For ALL: December 2012

Many Americans won't like engine downsizing, but if automakers hope to meet increasingly strict Corporate Average Fuel Economy (CAFE) standards, we'll have to get used to it. In Europe, small engines have been a way of life for years, with sub-1.5-liter powerplants common. But that's there. Will Ford's latest small-displacement offering for the U.S. -- the turbocharged 1.0-liter three-cylinder EcoBoost engine coming for the 2014 Ford Fiesta -- make a positive impression here?

First introduced in the Euro-market Ford Focus earlier this year, the 1.0 EcoBoost makes the logical move to the smaller Fiesta, coinciding with the B-segment car's mid-cycle refresh. In the 2014 Fiesta, the turbo three-cylinder setup yields 123 hp and 148 lb-ft of torque - up just 3 hp from the lower trim, naturally aspirated 1.6-liter I-4 model, but with an impressive 36 more lb-ft Ford invited a group of journalists to drive the new Aston Martin-nosed Fiesta in European trim before its launch later in 2013. These cars came equipped with many of the same features that will be available in the States, including Sync, which makes its European debut in the 2014 Fiesta. One feature not planned for the U.S. market -- at least not yet -- is the stop-start function, which went completely unnoticed during the first half of my drive. If you don't like the idea of your engine starting and stopping automatically, Ford allows you to turn the feature off with a center console-mounted button.

The first thing I noticed when I started the car was how quiet the engine is. Going into this event, I was curious how an inherently unbalanced three-cylinder engine would feel. Would I notice that missing cylinder? Would the violent shaking make it difficult to hold a conversation at a light? To my surprise, the answer to both questions was no. I experienced very little vibration throughout my drive, thanks to key components in reducing NVH like the vibration-absorbing engine mounts and counter-balanced front pulley and engine flywheel. The latter two parts would normally be weighted to compensate for each other, but in the Fiesta EcoBoost's case, the pieces are intentionally unbalanced to offset the natural wobbliness of the three-cylinder design. Helping keep the noise down is a timing belt that's half-submerged in engine oil. The lubrication allows the toothed belt to interface the gears smoothly. It all results in an engine you can barely hear or feel running at idle.

Though the engine is muted at low rpms, step on the right pedal and the turbocharged exhaust note resonates through the cabin. When cruising at highway speed, the tiny three-cylinder hums silently in the background. Stepping on the gas pedal also results in reasonably quick throttle response, thanks to the fast-spooling, small turbocharger. The turbo spins up to 248,000 rpm and produces a peak 20 psi of boost, which is force-fed into the 1.0-liter via a lag-reducing cylinder head-integrated exhaust manifold. On the road, the increase in low-end torque is noticeable. The drive through Malibu's winding switchbacks has a number of hills. I anticipated the need to downshift from third to second gear, but found I could leave the five-speed manual transmission in third and just power through when climbing a considerable grade. On the less-curvy two-lane portions of the drive, the engine had adequate power for passing, and turbo lag was barely perceptible.

The canyon roads also helped me get to know the Fiesta's fun-to-drive side. We've noted in previous drives of the 1.6-liter Fiesta how sharp a handler it is, and Ford's global B-car platform continues to impress in the three-cylinder version. Turn-in is precise, making it easy to navigate the car through Malibu's many consecutive tight turns. Steering feel is decent for an electric power setup, and it is transmitted through a thick, ergonomically correct steering wheel.

To further put the new Fiesta's handling chops to the test, Ford set up an autocross course at the Camarillo airport, the final stop on our drive. There, journalists were given opportunities to drive the Sonic LTZ Turbo, Honda Fit, and Toyota Yaris back-to-back against the Fiesta EcoBoost on a short course. The Sonic and Fiesta were my two favorites. Both got off the line with relative haste, and were fun to pilot through the quick esses. Given the Sonic's 400-cc, 15-hp advantage, the fact that the three-cylinder Fiesta EcoBoost felt just as good to me in this unofficial head-to-head was impressive. We'll have to wait until the U.S.-spec model is released for a real comparison. Because the engine balancing works so well, and the turbo's spool-up is so quick, the three-cylinder feels very much like a traditional I-4. If you get the average consumer behind the wheel and don't tell them what they're driving, chances are they won't know they're a cylinder short under the hood - and if the fuel economy meets Ford's projections, they won't miss that fourth piston. Though official EPA numbers haven't been announced, Ford promises more than 40 mpg on the highway and anticipates the Fiesta EcoBoost will become the most fuel-efficient non-hybrid in America. Another important factor that's yet to be announced is price. The Fiesta EcoBoost will slot above the base 1.6-liter model, but its price premium is unknown. That said, Ford says upgrading to an EcoBoost engine costs around $1000 in most of the automaker's vehicles.

Depending on the price and mpg difference, the Fiesta EcoBoost could be the one to get in the non-ST Fiesta lineup. And if the 1.0 EcoBoost catches on with the American public, we may soon see a lot more three-cylinder options in the U.S.