[3] The project was approved for production in December 1973, with Ford's engineering centres in Cologne and Dunton (Essex) collaborating.

The motoring press had begun speculating about the existence of the Bobcat project since 1973, but it was not until December 1975 that Ford officially announced it as the Fiesta.

The power unit would be a new "short block" version of the venerable Ford Kent OHV engine, dubbed "Valencia" after the new factory's location.

[3] The standard rear suspension used a beam axle, trailing links and a Panhard rod, whilst an anti-roll bar was included in the sports package.

[3] Ford paid particular attention ease of service, and published the times required to replace various common parts.

Among the other changes required for the US market, the Fiesta was fitted with a catalytic converter and air pump to satisfy strict Californian and Federal emission regulations, energy-absorbing bumpers, side-marker lamps, round sealed-beam headlamps, improved crash dynamics and fuel system integrity as well as optional air conditioning (a/c was not available in Europe).

The small square headlights were replaced with larger circular ones resulting in the front indicators being moved into the bumper to accommodate the change.

"[9] Minor revisions appeared across the range in late 1981, with larger bumpers to meet crash worthiness regulations and other small improvements in a bid to maintain showroom appeal ahead of the forthcoming second generation.

However, in 1982 it was outsold by BL's new Austin Metro, and with a host of new superminis being launched across Europe between September 1982 and June 1983, Ford was keen to update the Fiesta in order to keep it competitive with its rivals.

[23] Designed by David McMullan, the Fiesta Fly had a permanently welded-shut boot, with a plastic sill fitted to prevent the car from needing to be repainted.