Honda Jazz v Mazda2 v Toyota Yaris v Volkswagen Polo 2014 Comparison

With segment sales edging towards 100,000 purchases by the end of 2014, the Light Car segment trails only the Small Car class for passenger vehicle sales in this country.

This year, Hyundai's i20 has finally wrestled the crown off the ageing Mazda 2, but the Japanese manufacturer plans to hit back with its thoroughly updated 2. The question is: Is it as big a step forward as the new Mazda 3 and Mazda 6 models were?

Mazda lobs its 2 into a hotbed of competition, and it's these latest faces in the sales race that we're testing the Mazda's mettle against: the distinctively-styled and practical Honda Jazz, the freshly facelifted Toyota Yaris and the evergreen Volkswagen Polo.

The new Honda Jazz range commences at a keen $14,990 (plus on-road costs) for the base-spec VTi manual, before stretching to $22,490 (plus ORCs) for the VTi-L in CVT form (as pictured). The mid-point is the VTi-S, which sits at $19,790 (plus ORCs) and is available solely with the CVT, with metallic paint $495 extra.

All are powered by a relatively low-tech SOHC petrol motor, which lacks direct injection but produces 88kW to lead this pack, along with 145Nm. Claimed economy is 5.8L/100km (ADR Combined).

Step into the cabin and a 7.0-inch central touch-screen houses a multi-angle rear-view camera and multiple information displays, but sat-nav is only accessed via an iPhone 5 or newer. Bluetooth phone and audio streaming is standard, there's front, side and curtain airbags, a couple of USB ports, single-zone climate control accessed via electrostatic display, keyless entry, paddle shifters for the CVT, four-speaker audio, LED headlights and 15-inch alloys.

The Mazda 2 is also available from $14,990 (plus ORCs) in Neo manual specification. At the top-end sits the Genki automatic, at $21,990 (plus ORCs). Plumping for the middle-ground is the Maxx ($16,990 as a manual – the same price as an automatic Neo – or $18,990 in tested auto form), with Soul Red metallic paint an additional $200.

The Mazda 2 Maxx brings an extra 2kW, 2Nm and a saving of 0.6L/100km on the ADR Combined cycle fuel figure of the Neo thanks to superior engine technology. This gives the Maxx figures of 81kW, 144Nm and fuel economy of 4.9L/100km in automatic form with idle stop-start a standard feature.

The Maxx rides on 15-inch alloys and uses halogen headlamps for forward vision. The Mazda makes-do with a high-mounted, BMW-look multi-function display rather than a centre screen, and does not offer a standard reversing camera (available only as a dealer-fit accessory).

There's front, side and curtain airbags, a four-speaker stereo with Bluetooth phone and audio connectivity, an iPod-compatible USB port and keyless start.

Toyota's facelifted Yaris hatch is available from $15,690 (plus ORCs) in base 1.3-litre Ascent manual form, up to $22,690 (plus ORCs) for the 1.5-litre ZR automatic, with metallic paint an additional $450.

The SX tested here lies somewhere in between, priced from $17,790 (plus ORCs) in manual form, up to $19,390 (plus ORCs) for the auto. The larger 1.5-litre engine lacks direct injection, produces 80kW, 141Nm and consumes a claimed 5.8L/100km on the ADR Combined cycle.

The Yaris SX is the only one of the quartet to ride on steel wheels, of 15-inch diameter, although front fog lamps lift the exterior look above the base Ascent (halogen headlights are also fitted).

A 6.1-inch touch-screen doubles as a reversing camera, the six-speaker audio system has Bluetooth audio and phone, and the SX features seven airbags (the regular front, side and curtains, plus a driver's knee) and rear privacy glass.

Finally, the Volkswagen Polo spans $16,290 (plus ORCs) for the Trendline 66TSI manual to a not-inconsiderable $29,540 (plus ORCs) for the outgoing MY14 GTI.

Pricing for the Comfortline 81TSI commences at $18,290 (plus ORCs) for the manual (incidentally $500 less than a Trendline 66TSI dual-clutch) but adds some $2500 for the seven-speed DCT variant tested here to total $20,790.

Metallic paint? That'll be an additional $500.

Displacing only 1.2 litres, the turbocharged petrol four-cylinder engine of the Polo generates 81kW and a substantial 170Nm torque, while consuming a claimed 4.8L/100km on the ADR Combined cycle. It also benefits from idle stop-start, which shuts down the engine when the car is stationary.

Comfortline variants ride on 15-inch alloys and have LED daytime running lights, halogen headlights and heated exterior mirrors. A 5.0-inch touch-screen offers access to a six-speaker audio system with Bluetooth streaming capability and USB connectivity. Manual air-conditioning and front, side and curtain airbags are standard.

The familiar VAG multi-collision brake, which applies brakes automatically post-collision is also standard. It is also the only vehicle here to offer four-wheel disc brakes, the others featuring front disc, rear drum combinations.

Post-purchase proffers
Honda offers a standard three-year or 100,000km warranty for the Jazz (whichever comes first) and suggests service intervals of only six months or 10,000km. It is covered under a five-year or 100,000km capped-price servicing program with the first service costing $245.

Three-year predicted resale value is currently 66.1 per cent of the purchase price, according to redbook.com.au.

Mazda also provides a three-year warranty for its Mazda 2, although the kilometre count is unlimited. Under Mazda's Service Select, the capped-price program covers the life of the vehicle, and asks that you bring the vehicle in for servicing once every 10,000km, with no time period specified.

Predicted three-year resale, according to redbook.com.au, is currently 71.3 per cent.

Toyota suggests the same six-month or 10,000km service intervals as Honda, along with a similar three-year or 100,000km warranty. Toyota's capped-price program offers cheap servicing at $130 per visit, but lasts only for three years or 60,000km.

Toyota's reputation precedes it, the Yaris' redbook.com.au-predicted three-year resale is 73.6 per cent, leading this group.

Volkswagen matches Mazda with a three-year, unlimited-kilometre warranty, with leading one year / 15,000km service intervals. Capped-price servicing is a standard offer and covers the first six years or 90,000 kilometres of ownership, but you pay for it: the first service is $423, more than triple the Toyota Yaris.

Polo's predicted three-year resale also trails the assembled competition, at 65.1 per cent according to redbook.com.au.

What's inside counts
Light segment packaging and practicality has come along in leaps and bounds in the last three years, and the Honda Jazz exemplifies this. Move beyond the divisive looks, and it is a vehicle that hits the practicality needs of its buyer on the head.

There's ample head, shoulder and leg room both in the front and back and the flexibility of its rear seats – which not only split-fold flat, but can also be 'lifted' from the bottom-up to make way for taller objects.

The Jazz 'boot' also impresses with 350 litres of easy-access capacity. About the only thing that lets the Honda down is the lack of secured storage, the Japanese engineers instead favouring lots of open knick-knack space. Oh, and that wonderfully large centre screen is largely wasted without sat-nav.

Accessing the Jazz's infotainment is less intuitive than the Yaris and Polo, with more button pushing and menu navigation required, but is straightforward enough and the touch-screen itself is of high quality. Pandora and YouTube audio both stream well, though the system takes some time to load menus.

The Mazda immediately feels more diminutive, and its lack of rear-view camera or colour touch-screen in this company isn't endearing it to the road test team. There's not much room in the back, the rear-seat passengers struggling for both head and leg-room. Up-front, the tactility of the multi-function leather steering wheel is welcome, and it is just the right size to put you in the mood for driving.

The Mazda 2's interior is also lifted by carbon-look trims and minimalist controls. There's plenty of incidental storage, but again it's largely open – few closing lids here. The Mazda's luggage space is harder to access than in the Honda too, and its 250-litre capacity is the smallest in this group.

Further issues surrounded the Mazda's infotainment, with the 'via voice' Bluetooth connection method labelled unintuitive and taking around four steps to connect. Once connected, Pandora and YouTube audio stream with no issues.

The rectangular dash styling in the Yaris is familiar Toyota fare, and while there's lots of storage much of it is open to prying eyes. Its patterned cloth trim mimics the Polo's finish, though without the last degree of finesse. The extension of the cloth onto the door trims however breaks up the slabs of grey plastic.

In the rear there's a short seat back, and the head rests are essentially useless, rising under the slope of the hatch which catches your head long before your neck accesses the rest. While headroom is at a premium, the amount of leg room as a whole in the Yaris is quite acceptable for this market, albeit falling short of the spacious Jazz. It's also stark, the chrome door handles offering the only visual lift above grey.

Out back the Yaris swallows 286 litres in its luggage compartment, to best both the Mazda 2 and Volkswagen Polo.

The infotainment interface is simple and straightforward, requiring only two button presses to hook your phone up to Bluetooth. Our road testers found it easy to interact with the touch screen, and Pandora also streams easily.

Though updated, the Polo's interior feels aged, with a dull-looking centre stack. But the overall ambience is one of quality fit and finish, with softer plastics and nicer cloth trim than the competition.

Additionally the Polo has several clever storage solutions, including extra space in the rear doors and a rear fold-out cup holder. Rear-seat occupants suffer from a lack of head-room similar to the Yaris, however, leg-room and general comfort are second only to the Jazz.

There's 280 litres of cargo capacity, the Polo's two-level removable rear floor adding versatility.

Although it takes a while to search for your enabled phone, once synced the Polo's interface is simple and clear, requiring only two button presses to connect. Pandora and YouTube audio both stream well.

From cruisy to keen
The Jazz immediately offers a solid, upright driving position with good visibility all around. Left in drive, the CVT manages slow speeds well but can become frustrating as it holds high revs, revealing an uninspiring engine note. Use the wheel-mounted paddles, however, and the seven steps feel almost like a dual-clutch gearbox, without the low-speed reluctance.

Cornering in the Jazz is a floaty affair, with copious body roll, though ultimate grip is reasonable. Its steering is initially quick before it settles to your input, and the ride is best in class, though at higher speeds on larger bumps there is a lack of body control. It's the comfy cruiser of the bunch.

SKYACTIV response ensures the Mazda 2 has a willingness to rev, although the car feels strained by an ill-matched six-speed automatic transmission that is slow to adapt to the driver's throttle position.

The Mazda rides with firmness and – unfortunately – copious road noise, but throw it at a couple of corners and the chassis wakes up, offering grip, adjustability and predictability. It's the most fun to drive of the bunch, no doubt about it.

Toyota's reputation as a reliable – rather than rorty – car builder (bar the 86, of course) is further confirmed by the Yaris, starting from its bad driving position, which sees the steering wheel scrape your legs. The steering itself is relatively faithful and the chassis benign, though the engine is completely lifeless below 3000rpm with no willingness to rev.

There's less body roll than in the Jazz, but the Yaris lags well behind the Mazda and Volkswagen in the corners, and its brake pedal is highly over-assisted, making fluid stopping difficult.

The Polo meanwhile continues the honed feel we come to expect from Volkswagen Group products. The dual-clutch transmission is initially slack at slow-speed, but smooths out nicely once underway, its seven gears offering a ratio for every occasion to ably back up the torquey turbocharged motor.

The Volkswagen strikes the best ride/handling balance of the lot and its electric differential lock works well when limits are approached, although it lacks the interactivity of the Mazda overall.

What light-car buyers want
The Toyota Yaris is the easiest to dismiss. It does nothing terribly badly, but by the same token does nothing exceptionally well. It can claim superiority where resale value and cheap servicing are concerned, but its bland dynamism and compromised packaging left us unconvinced.

Honda's Jazz fares slightly better. It's generous, flexible packaging and impressive fuel economy (especially considering the age of its mechanicals) elevated its ranking here. Were it not for its floaty road manners, it would have placed higher.

This brings us to a rather difficult choice between first and second place...

The Volkswagen Polo may be slightly more expensive, but both its specification and its turbocharged engine are more advanced than the Mazda's. That said it is dearer to service, and has a level of step-off lag that makes both low-speed manoeuvring and quick dashes through traffic disconcerting at times.

Conversely, the Mazda 2 is a more engaging drive. Yes, its packaging is somewhat restricted when viewed against the Polo and Jazz and in reality it is not the step forward for Mazda that the new 3 and 6 models were.

However, with competitive pricing and the most innovative capped-price servicing programme here, improving cost of ownership, the Mazda 2 earns points where others couldn't. It has a modern look inside and out and is a sensible choice all things considered, and will likely prove the most sound decision over the total ownership period.

*Honda Jazz VTi-L shown for illustrative purposes.