Mazda2 2003 Review

Somewhere in the mid-1990s, Mazda lost its way. Previously it had garnered a reputation for building exciting, stylish, quality cars delivering some of the finest automotive hardware to come out of Japan.

But with a rationalisation of the global market and shrinking funds for development under Ford ownership, it seemed Mazda gave up on the idea of building standout driver's cars and reverted to a white-goods mentality.

The funky bubble 121 became the staid Metro 121, the swoopy Astina hatch reverted to a run of the mill-styling formula, the 626 lost its V6 power and by the end of the decade, the twin-turbo rotary RX-7 was no more. About the only model left in the line-up to engender any excitement was the superb MX-5.

But in the new century all that is changing. Already, we have the mid-sized six, which offers a superb engine, sporty styling and the driving manners to match. The rotary-powered RX-8 is due mid-year, promising powerful performance and four-seat practicality, and the recently-released Metro replacement, the Mazda 2, is now set to shake up the small hatch market.

Available in a choice of three trim levels as a five-door hatch only, all three models use the same 1.5-litre four-cylinder engine. Prices range from the entry-level Neo at $17,990 to the top of the range Genki at $22,195. For our test, we chose the mid-spec Maxx, which retails for $20,570 as a five-speed manual.

Obviously, the 2 is no longer in the bargain basement bracket it might once have been, but this only emphasises the recent shift in the market, with the light-car segment effectively having been split into two.

At the upper end are the European products like the Peugeot 206, Citroen C3, Renault Clio and VW Polo, which together with Japanese entrants like the 2, Honda's new Jazz and the Euro-sourced Holden Barina and Toyota Echo, form a premium light sector. The real entry-level area, with prices from around $13,990, is largely left to the Koreans via the Hyundai Getz, Kia Rio and Daewoo Lanos.

With such a split, what you are getting in the premium end of the light-car market are well-equipped, refined and great little cars to that belie their size. It might not exactly be cheap and cheerful, but the segment does generally provide better value, safer and far more fun in your little urban runabout.

And as mentioned, the 2 has the goods to make the others sit up and take notice, for it is a car whose equipment levels, engineering and build quality could shame many bigger cars.

Under the bonnet is a 16-valve 1.5-litre engine that generates a maximum power of 82kW and peak torque of 141Nm - a substantial jump on the 121's 1.5 that produced only 64kW and 128Nm.

It's a smooth and refined little engine that is quite perky to drive. Without exactly being sluggish off the line, it shows far more determination once the rev counter hits 3000rpm. So if you're after more spirited performance, it needs to be spinning between 3000 and 5000rpm.

Mated to the engine is a solid-feeling five-speed manual - a four-speed auto is available for $1750. Although it offers a well-defined and reasonably smooth shift operation, it does feel a bit stiff and heavy.

Like the bigger 6, Mazda has obviously spent quite some time working on the ride and handling package, and it shows. The ride is supple and controlled with the high levels of comfort enhanced by the supportive front seats, while the handling is a cut above for this class of car.

What really impresses is the steering, which while still being light enough for easy urban manoeuvrability, provides a turn-in and follow through that is sharp and direct. Push the 2 into a corner with enthusiasm and it confidently follows your desired line with plenty of grip, minimal body roll and almost sporty dynamic control.

The brakes are effective enough with front discs and rear drums, although ABS is only available on the top-spec Genki model.

However, that is probably the only significant thing missing in the Maxx's inventory, as there is plenty of kit for comfort, convenience and safety. Outside, 15-inch alloy wheels, body-coloured plastic bits and a rear roof spoiler provide an attractive visage; while inside, air-conditioning, power windows and mirrors, velour trim, remote locking, dual front airbags and an in-dash six-stack CD sound system - complete with steering wheel controls -are standard.

Getting comfy in the driver's seat is easy with a height-adjustable base and tilt-adjustable steering column. Overall, the 2 is significantly larger in all directions than the 121 it replaces, and there is plenty of room up front for occupants and lots of decent-sized practical cubbies for bits and pieces.

Rear passengers benefit from plenty of headroom, and because the rear seat base is raised, enough legroom for a comfortable cross-town ride. There are three rear lap/sash belts, but it would be a big squeeze for three adults. The boot is a good size, and expandable with an easy-to-use 50/50 split-fold rear seat back. Finally, the luggage area is well-finished and comes standard with a cover.

With the 6 and now the 2 providing the evidence, it appears Mazda has at last had an injection of spunk and customers can look forward to a whole new generation of cars that are not just quality white-goods, but ones that also appeal on an emotional as well as practical level.