Mazda2 2014 Review

Mazda Mazda2 Neo, Maxx and Genki

Mazda is on a roll. And the all-new Mazda2, the company's fourth SKYACTIV model after the all-new CX-5 and new Mazda6 and 3, arrives, as promised, with more style, refinement, technology, safety, performance and efficiency. In fact, the 2 is now one of the most economical and high-tech five-door hatchbacks in the light-car segment, and joins the Honda Jazz with a new price benchmark of just $14,990.

The Mazda2's $15K tag only applies to the entry-level Neo, which isn't quite as powerful or efficient as other variants. Smart buyers will note only the top-spec Genki scores a touch-screen infotainment system and sat-nav, plus a first-in-class head-up display. But with all models priced under $20,000 (a six-speed auto adds $2000), every new Mazda2 offers undeniable value. So what's not to like?

After our first taste of a third-generation Mazda2 prototype in Japan last year, we feared Mazda had eradicated the trademark liveliness of its smallest model in a quest to deliver big-car comfort and stability.

But we needn't have, because our first drive on home soil (including four hours on city, freeway and country roads with which we're very familiar) revealed the showroom-ready Australian-spec Mazda2 to be a very different vehicle. For example, gone is the pronounced body roll of the pre-production model, replaced by taut body control on all except the biggest of mid-corner upsets -- where the firm-ish spring and damper set-up struggles to keep pace.

Also gone is the prototype's slow, lifeless steering, replaced by an accurate and responsive front-end that offers more high-speed and braking stability than the old 2. The only hiccup -- the electric steering is so keen to stay centred that it feels a little 'sticky' in a straight line and lacks the feedback and agility of the previous Mazda2 and Polo.

The Thai-built Mazda2 doesn't corner quite like a Volkswagen Polo, which trades comfort for class-leading dynamics, and nor is it as compliant as the old Mazda2, which delivered a supple ride at the expense of body lean. Overall, though, we reckon the new 2 achieves the right ride/handling balance continuing the model's dynamic tradition at the pointy end of the light-car field.

Echoing its more mature dynamics is a body that's claimed to be 20 per cent more rigid, 15 per cent quieter and just 17kg heavier – despite being much larger and better equipped. Along with it come noticeable improvements to refinement. Indeed, the new Mazda2 feels more substantial than before, although its engines still aren't the quietest and there was noticeable wind noise from below highway speeds.

The new and more powerful 81kW/141Nm direct-injection 1.5-litre petrol four-cylinder engines in the Maxx and Genki we drove delivered punch from low speeds to well over 6000rpm.

And the six-speed manual and automatic transmissions are light years ahead the five-speed and four-speed gearboxes they replace – and those fitted in key rivals including the Toyota Yaris. The new torque-converter self-shifter isn't as slick as the Polo's seven-speed dual-clutch auto, but it's smoother from standstill and responsive is sport mode.

No, we didn't get anywhere near the outstanding 4.9L/100km fuel consumption figure (a massive 28 per cent less than before, almost matching the class-leading Polo, which requires 95 RON premium unleaded) of the high-output engine in the Maxx and Genki autos, which come with higher 13.0:1 compression, a 4-2-1 exhaust and a fuel-saving idle-stop function that didn't see much action on the launch drive.

And we didn't try the standard 79kW/139Nm 1.5-litre in the entry-level Neo, stocks of which don't arrive until next week, said Mazda. But it's still 15 per cent more efficient than the old Mazda2 at 5.4L/100km (manual) and 5.5L/100km (auto), as well as more powerful than both the model it replaces and the equivalent Polo, which still produces more torque (160Nm).

Although we can't tell you how it drives on home turf, there's little doubt the base Mazda2 Neo will offer exceptional value.

Like its key rivals, it rides on 15-inch steel wheels and also comes standard electronic stability control (DSC), anti-lock brakes, emergency stop signal, hill launch assist and twin front, front-side and curtain airbags.

All new Mazda2s are also available with Smart City Brake Support (SCBS) low-speed (4-30km/h) autonomous emergency braking for an affordable $400, but Mazda Australia has chosen not to offer other advanced driver aids like lane departure warning, blind spot monitoring and radar cruise control.

The new 2 has not yet been tested by NCAP because it doesn't go on sale in Europe until 2015, but Mazda expects a maximum five-star safety rating.

Other standard base-level kit includes push-button starting, air-conditioning, trip computer, tilting/telescoping steering wheel, power windows/mirrors, driver's seat height adjustment, black/blue seat trim, a 60/40-split rear seatback and a four-speaker AM/FM/CD/MP3 sound system with steering wheel controls, USB/3.5mm audio input and Bluetooth audio and phone connectivity.

Inside, even the sub-$15K Neo comes with a classy matte-black centre console and front door armrest panels, high-gloss black air-vent surrounds and soft-touch black front door armrests, although dash and door plastics remain hard.

Consistent with most of its light-car competitors, the Mazda2 lacks rear air-vents and comes with a temporary spare wheel, but all Mazda2s also miss out on height adjustment for the front passenger seat, which feels high.

And features like a reversing camera, parking sensors and a centre armrest are only available as a dealer-fit accessory, even if the more upmarket cabin offers more visibility, a more ergonomic driving position and plenty of storage including a bigger glovebox.

For a further $2000, the mid-range Maxx adds alloy, unique black/blue cloth seat trim, cruise control, a leather-clad steering wheel, gear shifter and handbrake, and high-gloss black centre console, front door armrest and dashboard panels.

It can also be had with a $200 Colour Pack (only with Snowflake White Pearl, Aluminium Metallic and Black Mica paint colours) including bordello-red cloth seat trim, high-gloss red air-vent surrounds, centre console and front door armrest panels, soft-touch red (front only) door armrests and a high-gloss white dash panel.

The only other option is Mazda's trademark Soul Red paint ($200), which joins Dynamic Blue Mica and Smoky Rose Mica in as new Mazda2 exterior paint colours, all of which attract no extra cost. The previous Mazda2's signature Spirited Green colour is no longer available.

Spend another $3000 ($19,990 plus ORCs) and the top-shelf Genki comes with features you'd expect in bigger cars, such as 16-inch alloys, fog lights, a body-colour upper grille, chromed exhaust outlet, black seat trim and soft-touch black with red stitching for the centre console, front door armrest and dash panels.

You'll also score infotainment technologies unavailable on cheaper Mazda2s, including a 7.0-inch colour touch-screen and Mazda's MZD Connect multimedia system with six speakers, satellite-navigation, multi-function commander control, internet radio integration (Pandora, Sticher and Aha) and Radio Data System (RDS) program information.

Other standard Genki technologies include climate-control, automatic headlights and wipers, and – in a first for the light-car segment, Active Driving Display head-up system from the Mazda3.

That's more than you get in Volkswagen's top-spec Polo, which gets a smaller five-inch touch-screen and no satellite-navigation or head-up display.

But if you option the flagship Polo 81TSI ($18,290) with a $1500 safety pack you also get automatic emergency braking and factory features no Mazda2 offers, like radar cruise, driver fatigue detection, a reverse camera, multi-collision braking and tyre pressure monitoring for a total of $19,790 -- $600 less than the Mazda2 Genki with emergency braking ($20,390).

But the new 2 ticks still offers outstanding value and technology, brandishing between $1200 and $2000 of extra features than before, claims Mazda, yet there's an elephant in this room.

Despite riding on an 80mm-longer (2570mm) wheelbase and being 160mm longer overall 4060mm and 20mm higher at 1495mm (width is unchanged at 1695mm), the classy new Mazda2 cabin is smaller in all dimensions except front shoulder room (up 11mm to 1351mm).

Front headroom reduces by 20mm to 984mm, front legroom is down by 5mm to 1063mm, rear headroom is 15mm less at 944mm, rear shoulder room is reduced by 30mm to 1270mm and rear legroom shrinks 4mm to 874mm, making it only average in its class for rear-seat space. And it's boot is smaller than a Polo's (250 litres versus 280).

But given the new 2 leads or is close to the top of the light-car category in a number of other areas, we doubt that will be deal-breaker for many, particularly given the latest model's elegant long-bonnet stance, greater refinement and stand-out value.

In fact, the only thing that might prevent it eclipsing Hyundai's aged i20 and Toyota's faintly facelifted Yaris at the top of the light-car sales chart is the new Mazda2's own sister model, next year's all-new CX-3.

2014 Mazda2 Neo, Maxx and Genki pricing and specifications:
Price: $14,990, $16,990 and $19,990 (manual, plus on-road costs)
Engine: 1.5-litre four-cylinder petrol
Output: 79kW/139Nm (Neo); 81kW/141Nm (Maxx and Genki)
Transmission: Six-speed manual and automatic
Fuel consumption: 5.4L/100km manual, 5.5L/100km auto (Neo); 5.2L/100km man, 4.9L/100km auto (Maxx and Genki) ADR combined
Safety rating: Not yet tested

What we liked:
>> More power and efficiency
>> Cheaper and better equipped
>> Improved refinement and quality

Not so much:
>> Bigger outside, smaller inside
>> Steering not as lively as before
>> Neo and Maxx lack touch-screen, nav

Also consider:
Ford Fiesta
Honda Jazz
Volkswagen Polo