With the facelift, Ford has given the Figo a number of updates; not just in terms of styling and features, but under the hood as well. Styling has been brought in line with the Aspire Facelift, and there is also a new top variant you see here. Named ‘Titanium Blu’, this trim gets notably sportier looks, as compared to the lower variants, with blacked-out elements, larger 15-inch alloys and C-shaped fog lamp housings with blue accents.
The Figo gets the new 1.2-litre and 1.5-litre petrol units from the Aspire. The 1.2-litre is down one cylinder on the motor it replaces; but at 96hp, it is more powerful and Ford claims more efficiency as well. The 1.5-litre petrol is also more powerful, developing 123hp as against 110hp. The accompanying automatic gearbox is also new, replacing the older 6-speed DCT with a 6-speed torque-converter unit. The 100hp, 1.5-litre diesel engine has been carried forward, albeit with a new 5-speed manual gearbox.
Not much has changed inside, and you’re still greeted by an all-black theme. The centre console and steering wheel now have a piano-black finish. Meanwhile, the dials get a carbon-fibre-like finish, which improves the look, but they still feel a bit too small. The overall fit and finish might not be class-best, but it feels built to last.
Overall visibility from the driver’s seat is good, and despite the fact that the outside mirrors are tiny, the view they offer isn’t bad at all. The back seat has adequate legroom, thanks to the scooped-in seatbacks of the front seats, and just like at the front, the long seat-base provides good under-thigh support. Boot space is a decent 257 litres, but with a high loading lip and a low boot floor, loading big bags requires some effort.
The Figo remains quite well-equipped, with auto climate control, auto headlamps, auto wipers etc; but now you have a much-needed touchscreen — a 7.0-inch unit, available in the mid- and top-spec variants. However, it’s a simpler unit with embedded navigation, and not Ford’s SYNC3 system.
Of the three powertrain options, we got to sample both the manuals. The new 1.2-litre, three-cylinder, naturally-aspirated petrol engine makes 96hp and 120Nm of torque, and is mated to a new Getrag-sourced 5-speed manual gearbox. With a light clutch operation, getting off the line is a smooth affair, and the engine is refined too. The engine’s performance at low speeds is not that exciting, though. It is not that responsive below 2,500 rpm. The real power comes in after the 2,500 mark, and here onward, the engine delivers a strong and linear performance.
The 100hp/215Nm, 1.5-litre diesel has always impressed us, and it did again with this new 5-speed gearbox. There is a small amount of turbo lag at low speeds, but it’s very well-masked. And once the turbo kicks in at 1,700rpm, you get a strong surge of power until 4,000rpm. The clutch — although heavier than that of the petrol car — is well-weighted and has a consistent feel to it.
Compared to the tremendous first-gen car, the dynamics of the second-generation Figo felt a lot softer and more comfort-oriented. It is a good halfway point between the sharpness of the Sports Edition and the comfort of the standard, pre-facelift car, which is more suited for everyday driving.
Ford has cut down the number of variants from five to just three (Ambiente, Titanium and Titanium Blu) and the prices start from ₹5.15 lakh. The Freestyle showed us pretty much exactly what we would be getting with this facelift, so it wasn’t much of a surprise. But then that’s no bad thing, because the Figo comes together as an excellent all-round package.
The equipment upgrades are welcome but we really wish they’d offered the higher-spec infotainment unit with Android Auto and Apple CarPlay. So, while the Figo has been updated, the proposition hasn’t changed. It still remains the one to pick if you enjoy driving, with strong engines and excellent dynamics.
