Here’s the thing, though. With a hearty one in 10 Fiestas sold expected to wear the red ‘ST’ badge on its grille, Ford has prioritised upping the car’s ‘usability’. To this end, those frequency-selective dampers work well, because out on British roads the car doesn’t crash like it used to, particularly at its trailing axle. The ride is still firm, mind, and notwithstanding a hint of float that's forgivable in a supermini, movements are very closely controlled.
Ford is quite rightly proud of the fact the Fiesta ST is the only car among its peers to feature a rear axle that’s stiffer than the front. In fact, this little hatch packs the greatest rear roll stiffness of any product in the Ford Performance range (14,000Nm per degree, since you asked) and that, fundamentally, is where the magic lies.
In a similar fashion to the larger Honda Civic Type R — our current full-sized hot hatch champ, by a margin — the Fiesta ST feels predisposed as it gently rotates its rear axle through the early stages of a corner. And with addictive delicacy. Just a touch of the brakes (and, being slightly over-servoed, it is just a touch) or a small lift of the throttle and you’re there, those not-quite-passive dampers doing a fine job of retaining control.
On the way out of corners, you’ll realise why Ford took the decision to fit Super Sport tyres. This Quaife differential isn’t as tightly wound as kerb-sucking Drexler hardware found in the more hardcore Vauxhall Corsa VXR variations, but it’s still hugely effective and, frankly, much better judged.
Owners of the previous Fiesta ST may need a short period of recalibration, in fact, because the liberties you’re now invited to take with the aluminium-finished throttle pedal can seem ridiculous. Be it in second, third or fourth gear, tightening radius or short, sharp switchback, more times than not the car just gets its nose down and goes.
Through the very tightest corners, the Fiesta ST has yet another trick up its sleeve, but it’s difficult to pin down exactly what it is. Perhaps it’s to do with the bent ‘force vectoring’ springs, but during the compression stroke the rear seems to help the car pivot through the bend. It’s a sudden but subtle effect, and gives the car stunning agility.
Now, those caveats. The electromechanical steering is unusually quick, with a ratio of 12:1. Along with the corrupting influence of the limited-slip differential, on rougher road surfaces the chassis can become flighty and a bit erratic. For some, this will be the raw edge the car needs given the cabin and damping are that much more polished than before. For others, it’ll get tiring and, just maybe, they’d be better off without the Performance Package.
Of less concern is the gearshift, which is short and accurate enough of throw but could do with feeling firmer and more sinewy. More Honda, frankly.
The merits of this new engine are also less clear. Superficially, it has more character, burbling excitedly at idle and spinning freely thereafter. It’s a bit uniform, though. Its tuned four-cylinder forebear in the old ST200 wasn’t as tractable for pootling about but it had a thick-set timbre that crescendoed to a crackling, nasal 6500rpm finale when you were on it.
There’s also been no noticeable improvement in turbo lag over the old four-pot; we might not have mentioned this were it not for the fact that one of the Fiesta ST’s rivals packs an atmospheric engine fettled by Lotus. Truly, by the standards of modern superminis, the Yaris GRMN’s throttle response feels almost sacred.