From the May 1987 issue of Car and Driver.

Ignore the recent comeback of large vehicles boasting strong powerplants. While plenty of drivers enjoy the affordable fuel of today by embracing older automotive preferences, others have grown fond of compact and efficient models. These vehicles once came with basic features and low prices, yet many have moved upscale to match buyer preferences. Meanwhile the need for basic entry-level options stays firm, leading to new affordable models filling gaps left by prior generations.

Hyundai and Yugo models have drawn notice in the under-6000-dollar segment, yet they face rivals. The Toyota Tercel and Chevrolet Sprint arrived earlier, while the Subaru Justy and Volkswagen Fox entered the affordable group this year. More are expected soon. Ford analysts foresee the budget category expanding to fourteen models by 1988, with total sales reaching 500000 units.

Many purchasers of these vehicles come from lower income groups, but Ford sees rising interest from younger buyers who hold solid earnings and schooling. These customers hold value for manufacturers since their preferences often grow with time and success. All automakers seek to attract them early.

Ford introduces the 1988 Festiva this spring as its latest effort. Built by Kia Motors in South Korea to hold costs down, the car benefits from diligent local production. Ford owns a ten percent share in Kia, a leading Korean maker. The design came from Mazda, Ford's other Asian ally.

With such origins the Festiva emerges as a contemporary small car. A transverse engine powers the front wheels, while rack-and-pinion steering directs them. Power-assisted front discs pair with rear drums for stopping. Unit body construction rides on MacPherson struts ahead and a trailing twist axle behind.

Mazda builds the 1324 cc four-cylinder engine. It features an iron block, aluminum head, and belt-driven single overhead cam. An electronic carburetor manages the mixture for the three-way catalyst and cuts fuel on deceleration. Output reaches 58 hp at 5000 rpm and 73 lb-ft at 3500 rpm.

These numbers gain appeal when noting the LX model weighs just 1820 pounds even with optional air conditioning. It hits 60 mph in 13.2 seconds and covers the quarter mile in 18.9 seconds at 72 mph, sufficient for daily traffic. Full use of lower gears and the 6000 rpm redline helps, as taller upper ratios limit low-rpm pull. Fifth gear demands 18.1 seconds from 30 to 50 mph and 27.3 seconds from 50 to 70 mph, slower than a four-speed VW Fox.

Shifting remains enjoyable with precise action and a light progressive clutch. The engine stays quiet at idle and most speeds yet shows some vibration through the lever at high revs. Buyers should find the driveline acceptable overall.

The suspension absorbs small bumps well and manages larger swells with composure. It falls short on choppy freeways where the short wheelbase creates rhythmic pitching. Those seeking luxury ride comfort should look elsewhere.

Cornering reveals willing handling limited by modest grip from the 165/70SR-12 Yokohama tires, achieving 0.69 g. The base model uses even narrower rubber. This suits the target buyers who prioritize other traits over sporty limits.

Styling stands out as a key draw. Though Mazda led the design with Ford input, the result echoes European Ford lines with clean surfaces, crisp looks, rub strips, and full-length creases. Gray plastic bumpers meet 5 mph standards, and details like flush glass and an aero grille give it a fresh Fiesta vibe.

The cabin impresses too, with some Japanese touches in dash texture and yellow instrument markings. Both trims offer cloth seats and solid build quality.

Features add further appeal. The base L includes swing-out rear windows, a tilting front passenger seat, coin holder, day-night mirror, and AM radio. The LX adds intermittent wipers, rear defroster, tilt steering, electronic stereo, power mirrors, tinted glass, soft-rim wheel, matching door panels, console, and adjustable headrests. It avoids feeling like a bare penalty box.

Ergonomics work well with good control placement and visibility over the short hood. Front seats offer decent comfort though lumbar support could improve. The rear accommodates two adults with fair thigh support and footroom, though headroom limits taller passengers when leaning back.

Cargo space totals twelve cubic feet, expandable by folding the rear seat in halves. The area features molded side panels and coordinated carpeting.

With strong features, finish, and style the Festiva rates above many entry rivals, especially the LX. Its price reflects this: the L starts near 5800 dollars while the LX reaches about 6900 dollars, exceeding several larger competitors like the Honda Civic or Ford Escort.

Deciding between a loaded Festiva and a basic Civic proves tricky, as the latter offers more space and refinement. Ford believes many buyers prefer loaded small cars over stripped larger ones at similar cost. If correct, the Festiva should succeed. Yuppies-in-training have their vehicle.