Mazda 2 vs Hyundai I30

What's the difference?

While Mazda's insistence that the Mazda2 is a 'first-car' could be very limited by the incomes of most teenagers or early-20s city-dwellers, the starting price being close enough to $20,000 for a dynamically enjoyable and convenient small car isn't to be scoffed at.

The new styling of the Mazda2 is well executed, and as an alternative to small SUVs (which continue to become more popular) it's a sensible option, especially considering its efficiency and ease of use.

The lower specifications in the range are probably the best in terms of value, as even the features on the higher grades aren't groundbreaking, and the Pure SP definitely exudes the most style cred.

The updated Hyundai i30 N Line doesn’t look like or perform like a base model.

You really do get bang for your buck here with its features. It’s a good-looking hatch that’s fun to drive in the city or open road and while the multimedia system is basic and occupants will be squished in the rear row, everything else is a big plus.

Aside from the Pure SP, the Mazda2's styling changes are subtle. Mazda's design team aimed to move the model's looks slightly away from the previous ‘premium' chrome-adorned look to a sportier and more ‘aggressive' style.

A redesigned front bumper and mesh grille, with the rear's nip and tuck being more subtle, don't need to do much to keep the hatchback looking fresh. Despite being almost a decade old, the Mazda2 looks, to some extent, like it could be a new generation.

The Pure SP in particular is a highlight, with the blocked grille evoking some ‘electrification' vibes, while the coloured-accent treatment at the front and rear of most variants is a welcome addition for something different.

The range of differing wheels is also a plus point for the Mazda2 range, with each model having its own distinct characteristics.

Inside, the Pure SP also gets a stand-out panel across the dash in a lighter colour like mint, while others get different seat trims and colour accents in places like the vent surrounds.

New colours for the range are 'Aero Grey Metallic' and 'Air Stream Blue Metallic'.

The design memo seems to be to make the i30 N Line look sportier and more purposeful.

They've nailed the design. The i30 is a good-looking hatch that looks like it has European styling.

The reshaped grille features new air intake vents, and stylish V-shaped daytime running lights. The rest of the body looks sharply dressed with new side skirts, reshaped bumper, black side mirrors, dual exhausts and 18-inch alloy wheels.

The cabin has been refreshed with a black headliner, upgraded leather and suede upholstery with contrasting red stitching and an N Line steering wheel and leather gear shifter.

The dashboard features new materials and additional soft touchpoints that make the interior feel like it's not a base model at all.

The Mazda2's interior is mostly unchanged through the facelift, with the car's overall dimensions unchanged and not affecting space for its occupants.

Up front, the two seats are comfortable for adults and arm, shoulder, and head room is ample.

Storage space for drinks, phones, or small bags and wallets is sufficient, though not quite road-trip-worthy.

In the rear seats, adults will find enough space to be comfortable for short trips but might get a little restless after a while.

Headroom when sitting upright is tight for anyone around 182cm (six-feet) tall, and a lack of armrest and little storage save for the doors means loose items will be joining occupants on the seat or sitting on the floor.

The Mazda2 has a claimed 250 litres of luggage space in the boot, which is fine for a small hatchback, but short of rivals like the Toyota Yaris' 270L.

Like most hatches, the front row of the i30 benefits the most when it comes to leg- and headroom. Taller passengers will be most comfortable up front as the rear row doesn't offer all that much legroom. It's squishy behind my driving position and I'm only 168cm tall!

Access however is decent for both rows because of the wide door apertures, but it's a low car to get in and out of because of the 140mm ground clearance. Expect a couple of grunts after a gym session.

The seats in both rows are fairly well-padded and offer the most comfort on shorter journeys. Even with the new powered lumbar support on the drivers seat, fatigue can set in quickly on a longer trip.

Individual storage is excellent throughout the car with a large glovebox that can hold a thick manual, middle console, phone tray, four cupholders, a drink bottle holder in each door, two net map pockets and even a sunglasses holder!

Other than the Kia Cerato, the i30 has one of the largest boots compared to its rivals, at 395L, and it’s enough for road trips and a decent grocery haul. The taller boot lip means you can stack items too but you don’t get a spare wheel in this model, just a tyre mobility kit. The base model also doesn’t get a powered tailgate, but the lid is not heavy at all to operate.

The new digital instrument cluster looks great but the multimedia system is basic and there’s no satellite navigation, so you're reliant on the phone mirroring apps but these maintain a strong connection. The radio is a hit or miss but that’s typical for the grade level.

Charging options are great for a base model with a single USB-A port, three USB-C ports and 12-volt sockets, and a wireless charging pad to choose from.

There are two models for the 'regular' i30 and we’re testing the base model, the N Line. Its new price point of $36,000, plus on-road costs, means it's $8940 more expensive than the most affordable rival, the Kia Cerato hatch.

The Mazda 3 Pure hatch is the next at $30,470 and then comes the Toyota Corolla Ascent Sport at $32,110.

However, the base models differ greatly in terms of standard features and the updated i30 N Line delivers upgraded leather and suede upholstery as opposed to the standard cloth. There are now two-USB-C ports in the rear, and a 10.25-inch digital instrument cluster that comes standard.

The driver also gets extendable under-thigh and powered lumbar supports to increase comfort.

Key features include wired/wireless Apple CarPlay and Android Auto, keyless entry and start, rain-sensing wipers and dusk-sensing LED headlights. Anyone familiar with base models might know that a lot of those items are not standard features and it’s nice that you don’t have to go up a grade level or two to get them in the new i30 N Line, although you are paying more in the first place.

Other standard features include an 8.0-inch touchscreen multimedia system, dual-zone climate control, a USB-A port, three USB-C ports, three 12-volt sockets, a wireless charging pad, digital radio and a six-speaker sound system.

Mazda's ‘SkyActiv-G' 1.5 litre four-cylinder petrol engine is the unit used for six-speed manual and automatic models, but outputs vary slightly.

Manual cars produce 82kW and 144Nm, while autos deliver a slightly lower 81kW and 142Nm, both driving the front wheels only.

It's pretty much the same engine you used to find in an entry-grade MX-5, just with less power.

The updated i30 N Line has a new mild-hybrid powertrain that features a 1.5-litre 7 four-cylinder turbo-petrol engine and combines to produce 117kW and 253Nm of torque. This new combo means it has higher outputs than its nearest rivals and you get three drive modes, including Sport which makes those outputs feel even more prevalent.

Like its rivals, the i30 N Line is a front-wheel-drive, but it has a seven-speed dual-clutch transmission which can sometimes feel like it's confused in stop/start traffic.

Improved fuel efficiency and lower CO2 emissions come thanks to the automatic's slight drop in power and torque.

Mazda claims a 5.0L/100 km rating for the automatic Mazda2, which is down by 0.3L/100km over the previous version, but the manual's unchanged engine tune burns through the petrol at 5.4L/100km.

Filling the 44-litre tank with at least 91RON or even E10 is fine, and with its auto variant's efficiency rating means the Mazda2 technically has a theoretical range of 880km.

Comparatively the Mazda2 scores well here, the more expensive Toyota Yaris comes with a 4.8L/100km consumption claim with its CVT auto. A Suzuki Swift, with a smaller 1.2-litre engine, also has a 4.8L/100km rating.

The new engine coasts in neutral when you’re not accelerating to improve efficiency and it works for that purpose as my real-world usage of 6.3L/100km isn't too far off the official combined fuel cycle figure of 5.6L.

Based on the official combined fuel cycle and 50L fuel tank, you should see a theoretical driving range of up to 893km, which is downright respectable.

Our drive loop for the Mazda2's launch included a mix of urban, highway, and rural driving, with varying road quality and conditions.

Fortunately for the little hatchback, it handled everything well or at least at a passing mark, with only a couple of small shortcomings that are common in the segment.

The Mazda2 is a joy to drive in most circumstances, with a lively but confidence-inspiring chassis and controls that give a connected feel to the road.

At low speeds, the Mazda2's relatively low power isn't noticeable, with the gearbox getting things moving at a reasonable pace and the engine is responsive enough with the traditional gearbox helping it along.

It's worth noting that for ultimate control over the drivetrain, Mazda still offers a six-speed manual transmission in the entry-grade Pure, and it's a gem.

Smooth, sporty shifts and well thought out gear ratios mean the manual is easy to handle even in traffic, and the clutch has a forgiving bite point. The 'i-Stop' stop/start system works with the three-pedal car, too, as does cruise control.

In terms of handling and comfort, the Mazda2 is a little shaken by large bumps, though some of the rough surfaces on our test loop were particularly brutal.

Similarly, when pushed hard to conquer steep hills the 1.5-litre engine becomes a little harsh.

On twisty sections the Mazda2 (especially in manual form) provides ample fun while remaining predictable in its steering and chassis feedback, rather than feeling loose.

The new powertrain is impressively punchy and you almost feel like you’re driving a hot hatch when you hit the open road because it’s effortless to keep up and overtake when necessary. 

The steering is firmer than what you’d expect and that makes the car feel heavier than what it is. Cornering is great – barely any roll – but the suspension is not finely tuned, especially for regional roads. But the overall feel is sporty, so it’s forgivable. 

At lower speeds, the cabin is delightfully quiet and although the exhausts are thrumming with noise, you don’t really hear it! It’s only once you get on the open road that the road noise creeps up but you can hold a convo without raising your voice, so that’s still good.

The i30 is pretty low to the ground and that makes it easy to scrape the bottom of it, especially when you have a full car load, so take ramps and bumps at a slight angle.

Hatches are always the best for parking because you can park ‘em anywhere! The i30 N Line has front and rear parking sensors and a decent reversing camera, so it’s extra easy.

The i30 has a maximum five-star ANCAP safety rating from testing done in 2017 and features seven airbags but, like its rivals, it doesn’t have a front centre airbag yet. 

Safety features includes items which are often at cost extras for a base model, like blind-spot monitoring and rear cross-traffic alert.

Other standard items include driver attention warning, safe exit warning, rear occupant alert, tyre pressure monitoring, DRLs, lane departure alert, lane-keeping aid, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control, a reversing camera system as well as front and rear sensors.

The lane keeping aid and traffic sign recognition tech are a bit intrusive for daily driving but easy enough to adjust if need be.

The i30 model has two ISOFIX child seat mounts and three top tethers but two seats will fit best.

AEB with forward collision warning is standard but ANCAP does not stipulate it's operational km/h range.

Mazda offers a five-year/unlimited-kilometre warranty across the range, under which the Mazda2 will be covered. That's on par for the market, although some rivals, like the MG3, come with a seven-year term.

Scheduled servicing costs for the first seven workshop visits range from $334 to $587, and are undertaken every 12 months or 15,000km (whichever comes first).

Hyundai offers the i30 with a five-year/unlimited km warranty, which is a normal term for the class and you can pre-purchase three-, four- or five-years worth for servicing and the five-year option cost $1795, which is competitive. 

Servicing intervals are okay at every 12 months or 10,000km, whichever occurs first.