Ford Fiesta ST-3 Performance Pack | PH Fleet
More mods and a lesson in suspension setup for Ben
Even though I’ve been modifying my cars for over 20 years, there’s still so much left to learn. I’m merely a yellow belt. I tend to avoid oily stuff and am in my happier place changing exhausts, suspension, brakes, and the like. But as the last few months have taught me, I’ve barely been scratching the surface of the labyrinth of rabbit holes I could go down.
It’s fair to say I’ve got used to the extra power added in my last update, and there’s no chance the grins are going to wear off anytime soon with 240hp in a 1,283kg hot hatch. It’s the perfect blend of real-world performance; fast enough to put a smile on your face, without constantly risking your licence. The extra power alone is all well and good on the road, but with track work planned, the brakes and suspension were soon going to reveal their shortcomings and needed sorting. Back off to 09 Design I went.
I’ve been very nervous about making any suspension changes on WR21 ELH. I bought and sold a Mk3 Focus RS in less than a month in 2024 – it was so stiff and bouncy it made me feel sick on my local roads. Luckily the Mk8 Fiesta ST is nothing like it. The factory springs and dampers worked so well in the Potswolds (as Clarkson has lovingly renamed our local AONB), flowing with the undulating surfaces rather than fighting against them.
But of course, I wanted the car to sit a bit lower, without compromising comfort. And that’s exactly what I’ve achieved with the ZeroNine Design lowering springs and adjustable anti-roll bar drop links. It’s ever so marginally stiffer, but more than compliant on my local test roads, putting my previous Audi RS3 8P and Renaultsport Megane 275 Trophy (without Ohlins) to shame.
I’ve covered this with my MX-5 before, but a proper suspension alignment from a specialist can be transformational too, and something that’s relatively new to me. I’ve fitted coilovers on my cars in the past, adjusted the ride height with a tape measure, and bish bash bosh, job done. Never again. Admittedly, there isn’t much that can be adjusted on the Mk8 Fiesta ST, but that didn’t stop me taking it to Spires Tuning in Warwick. Matt checked the car over on a flat floor, making sure there was no play, before discussing my requirements and helping me set bespoke tyre pressures and a little bit of toe in to suit how I drive and generally use the car.
What I found fascinating was learning more about suspension setup in general from Matt and how much tyre pressures play a pivotal role in how the car handles. What I’d essentially done was make the front end stiffer than the rear, making the car more likely to understeer without any other adjustments. Questioning him about what I find an odd factory tyre pressure setup, he explained that Ford had done this to prevent people swapping ends and ending up in a hedge, given that the Mk8 platform is wound up so tight.
Increasing the tyre pressure at the rear, as well as stiffening it with a rear brace dials out the understeer but may increase its habit to step out at the back. Which isn’t always the easiest to catch in a front-wheel drive car. He sent me on my way to see how the car felt, with the option of fitting said brace or increasing the rear tyre pressures more to counteract any understeer, but with a clear warning about the risks.
Low and behold, driving it for the first time on track at Curborough sprint course, I was battling understeer when pushing on. I eventually dialled it out by swapping the tyre pressures around, running 30psi at the front and 36psi at the rear. At no point did I lose the back end (famous last words), so I expect I’ll be stiffening it before my next track outing and mucking around with tyre pressures some more to find my perfect setup.
If I’m honest, I’ve found the mechanical Quaife limited-slip differential a bit underwhelming coming from Renaultsport Meganes, with much more aggressive LSDs from the factory. From initial research there doesn’t seem to be many aftermarket options out there for the Mk8 Fiesta, but I need to dig a bit deeper. Despite that, the car now feels more agile than ever. It’s more responsive to steering inputs, feeling more like a Frankenstein lovechild of a sumo wrestler and a ballerina than it ever has, and looks so much better for sitting a bit lower.
I opted for EBC braided brake lines along with their Blue Stuff pads, with RBF660 brake fluid and 09 Design grooved discs. Don’t go confusing Blue Stuff pads with what they were a decade ago; the compounds have changed drastically. There’s no squeal, amazing bite from cold, and they didn’t break a sweat on track. And more importantly, they’re EC90 approved for road use, which most of most track-focussed pads are not, meaning you can leave them in all the time. They’re a bit dustier than the Yellow Stuff pads I’m running on MX-5, but that’s a small price to pay for the extra stopping power. This ain’t no garage queen.
So WR21 ELH is driving better than ever, even if there is still some room for adjustment and improvement. All part of the fun, right? It’s performing its duties as a daily perfectly and I’m far from questioning what might replace it, which is very odd for me. It’ll happily cruise along quietly and return 40mpg on a run to a Sunday Service, yet when you’re in the mood, flick it into track mode and it comes alive. The B&O sound system is fantastic, although coming from Renaults with coffee filter paper for speakers, my standards have been pretty low. I love the way it looks, even more so now it’s sitting lower with some freshly adorned mud flaps, and I always look back when I park it up. Suffice to say, as I edge closer towards a year of ownership, I’m still smitten.
FACT SHEET
Car: 2021 Ford Fiesta ST-3 Performance Pack
Run by: Ben Lowden
On fleet since: October 2025
Mileage: 38,886
Modifications: 09 Design stage one remap, carbon induction kit, rear crossover pipe, throttle body elbow, GPF back exhaust system, roll restrictor, cast quickshift, oil filler cap, header tank cap, master cylinder cap, carbon battery clamp, grooved brake discs, lowering springs, subframe lockdown kit, adjustable droplinks. EBC braided brake lines, EBC Blue Stuff brake pads, RBF660 brake fluid
Nice looking car OP, isn't it nuts Ford doesn't make cars like this any more.
I'm back to an MX5 now but I always enjoy reading your threads Ben, and I can see you are always modifying in a measured way which is good to see, too many folks ruin their cars with crap mods
The car would shame many more expensive cars on the twisties but unfortunately something always seemed to break and he was spending a few hundred each month repairing it so it had to go. Perhaps he just got unlucky with his example
I run flaps on both my Fast Fords (mk8 Fiesta ST and mk2 RS) - the amount of crap they spray down the sides of the car is crazy.
The Fiestas don't have the thickest paint/laquer on them anyway...
If better comfort and suspension adjustment is what someone wants on his mk8 ST, the best option is the Ford Performance / KW coilovers. They are sublime.
And i find it strange that they adjusted the front to have a slight toe in? Usually you get a more positive turn-in and mid-corner speed on a FWD car with a bit of toe-out on the front and slight toe-in at the back?
I have been very impressed with the yellows anyway, on new-ish OE discs, although I will probably get slotted ones when they need replacing and maybe add some braided hoses.
Anyway, just viewing as interesting to see Ben's perspective as someone who also used to own an RS Megane 275 and is now driving a souped up smaller hatch from the segment below. What is objectively a far superior and more serious performance car e.g the Megane, can be less fun more of the time unless properly on it. I do miss the Brembos and amazing LSD though, and the Megane steering feel was exceptionally good.
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