agility, but the reward is one incredibly capable drivers’ car.

Between the corners are plenty of long straights which allow the 1.5 litre EcoBoost turbo triple to reach peak torque, and peak power over and over again as I row through the six-speed gearbox. A plateau of torque is available from 1,600 to 4,000rpm, but the engine makes me wait until 6,000rpm - just 100 revs from the red line - for me to sample all 197 horses at once. The engine is quick to respond and pick up the pace, with it really getting into its stride around 2,700rpm. The gearing is just right with short ratios for first and second, slightly longer settings for third and fourth, while fifth and sixth are stretched out enough to allow for low rev cruising.

The powertrain pulls strongly from low revs at low speeds, prompting some of the apparent torque steer that I discovered earlier, but there seems to be no letup in performance delivery as 3,000rpm becomes 4, 5, and finally 6,000rpm where the yellow ST light in the dashboard instructs me to change gear. The engine doesn’t crescendo, but when quickly shifting up a gear, the revs fall back into the peak torque range and the car continues to advance like a whippet chasing a rabbit.

The Fiesta builds speed quickly, with the engine changing its tune from the burble at tickover to a deep growl toward the redline. It doesn’t quite sound like half a V6, but the deeper notes make a nice change from the almost interchangeable sounds of rival four-cylinder engines.

In the Sport drive setting, a valve in the exhaust opens so a few subtle pops can be heard from the two chrome tips; their arrival seems to be random as opposed to being forced out by default whenever I lift off the accelerator. Overall, the engine sounds pleasant and it compliments the B-road running that I am enjoying.

With my brain learning to associate particular notes with certain points in the rev range - and in turn my speed - I start to ignore what the dials say and drive based on the sounds from the powerplant, the feedback from the three pedals and my knowledge of the route ahead. Mobile chicanes are tackled with ease, and immobile ones are tackled with joy, as I can press on knowing the car will be honest with its feedback rather than forced to comply by stringent electronic overlords.

A tempting long straight goads me into testing the Launch Control feature; I want to know if this is a gimmick or a genuine asset. A Launch Control message appears on the display, requiring confirmation by pressing the OK button on the steering wheel. With one foot on the clutch and the other on the throttle, the car builds boost and sits at 3,000rpm for a moment. All I have to do is dump the clutch, and the car will marshal the power.

There’s an initial scramble for grip the car launches quickly, pleasantly chirping the tyres as I change into second gear, reaching the all important 60mph mark just over 6-seconds later. The quoted 0-62 mph time is 6.5 seconds - making it half a second quicker than what I still regard as the benchmark small hot hatch: the Renaultsport Clio 200.

I’m impressed by the simplicity, accessibility and effectiveness of the system, but to see how much of an improvement it brings to standing starts, I bring the car to a stop once again and ignore the offer of help from Skynet. I opt for a 4,000rpm launch, convinced I can beat the bot. The result is spinning tyres all the way up to the redline, squealing again as second is selected. Having tried both options, the difference is clear: getaways from a McDonald's drive-thru are more controlled with Launch Control engaged.

With the tarmac snaking its way through a forest, the road starts to point towards home and my opinions of the Fiesta ST begin to form into a clear shape. A brief and unavoidable A-road slog reminds me that cars in this class have to be able to complete the less exciting daily drives with as much composure as the aimless weekend blasts. Getting up to speed requires little effort in fifth gear, and with sixth selected, cruise control activated and Sport mode switched off, the engine fades into the background to uncover a rather quiet environment to eat up motorway miles in; this is partly helped by the cylinder deactivation tech which which is a world first on a three-cylinder engine.

The wind noise is ever present, but the tyres are quiet and the suspension that was facilitating sharp turns just a few minutes ago has shown its German-engineered trait of becoming smoothest at higher speeds. As a slip road beckons and the pace reduces further, one of the county’s many imperfect routes shows a busier side to the ride, picking up plenty of ruts and bumps and transmitting them into the cabin firmly. The car isn’t crashy at all - far from it - but it certainly is busy.

Although I think I know everything I need to know about the car, a few more maximum attack trips along my local lanes won’t hurt will they? Just as they did three hours prior, the balance and keen turn in work well with the punchy powertrain and torque vectoring to provide an entertaining end to my time behind the wheel.

The Fiesta has been engaging and exciting across a variety of roads, and is a surprisingly swift platform that makes up for its lack of outright power by its ability to maintain high speeds around sweeping and double-apex corners. It is communicative, lively and honest with its reactions to my inputs. The drive has been physical, and the car has presented me with the challenge of learning and understanding its quirks and how to drive with or around them to get the most out of the platform.

The car is involving, approachable, exploitable but also flexible with everyday usability baked into the Fiesta dough that the ST rises from. Unlike some hot hatches that I’ve driven, it’s impossible to forget that I am in “the fast one” owing to the chassis and drivetrain always asking me to make the most of what they have to offer.

At the beginning of the review, I asked whether the new car market is missing out by no longer having this car available. That answer is a simple yes, but I refuse to claim that a certain model is “gone forever” as soon as the last one has been built. After all, I’ve just driven one, and it will be available on the used car market for years to come. Cars do not cease to exist the moment that they end production; the Audi TT hasn’t really “gone extinct” has it? The Hyundai i30 N isn’t “dead” either - I saw two of them during my drive, but that is a story for another opinion column.

Lastly, I wondered if the development team had read the recipe for a small hot hatch, and aimed squarely at each key attribute when developing the Mk8 Fiesta ST. Did they? A 150-mile test yields another one-word answer: absolutely.

Attaining the Performance; Mk8 Fiesta ST model history

In its five years on sale, the Mk8 Fiesta ST was offered in multiple trim levels and a handful of special editions. The car launched with three versions: ST-1, ST-2, and ST-3, with the higher numbers meaning greater standard equipment. Attractive lease deals meant most buyers looked past the three-door only entry-level variant, and as such less than 60 were registered in the UK, making the Mk8 Fiesta ST-1 twice as rare as the Renault Clio V6. As such, the ST-2 and ST-3 make up the majority of the classifieds.

Standard specification included 17” grey alloy wheels, RECARO fabric bucket seats, automatic headlights, keyless start, cruise control, and a 6.5” infotainment screen. ST-2 gained the option of five doors, along with bicolour 17” wheels, heated front seats with blue detailing, privacy glass, an 8” infotainment display, and a central armrest with illuminated cupholders. The ST-3 has 18” wheels of the same Y-spoke design but a machined finish, lumbar support for the leather RECARO seats, a heated steering wheel, electric rear windows for the 5-door variant, red brake callipers, keyless entry, and more. The Performance Package was a common option on all variants, adding the LSD, launch control, and a shift light. A quirk of the specification saw the mid-level ST-2 gain the excellent Bang & Olufsen sound system as standard, while this was optional on the top-tier ST-3.

The first special variant was the Performance Edition, limited to 600 examples. Based on the ST-3, the Performance Edition added the Performance Package, lightened 18” alloys, and adjustable coilover suspension. This dropped the ride height by 15mm at the front, and 10mm at the rear, and could be adjusted through 12 stages for compression, and 16 stages for rebound. LED headlights and the B&O sound system came as standard, along with bright orange paint.

The next ST special edition was the imaginatively named ST Edition. This variant was another limited-run model, with 500 made for Europe, of which 300 were allocated to the UK. Like the Performance Edition, the Edition edition gained the adjustable coilovers, lightweight wheels, and all were finished in Azura Blue. High-gloss black coloured the bumper inserts, wing mirror caps, diffuser, wheels, spoiler, and the roof panel. Inside, the Ford Fiesta ST Edition edition gained carbon-look trim, and a steering wheel button to engage the Sport driving mode.

Mountune offered an upgrade package called the m235 - not to be confused with the BMW of the same name - but unlike previous versions, this was not officially blessed by Ford so would’ve voided the manufacturer’s warranty. The m235 kit included a new airbox, air filter, and recalibrated engine software, raising the output to 232bhp and 258lb-ft (350Nm), putting it on par with a Mini JCW of a similar vintage. If you’re interested in increasing the performance of your Fiesta ST, it’s hard to argue against the offerings from Mountune.

Unveiled in late 2021, the Mk8 Fiesta facelift brought an enlarged grille that contained the blue oval badge. Dark grey detailing remained, but all STs gained LED lights as standard, new wheel designs, and a lightly updated interior. Gone were the RECARO bucket seats, replaced by Ford’s own two-piece design with less restrictive side bolstering, and greater adjustability. The debate as to which seat is better continues to divide owners. A customisable 12.3” digital drivers’ display replaced the physical dials of the pre-facelift version, and the Sport mode shortcut became a permanent fixture on the steering wheel.

Power remained consistent at 197bhp, but torque rose up to 236lb-ft (320Nm). Despite the torque increase, the 0-62mph time of 6.5-seconds, and top speed of 144mph remained unchanged. While it’s commonly reported that the facelifted Fiesta ST was available exclusively as a five-door ST-3, this isn’t the case; the three-door bodystyle was available for both the ST-2 and ST-3 variants in 2022. This changed by late 2022 when the ST became a top-trim five-door model only.

Mk8 Fiesta ST Buying Guide

Among your pre-purchase checks, make sure to ask for details of service history, and recalls being completed. Some early STs suffered from oil leaks from the cam cover, so don’t be afraid to remove the engine cover to take a closer look; a few cars had their engines replaced under warranty. Unlike the 1.0-litre variants elsewhere in the Fiesta range, the ST’s 1.5-litre EcoBoost engine uses a timing chain rather than a belt, so this is unlikely to need replacing regularly.

While the exposed intercooler looks fantastic, it’s reported to be more fragile than a frozen flower, and can be deformed by jetwashing, or coming into contact with a large insect. Ensure that the exposed components haven’t turned into solid sheets before purchasing, or factor a replacement item into your maintenance budget.

Some STs suffered from porous door and window seals, so remove the mats to check for moisture in the footwells, and look closely for any evidence of water ingress on the door trims. Don’t be surprised to see signs of wear on the RECARO bucket seats - even on lower mileage examples. You may also hear some rattling trim around the pillars and the dashboard, but this is a well known characteristic of the Mk8 Fiesta.

Don’t be scared of high mileage cars as long as they’ve been serviced on time, every time. A one-owner example with full main dealer history is the ideal option, but with plenty of cars being sold on 36-48 month PCPs, don’t be surprised if you’re becoming the third or fourth owner of a car that’s less than a decade old. Services are due every 12 months or 12,500 miles, whichever comes first. The oldest STs on the market should have at least six service stamps in the book by now, with more if the odometer reads a higher number.

The Performance Package was such a popular option that it became standard on the ST-3 following the facelift, and it’s mentioned in the attention grabber of most online adverts if equipped. A rarer option to look out for is the glass sunroof which adds some extra natural light into the rather dark cabin.

Prices start around £9,000 for ST-2 and ST-3 models with close to 100,000 miles on the clock. At the time of writing, only three ST-1s are available, with low mileage and prices of £11,500-£13,500. The higher spec ST-3s hold their value a little better than the mid-tier model, and facelifts start from £16,000. The last STs to be registered are currently commanding prices north of £20,000. The coilover-equipped Performance Edition and ST Edition edition range from £16,000 to £19,500, and look to be holding their value irrespective of mileage.

The Owner’s Perspective

Owner Sam is the custodian of this particular Performance Blue example, and is no stranger to the small hot hatch class, having previously owned an Abarth 595. Craving greater usability with a similar level of performance, he tried the Suzuki Swift Sport, and Mini Cooper S before choosing the fast Ford.

What made you choose this particular Fiesta ST?

"I wanted a car that I could enjoy but was still comfortable, and practical enough to use every day, and the third generation of Fiesta ST grabbed my attention. It brings together performance and affordability in a stylish, yet understated package."

What do you like about it?

"I could write a list as long as my arm but I'll single out what I feel is the crowning achievement of Ford's engineers: the exquisite suspension and damping. Since I'm able to press on with confidence without having my spine broken from the most minor road cavity, I feel as though they have found the 'goldilocks zone' here."

What do you dislike about it?

"This is like asking you to find fault in your favourite child! However, two things stand out. It would've been nice to have the digital dash of the facelift, and the Performance Blue paint can look a bit flat when dirty. Other than that, I dislike the fact that Ford has now given the space used to manufacture these in its Cologne plant to the new electric Explorer, so it's bye bye Fiesta in all guises - a sign of the times."

If you were to make any tweaks or modifications, what would they be?

"I thought about remapping, but with the car being easily fast enough I didn't bother. If I absolutely had to, Mountune's M235 upgrade springs to mind as one of the best options out there. I have changed the mismatched rubber to a set of Goodyear Eagle F1 Asymmetric 6 tyres, and the result has been transformative."

Do you miss anything about the Abarth 595 that your Fiesta ST replaced?

"The Abarth had undeniable character and I met a great little community of people through the brand. Unfortunately though, its quirks - particularly the seating position, and its hilariously hard suspension - proved a little much for daily use!"

Attainable Performance: Verdict

Some time has passed since my time in the Fiesta ST, but it’s stuck with me, and the mark of a great car is that it keeps one thinking about it. To call the driving experience a pleasant surprise would be an understatement, but I’m glad to know that the hype surrounding the car is warranted. It’s fast, sure-footed, capable, communicative, and a joy to thread along the finest B-roads that the British Isles have to offer.

It can be a Fiesta ST, and it can be a Fiesta, able to complete the dull daily drives with as much competence as the weekend blasts. I try to go into each review with no expectations, but the Fiesta ST impressed me a lot more than I thought it would. In my opinion, if you’re in the market for a small hot hatch, there are three that you should consider: the Hyundai i20 N, the Mk8 Ford Fiesta ST, and the subject for the next part of the Attainable Performance series…