2010 Ford Figo

The Figo comes with two engine options – a 1.2 petrol and a 1.4 diesel. The diesel is the same Duratorq unit that powers the Ikon and Fiesta while the petrol is a scaled-down version of the 1.4/1.6 Duratec engine from the Fiesta and belongs to the same Sigma engine family. 

In fact, Ford used the European Fiesta’s 1.25-litre Sigma engine as a base and merely reduced the bore (the stroke is the same). Along with this reduced capacity comes a lower compression ratio of 9.75:1 and a new design for the head, both done to allow the engine to adapt better to our lower octane fuel. Ford has also constructed a special water jacket to cool the head more effectively. A digital throttle also helps improve control over the engine and this motor is Euro IV-compliant from the word go. The power output of the motor is an unimpressive 70bhp – the Honda 1.2 produces 89bhp in comparison. 

Throttle response is pretty decent and on part-throttle the Figo is quite sprightly for its power-to-weight ratio. However, floor the throttle pedal to overtake in a hurry and you will be disappointed. The mid-range is quite weak and you need to drop down a gear, sometimes two, to get a serious move on. Ford has also curtailed the top end of the motor. Unlike the 1.6 or even the 1.4, it no longer pulls to 7000rpm, the limiter cuts in at 6500rpm, and the last 1000rpm feels strained. As a result, flat-out acceleration to 100kph takes a leisurely 16.3 seconds with 120kph only coming up in 24.8sec. This is clearly slower than competition like the Swift, which is 3.2sec faster. In-gear acceleration, though slower than the Swift, isn’t too far removed from cars like the i20, which also have a weak bottom end.  However, Ford’s iB5 transmission which is light, precise and an absolute jewel, makes it easy to keep the motor in the perky part of the powerband.

The smooth and very responsive Duratorq diesel is by far the more driveable motor. There’s little turbo-lag and this is easily the most tractable small diesel in the market. The Duratorq has only two valves per cylinder which reduces high-speed flow to the cylinders. This gives a 

very strong bottom end and good mid-range too but there is a lack of ◊ ∆ top-end grunt. Still, the diesel does the 0-100kph in a petrol-matching 16.3sec and can stay with the petrol as speeds build up as well. This common-rail diesel is also exceptionally smooth and vibration-free. You can hear some amount of diesel clatter but it’s one of the quieter diesels around. The Figo diesel is clearly the better of the two engine options. 

With the Fiesta chassis as a starting point, we expected the Figo to have outstanding ride and handling. What we didn’t expect is how much of an improvement it would be. Ford’s engineers wanted to deliver a comfortable ride without compromising the fun-to-drive elements that characterise every Ford, which they have succeeded in doing. 

The ride on the long-travel springs and finely tuned dampers is perfect. The suspension has the right amount of suppleness to absorb bumps without getting unsettled, and functions silently with no crashes or thuds. And this is at low, medium or high speeds. Having sophisticated suspension geometry and a long wheelbase pays dividends and straightline stability is hugely impressive. 

Ford has reduced steering effort to make maneuvering at parking speeds a lot easier. The steering feels delightfully light at low speeds but up the pace or attack your favourite twisty road and the Figo steers very accurately; however, some of the ‘Fordness’ and feel of the steering system is lost. Nevertheless, this remains one of the nicest steering systems around and offers a purity of steering only achieved by hydraulic and not electric assistance. 

Body control and chassis balance are outstanding as well and the Figo simply begs to be driven hard. It’s such a pity that neither engine option can fully exploit this wonderful chassis. The brakes, though pretty effective, need an extra shove on the pedal to shed speed quickly.