Mazda2 2007 Review - International

The baby of the range, the Mazda2 was still very much a model whose focus and target market was still the Japanese domestic buyer. Sure, it was spacious and versatile for a small car but its boxy 'tall boy' styling had limited appeal on foreign shores -- especially Europe where the appeal of form is often stronger than that of function.

So the biggest priority for the Japanese maker in replacing the 2 was creating a new light car with global appeal. First and foremost that meant tackling the styling and in the metal, the new car is indeed a great looker that can easily hold its own in any company.

It also bucks the trend of new generation models by being smaller and lighter than its predecessor with an overall length that has been shaved by about 40mm and a kerb weight that has lost about 65kg.

Underneath, it sits on an all-new chassis that will also be shared with the next generation Ford Fiesta -- although the 1.5-litre engine and manual and auto transmissions have largely been carried over unchanged.

What we do know is that like the current model (more here), the new Mazda2 will be offered in three spec levels with the entry level Neo starting at about $16,500 -- only a few hundred dollars increase on the pre-sale recommended retail price of the existing model.

Power windows and mirrors have been added to the standard kit list across the range and the car is also expected to include air conditioning, remote locking and a single slot CD audio system with an MP3 jack in the centre console between the front seats.

A midrange Maxx model will get more standard equipment such as a a six-stack CD player and alloy wheels with prices expected to start about $19,500. The top of the range will be the $21,000 Genki and will feature a full body kit and upgraded interior.

Like the current model, all variants will be available with a choice of either a five-speed manual gearbox or four-speed automatic transmission. Due to the 65kg (approx) weight reduction of the car, fuel consumption figures are also expected to be lower than the current model with an estimated figure of between 6.0-6.5lt/100km on the official combined cycle.

Although the suspension retains the same front MacPherson strut and rear torsion beam configuration, it is a new set-up with revised geometry and retuned springs and dampers. The wheelbase length is the same at 2490mm but the track has been slightly widened over the current car by 3mm at the front and 15mm at the rear.

Brakes, as before, are ventilated discs at the front with drums on the rear -- all fitted with ABS as standard -- and the steering is electrically-assisted rack and pinion with a 9.8m turning circle quoted.

Headroom has been shaved in the rear but there is still enough to accommodate most adults. As you would expect in this class of car, legroom is hardly generous and for most the back seat would be used for short journeys only.

The rear seat back is split 60/40 to increase luggage space, which despite the more sharply raked rear screen has only been reduced slightly and still has a maximum capacity of 250 litres.

Up front, the stylish dash with its curved surfaces and round air vents offers a neat point of difference to many in this market and is both functional and aesthetically pleasing. The gearshift for instance is integrated into the bottom section of the centre console rather than floor mounted. This couples it neatly from a design perspective while also placing it just so for quick and easy gearshifts.

There is plenty of oddments storage with good sized door bins. Another aspect that indicates there has been plenty of thought gone into the interior functionality is the "magazine rack" in front of the glovebox that should be a perfect size to contain a street directory.

With improved dynamics, the 2's primary safety has also been improved while the base level of safety equipment across the range has been lifted with ABS with electronic brake force distribution and brake assist and dual front airbags as standard.

A safety pack will also be offered Down Under on Neo and Maxx models that includes front side and side curtain airbags taking the total to six as well as DSC stability and traction control. Indicative pricing is around $1600. The top of the range Genki is expected to have six airbags as standard with DSC expected to cost about $1000 as an option on that model.

All five seatbelts are lap sash with pretensioners and load limiters on the front.

Also in the mix of contenders are other Japanese products such as the Honda Jazz, Mitsubishi Colt and Suzuki Swift and whether Mazda likes it or not, the new 2 is likely to be shopped against the Koreans in the form of the Hyundai Getz, Kia Rio and Holden's Daewoo sourced Barina.

In this Asian company, first impressions are that the Mazda will be somewhere near the top of the rung.

First impressions are that the car has a degree of agility and litheness that is not common in this class of car. Off the line the engine is responsive and reasonably perky, although as with the majority of products in this class the engine likes to rev and it is in the upper reaches of the rev band over about 3000rpm that it feels strongest.

Keeping it spinning between about 3000-6000rpm and it produces strong acceleration and the ability to push on with enthusiasm. The gearshift quality is delightfully fluid and well-defined, making it easy to slip between ratios to keep the engine turning over across the optimum rev range.

Even when pushed, there was little in the way of harsh noise or vibration from the small four. It feels smooth and refined at all speeds only getting louder, but not harsher, as it approaches the redline.

The suspension feels solid and well damped -- although the circuit was billiard table smooth -- with the car leaning less through fast corners than you might expect.

There was plenty of grip from the tyres on the dry tarmac and if you approached the tight corners too fast, the stability and traction control intervened early, though with enough lenience to allow you to keep pushing on fairly rapidly.

With DSC off, it's interesting to see just how much natural grip the Mazda 2 possesses. We'd suggest the system is a little too pre-emptive with the balance of the chassis and grippy tyres continuing to keep you on the straight and narrow longer than the light up on the dash might have suggested.

The electrically assisted steering, although well weighted and precise, felt a little numb. Again it will take a 'real world' drive to make any definitive judgement.

Initial impressions do count, however, and in the case of the new Mazda2, they are almost all good! With its vast improvement in styling and high levels of refinement, fit and finish and better dynamics, Mazda could well have the product to give the light car market the shake-up it needs.

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