Ford Ka 1.2 Titanium

When it comes to this second generation Ka, the question you have to ask is, “Is it a FORD or is it a FIAT ?” The answer is YES ! Externally it is certainly a Ford. It looks like a Ford and it has a large Ford blue oval badge adorning the front end, with a slightly smaller one on the rear end. Sit into the car and there is a small blue oval on the steering wheel hub. The facia design is also pure Ford.
Underneath, however, it is most certainly a Fiat, based on the floorpan, mechanical units, suspension designs and everything else associated with the current Fiat 500. Look under the bonnet and the large, black plastic box, housing the air cleaner, has the Ford oval and the word Duratec moulded onto the plastic, but this is just to throw you off the scent. The test car was fitted with a 1.2 litre petrol engine. It is a Fiat engine from start to finish, regardless of what Ford may like to call it and it is mated to a Fiat transmission. This Ka uses Fiat suspension, brakes and other major components. Indeed the Ka is built by Fiat at their factory in Poland. If you happen to choose the diesel engine, it is the Fiat 1.3 Multijet, regardless of the fact that Ford call it a Duratorq.

Looking at the Ka from the outside, there is absolutely nothing to suggest that it has any associations with the Fiat 500, apart from its similar overall size. Everything suggests that it is related to the current Ford Fiesta. Ford appear to see the Ka as a modern day style icon, the sort of car you buy, because you think everyone will think you look COOL driving it. To foster this view, they offer a long list of optional extras you can avail of to personalise your new Ka. Looking at the sales catalogue, in my view, some of these options look absolutely hideous, but perhaps fifty years ago I may have thought them to be highly desirable. Style is obviously a matter of personal opinion and there is no denying, one man’s meat is another’s poison.
Away back in 1996, Ford introduced the original Ka and invited us scribes and our wives to Sardinia to drive it. My wife loved every aspect of the car. I loved driving it and was very happy with most aspects of its design, except the rather large and rounded rear end, which reminded me of those holiday cartoon post cards, that show a very large lady in a mini bikini, waddling off to do whatever very large ladies in mini bikinis do on a holiday beach. It turned out to be a very popular model for the company.
Bearing all this in mind, it was with considerable anticipation that I presented myself on the appointed morning to collect this new Ka for a full road test.
It was painted an unusual colour, which Ford have chosen to call “Meditate.” The test car was a top of the range Titanium specification, with a bright and attractive interior. On sitting into the Ka, the first thing that I noticed, was the fact that the extended centre console, took up a considerable amount of space in the front seating area. In fact for the duration of the test, my left leg was always uncomfortably squashed up alongside it. Adjusting the seat’s position to accommodate my feet in a safe position on the pedals, only exacerbated the problem. The steering wheel adjusts for tilt but not reach, which further exacerbated the problem, as now I had great difficulty forcing my left leg under it when getting in and then dragging it out again when getting out.
The two front seats look very plush and well bolstered. I never felt that I was completely comfortable in the driver’s seat. Perhaps this was due to the fact that my feet and left leg in particular, were uncomfortable.
As part of the test procedure, I did try sitting in the back seat, but space is very limited, so I could not find a position that was even remotely comfortable. A lever on the top of each front seat lifts to allow the seat backrest to tilt forward and the seat then slides forwards, but they do not return to their pre-set positions, so you have to readjust them, each time you have a rear seat passenger.

Having spent some considerable time trying to get myself comfortably seated, without success, I then proceeded to adjust the rear view mirrors to my requirements. The button and rocker switch for the exterior mirrors is located on the forward section of the driver’s door window frame. The nearside mirror adjusted as required, but it was impossible to adjust the offside mirror to my needs. It looked as if the mirror had been replaced and not properly seated, but no amount of pushing, where it appeared to be unseated, had any effect. I would just have to get used to the fact that this mirror was only going to be of very limited use.

The audio equipment is placed at the top of the large centre console. Below that there are two large rather odd looking circular ventilation outlets. Between them there are switches for the heated rear window, hazard flashers and fog lamps. Below that are four round dial type controls. That on the left selects the temperature, a smaller one above it towards the centre controls the circulation fan’s output, a matching one to the right selects the choice of fresh air or recirculation, while the remaining large dial controls the direction of the air; feet, face, windows etc. Below that, on either side, just ahead of the gearlever, are the switches for the two electric front windows.
An instrument binnacle, behind the steering wheel, has four analogue instruments. The two large dials are speedometer (left) and tachometer (right). Between them the two small dials are fuel level (left) and engine temperature (right). All four have black backgrounds, white lettering and red needles. They are easy to see whilst driving. Below the two smaller gauges, there is a digital information panel that gives a variety of information like, date, time, outside air temperature, audio setting, and mileage, plus trip and total distance odometers. To select the trip recorder you have to press the end of the wipers stalk on the right of the steering column. Between the spokes around the steering wheel centre, there are a number of controls all associated with the Bluetooth mobile telephone facilities. These include voice commands in a number of languages.
Scattered around the centre console and instrument binnacle, there are various switches for the headlamp levelling and on-board computer menu.

The colours used in the interior and the quality of the materials used all looked good and of a high quality. However, the design may not necessarily be up to the same standards. The glove box is large vertically, but comparatively shallow. Having looked at the driver’s handbook to familiarise myself with the various controls, I returned the wallet to the glove box and went to close the lid. Unfortunately the wallet slid down and got stuck, forcing one side of the lid off its hinges. Once I had discovered the nature of the problem I was able to reposition the lid on the hinge - it is only a push fit - but it is very annoying when it happens and the design of the lid and hinges makes it look as if it will be a recurring problem.
Then on a very wet Saturday, after a long journey in the rain, I drove into the local shopping centre’s parking garage. For no apparent reason, there was a bit of a noise and I discovered that the right hand windscreen wiper blade had got itself stuck between the arm and the blade of the left hand wiper, bending itself in the process. I tried to straighten it up, but to no avail, so I had to drive home in the rain, without a wiper.

The suspension is comparatively simple and straight forward, with MacPherson struts at the front and a C-shaped torsion beam with trailing arms and coil springs at the back. It tends to give a rather firm ride, especially over less than perfect surfaces. However, I was not prepared for the fun fair bouncy castle effect I got when travelling along Upper Mount Street towards Merrion Square. The car was all over the place, even at 30 kph. This caused me to refer back to my road test of the Fiat 500 1.4 Sport, conducted in June of last year. I mentioned in that report that the ride tended to be hard and choppy, so it must be part of this design’s DNA.
Steering is electrically power assisted and is satisfactorily direct and positive. I was surprised to find that on this car it was geared to give around three turns from lock to lock, whereas the Fiat was geared to give 2.5 turns, but the Fiat had the Sport specification. Apart from those Bluetooth controls on the steering wheel, which get in the way when manoeuvring in tight situations, the car is easy enough to handle in these circumstance
Perhaps, because it has the smallest engine on offer, the test car came with plain brake discs at the front and drums at the rear. The front discs are the same size as the rear discs fitted to the Fiat 1.4 500 Sport. They seemed adequate enough for the performance available.
Bearing in mind that this is a small economy car, nobody should be dissatisfied with a top speed of 159 kph (98 mph). Its 0-100 kph acceleration of 13.1 seconds, is likewise more than satisfactory for a car in this segment of the market. Most people do not expect an economy car to be a pocket rocket. In urban driving conditions you will never be able to exploit its potential to the full anyway, while out on the open road it offers more velocity than the law allows, even on a well surfaced, motorway.
Economy cars are bought for their frugal fuel economy and because they offer a far more reliable and attractive alternative to public transport. On the urban cycle this car recorded an excellent 44 mpg (6.4 lt/100 km), which improves to 64 mpg (4.4 lt/100 km) on the extra urban cycle. This gives a combined cycle average of 55 mpg (5.1 lt/100 km). Carbon dioxide exhaust emissions are said to be 119 gm/km, thus allowing the Ka 1.2 to just scrape into tax band A, which, at present rates, demands 104 euro per year.
There is a lot of competition out there, so it is well worth looking around. The Peugeot 107, Toyota Aygo, Citroen C1 triplets have a lot to offer, as does the Renault Twingo. Then there is the Chevrolet Matiz and Kia Picanto, which are also very competitive and have the advantage of four doors. BMW have the style icon fantasy sewn up with their MINI, and you pay through the nose for it, so look for value for money instead.

Just as you do not buy a small economy car for its tar melting acceleration and performance, neither do you buy it for its cavernous luggage capacity. The Ka offers 0.210 cubic metres of space behind the two rear seats, when loading to the roof. If you need more space, you can drop the backrests of the 50/50 split rear seat onto the cushions, which gives a fair amount of additional space, at the expense of passenger accommodation. However, its usefulness is limited as the backrests lay at an angle, rather than level. If you need more space, the car can carry up to 50 kg on the roof, but you must be sure to keep within the overall gross vehicle weight. That should not be too difficult, as with an unladen weight of 865 kg and a gross vehicle weight of 1320 kg, you have 455 kg to play with. Passengers can account for between 300 kg and 350 kg, leaving 50 kg for the roof and 50 kg for the boot.

Above left : Normal luggage space ------------------- Above right : Maximum luggage space

The test car was fitted with a Spacesaver spare wheel. Sensibly Ford see it as strictly a four seater, so there is no attempt to suggest that you can squeeze in a third, rear seat passenger. The two rear seats are equipped with ISOfix fittings for child safety seats and each has its own adjustable headrest and three point safety belt. These 50/50 split rear seats, with Isofix fittings and headrests are optional extras costing 235 euro.
I am not into style icons. I see a car as a tool to do a particular job. I do not care one iota, if people think I look cool doing that job or otherwise. I was not impressed with this car at all. Indeed it was one of the most disappointing new cars I have driven for a long, long time. I do not think that I have ever had a car on test, that had so many things go wrong with it in the brief time that I had it. The only thing in its favour, as a style icon, is that it is cheaper to buy than either the Fiat 500 or the MINI.

Technical data