Ford Fiesta vs Gac M8

What's the difference?

The Fiesta ST is an addictive car to drive. It's a modern classic and hard to beat when it comes to engaging performance and smile-inducing dynamics. Add in excellent value for money and you have a certified performance car bargain. 

The GAC M8 PHEV Luxury is a people mover that carves out a very specific niche, largely thanks to its plug-in hybrid powertrain and ambitious price point. It’s undeniably well specified and genuinely luxurious inside, but it never quite escapes its chauffeur-like identity as it's a vehicle built around passenger comfort rather than driver engagement.

Being a new brand in our market limits ownership appeal, at least for now. Where the M8 really impresses, though, is efficiency, and that alone may be enough to justify its unusual positioning.

The styling changes ushered in by the 2022 update are subtle. The Fiesta ST gains a revised front fascia with LED Matrix headlights, a larger grille with a repositioned Ford badge, and restyled bonnet and bumper. 

It gets a fresh 18-inch alloy wheel design and black tail-light surrounds at the rear. It also comes in two new exterior paint colours - 'Mean Green' and the 'Boundless Blue' of our test car.

The current-generation Fiesta ST has an appealing design that represents a clear evolution of its predecessor, and, arguably, it didn’t need much work this time around.

The ST’s sporty bodykit adds a touch of aggression but not in a boy racer sort of way. It’s a classic hatchback design with a bit of an edge. 

The GAC M8’s design is… well, it’s out there. This isn’t a people mover that fades politely into the background. There are clear parallels with the Lexus LM, right down to the towering grille (complete with a vague hint of spindle shaping), which may well be the tallest grille I’ve encountered!

It’s a big unit, too, measuring 5212mm long, 1893mm wide and 1823mm high. The overall shape is sharply squared-off and prioritises presence over dynamism. It also comes standard with a full suite of LED exterior lighting.

The cabin claws back some design cred, though, as it’s downright plush with its semi-aniline two-tone leather upholstery - finished in a lush burgundy/black duo in our test vehicle. Accent panels vary between a diamond-design for the dashboard and doors, to suede soft-touchpoints and rose-gold inserts liberally scattered across the cabin. 

The only accent that doesn’t land is the large swathes of piano black on the centre console as it’s hard to keep clean.

There are some nice little surprises, too, like the fidget spinner-style crystal gear lever, which is surprisingly fun to fiddle with at traffic stops and two sunroofs with the rear fixed panel illuminating with internal ambient light.

Some of the finishes aren’t the best as there are joinery and door handles that don’t line up properly, which is surprisingly more annoying than you’d think once you notice it. But overall, the cabin feels well-considered and luxurious, even if the execution isn't always flawless. 

As part of the update, the Fiesta ST gains new Recaro front sports seats that are firm and hug the body tightly. You feel well supported when cornering. The mix of synthetic leather and suede looks spot-on.

Like a number of sports-focused models, the ST features red stitching throughout the cabin - on the steering wheel, gearbox gaiter and air vent surrounds - and while it’s ubiquitous, it’s still a nice touch.

The chunky perforated leather steering wheel feels nice to touch, as does the metal gear knob. 

Cabin materials are a mix of soft-touch and hard plastics, and there’s carbon-fibre-look inserts on the dash.

There’s no denying Ford’s dash design is a huge improvement over the previous-generation Fiesta that ran from 2009, but the current model still lacks the polish of the VW Polo. It’s about on par with the Hyundai i20 N, although the Ford’s layout is a little busier.

In saying that, it’s hard to fault the cabin’s functionality. It has a deep central storage bin, which is larger than most cars in this category, a decent sized glove box, two-and-a-half cupholders in the centre console and storage for narrow bottles in the doors.

There’s a wireless charging dock behind the gear shifter, two USB ports (one in the storage bin and one next to the charger), as well as a 12-volt charger.

It’s nice to see the ST still has a manual park brake, too.

The facelift introduced a 12.3-inch fully digital instrument cluster, and while some may lament the loss of analogue dials, it’s nice to see Ford taking the opportunity to improve the tech.

The multimedia is housed in a smallish 8.0-inch digital screen sitting atop the centre stack and it runs Ford’s Sync 3 system. 

Sync 3 functions well, is hard to fault and the menu layout is easy to navigate, but it is being left behind by competitors with more modern and appealing graphics. The latest version in the new Ranger will no doubt be a major improvement, but we won’t be seeing it in this generation of Fiesta.

The diminutive size of the Fiesta ST is more apparent when sitting in the rear seats. It’s pretty tight behind my 183cm (6ft) driving position, with my knees hitting the rear of the front seats. 

It’s a cramped space that’s not designed for long trips by adults. It has redundant tiny rear-side windows behind the C-pillar, but on the plus side, there’s acres of headroom. 

It lacks rear-seat air vents and the closest USB port is in the front centre storage compartment. Taller bottles won’t fit in the doors and it lacks a centre fold-down armrest, but it has map pockets.

The rear seats are flat and the Fiesta has outboard ISOFIX points for child seats.

Realistically, most people buying a car like this aren’t using it to haul children around so think of it as a two-seater with handy rear-seat storage.

The rear seats fold 60/40 but not flat. A space-saver spare wheel lives under the boot floor and it has a high boot lip, meaning you have to lift items up and over to get them in. 

At 311 litres, it’s a decent sized boot with usable space. It’s just one litre more than the Hyundai i20 N, and six litres more than the Polo GTI.

The front row has plenty of space and the seats feature heating and ventilation, making longer journeys comfortable. However, there’s no extendable under-knee support and only the driver gets lumbar adjustment. I’ve spent much of the week feeling like a chauffeur, as my husband and child insisted on sitting in the back!

The middle row is where the M8 really shines. The captain’s chairs are indulgent, offering full recline, footrests, heating, ventilation, and massage. Comfort is excellent, though the footrest extension limits space for the third row, and even at 168cm I found it a snug fit when fully reclined. Access is straightforward with grab handles and a low 143mm step-in height, though be mindful of kerbs as the doors aren’t forgiving when it comes to tall council strips.

The third row is one of the few that genuinely accommodates adults. Head- and legroom are ample, and the seats feel firm but comfortable, especially with the foldable armrest. Amenities aren't forgotten with four cupholders, two USB-A ports and directional air vents. Access requires sliding through the middle row, so it’s best if those seats are unoccupied, but otherwise it’s not too taxing.

Front-row storage is practical, with a mid-sized glove box, dual-opening middle console, cupholders and a clever phone cradle that integrates a wireless charging pad and cable routing for a tidy set-up. There’s also a USB-A and USB-C port and a 12-volt socket in the large shelf underneath the centre console.

The middle row enjoys three USB-A ports, a USB-C port, directional air vents, retractable sunblinds, tray tables (though not usable while driving) and climate control. Storage is decent, with six cupholders, one of which has heating and cooling, two map pockets, a pull-out drawer and a 220-volt AC outlet.

The 10.1-inch touchscreen multimedia system is serviceable but feels slightly small for the luxury segment. Graphics aren’t the sharpest, the layout isn’t always intuitive and some functions, like the heated steering wheel, require digging through menus. Wireless Apple CarPlay and Android Auto performed flawlessly throughout the week and the 12.3-inch digital instrument cluster is clear and well laid out.

Boot space is modest for a people mover, offering 280L with all rows in place which is enough for a small grocery run but not for a fully-loaded family outing. Folding the third row expands capacity to 1500L, though that leaves you with a four-seater. The loading height is low, which helps, but it has a tall lip which prevents it from being ideal for sitting on during tailgates or picnics. There’s a small underfloor compartment housing the tyre repair kit and a powered tailgate rounds out the package.

There are two grades available for the GAC M8, and for this review we’re in the flagship Luxury, priced from $83,590, before on-road costs. It’s an awkward vehicle to compare because, right now, it’s the only people mover on sale with a plug-in hybrid powertrain.

Its closest like-for-like rivals in terms of size, specification and middle-row captain’s chairs are the all-electric LDV Mifa 9 Luxe and Zeekr 009 (FWD), priced from $129,000 and $115,900, before on-road costs, respectively. Compared to them, the M8 presents strong value. The equation looks less convincing when it’s parked alongside the flagship Kia Carnival Hybrid, which starts from $76,630 MSRP, though the intended markets between the two are notably different.

GAC hasn’t held back on features in the Luxury grade. The front and middle-row captain’s chairs are power-adjustable and offer heating and ventilation, with the middle seats also gaining full recline, extendable footrests and a massage function. Curiously, the driver misses out on massage, though.

Other highlights include a front sunroof with manual blind, a second fixed glass roof, semi-aniline leather upholstery for the first two rows with leather in the third, and a heated steering wheel. Practical conveniences are well covered too, with powered sliding rear doors, a hands-free powered tailgate, acoustic Michelin 18-inch tyres (designed to reduce road noise), a 360-degree camera system, manual rear sunblinds, three-zone climate control and one-touch ‘reset’ buttons for the middle-row seats.

Technology feels thoughtfully specified rather than excessive. There’s a 12.3-inch digital instrument cluster, wireless Apple CarPlay and Android Auto, Bluetooth connectivity and an eight-speaker Yamaha sound system. Charging and power options include six USB-A ports, one USB-C port, a 12-volt socket and a 220-volt AC outlet. The 10.1-inch multimedia touchscreen looks larger than it is thanks to its housing, though it ultimately sits on the smaller side for a vehicle pitching itself at the luxury end of the market.

Under the Fiesta’s cute bonnet is Ford’s 1.5-litre three-cylinder turbocharged petrol engine delivering 147kW at 6000rpm and 320Nm at 4000rpm - the latter is an increase of 30Nm over the pre-facelift model.

Interestingly, it now matches the power and torque outputs of the Polo GTI. The i20 N pumps out 150kW and 304Nm.

The engine is exclusively paired to a six-speed manual gearbox - there is no auto transmission available - and it is front-wheel drive.

Both M8 grades share the same plug-in hybrid powertrain, pairing a 2.0L, four-cylinder, turbo-petrol engine with a single electric motor. Combined, they produce up to 274kW of power and 630Nm of torque which is impressive on paper, though it only manages 0‑100km/h in 8.8 seconds. Once the battery is depleted, outputs drop to a more modest 140kW/320Nm. Power is sent to the front wheels through a two-speed automatic transmission, and the M8 is not rated for towing.

To get the best performance from this type of set-up will require diligent recharging.

Ford claims the Fiesta ST has an official combined cycle fuel use figure of 6.3 litres per 100 kilometres. 

After a week of predominantly inner city and freeway driving, we recorded a much higher 10.2L/100km. However, that was very shortly after an enthusiastic back-road blast to test its performance chops. We did see single-digit numbers throughout the week prior to that.

The Fiesta requires premium 95RON petrol and it has a 45-litre tank. CO2 emissions are 144g/km of CO2.

The M8 is equipped with a Type 2 CCS charging port, accepting up to 6.6kW on AC and 39kW on fast DC power. Being able to use a DC charger is a definite plus for a plug-in hybrid and you can charge the battery on this type of charger from zero to 80 per cent in around 30 minutes.

Its 25.57kWh lithium-ion battery is generous for a plug-in, delivering an electric-only range of up to 106km (WTLP). With a combined cycle (urban/extra-urban) fuel consumption figure of 6.1L/100km and a 56L fuel tank, the M8 offers an overall driving range of more than 1000km which is excellent for a vehicle of its size. As with any plug-in, regular charging is key to achieving these figures; over my week of driving, I averaged 6.2L/100km, which is very excellent.

GAC recommends a minimum 91 RON unleaded petrol.

It’s easy to find your ideal driving position in the Fiesta ST, thanks to the reach and height adjustable steering wheel and the adjustable seat.

Aside from the extra 30Nm dollop of torque, Ford hasn’t changed anything else about the Fiesta ST mechanicals for 2022, but arguably, it didn’t need to.

The pre-facelift model could cover 0-100km/h in 6.7 seconds, and while Ford has not revealed whether that has changed with the facelift, it feels about right.

It’s brisk from a standing start, without being neck-snappingly quick, but there is strong urge and a lack of noticeable turbo lag. There is, however, some axle tramp on take-off, particularly in the wet. We also detected some torque steer when pushing hard up a hill, but it was minimal. 

Speaking of, the little three-pot turbo engine is utterly unfazed by steep hills - it just keeps adding speed. A light kerb weight of 1218kg helps here. 

The three-pot turbo engine sounds wonderful when accelerating, and the Fiesta ST begs to be driven hard.

The engine is perfectly matched with the slick shifting six-speed manual gearbox that has lovely short throws and is a joy to use. Even if Ford offered an auto with the Fiesta ST, it would take away from the driving experience.

'Sport' mode ups the growl from the engine and throttle response, but it’s not a dramatic departure from 'Comfort' mode.

The ST’s strong brakes are bordering on sensitive, but the heavily weighted steering is incredibly sharp.

On a back road run, the front-wheel drive Fiesta ST comes alive, hugging corners confidently. 

On bends that would’ve seen many other cars come undone, the Fiesta’s tight, balanced chassis, grippy tyres and the standard mechanical limited slip differential ensure it maintains its composure.

The ride is undeniably firm, particularly around town in urban areas - you feel every speed bump. My partner found the ride a bit too much at times, but I was far more forgiving.

The Fiesta feels solidly built and has a level of refinement that’s missing from the likes of the Suzuki Swift Sport and Hyundai i20 N.

However, the cabin could do with more noise deadening materials as it can be quite rowdy at speed and on coarse chip roads. Another negative is the massive turning circle - a bit odd for a city-focused light hatchback.

But these are things I could happily live with. During my week with the Fiesta ST, I made any excuse to jump behind the wheel and go for a drive.

Me: “I’m just going to run to the shops to get pasta.”

My partner: “We’re not cooking pasta this week.”

Me: “Yeah but you never know when you need pasta. Bye!”

Around town, the M8 delivers plenty of power and is whisper-quiet when running in electric mode. Once the battery depletes or you switch over to the petrol engine, that sense of instant oomph fades. Overtaking on hills is achievable, but even with an empty car it can feel a little underwhelming.

Steering is light, but the car feels solidly planted in most situations. Handling isn’t as dynamic as a Kia Carnival and the M8 can feel a touch ungainly through bends, though it’s more than manageable for everyday driving.

Ride comfort is high, especially for passengers, due to forgiving suspension and a cabin that doesn't let a whole lot of road or wind noise in. The M8 is a comfortable cruiser.

Visibility is surprisingly good for a 5.2m-long vehicle with minimal blind spots from the driver’s seat. The bonnet and dash, however, stretch further than they appear, which can make judging the nose a little tricky at first.

Ground clearance is only 143mm, so it’s easy to scrape the nose over speed bumps or when parking. The 360-degree camera system is decent, but manoeuvring into tight spaces still requires some care as it fills out a space. You also have to leave about a metre of clearance behind you if you want to open the tailgate.

The M8 hasn’t been tested with ANCAP yet and is unrated but it has a good suite of safety equipment including seven airbags with the curtain airbags covering all three rows but unique for the class is another airbag across the rear windscreen. However, it misses out on a front centre airbag., which is a strange omission now.

Standard equipment includes big-ticket systems like blind-spot monitoring, autonomous emergency braking, forward collision warning, lane keeping aid, lane departure warning, traffic sign recognition, rear cross-traffic alert and a clear 360-degree view camera system with front and rear parking sensors.

There is a sound alert and driver seat vibration that activates for some systems which I found to be a good addition. There’s also four ISOFIX child seat mounts (two in each rear row) and a total of five top-tether anchor points. While the M8 has adaptive cruise control, it’s not well-calibrated and creates a middling on-road experience.

The Fiesta is covered by Ford’s five-year/unlimited kilometre warranty and you get free roadside assistance and state/territory auto club membership each year that you service your car at a dealer, for up to seven years.

The servicing schedule is every year or 15,000km, whichever comes first. There’s a four-year/60,000km capped-price servicing program, which costs $299 per service. 

Ford also offers a free service car loan that can be booked in ahead of your service.

The GAC M8 is backed by a seven-year, unlimited-kilometre warranty, along with five years' complimentary roadside assistance, which is competitive against several of its nearest rivals. Service pricing has yet to be confirmed, though servicing is scheduled at 12-month or 15,000km intervals.

For now, the service network is limited, with around 10 centres nationwide, though GAC offers authorised servicing through third-party providers such as MyCar, which helps broaden access in the short term.