Ford Fiesta vs Skoda Fabia: which is the better used buy?

On DVSA MOT records the Skoda Fabia is the more reliable used buy: it passes its first MOT 2.4 percentage points more often than the Ford Fiesta once both are compared against what the national fleet scores at the same age. That comparison covers 167,552 real tests, not a survey.

MOT first-time pass rate

Counted from DVSA’s anonymised MOT test records. “vs age-matched” compares each model against what the national fleet scores at the same age — the only fair better-or-worse number, because an older fleet fails more whatever its build quality.

Model	Pass rate	Age-matched national	Difference	Tests
Ford Fiesta	72.3%	74.9%	-2.6	143,495
Skoda Fabia	75.6%	75.8%	-0.2	24,057

Source: DVSA MOT Anonymised Data 2025 (Open Government Licence v3.0). National first-time pass rate 77.3%. Applies to Great Britain — Northern Ireland is tested by the DVA under a separate manual.

Ford Fiesta

Mk8 (2017–2023) · A supermini / small hatchback and one of the UK's most common used cars, competing with the Vauxhall Corsa, VW Polo, SEAT Ibiza and Peugeot 208.

The Ford Fiesta Mk8 (2017–2023) is a generally dependable used supermini, but the single most important thing to check on any 1.0-litre EcoBoost petrol version is which timing system it has: earlier cars, broadly from launch into 2018/2019, carry the original 'wet' cam belt, which runs submerged in engine oil rather than as a dry belt, and if it isn't replaced in good time it can shred and send debris through the oil system, usually destroying the engine — Ford's original quoted interval was 10 years/150,000 miles (later tightened industry-wide to nearer 6 years/100,000 miles), but independent specialists strongly recommend replacement nearer 60,000–80,000 miles given how often belts have failed well inside those figures. Ford introduced a revised, chain-driven camshaft design during 2018–2019 that every mild-hybrid (mHEV) EcoBoost uses, which removes that specific catastrophic risk, though a smaller belt still runs in oil driving the oil pump on all versions, so no EcoBoost Fiesta is entirely risk-free. Because the change wasn't a clean model-year cut-off, never assume from registration year alone: always ask for the engine code or a VIN check, and for any car confirmed to have the original wet-belt engine ask for a dated invoice proving wet-belt replacement, not just a general service stamp, treating one with no such record as needing the job done immediately regardless of mileage. For a used buy, a post-facelift 2022–2023 car with mild-hybrid assistance and full Ford history is the safer choice, since it's the most likely to already carry the revised, lower-risk engine design. Be more cautious with an early 2017–2018 car carrying patchy service records, as these are most likely to still have the original wet-belt design and are now old enough and high-mileage enough to be at real-world risk of a catastrophic belt failure.

What goes wrong

Engine — 1.0 EcoBoost wet timing beltcritical
Engine rattle or knocking noise, sudden loss of power, warning lights, or complete engine failure if the belt sheds material into the oil system and blocks oil galleries or the pickup strainer; metallic debris can also show up in the oil at a routine service.
Broadly 2017 into 2018/2019: 1.0-litre EcoBoost non-hybrid Fiestas from this window most commonly have the original wet cam timing belt. Ford introduced a revised, chain-driven camshaft design during 2018–2019, which every 1.0 EcoBoost mild-hybrid (mHEV, 2020 on) version uses; these still have a separate, smaller wet belt driving the oil pump. The cut-over wasn't a clean model-year change, so confirm by engine code/VIN rather than assuming from year alone. Does not affect the naturally aspirated 1.1 Ti-VCT petrol. · For cars confirmed to have the original wet cam belt: Ford's original quoted interval was 10 years/150,000 miles (later tightened industry-wide to nearer 6 years/100,000 miles); independent specialists recommend replacement nearer 60,000–80,000 miles given how often belts have failed well inside those figures. · Roughly £600–£1,650 for a preventative belt replacement at an independent EcoBoost specialist (commonly £950–£1,200+VAT; significantly more at a main dealer); if the belt fails, a replacement or reconditioned engine typically runs £2,000–£4,000+, more in severe cases.
Check: Confirm the engine variant by engine code or VIN check rather than assuming from registration year alone. For any car confirmed to have the original wet-belt engine, ask for a dated invoice proving wet-belt replacement (not just a general service stamp), and budget for the job immediately if there's no such record, regardless of the odometer reading. Even on revised chain-cam/mHEV cars, ask about the condition of the separate oil-pump belt.
Body sealing — door seals, boot and rear footwellsminor
Damp carpets, a musty smell, water pooling in the boot floor or spare-wheel well, wet rear footwells, and — if left unresolved for a long time — electrical faults or corrosion from water sitting inside the car.
2017–2023, reported across the generation · Not mileage-related; can appear on low-mileage cars if a seal, grommet or drain point has failed · Resealing a door seal, boot seal or roof-rail drain point is typically £50–£150 in parts and labour if caught early; ignoring it can lead to far costlier electrical or interior repairs
Check: Lift the boot floor and spare-wheel cover and pull back the edges of the rear carpet to feel for damp or staining, sniff for a musty smell, and check the roof lining above the doors and around the rear pillars for water marks.
1.5 TDCi diesel particulate filter (DPF)major
Engine management light, limp mode or reduced power, poor fuel economy, black smoke under hard acceleration, and DPF-related MOT failures.
2017–2023, 1.5 TDCi diesel variants only · Can occur well inside 60,000–80,000 miles on cars used mainly for short, low-speed journeys that never let the filter fully regenerate · A forced regeneration or DPF clean is roughly £100–£300; a full DPF replacement can run to £1,000–£1,500+
Check: Ask how the car is normally driven (motorway runs vs. short urban trips), check the MOT history for DPF-related advisories or failures, and where possible take it on a drive long enough to let a regeneration complete during the test.
Front driveshaft spline noise (presents as a wheel-bearing fault)minor
A cracking or clicking noise from the front of the car when pulling away in first gear or reverse, most noticeable on full steering lock.
Most commonly reported on early Mk8 cars, 2017–2019 · Not primarily mileage-related — linked to insufficient sealant on the driveshaft splines from new rather than ordinary wear · £150–£350 per side if the driveshaft needs reworking or replacing; no charge if the car is still within Ford's original warranty
Check: On the test drive, do a slow pull-away on full steering lock in both directions and listen for a cracking or clicking noise from the front wheels; get any noise checked by a garage before buying, as it's usually the driveshaft rather than the bearing itself.

Typical asking price:: 2017–2018 1.0 EcoBoost/1.1 Ti-VCT: £6,000–£9,500 | 2019–2021 1.0 EcoBoost: £9,000–£13,000 | 2022–2023 mild-hybrid Titanium/ST-Line: £13,000–£18,000
Real-world economy:: 1.1 Ti-VCT: 47–52 mpg real-world. 1.0 EcoBoost 100/125: 45–50 mpg. 1.0 EcoBoost mHEV: 48–54 mpg. 1.5 EcoBoost ST: 34–39 mpg.
Vehicle tax:: £200/year standard rate from the second year, hybrids included — the alternative-fuel discount ended on 1 April 2025. Cars registered 2001–2017 pay a CO2 band, roughly £20–£790/year (2026/27 rates).
Best years:: 2022, 2023
Years to avoid:: 2017, 2018

Full Fiesta fault guide Used Fords

Skoda Fabia

Mk3/NJ3 (2014–2021) and Mk4/PJ (2021–2025) · Supermini / small hatchback (also sold as an estate on Mk3). The current Mk4 is built on the Volkswagen Group's MQB-A0 platform and is closely related to the SEAT Ibiza and Volkswagen Polo; the earlier Mk3 used the previous-generation PQ26 platform, a hybrid combining the older Polo-based PQ25 architecture with MQB components. UK rivals include the Ford Fiesta, Vauxhall Corsa and Renault Clio.

The Skoda Fabia sold in the UK spans two relevant generations: the Mk3/NJ3 (2014–2021), built on the Volkswagen Group's PQ26 platform (a hybrid of the older Polo-based PQ25 architecture and MQB components), and the current Mk4/PJ (2021–2025), the first Fabia built on the Group's newer MQB-A0 platform shared with the SEAT Ibiza and Volkswagen Polo. The single most important check on any used Fabia fitted with the optional 7-speed DSG automatic gearbox (DQ200) is a cold-start test drive for jerky, hesitant, or delayed gearchanges, since this dry-clutch gearbox's mechatronic unit is the car's most expensive and most commonly reported failure point. The best buys are a post-facelift Mk3 from 2019–2020 with a manual gearbox and full service history, or a Mk4 from 2023 onwards, by which point Skoda had resolved the seat-backrest-weld and airbag recalls affecting cars built between March 2021 and June 2022. Avoid an early 2014–2015 Mk3 with a high-mileage DSG and patchy service history, or an early-build 2021 Mk4 that has not had its recall work completed, as both carry the highest risk of an expensive or unresolved fault. Overall the Fabia is a genuinely reliable small car by class standards, provided the DSG history and recall status are verified before purchase.

What goes wrong

DSG7 (DQ200) automatic gearboxmajor
Jerky, hesitant, or delayed gearchanges — particularly pulling away from a stop or in slow traffic — juddering through the lower gears, and in more advanced cases a gearbox fault warning light with the car defaulting into a protective limp-home mode.
Mk3 (2014–2021) and Mk4 (2021–2025) models fitted with the optional 7-speed DSG automatic gearbox; the large majority of documented failures are on higher-mileage Mk3 cars, which have now had longer in service. · Most commonly reported from around 40,000–60,000 miles onwards, though it can surface earlier or later depending on driving style and servicing. · A mechatronic unit repair (solenoids/pressure accumulator) at an independent specialist typically runs £250–£600; a full new or reconditioned mechatronic unit fitted by a dealer or specialist can cost £1,200–£2,500.
Check: Test drive from cold and note any hesitation or jerkiness pulling away and shifting through 1st–3rd gear; check the service history for DSG oil/filter changes (VW Group recommends roughly every 3–4 years or 40,000 miles); have a specialist read fault codes before buying, and check the free GOV.UK MOT history checker for any transmission-related advisories.
Carbon buildup on intake valves (TSI direct-injection engines)minor
Rough or lumpy idle, hesitation or occasional misfire under load, a slight but noticeable drop in power, and sometimes the engine management light illuminating.
1.0 TSI and 1.5 TSI direct-injection petrol engines across both Mk3 (2014–2021) and Mk4 (2021–2025); the naturally-aspirated port-injected 1.0 MPI is not affected. · Typically becomes noticeable from around 60,000 miles onwards, sometimes earlier on cars used mainly for short journeys that never fully reach operating temperature. · A walnut-blasting or chemical intake-valve clean at an independent specialist typically costs around £150–£350.
Check: Ask about the car's typical use (short urban trips accelerate buildup); listen for a rough idle on cold start; check the service history for any intake cleaning already carried out.
Door and tailgate seal water ingressminor
Damp or wet carpet in the rear footwells, a musty smell inside the cabin, and misted-up rear windows in wet weather.
Mk3 (2014–2021), most commonly reported on hatchback models. · Not strongly mileage-related — more a function of seal age and condition than distance covered. · Replacement door or tailgate seals typically cost £30–£80 per seal plus an hour or so of labour; a full damp-remediation valet if left unresolved can add £100–£200.
Check: Lift the rear carpets and boot floor liner to feel for damp, check for a musty smell, and run a hand around the door and tailgate seals for perishing or gaps.
Electrical warning lights and infotainment glitchesminor
Dashboard warning lights (commonly ABS, airbag, or engine management) appearing intermittently with no clear cause, plus infotainment issues such as the touchscreen or radio failing to power up, or Bluetooth phone connection dropping.
Reported across both Mk3 (2014–2021) and Mk4 (2021–2025), with the Mk4's larger touchscreen infotainment systems most frequently mentioned by owners. · Not strongly mileage-related; reported across the mileage range and more closely tied to software version than distance covered. · Often resolved with a free software or infotainment update at a dealer; where a sensor or wiring fault is the cause, diagnosis and repair typically costs £50–£250.
Check: On the test drive, confirm all warning lights extinguish after startup, test the touchscreen/radio power-up and Bluetooth pairing, and ask the seller directly whether any warning lights have recurred; check the MOT history for recorded electrical advisories.

Typical asking price:: 2014–2015 Mk3 1.2 HTP/TSI: £5,500–£8,500 | 2019–2020 Mk3 facelift: £8,500–£12,500 | 2023–2024 Mk4: £13,500–£18,500
Real-world economy:: 1.0 MPI: 46–51 mpg. 1.0 TSI: 44–50 mpg. 1.2 TSI (Mk3 early): 42–47 mpg.
Vehicle tax:: £200/year standard rate from the second year, hybrids included — the alternative-fuel discount ended on 1 April 2025. Cars registered 2001–2017 pay a CO2 band, roughly £20–£790/year (2026/27 rates).
Best years:: 2019, 2020, 2023, 2024
Years to avoid:: 2014, 2015, 2021

Full Fabia fault guide Used Skodas

Which one suits you

Ford Fiesta

Good for: First-time buyers and anyone prioritising low running costs — cheap parts, low insurance groups and a huge independent-garage network. The 2020+ mild-hybrid EcoBoost is the safer pick for the wet-belt risk.

Less good for: Buyers wanting maximum rear legroom or boot space — this is a genuinely small car. A pre-2019 1.0 EcoBoost with no documented wet-belt history, given how expensive getting that wrong can be.

Skoda Fabia

Good for: Buyers wanting genuine VW Group build quality and the biggest boot in the class for the money. A manual-gearbox car avoids the DSG mechatronic risk entirely and is the simpler, cheaper-to-maintain choice.

Less good for: Anyone considering the DSG automatic without documented mechatronic/service history, or an early-build 2021 Mk4 without confirmed recall work completed.

Frequently Asked Questions

Which is more reliable, the Ford Fiesta or the Skoda Fabia?

The Skoda Fabia. It passes its first MOT 2.4 percentage points more often than the Ford Fiesta once both are age-adjusted, across 167,552 DVSA-recorded tests.

What is the MOT pass rate for the Ford Fiesta?

72.3% of Ford Fiestas pass their MOT first time, from 143,495 tests in DVSA's records. The national first-time rate is 77.3%, but cars of this model's age average 74.9% — so it runs 2.6 points worse than its age group.

What is the MOT pass rate for the Skoda Fabia?

75.6% of Skoda Fabias pass their MOT first time, from 24,057 tests. Against the 75.8% that cars of its age average, it runs 0.2 points worse.

Which years should I avoid?

For the Ford Fiesta, Launch-era 2017–2018 cars are now the oldest Fiesta Mk8s on the used market and the most likely to still carry the original wet cam timing belt rather than Ford's later revised chain-driven design, so they're most likely to be nearing or past the belt's safe replacement point without full documented history. This window is also most associated with the early cracking-noise driveshaft complaint, and these cars are furthest removed from the 2022 facelift's refinements. For the Skoda Fabia, The earliest Mk3 cars (2014–2015) carry the highest concentration of DSG7 mechatronic and EGR/wastegate complaints reported on owner forums, reflecting a car early in its production run before running fixes were applied. 2021 is the highest-risk single year because it spans both the final months of Mk3 production and the very first months of Mk4 production, the latter directly affected by the seat-backrest-frame recall (cars built 1–4 March 2021) and the start of the airbag-rupture recall window (from 16 September 2021).

Which is cheaper to run?

The Ford Fiesta returns 1.1 Ti-VCT: 47–52 mpg real-world. 1.0 EcoBoost 100/125: 45–50 mpg. 1.0 EcoBoost mHEV: 48–54 mpg. 1.5 EcoBoost ST: 34–39 mpg. in real UK driving; the Skoda Fabia returns 1.0 MPI: 46–51 mpg. 1.0 TSI: 44–50 mpg. 1.2 TSI (Mk3 early): 42–47 mpg.. Vehicle tax: Fiesta — £200/year standard rate from the second year, hybrids included — the alternative-fuel discount ended on 1 April 2025. Cars registered 2001–2017 pay a CO2 band, roughly £20–£790/year (2026/27 rates).; Fabia — £200/year standard rate from the second year, hybrids included — the alternative-fuel discount ended on 1 April 2025. Cars registered 2001–2017 pay a CO2 band, roughly £20–£790/year (2026/27 rates).. Insurance differs mainly by driver and postcode rather than by model, so treat any model-level insurance figure with caution.

MOT figures are counted from DVSA records and are the only measured statistic here. Prices, economy and tax bands are indicative and vary by specification, condition and where the car has lived. Last reviewed: 2026-08-30 / 2026-08-30.