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The third era Fiesta Mark III, codenamed BE-13 was revealed toward the finish of 1988 and authoritatively went on special in February 1989.
The vehicle depended on another stage jettisoning the old vehicle’s back pillar pivot for a semi-free twist shaft game plan and looked drastically changed, tending to the essential shortcoming of the past age – the absence of a 5-entryway adaptation, something that was by then accessible in its significant opponents, for example, the Fiat Uno, Peugeot 205 and 106 and Opel Corsa/Vauxhall Nova. The other primary change was to the running rigging – the improved HCS (High Compression Swirl) variant of the Kent/Valencia powerplant. The CVH units from the subsequent age were extended generally unmodified. The diesel motor was developed to a 1.8L limit.
The games model XR2i was dispatched in August 1989 with an eight-valve CVH (meaning “compound valve-edge hemispherical ignition chamber”) motor with 104 PS (76 kW). This was the primary Fiesta to have a fuel-infused motor. This was then supplanted by a Zetec 16 valve rendition in 1992, which additionally observed the RS Turbo being superseded by the RS1800 as the CVH motor was being eliminated. The RS1800 shared its 1.8 liter Zetec fuel-infused motor with the 130 PS (96 kW; 130 bhp) form of the then current Ford Escort XR3i and had a maximum velocity of 125 mph (201 km/h). The XR2i name was additionally dropped in mid 1994, and the protection neighborly “Si” identification showed up in its place on a marginally less lively looking model with either the 1.4 L PTE (an advancement of the CVH) or the 1.6 L Zetec motor.
With the presentation of the replacement Mark IV, the Mark III was assembled and sold simultaneously. To recognize the vehicle, trim levels were overhauled, and it was promoted as the “Holiday Classic”. This form proceeded until creation at long last stopped in 1997.
Fourth era (1995–2002)