Ford Fiesta vs Mazda CX-30

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. 

About to enter its fifth year in market the Mazda CX-30 is holding up well and this GT SP FWD grade delivers solid value relative to its key competitors, of which there are many. It’s also space-efficient, practical and performs well with top-shelf safety, decent refinement and good dynamic ability.

Alternately, it’s crying out for a hybrid powertrain to improve fuel efficiency, the interior form and function is starting to date and while it meets the market the ownership promise could be sharper. But this little SUV is still worthy of a spot on your new-car short list.

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. 

Mazda continues to follow a disciplined design path with everything from the MX-5 sports car to the BT-50 dual-cab ute sharing key attributes like the brand’s signature trapezoidal grille, simple flowing lines and sleek head- and tail-lights, all wrapped up with a subtle hint of chrome here and there.

Car-spotters with the GT SP on their checklist should look out for 18-inch black metallic rims as well as black exterior trim, including the mirror caps. 

Inside, the CX-30 maintains Mazda’s restrained approach with smooth surfaces integrated across the multi-layer dash and primo leather-trimmed seats.

That said, this car is starting to show its age with the multimedia screen plonked on the top of the dash (in typical Mazda fashion) and a largely conventional instrument cluster.

Yes, the main dial is configurable courtesy of a central 7.0-inch TFT screen, but next to more recent arrivals boasting sleek, often twinned, flat screen displays the CX-30 looks and feels out of touch. 

Functionally, there’s a sensible mix of digital controls and physical buttons (points for audio volume and ventilation dials!), but… the multimedia screen can only be accessed by a rotary controller in the centre console once the car is mobile (it works as a touchscreen when you’re stationary).

Some say touchscreens take your eyes off the road so the controller makes sense, but with a sequential app like Spotify it can take a lot of twirls to get to where you want to go, which upsets concentration and takes your eyes off the road, anyway. I’d prefer the relative ease of a quick press on a screen.

Aside from all that, the materials used are high quality with soft-touch surfaces across key contact points and hard plastics confined to high-wear areas. 

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.

At just under 4.4m long, close to 1.8m wide and little over 1.5m tall (with a 2655mm wheelbase) the CX-30 is in the middle of the pack it competes with in terms of key dimensions.

And space up front is more than adequate, with an impressive feeling of roominess for a relatively small SUV.

For storage, there’s a large lidded box (which doubles as an armrest) between the front seats as well as a pair of cupholders in front of the gear-shifter with a bay for wireless device charging ahead of that.

The glove box is big, there are bins in the doors with room for decent size bottles and a drop-down tray for sunglasses sits overhead.

Move to the rear and the amount of space on offer is surprisingly generous. Sitting behind the driver’s seat, set for my 183cm position, I have plenty of head and legroom, although three full-size adults across the back seat will be an uncomfortable proposition for anything other than short trips. A trio of up to mid-teenage kids will be fine.

Adjustable air vents at the back of the front centre console are a welcome inclusion for back-seaters and storage runs to a map pocket (weirdly, on the back of the front seat only), a pair of cupholders in the fold-down centre armrest and bins in the doors with room for smaller bottles.

In-cabin power and connectivity includes two USB-C outlets and a 12-volt socket in the front centre storage box. No USBs specifically for those in the rear, which is a miss for road trips and no 12V in the boot which can be handy when camping or picnicking.  

Speaking of the boot, cargo volume with the rear seat upright is okay for the class at 317 litres, which expands to a healthy 1479L with the 60/40 split-folding backrest lowered. For comparison the Kia Seltos coughs up 433L with the rear seat upright.

The space is illuminated, there are tie-down anchors to help secure loose loads and there’s a space-saver spare sitting under the floor.

And if you’re keen on towing a tinnie or similar you’re good to go for a 1200kg braked trailer (600kg unbraked).

The Mazda CX-30 G25 GT SP FWD weighs in at $43,140, before on-road costs and our test example features the optional ‘Vision Pack’, the details of which we’ll get to shortly, raising the price $1300 to $44,440. 

Alternate options around that price point include the Hyundai Kona Premium N Line 2WD ($42,500), Kia Seltos GT-Line FWD ($41,850), Mitsubishi Eclipse Cross Exceed 2WD ($40,990), Honda HR-V e:HEV L 2WD ($42,900, drive-away), Nissan Qashqai ST-L FWD ($42,690), Peugeot 2008 GT FWD ($44,490), Renault Arkana Techno FWD ($41,000), Suzuki S-Cross Plus FWD ($41,490), Toyota C-HR 2WD GXL Hybrid ($42,990) and Volkswagen T-Roc Style FWD ($40,590).

That’s quite the automotive smorgasbord, the resulting price and specification cage fight meaning every included feature counts and the Mazda heads into battle with some significant weapons in hand.

Specifically, dual-zone climate control, a head-up display, a 10.25-inch ‘widescreen’ multimedia display, 7.0-inch driver’s multi-information display, 12-speaker Bose audio (with digital radio), wireless Android Auto and Apple CarPlay, ‘Burgundy’ leather seat trim, heated front seats, leather trim on the gearshift and heated steering wheel, wireless phone charging, power-adjustable driver’s seat (with memories), a glass power tilt and slide sunroof and a power tailgate.   

There’s also adaptive auto LED headlights, 18-inch black metallic alloy wheels, radar cruise control (with stop/go), a reversing camera, auto-fold (and tilt) heated exterior mirrors and keyless entry and start. 

It’s an impressive and competitive equipment list for a small SUV under $45K, even before we get to the performance and safety tech covered later in the review.

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.

The CX-30 GT SP is powered by a 2.5-litre, naturally aspirated, four-cylinder petrol engine producing maximum power of 139kW at 6000rpm and peak torque of 252Nm at 4000rpm.

It’s a proven all-alloy unit featuring direct-injection as well as variable intake and exhaust valve timing with drive going to the front wheels via a six-speed auto transmission. 

The AWD version of the GT SP adds an electromagnetic multi-plate clutch pack (managed by a multitude of sensors) to selectively engage the rear wheels, as well. But its engine and transmission combination is identical to this FWD model’s.

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 CX-30 GT SP FWD’s official fuel consumption figure on the combined (urban/extra-urban) cycle is 6.6L/100km, the 2.5-litre atmo four-cylinder engine emitting 154g/km of C02 in the process.

It features fuel-saving stop-start and cylinder deactivation functions as standard and over a combination of city, suburban and some freeway running we saw an average of 8.4L/100km, which is average for an SUV in this class. A comparable hybrid package would easily better this result.

Based on the car’s 51-litre fuel tank theoretical range between refills is 772km, which drops to just over 600km using our real-world test consumption number. But the good news is this CX-30 runs happily on cheaper 91 RON ‘standard’ fuel.

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!”

It’s rare in 2024 to find a small SUV that doesn’t have at least one turbocharger attached to its engine, the CX-30’s 2.5-litre ‘atmo’ four being one of those increasingly scarce examples.

But Mazda’s been laser-focused on extracting maximum power and efficiency from its non-turbo petrol engines for yonks and this one stands up well.

It doesn’t have the low-down punch a turbo typically delivers but maximum pulling power arrives at a useable 4000rpm and it’s eager enough for easy city and suburban running as well as confident freeway cruising.

Although Mazda doesn’t quote an official number you can expect a sprint from 0-100km/h in around 8.5 seconds, which is quick for the class.

Worth noting engine noise and a raspy exhaust note make their presence felt under acceleration and the throttle isn’t as refined as it could be. Not a huge deal, but a slight jerkiness is evident on initial, especially moderate, acceleration.

The six-speed auto is smooth and fuss-free, the steering wheel paddle shifters on hand if you need to intervene and select a specific ratio. ‘Sport’ mode peps things up, causing the transmission to shift down earlier and up later. But it’s aggressive in that it often holds onto a gear for too long and you find yourself diving back to the default normal setting.

Tipping the scales at just under 1.5 tonnes, the CX-30 is underpinned by a MacPherson strut front, torsion beam rear suspension and ride comfort on typically pock-marked urban surfaces is average for the category. That is, a bit jittery over bumps and corrugations but there’s no bone-jarring going on here.

Steering feel and response is good and the grippy steering wheel helps with a connection to the front tyres. Speaking of which, the standard rubber is high-performance (215/55) Dunlop SP Sport Maxx 050 which is  grippy and commendably quiet. 

Push on into a corner and the CX-30 remains balanced and predictable with body roll well under control. Torque vectoring, by engine and physical braking, is also onboard to reel things in if you overstep the mark.

Braking is by discs all around, vented at the front and solid at the rear, and they wash off speed effectively with a satisfyingly progressive pedal action.

Vision is good, which combined with the CX-30’s compact dimensions and 10.6m turning circle, means parking is easy. Especially when you factor in the hi-res reversing camera and front and rear parking sensors. 

The CX-30 carries a maximum five-star ANCAP assessment from early 2020 when the car was introduced locally.

It scored a stunning 99 per cent in the adult occupant protection category and an impressive 88 per cent for child occupant protection.

Active (crash-avoidance) tech includes AEB (operating from 4.0-160km/h) as well as lane keep assist, lane departure warning, traffic sign recognition, intelligent speed assistance, blind-spot monitoring, front and rear parking sensors, rear cross-traffic alert, a reversing camera and tyre pressure monitoring.

Mazda’s ‘Vision Pack’ is also standard which includes a 360-degree camera view, ‘Cruising & Traffic Support’, driver fatigue monitoring and front cross-traffic alert.

The airbag count runs to seven - dual front and front side, full-length side curtains and driver’s knee.

There are three top tether points for child seats across the second row with ISOFIX anchors on the two outer positions.

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.

Mazda covers the CX-30 with a five-year/unlimited km warranty which is the norm in the mainstream market, and it’s worth noting a growing number of competitors are now at six, seven or even 10 years, although the latter are typically conditional on authorised dealer servicing. Roadside assistance is provided for the duration of the warranty.

Service is recommended every 12 months or 15,000km and Mazda’s ‘Service Select’ program sets maintenance pricing out to seven years, the lowest over that period being $352 and the highest $626, for an annual average of $459, which is reasonable but not exceptional for the category.

For comparison, a similarly specified Toyota C-HR averages $330 per workshop visit over the same period.