Funky to look at, fun to drive and with good solid safety kit, the new 2 is only being slightly let down by some NVH (noise, vibration and harshness) issues.
Road Test
RRP: $20,845
Price as tested: $23,195 (auto $1650, DSC $700)
Crash rating: five stars (EuroNCAP)
Fuel: 91 RON Petrol
Claimed fuel economy (L/100km): 6.8
CO2 emissions (g/km): 162
Also consider: Toyota Yaris YRX (more here), Ford Fiesta Ghia (more here), Honda Jazz VTI-S (more here), Nissan Tiida ST-L (more here)
Price as tested: $23,195 (auto $1650, DSC $700)
Crash rating: five stars (EuroNCAP)
Fuel: 91 RON Petrol
Claimed fuel economy (L/100km): 6.8
CO2 emissions (g/km): 162
Also consider: Toyota Yaris YRX (more here), Ford Fiesta Ghia (more here), Honda Jazz VTI-S (more here), Nissan Tiida ST-L (more here)
Overall rating: 3.5/5.0Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 4.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.5/5.0
Ten years ago, it would have almost been unthinkable to see a
Japanese car in contention for European Car of the Year, such was the
limited impact of the country’s automobile industry in Europe. Japanese
brands were seriously under-represented and, in markets that retain high
levels of nationalistic fervour, never seen to be considered on par
with local makers.
Japanese car in contention for European Car of the Year, such was the
limited impact of the country’s automobile industry in Europe. Japanese
brands were seriously under-represented and, in markets that retain high
levels of nationalistic fervour, never seen to be considered on par
with local makers.
The times are a’changing, however, with Nissan the first Japanese
marque to take the award with its Micra in 1993. Since then Toyota
followed with Yaris in 2000 and Prius in 2005. In 2007, it was a close
call with the new Mazda2 taking second place [Ed: behind the Fiat 500].
This was the third time Mazda has been the bridesmaid in Europe’s major
journalist-juries, with the Mazda6 in 2003 and Mazda3 the following year
both finishing in second place.
marque to take the award with its Micra in 1993. Since then Toyota
followed with Yaris in 2000 and Prius in 2005. In 2007, it was a close
call with the new Mazda2 taking second place [Ed: behind the Fiat 500].
This was the third time Mazda has been the bridesmaid in Europe’s major
journalist-juries, with the Mazda6 in 2003 and Mazda3 the following year
both finishing in second place.
Such consistency shows that Mazda is now designing and building cars
that are increasingly appealing to Europeans and those with European
design and dynamic sensibilities. Given our local changing taste in
small cars, at least, it’s therefore little wonder Australians are
taking to the Mazda brand with gusto.
that are increasingly appealing to Europeans and those with European
design and dynamic sensibilities. Given our local changing taste in
small cars, at least, it’s therefore little wonder Australians are
taking to the Mazda brand with gusto.
Indeed, Mazda’s Euro-centric product strategy has certainly paid off
in the past few years with its local passenger car sales having climbed
to overtake Ford — putting it in third spot.
in the past few years with its local passenger car sales having climbed
to overtake Ford — putting it in third spot.
No more is this European influence more obvious than in the new
Mazda2. Having eschewed the tallboy styling of the previous generation
for a very attractive, almost sporty new look, the new car has a certain
dynamism in its visual appeal alone. This was particularly true of the
range-topping Genki that Carsales Network drove for a week, with its
standard body kit comprising a lower front apron, side skirts and rear
roof-mounted spoiler and bigger 16-inch alloys.
Mazda2. Having eschewed the tallboy styling of the previous generation
for a very attractive, almost sporty new look, the new car has a certain
dynamism in its visual appeal alone. This was particularly true of the
range-topping Genki that Carsales Network drove for a week, with its
standard body kit comprising a lower front apron, side skirts and rear
roof-mounted spoiler and bigger 16-inch alloys.
The new car is both smaller and lighter than its predecessor but
although more compact on the outside, it retains comparable interior
space and slipping into the comfortable and supportive driver’s seat,
there are no complaints about room up front.
although more compact on the outside, it retains comparable interior
space and slipping into the comfortable and supportive driver’s seat,
there are no complaints about room up front.
The rear is, as you would expect, cosy, with headroom having been
shaved over its predecessor. Having said that, there is still enough
head and legroom to accommodate a couple of adults over short journeys.
The boot space is also slightly smaller now swallowing 250 litres,
although this is expandable courtesy of the 60/40-split rear seat back.
shaved over its predecessor. Having said that, there is still enough
head and legroom to accommodate a couple of adults over short journeys.
The boot space is also slightly smaller now swallowing 250 litres,
although this is expandable courtesy of the 60/40-split rear seat back.
Like the exterior, the interior styling is of the fun and funky
persuasion and by and large it all works well with good quality fit,
finish and materials. As the top-spec model priced from $20,845, the
Genki comes standard with air conditioning, power windows and mirrors,
remote locking and a good sounding in-dash six-stack CD audio system
with an MP3 input jack.
persuasion and by and large it all works well with good quality fit,
finish and materials. As the top-spec model priced from $20,845, the
Genki comes standard with air conditioning, power windows and mirrors,
remote locking and a good sounding in-dash six-stack CD audio system
with an MP3 input jack.
Safety kit runs to six airbags and anti-lock brakes but the DSC
stability and traction control as fitted to our test car is a $700
option. This together with the $1650 auto option pushed the price of our
tester to $23,195. For a light car, that’s getting up there. Indeed,
for the same sort of money you can get into the (larger) base model
Mazda3 Neo, albeit without all the safety and creature comfort kit.
stability and traction control as fitted to our test car is a $700
option. This together with the $1650 auto option pushed the price of our
tester to $23,195. For a light car, that’s getting up there. Indeed,
for the same sort of money you can get into the (larger) base model
Mazda3 Neo, albeit without all the safety and creature comfort kit.
Although the car is a dramatic departure from its predecessor on the
styling front and it features a new chassis, the 76kW/137Nm 1.5-litre
four and manual five-speed and four-speed auto transmissions are largely
carried over from the previous model. This is not such a bad thing
though and with the reduction of around 65kg in weight, the engine feels
more than adequate.
styling front and it features a new chassis, the 76kW/137Nm 1.5-litre
four and manual five-speed and four-speed auto transmissions are largely
carried over from the previous model. This is not such a bad thing
though and with the reduction of around 65kg in weight, the engine feels
more than adequate.
Around town, you could almost call it perky. It’s not immediately
strong off the line in automatic guise, but with a few revs onboard, it
is more than up to a lively drive.
strong off the line in automatic guise, but with a few revs onboard, it
is more than up to a lively drive.
The power delivery is reasonably smooth and while it gets a bit loud
over 4000rpm, it will keep pulling through to just over six grand
without getting harsh. The shift quality of the automatic transmission
is fairly smooth and unfussed although the shifts do become more
noticeable under heavy throttle.
over 4000rpm, it will keep pulling through to just over six grand
without getting harsh. The shift quality of the automatic transmission
is fairly smooth and unfussed although the shifts do become more
noticeable under heavy throttle.
You can lock the transmission into S for sport mode or simply press
the hold button on the side of the gearshift lever that drops the top
ratio to keep the engine revving in the power zone between about
3500-6000rpm. And this is definitely where you want it for reflecting
its sporty styling, the baby Mazda is a joy to drive with enthusiasm.
the hold button on the side of the gearshift lever that drops the top
ratio to keep the engine revving in the power zone between about
3500-6000rpm. And this is definitely where you want it for reflecting
its sporty styling, the baby Mazda is a joy to drive with enthusiasm.
The suspension design of front MacPherson struts and rear torsion
beam is pretty much standard small car fare but the tuning, spring and
damper rates that Mazda has applied have made the car nimble, agile and
fun to throw around a winding country road.
beam is pretty much standard small car fare but the tuning, spring and
damper rates that Mazda has applied have made the car nimble, agile and
fun to throw around a winding country road.
It feels quite light although it remains solid and secure on the
road. If you push too hard into a corner, a gentle lift has the car
quickly turning in and getting back on track. The steering is reasonably
direct if a little light for our liking, but the body remains very well
controlled over most surfaces.
road. If you push too hard into a corner, a gentle lift has the car
quickly turning in and getting back on track. The steering is reasonably
direct if a little light for our liking, but the body remains very well
controlled over most surfaces.
Despite the firmish suspension, the ride is comfortable over most
surfaces and while poor roads do make themselves felt (especially at
lower speeds), it is never in a particularly harsh or uncomfortable
way.
surfaces and while poor roads do make themselves felt (especially at
lower speeds), it is never in a particularly harsh or uncomfortable
way.
Mazda claims the new 2 offers a vast improvement in NVH over the
outgoing model and while that may be true (it has been a long time since
we sampled one), cabin noise is still not the car’s strong suit.
outgoing model and while that may be true (it has been a long time since
we sampled one), cabin noise is still not the car’s strong suit.
Anything more than smooth freeway causes obvious tyre roar. Indeed at
highway speeds on coarse chip surfaces, it’s loud enough to require
adjustment of the stereo volume. Other noises are suitably muted, so
perhaps Mazda should look at its tyre choice for Australian roads.
highway speeds on coarse chip surfaces, it’s loud enough to require
adjustment of the stereo volume. Other noises are suitably muted, so
perhaps Mazda should look at its tyre choice for Australian roads.
At the end of the day though, after price, most light cars are bought
on aesthetics, safety and creature comforts and on all counts the
Mazda2 scores well. Throw in good driving dynamics and its few foibles
don’t seem such detractions from the solid overall package.
on aesthetics, safety and creature comforts and on all counts the
Mazda2 scores well. Throw in good driving dynamics and its few foibles
don’t seem such detractions from the solid overall package.
Hello, my name is Jack Sparrow. I'm a 50 year old self-employed Pirate from the Caribbean.
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