Mazda2 Genki v Toyota Yaris YRX 2007 Comparison

2's Company

Cars designed to slip easily into parking spaces only four metres long are an increasingly popular choice for Australians. They're not too expensive, don't cost a lot to run, and are... well... very sensible.

The giant of the mini-car class is Yaris. Since its late 2005 launch, the European-designed Toyota has claimed a 25 percent slice of this fiercely contested segment. Affordably priced, yet imaginatively laid out inside, the good looking Yaris outsells even the cut-price Korean imports. Mini-car customers may be a basically pragmatic bunch, but it seems they can also see the value in superior design. If it's from the right brand, of course.

Mazda is, right now, a brand that seemingly can do no wrong. Since '02, the Ford-controlled Japanese car maker has launched a string of excellent new models, with not a dud among them. The latest is the second-generation 2. Unlike its boxy predecessor, designed primarily to appeal to the Japanese market, the new 2 marks a shift to European style. It's a straightforward small hatch, shorter, lower, and much prettier than the model it replaces.

While Mazda's model line-up is smaller than Toyota's range - the 2 comes only in 1.5-litre five-door form, while Yaris comes in three- and five-door and with two four-cylinder engines (1.3-litre in base YR, 1.5-litre in YRS and YRX) - there can be no doubt it's a serious threat.

The 2's exterior design incorporates Mazda's attractive and distinctive design language. And it's also competitively priced and very well equipped. The 2 is the first Japanese-made mini-car to offer Australians the option of electronic stability program technology across the range (only Suzuki's Swift Sport and Mitsu's Ralliart Colt offer ESP as standard). ESP, Mazda's version is labelled DSC, is a proven life saver, with overseas studies showing its presence brings a sharp reduction of the likelihood of involvement in a serious crash. In base Neo and middle Maxx 2 trim, the system comes bundled with four extra airbags (two front-seat side bags and two full-length curtain bags) at the reasonable price of $1100. In top Genki specification, already equipped with six bags, adding ESP costs $700.

Two years ago, the launch of the Yaris also marked a mini-car safety milestone. It was the first in class to offer driver's knee airbags, although as part of a $750 package of five extra bags optional in all models. But ESP simply isn't available in any Yaris at any price...

For this comparison we went to the top of the 2 and Yaris ranges - Genki and YRX five-doors, both with auto transmissions. They seem similarly priced. The Genki auto is $22,495 and it didn't come with ESP. Mazda doesn't charge for metallic or mica paint, but Toyota does. So while the Yaris YRX five-door auto is $22,290, the test car's paint pushed this to $22,590. It was also equipped with optional extra airbags, for a one-airbag advantage over the Genki's standard six, but at a price of $23,340.

While there are crucial differences in standard and optional equipment, when it comes to basic technology the Mazda and Toyota agree on every point. Both have 1.5-litre inline four-cylinder engines with double overhead cams and four valves per cylinder. Both offer a choice between five-speed manual or four-speed automatic transmissions. Both have strut suspension at the front and a torsion beam at the rear. Both have electric power assisted rack and pinion steering. And both also have ventilated disc front brakes and drum rear brakes, with standard electronic brake-force distribution, ABS and emergency brake assist systems.

But although the technical similarities are remarkable, these two cars have quite different proportions. The Toyota is significantly shorter and taller. Longer in both body and wheelbase, the Mazda's dimensions gave its exterior designers a head start. Do the 2's pert proportions come at the expense of roominess? Not really. The Yaris interior has some advantages over the 2, but these are the result of thoughtful design rather than any great difference in spaciousness.

The Toyota's rear seat can be moved fore and aft, while the Mazda's is fixed. Sliding the Yaris's rear seat forward expands cargo space by a third, but leaves scant room for rear seat passengers' legs. Both backrest and cushion of the Toyota's rear seat are split 60:40 and, when fully folded, the floor of the surprisingly large cargo area is quite flat. The Toyota's interior is also remarkable for the sheer number of storage spaces available inside the car.

In contrast, the 2 interior is fairly conventional. While its fit-out doesn't deliver the sheer number of storage options found in the Yaris, neither is it short of places to put the usual accoutrements of modern life.

Driver comfort in the 2 is impressive. The seat is supportive, with a well-chosen cushion angle and a backrest that combines decent dimensions with useful lateral support. Same goes for the passenger seat, although it lacks height adjustability. While the Mazda's steering wheel is adjustable only for height, it's not hard even for the tall to find a comfortable position. And front seat head room is ample.

The Toyota's front seats again aren't as good as the Mazda's - the cushion is too flat and the backrest doesn't deliver great lumbar or lateral support. From behind that wheel, it's immediately obvious the Toyota has a higher hip-point than the Mazda. This is the reason the Yaris and the 2 offer similar passenger space. Higher seating reduces the length required for sufficient leg room, so the much shorter but taller Toyota is able to match or beat the Mazda's leg room, but has no better head room.

Both the 2 and Yaris deliver adequate performance. The Toyota engine has a slight power advantage, and accelerates a fraction faster, but there's not a lot in it. The gearing of the two cars' four-speed automatics is similar, too, but where the Mazda's transmission has an old-fashioned 'Hold' button and straight-line shifter, the Toyota has a dog-leg shift that's easier to use when selecting ratios manually.

The Mazda's drivetrain refinement is slightly better than the Toyota's. The Yaris has a thrummy period around 3000rpm, the revs required at freeway cruise speed. It also sounds more strained when the engine is pushed into the upper third of its range. While the Mazda engine makes a similar amount of noise when being worked hard, it's a little more musical than the Toyota four.

Fuel consumption is very close. In this test the Mazda averaged 7.6L/100km, the Toyota 7.5L/100km. Only very slow rush-hour traffic is likely to push consumption of either beyond 10.0L/100km, and on long freeway drives 6.0L/100km, or better, is achievable.

Both cars have tight turning circles, but the Yaris's is better. Toyota quotes 9.4 metres, Mazda 9.8m. The Toyota's around-town ride is also better. At low speeds, the softer springs and dampers of the Yaris mean it does a better job of ironing out sharp shocks, like those delivered by potholes and misaligned joints in concrete slabs. But it's no perfect city car. Its electrically-assisted steering can be caught out - at parking speeds, the steering can suddenly turn heavy when quickly winding on lock.

No such issue with the Mazda. The 2 only betrays its steering's electric assistance with a dead zone at the straight ahead. It requires the application of a couple of degrees of input at the steering wheel to rouse the 2's assistance motor to action. This is a minor distraction, and the Mazda's steering is otherwise exemplary. It's direct consistently weighted and delivers a reasonable sense of connection with the road. The Yaris's steering, like a limp handshake, isn't confidence inspiring. Almost devoid of feel, it's characterless.

On country roads the 2's quicker, livelier steering is just one of the reasons it's more enjoyable. The Mazda's more disciplined suspension comes into its own at higher speeds, too. The Toyota lollops as its dampers struggle to keep up with the pace at which events are unfolding beneath its wheels. The Mazda deals decisively with bumps and changes of direction, or both at once. It's more stable and more agile than the Toyota.

The Yaris's higher seating position and less supportive driver's seat further amplifies its greater bodyroll and pitch. This softness also affects stability under brakes, where the nose-down attitude adopted by the Toyota noticeably reduces the rear tyres' grip. Speaking of grip, the Mazda has more of it - Genki-spec 2s wear 16-inch wheels with wider, lower profile rubber than 15in wheels of the Yaris YRX. This, with its lesser tendency to pitch, makes the Mazda the better stopper.

With its sharp steering, firmly controlled suspension, and poise under brakes, the 2 is obviously one of the best handling little cars around. If this comparison was to be decided on dynamics alone, it would be time to name the Mazda winner right now. But it's not that simple, and the Toyota isn't a best-seller for nothing. It has a more versatile interior, better low-speed ride, tighter turning circle, startling array of spaces to stash stuff, and a full-size spare wheel.

In many respects - including performance and fuel efficiency, interior spaciousness, core drivetrain and chassis technology - there's precious little to choose between these two cars. But then we come to safety and value...

Whichever way you cut it, the Mazda is the better deal. A base 2 Genki, with superior passive safety, is around the same price as the Yaris YRX. Option the Toyota to airbag parity with the Mazda and it's more expensive. And the difference is great enough that you could have a 2 Genki with optional the ESP for a little less than a metallic-painted Yaris YRX with the five-airbag option.

Not only does Mazda's 2 beat the Yaris for value and safety hardware, it's also a car with more spirit and - arguably - style. It matters little whether you're ruled by head or heart, the Mazda 2 is the better car to fill that four metre-long parking space.