2014 MINI Cooper Hardtop vs 2014 Ford Fiesta 1.0L EcoBoost

Is a Turbo Three for You?

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Luke Vandezande Jun. 18, 2014Photos by Adam Wood and Chris Blanchette. Video by Adam Wood and Chris Blanchette.

Would you buy a car with a three-cylinder engine? Believe it or not, the North American three-cylinder revolution has begun.

Well, sort of… You can get the Ford Fiesta with a three-cylinder in any trim level you want as long as it’s the mid-level SE model with a manual transmission and virtually no options. Otherwise, it’s back to the same old four-cylinder as before.

MINI, on the other hand, is going all in by offering a turbocharged three-cylinder as the only engine in the Cooper Hardtop.

So which company has it right? Are turbocharged three-cylinders really good enough to replace four-cylinders as the engine of choice or is Ford being smart in treating its smallest engine as a niche product for customers who put high mileage above all else?

Two Ideas About How to Sell Three Cylinders

In the MINI you get a 1.5-liter turbocharged three that makes 134 hp and 162 lb-ft of torque. There’s also an overboost function that temporarily increases torque to 170 lb-ft.

That engine can be paired up to a six-speed manual or automatic; the choice is yours. The manual model is officially rated for 30 mpg in the city, 42 mpg on the highway and averages 34 mpg combined.

Pricing comes in at $20,745 for a base model, while our generously equipped tester comes to $25,695.

Starting this year, Ford will sell you a version of the Fiesta with a tiny 1.0-liter turbocharged three-cylinder engine. It’s also sold exclusively with an old-school five-speed manual transmission.

The little powerplant is offered as a $1,000 extra-cost option on the SE trim level making 123 hp and 148 lb-ft of torque. For the extra money, Ford says you should notice a considerable fuel savings with 31 mpg in the city, 43 on the highway and 36 overall. Those ratings reflect Ford’s recently reduced rating.

Available in both sedan and hatch forms; the hatchback carries a starting price of $17,900 while the sedan is $400 cheaper. Ford doesn’t offer very many options with this model, but fully loaded the car costs $19,080.

Panache vs Plain

The MINI Cooper enters a new generation for the 2014 model year growing 4.5 inches in length and almost two inches in width although that size increase is hard to notice without the old car beside it. Standard equipment inclues 16-inch alloy wheels although it’s possible to outfit the car with 17- or even 18-inch rims if you choose.

The Fiesta is also revised for 2014. Aside from the new engine, it received cosmetic updates that are move obvious than styling changes made to the MINI. 

Despite having invested heavily in developing the 1.0-liter EcoBoost, Ford is being pretty stingy with where it will initially offer the engine to American customers.

You can only get it with the SE trim equipped with 15-inch steel wheels and hubcaps. In fact, the only differentiating characteristic to the 1.0-liter model is the EcoBoost badge on the rear. Otherwise, it’s the same Fiesta with Ford’s new corporate face on both sedan and hatchback models. 

Small Cabins, Big Differences

The MINI is expensive for a subcompact, but you can see the point of paying the premium as soon as you step into the car.

With premium materials throughout the cabin, it’s one of the most attractive choices in the segment.

Unlike past MINI products, the big speedo in the center stack is gone, replaced by glowing ring that reacts to what you’re doing in the car. For example, a light travels around the outside like a tachometer if you rev the engine while climate control settings are reflected by blue and red lights that are shown proportionately around the edge like a temperature dial.
 
The MINI can come with several upscale features. There’s a huge panoramic sunroof, dual-zone automatic climate control and heated seats. If that’s not enough, you can get a heads-up display, parking sensors and even an active parking assist system. Unfortunately, the Fiesta doesn’t offer nearly as much optional equipment.

Just like the outside, picking the 1.0-liter EcoBoost Fiesta means living with a no-frills option list. Things like navigation and a rear-view camera are off limits, although you can specify heated front seats and you can still get a 200-watt subwoofer from the factory for about $600.

Other than that, it’s a barebones interior with cloth seats, a basic stereo head unit and really very little to talk about. In fact it seems sort of strange that Ford would deny people the privilege of paying for optional equipment when they’re already spending more for a special engine.

After all, the Titanium trimmed Focus actually starts  to creep up on the Cooper in terms of price.

For example, the more expensive Fiesta can come with alloy wheels, leather seats, and a touchscreen navigation system. It’s still not as well equipped as the Cooper, but at least you wouldn’t be left with something that feels a little bit like a rental car.

Compare Specs

		vs
Vehicle	2014 Ford Fiesta SE 1.0-liter EcoBoost	Advantage	2014 MINI Cooper Hardtop
Engine size	1.0-liter	-	1.5-liter
Transmission	five-speed manual	MINI	six speed manaul or auto
Horsepower	123 hp	MINI	134 hp
Torque	148 lb.-ft	MINI	162 lb.-ft
Average MPGs	36	Ford	34
Base price	$17,900	Ford	$20,745
As tested price	$18,290	Ford	$25,695

Tiny Engines That Don’t Feel So Small

The MINI formula is still intact and still equates to a fun-to-drive car. The steering feels precise and is further enhanced if you spring for the optional adjustable dampers that alter how the car handles. Flip it into sport mode, for example, and it feels much livelier while cornering.

Power hits its peak at 4,500 RPM and continues until 6,000 rpm. However it’s the torque that steals the show here with all 162 lb-ft coming on just above idle at 1,250 RPM.

The sprint to 60 mph takes 7.4 seconds in this model and while you won’t go shooting around a car you’re trying to pass, the car doesn’t feel usually underpowered either. And if it ever does, you’re only a downshift away from having plenty to get going. Speaking of shifts, the MINI’s manual is a fantastic gearbox. Shifts are easy to manage and feel precise with no second-guessing before you push and pull the stick from gate to gate.

Noises and vibrations are surprisingly minimal in the MINI even though it uses a boosted three-banger. Surprisingly, the Fiesta isn’t terrible either.

In fact from a driveability perspective, it’s fantastic. For such a tiny engine, it’s shocking how much torque there is. It’s not going to put you in the back of your seat, but also doesn’t feel at all pathetic the way its size would suggest.

What’s more, this is an especially forgiving car to drive. Smooth starts and shifts come naturally and I admit the stick feels a little bit sloppy, but what do you expect in a low price sub-compact?

Now that’s all well and good, but you will notice vibration working its way into the cabin at higher RPM, which happens frequently because of how small the engine is.

And while you’re up in those higher reaches, the little three pot is also pretty noisy.

But that’s only the case under hard acceleration. Once you settle on a speed during highway cruising, the Fiesta is actually pretty quiet considering what it is.

The Verdict:

It’s a shame that Ford isn’t making the 1.0-liter EcoBoost its base engine in the Fiesta by default. What you give up in refinement, you more than gain back in fuel economy without being penalized with poor performance.

MINI’s three-cylinder execution only stands to further emphasize that. Not only does it offer enough power, but it’s actually a lot of fun to drive, which his why we’re giving MINI the win. 

2014 MINI Cooper Hardtop

LOVE IT Fun to drive Sounds good Premium interior No equipment restrictions on 3 cylinder engine

LEAVE IT Expensive for a sub-compact

2014 Ford Fiesta SE 1.0-liter EcoBoost

LOVE IT Surprisingly powerful for engine size Efficient

LEAVE IT Restrictive trim package Steel wheels only

2015 Subaru WRX STI vs. 2014 Mercedes-Benz CLA45 AMG

Shootout at Road America

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Craig Cole Jun. 10, 2014 Photos by Colum Wood

Go ahead, complain. We get it; this is an unlikely comparison. Highfalutin’ buyers interested in the Mercedes-Benz CLA45 AMG are probably unwilling to consider the plebian Subaru WRX STI. Likewise, Scooby enthusiasts are almost certainly disinterested in anything graced with a gigantic chicken-foot logo in the middle of its grille.

Pricing is another area where these two vehicles diverge. The Mercedes kicks off at $48,375; the STI is considerably more affordable, wearing a base MSRP of $35,290.

On the surface they may seem as different as chalk and cheese, as dissimilar as foundry coke and non-dairy whipped topping. But consider for a moment their similarities. Both the Benz and the Subaru feature potent turbocharged four-cylinder engines; in each car power is routed to all four corners through a cutting-edge all-wheel-drive system; and finally they both benefit from the latest go-fast technology. Perhaps they’re a closer match than meets the eye.

The Boxer's Knock-Out Power

Vital statistics matter; they’re just as important to gunshot victims in the ER as they are to vehicles in a dealer’s showroom. Suffice it to say, numbers count (literally and figuratively).

Starting with the Subaru, it’s powered by a brawny 2.5-liter boxer four-cylinder engine. This low-slung powerplant delivers 305 ponies with 290 lb-ft of torque. Variable valve timing, a block with semi-closed decks, a hardened crankshaft and 14.7 pounds of boost ensures ample muscle and long-term durability.

A six-speed manual transmission is the only gearbox on the menu. It’s been specially reinforced to handle the STI’s extra power. If you want an automatic go buy a Prius.

Like every Subaru save the BRZ, this menacing four-door features the company’s famous symmetrical all-wheel-drive system. Aside from providing extra grip and added confidence in foul weather this technology is also beneficial on the racetrack, enhancing the front-heavy STI’s handling.

For even more fun the STI features a Driver Controlled Center Differential, DCCD for short. The mechanical limited-slip diff features three separate driver-selectable modes and more customization options than you’d care to read about. Summing this technology up, you can totally tweak how the vehicle handles by futzing with the center differential.

Naturally this performance car’s chassis has been thoroughly reworked as well. The springs, dampers bushings and attachments have all been redesigned and are stiffer than the previous model. Brembo brakes bring it all to a fade-free stop, time after time.

Subaru has thrown down an impressive gauntlet with their all-new WRX STI, but the folks in Stuttgart are not ones to be outplayed.

Pocket V2 Rocket

Killing its rival’s buzz, the CLA45 AMG is armed with a 2.0-liter four-cylinder engine with the bores arranged in a more conventional configuration (read: inline). It may be down on displacement but this little wonder delivers 50 more horsepower than the Subaru and considerably more twist. Official figures clock in at 355 hp and 332 lb-ft of torque.

Thanks to turbocharging, direct fuel injection and a little bit of AMG magic this hand-built engine delivers V8-beating performance. Unlike the Subaru, which is only available with a manual transmission, this car is offered exclusively with an automatic. That’s too bad because a proper stick would be so much fun. But if you’re going to saddle drivers with a self-shifting gearbox it better be good, and the CLA45’s is cutting edge. It features a seven-speed dual-clutch unit for rapid shifts and maximum performance.

To deliver such generous output figures turbo boost tops 26 PSI, nearly double what the Subaru’s blower puts out. To keep cylinder pressures one step back from insane the compression ratio is a fairly low 8.6-to-1. Redline is 6,700 RPM.

A forged crankshaft and similarly formed pistons ensure a long lasting rotating assembly and shocking performance. The dash to 60 miles an hour takes a claimed 4.5 seconds; top speed is electronically limited to 155 miles an hour.

High-performance 4Matic all-wheel drive puts power to the ground and supposedly weighs 25 percent less than competing systems from other automakers, and less weight is always a good thing in a performance car.

As for the rest of the CLA45 AMG’s chassis it’s significantly beefed up as well. The steering knuckles have been made stiffer, the bearings more rigid and bushings have been modified to transform the driving dynamics of this small sedan.

Showdown at Road America

Given their dissimilar hardware it should be no surprise these two cars drive differently. What’s surprising is just how unalike they feel. We were fortunate to test them back to back at Road America, a VERY fast four-plus mile circuit located in Elkhart Lake, Wisconsin, about an hour and a half north of Milwaukee.

Starting with the Subaru, it’s loud and proud, always grumbling like a piece of agricultural equipment, but instead of bailing hay or harvesting corn this implement is all about speed. The characteristic boxer rumble is as prevalent as ever but it’s also augmented by some sort of whining sound at high engine speeds. It’s interesting combination.

As expected, acceleration is very quick, though gear changes are BRUTAL. Even in “normal” driving it’s almost impossible to shift the STI smoothly; the racing-grade clutch wants to grab like an angry toddler, but one with the hand strength of a Doberman’s jaw.

On occasion while navigating corners something funky would happen with Subaru’s front end. It felt like the differential was shifting torque around, though it would transmit a weird nibble into the steering wheel. The oscillation and accompanying noise only lasted a second or so but it was disconcerting when it happened at speed.

Compare Specs

		vs
Vehicle	2014 Mercedes CLA45 AMG	Advantage	2015 Subaru WRX STI
Engine	2.0-liter Turbo Inline-4	-	2.5-liter Turbo Boxer-4
Horsepower	355 HP	CLA45 AMG	305 HP
Max. Torque	322 lb-ft.	CLA45 AMG	290 lb-ft.
Transmission	7-speed dual-clutch automatic	-	6-speed manual
Fuel Economy	23 MPG city / 31 MPG hwy	CLA45 AMG	17 MPG city / 23 MPG hwy
Weight	3,494 lbs.	WRX STI	3,386 lbs.
Rear Legroom	27.1"	WRX STI	35.4"
Rear Cargo Capacity	13.1 cu. Ft.	CLA45 AMG	12 cu. Ft.
Starting Price	$48,375	WRX STI	$35,290
As Tested Price	$55,925	WRX STI	$39,290

Compared to Mercedes’ offering the Subaru felt like it had more suspension travel and consequently more body lean, though it was hardly excessive. The car still stays planted on the road.

Other disappointing aspects of the STI include flat, tall and rather lifeless seats. This is a performance machine; it should cradle you in bolstering. Also, the car’s headliner looks awful, like a recycled cup holder you get from a fast-food restaurant, not that this is something that impacts how it drives.

Moving on to the AMG, its 50 horsepower advantage was obvious; it felt appreciably fleeter than the Subaru. It bursts ahead like a bottle rocket, just point it where you want to go, light the fuse and hang on.

Where the STI was raw the Mercedes was smooth, calm and daresay relaxed. The CLA45 is super easy to drive very, very quickly, just like other AMG models. It’s sort of a point-and-shoot experience though because the car’s ample technology can easily mask your mistakes making you look like a rock star even if you’re an American Idol reject.

Curiously the Benz sounds like it’s got gas. During hard acceleration up shifts are accompanied by a farting sound from the exhaust. We suspect it’s supposed to sound sporty but in practice it’s a little odd.

And so is the brake pedal, arguably the least impressive part of this vehicle’s driving experience. The decelerator is extremely mushy, like stepping on a morbidly obese person’s clammy cankle. Even though the AMG has tons and TONS of stopping power it’s not very confidence inspiring because the pedal sinks half way to the floor before anything happens.

Also, under hard braking the Mercedes’ binders like to growl; think Chewbacca enjoying a shower head’s pulse setting and you’ll get the picture. Like the Subaru’s symphony of racket this muffled warble is somewhat unusual.

The Verdict

Wrapping all of this up with a pretty little bow, the CLA45 AMG is more fun to drive at speed than the WRX STI. It feels a good bit faster around Road America, its handling is more neutral, plus it’s smoother and more refined.

Since it feels so raw the Subaru gives the initial impression that it is in fact the quicker machine, but after driving both of them back-to-back the Mercedes is definitely faster - particularily on this high-speed course. It wins you over with its predictability and ease of use, to say nothing of its sledgehammer punching power.

Still, the AMG is a lot more expensive plus you can’t get it with a manual transmission. If you want a performance bargain with a proper gearbox opt for the Subaru instead; it’ll reward years’ worth of smiles. However, if branding, outright speed and civility matter most, head on over to your local Mercedes-Benz dealer and check out the CLA45 AMG.

2015 Subaru WRX STI

LOVE IT Manual transmission Driver-adjustable differential Powerful engine Dynamic nature

LEAVE IT Uninspired interior Flat, lifeless seats Steering nibble

2014 Mercedes-Benz CLA45 AMG

LOVE IT Attractive styling Quality interior Well-bolstered sport seats Acceleration

LEAVE IT It gets expensive Flatulent exhaust No manual transmission