Mazda Reviews

You can see why the Mazda 3 is a winner. It is one of the great all-rounders scoring more than enough runs to dominate a market known for its cut-throat competition.

The "zoom-zoom" has been muted but Mazda is still poised to win a huge Australian SUV audience with its sensible, fuel-efficient CX-5.This is a family car worth waiting for and delivers on a promise of low ownership and running costs, style, practicality and affordability. Despite the petrol engine feeling a bit anaesthetised - at sharp odds with Mazda's sports-driven zoom-zoom catch cry - this SUV does pretty much everything right. Not something its rivals will want to read. The five-seater wagon replaces Mazda's popular CX-7 but the tip is that the newcomer will almost double its sales.Mazda says the CX-5 channels a lot of the factors that last year made its Mazda3 the best-selling car to private Australian buyers. That includes a bit of style, a bucketload of standard features, the strength of the Mazda name and the keen pricing. Only the petrol was offered for testing at the Canberra launch last week. The 2-litre petrol version is on sale now but you'll have to wait another two weeks for the 2.2-litre turbo-diesel that has a $3000 premium. Buyers undecided about which fuel they want to use in their next car are advised to wait the two weeks and compare before laying down your cash.Prices start at $27,800 for a front-wheel drive, six-speed manual Maxx model. Standard gear includes a four-speaker, Bluetooth-equipped audio, reverse camera, six airbags, sat-nav and even tyre pressure monitoring. Prices rise in accordance with features and top out around the mid-$40,000 mark with the diesel automatic, leather padded Grand Touring. Best value is the petrol Maxx Sport automatic ($32,300) with the two-wheel drive version being the most practical for city and suburban owners. That's all in the same paddock as the rivals but I'd argue that the feature list in the Mazda is stronger and the clincher is the CX-5's better fuel economy. Mazda offers a Tech Pack with lane departure warning, blind-spot monitoring and high-beam control only on the Grand Touring models for an extra $1990.The styling is, unfortunately, a bit predictable as Mazda strives to appease all possible buyer types. It follows the theme of the Mazda3 - everybody loves these but ask someone to describe one for identification in a carpark and the only answer you're likely to get is "blue". The CX-5 is bigger in the flesh that you'd think, thanks to subtly chamfered edges, abrupt and high tail and the wedge-shape of the side glass. The snout-like grille is its only point of difference, but even then it's a bit like the previous Hyundai Santa Fe or the dog-van in the movie "Dumb & Dumber".Inside it's also a lot of Mazda3 and even a touch of the well-built, clinical colours and switchgear of a mid-spec Volkswagen - that's a compliment, by the way. Leather upholstery is standard in the Grand Touring but the cloth of the cheaper models is actually more comfortable. Cabin room is very good and rear seats fold flat - either 60/40 or 40/20/40 dependent on model - while boot space is excellent. The spare wheel is marked "temporary" but is actually a proper tyre that has no speed or distance limitations like most other space-saver tyres.The biggest news is that the CX-5 is the first Mazda to sport all the company's "new wave" SkyActiv technology. This includes a new approach to design and engineering of the drivetrain, suspension, platform and body and will be progressively introduced into new Mazda models. As an example, the 114kW/200Nm petrol engine runs an astonishingly high 13:1 compression ratio in its engine - most rivals are around 9:1 - to ensure a clean burn of the fuel mix while maximising power output. If the jargon is hard to swallow, consider that it's sufficient to reduce the SUV's fuel consumption to 6.4 litres/100km from the 2WD CX-7's figure of 9.4 l/100km. Put that in dollar terms and it's a saving of about $650 a year in fuel. It's helped by a stop-start system that turns off the engine when the car is stationary.The new wagon's lightweight, high-strength steel body is 153mm shorter, 32mm narrower and 65mm higher than the CX-7 it replaces, yet though it has a marginal 50mm shorter wheelbase, it boasts a bigger boot and more rear seat legroom. It is also significantly lighter than the CX-7 at 1475kg (2WD Maxx automatic) compared with the CX-7 2WD automatic's 1589kg. That goes a long way to ensuring the CX-5's performance is up to par with the outgoing SUV, putting its 114kW/200Nm 2-litre SkyActiv petrol engine up against the CX-7's 120kW/205Nm 2.5-litre petrol.This is a five-star rated car with six airbags, electronic stability control and is accompanying brake assist and traction control. It adds hill-start assist and even in its base form has a tyre pressure monitoring system, rear vision camera and a spare tyre that will go the distance.The CX-5's unusual high-compression 2-litre petrol engine is almost identical to the new Mazda3 SP20 version and shares a quirk - it never feels very responsive. Part of that is the long accelerator pedal but most is the purpose-design "linear" power flow. It's aggravated by engine run-on after the loud pedal is released. But apparently that's the plan and is responsible for the excellent fuel economy.Of course, forcing the tachometer needle to live in the 4000-6500rpm band - as I did - shakes off the lethargy and the CX-5 becomes a lot of fun - particularly as the chassis is superbly taut and the suspension is just about perfect.CX-5 project manager and engineer Hideaki Tanaka understands and confirms the petrol engine's softness is deliberate. If you want response and more instant performance, buy the diesel, he says. Ride comfort is also excellent, tested over smooth bitumen and some rough, high speed tracks.The all-wheel drive promises more grip but the front-wheel drive is actually a more nimble, more fun drive because the car really benefits from the 70kg-odd weight reduction. The electric steering is also spot on, blending the need for city-parking lightness with open-road cruising without having any notchiness in the transition. I'd say the engine feel won't be an issue for most buyers and for the rest, they'll get used to it after a few months of ownership. Overall, the CX-5 retains the zoom-zoom DNA - just turns the volume down a bit.Mazda says the CX-7 fought hard against other SUVs in the "medium" category but couldn't match their sales - at least until its runout in January when it sold 1167 units. The CX-5 will ensure a 1000 a month sales figure, says Mazda Australia marketing manager Alistair Doak. The category  is led by the heavyweights Toyota RAV4, Nissan X-Trail and Subaru Forester  (which may be replaced in this category by the new XV) who also each sell around the 1000 a month mark.Aside from matching its rivals on price, the CX-5 adds some extra standard equipment and the petrol-fuelled CX-5 trounces its opposition at the bowser. The two-wheel drive CX-5 petrol automatic compares with the similarly-specced RAV4, for example, that claims 9.1 l/100km, while the X-Trail drinks 8.4 l/100km and the Subaru XV - which is all-wheel drive - is 7.0 l/100km.But fuel economy isn't the only attraction. Mazda has also targeted ownership costs by specifying standard unleaded fuel for the petrol engine - some rivals need expensive premium unleaded petrol - though hasn't opted for a low-price, fixed service schedule as found on the RAV4.

Mazda CX-5 and Subaru XV go head-to-head in this comparative review.

THERE is a very simple solution to worrying global overpopulation: Stop having sex. But that's not going to happen. Instead, we build congested cities with rabbit-warren accommodation, invent two-storey trains and prams with tiered seating, and play computer games in the living room because there's no playgrounds downstairs.Thankfully, you can escape all this by buying cars with as much space as a family apartment. The Mazda CX-9 will seat - and possibly sleep - seven people. You won't have room for sex, though.Multi-seat vehicles are usually inflated tissue boxes with the aerodynamics of a brick and the driving thrill factor of diazepam.The US-inspired CX-9 seats seven and is loaded with features, cupholders, storage spaces, cupholders and some extra cupholders. It's big, comfortable and at $56,225, affordable - even more if you forgo the all-wheel drive and save $4500.The CX family - now with its third member, the CX-5 - has clear genetic links and even telling the CX-7 from the CX-9 can be difficult. It's a no-fuss, attractive and large wagon that boasts more room than rivals Kluger and Territory.Big points for the sliding centre row, easy-fold third row and split-seating so versatility is practically unmatched. The spare wheel is under the body.Simple stuff here, with the 3.7-litre petrol V6 transversely mounted under a wedge-shaped bonnet. The AWD gets on-demand drive to the rear wheels.There's no manual transmission available so the CX-9 gets a six-speed automatic and even hydraulic steering remains while many rivals have sought the fuel saving benefits of electric-assist steering. Probably a good move by Mazda.Hmmm. No Australian crash rating for this car. The US crash testers rates it five stars but ANCAP and the European NCAP haven't shot it into a concrete wall to test it out. But the CX-9 has six airbags, mandatory electronic stability control with brake assist, and has a roll-over mitigation system.There's also a rear camera, the seven seats all have lap-sash belts and the spare is near full-size rubber but rated only as a temporary wheel.Vast cabin room makes for a comfortable, loungeroom-feel driving position that's ideal for long journeys. The V6's 204kW/367Nm looks potent on paper but the figures arrive very high in the rev range and inaccessible to most owners. Obviously, push the 2-tonne wagon hard and fuel consumption soars.It's built for hauling seven people in comfort and serenity but the high stance and body mass clip its wings through fast corners. It will take to firm sand trails and gravel roads, but it's no offroader and best steer clear of boggy stuff.

Mid-sized cars are not too small and not too big; they're just right. A perfect balance of power and efficiency, comfort and agility, and performance and environmental consciousness.

The arrival of the Mazda MX-5 in 1989 was like a breath of fresh air in a market that was as dull as dishwater.It was a car you could truly enjoy driving again, a modern sports car that turned the clock back. Like all good things, the MX-5 has evolved over the years into a more refined, more sophisticated car, and you can't blame Mazda for allowing it to happen.The first MX-5 appealed to sports car buffs and anyone who wanted to relive their long lost youth, but when that demand was satisfied Mazda had to broaden its appeal to win over buyers who weren't traditional sports car buyers.Those buyers typically wanted the fun of the sports car, but weren't keen on giving up the comforts of the regular passenger cars they'd been driving. Hence, the MX-5 grew in size, comfort, and refinement. It became more serious.The 2009 update model was greeted with enthusiasm, rated the best ever. Outwardly there wasn't a lot of change apart from the smiling corporate grille that was common with the rest of the range in this new era of Mazda success.But the changes went deeper than a mere grille swap, the body was stiffer, the suspension was fine-tuned, the steering sharpened, and the engine output boosted. Where Mazda had one model in 1999, the range had grown to four models in 2009, with the choice of two-seater convertible and two-seater coupe with a folding roof.The folding roof helped rekindle dwindling sales when it was released in 2006, and the 2009 model went further by reducing noise levels and overall harshness. While Mazda made the sorts of improvements that would appeal to those not really committed to sports cars, they also made the driving experience better for those that are.The stiffer body made the steering response much sharper and the engine was more responsive with a new exhaust note that echoed the performance boost. At the top of the range the fully loaded Sports Coupe boasted BBS alloy wheels and Recaro seats.IN THE SHOP Mazda is a generally reliable brand and its cars give little cause for concern. The MX-5 rarely crosses our radar here at CarsGuide, suggesting owners are having a largely trouble free run from their cars. While it is early days for the 2009 model and most will have done less than 50,000 km, history suggests that there will be no hidden demons in the foreseeable future. For the moment look for oil leaks around the engine, and any signs of harsh treatment and crash damage, and seek proof of maintenance.IN A CRASH The MX-5 was well equipped with safety features, including front and side airbags, ABS braking, stability control and traction control. Equally as important it had a stiff chassis with the agility and responsiveness to avoid a crash.AT THE PUMP Mazda's official claim for the MX-5 was 8.1 L/100 km average; road testers at the time of the release recorded numbers above 9.0 l/100 km, but these higher numbers are likely to have been the result of a heavy right foot.MAZDA MX-5Price new: $42,460 to $49,805Engine: 2.0-litre 4-cylinder petrol; 118 kW/188 NmTransmission: 6-speed manual, 6-speed automaticEconomy: 8.1 L/100 kmBody: 2-door roadster, 2-door coupeVariants: Convertible, Coupe, Coupe Sports, Touring ConvertibleSafety: 4-star ANCAPVERDICTMore refined, but also reinvigorated, and even better than before.

The dual-cab light-commercial ute is fast-becoming the 21st century's family wagon and just because it's got a tray, doesn't mean it's a hose-out workhorse.Although capable of plenty of hard yakka, the new Mazda BT-50. Mazda's BT-50 has often played the poor second cousin to its Ford Ranger twin and the segment's reigning monarch, Toyota's HiLux, but there's less reason for an inferiority complex now.We had all three recently back to back and it was a close run thing, with the BT-50 ending up in third but in a photo-finish.This is where the Mazda scores well - priced from $48,810 for the six-speed manual, the price rises to $50,810 for the same number of ratios without a clutch pedal - several thousand below the equivalent Ranger.The XTR model is not even the flagship (that's the GT, which is more likely to stand for Grunty Truck than Grand Touring or Gran Turismo) but it gets cruise control, Bluetooth phone link, dual-zone climate control, power windows and mirrors, side-steps, 17in alloys, front fog lights, three 12-volt outlets, a leather-wrapped gearshifter and steering wheel and satnav.There's a good-quality sound system with single-CD for the six-speakers to utilise, as well as USB and Bluetooth connections, with steering-wheel-mounted controls and a 5in LCD colour screen that also displays the satnav.The 3.2-litre in-line five-cylinder engine is chief among the technological highlights, packing 20 valves and an intercooled turbocharger - peak power is 147kW at 3000rpm and torque of 470Nm is on offer from 1750 and 2500rpm. The engine is fed by common-rail direct-injection system with a high-pressure fuel pump delivering fuel at 1800 bar (200 bar up on the outgoing engine) and piezo injectors.The five-cylinder engine - a first for something with a Mazda badge - claims a thirst of 9.2l/100km, which gives it an easy range in the realm of  850km from the 80-litre tank.  Running the six-speed auto is probably the better option, with the massive torque making it unlikely you'll missing swapping cogs yourself, such is the ability of the auto.If you want a traditional look to your LCV then Mazda is not the place to look - Mazda has gone where Mitsubishi did with the Triton. While it's kissing cousin the Ranger has adopted a squared-off traditional aesthetic, Mazda's load-lugger has taken the family look from the passenger car brigade and stretched it across the front of a big ute.Few seem to like it, but plenty don't - given the ads for the BT-50s hardly feature a vehicle without a bullbar and other accessories, I figure I'm not the only one who's not a fan. The cabin is less confronting, with more space than the outgoing car, particularly in the rear, which has been endowed with a more comfortable backrest angle.A five-star NCAP rating has been awarded to this workhorse - aside from the engineering work on crumple zones and crash performance, the BT-50 has six airbags dual front, front-side and full-length curtains), stability and traction control (with anti roll-over function) and trailer sway control.The trailer control system uses the same tricks as stability control (braking individual wheels and adjusting engine torque) to counteract any fish-tailing by a towed vehicle. The front seatbelts have pre-tensioners and load-limiters and all five seatbelts are lap-sash jobs. There's also a rear diff lock on offer for the 4WD models.These machines are wasted on tradies - anyone who stepped out of a 20-year-old work ute would be double-checking these things had a rear tray. The interior is comfortable and refined for the most part - the children did get a little grumpy at the ride in the back, as the tray wasn't weighed down with a lot, but at least there are proper side-steps for clambering in.Seat comfort is reasonably good, as is the cabin space - the driver has good fields of vision and is only let down by the absence of reach adjustment on the steering and rear drum brakes, which work fine but might be a little old-tech for some younger new car buyers. The pay off for the firmer ride than its Ford twin is crisper steering and better body control - where much of the segment resorts to leaning heavily and torturing front rubber, the Mazda feels more capable.It also shrinks around the driver to some extent, feeling smaller than the 5.3m length and 1.8m width listed in the specs sheet. Four-wheel drive can be engaged at speeds up to the state limit, with the back-up of a locking rear diff - although that's only going to be required when the going gets seriously rough, as there's no shortage of off-road ability with 237mm of ground clearance and an 800mm wading depth.The workhorse side of this vehicle offers decent capacity - the payload is over 1100kg and the maximum braked towing capacity is 3350kg, with old-school leaf springs under the rear.

As assassins go, this one doesn't look threatening - along the lines of some of the prettier femme-fatale James Bond villains - but the Mazda 3 has the killer modus operandi, just ask Holden.

The signs of bigger things to come were there early in 2008 when the Mazda 3 knocked Holden's Commodore off its long held lofty perch atop the local car market.What had been unimaginable only a few years earlier when Mazda was struggling against a tide of disinterest and adverse exchange rates to sell its cars had come to be.The Ford off-shoot was top of the pops. Some dismissed it as a one-off never to be repeated, but here we are a couple of years later and Mazda can boast it had the most popular car of 2011.Mazda's success reflects the seismic shift in the market away from large cars to smaller ones. It's reasonable to think that shift will be reflected in the used car market, and the Mazda3 could well reflect is new car success in the used car arena.The BL arrived in 2009 with much of the job done by its predecessor; it only had to build on what had been done and that's what it did. It wasn't revolutionary; rather it was an evolution of the BK model it followed.A new body, improved cabin, together with worthwhile engine, transmission and suspension tweaks added to its appeal. If you compared the BL with the old BK you would notice the bigger smile on the front of the new model, but apart from that recognisable difference it was pretty much the same as the older car in the looks department.Two body styles were offered; a sedan for oldies and a hatch for youngies. The sedan's main criticism was its boot, which was on the small side with a highish loading lip; the downside to the hatch was the level of road noise. Inside, the dash was revised; A new display screen and audio controls on the steering wheel, again tweaks to improve on what was already a success.Like it was with the previous model, Mazda's engine range was made up of two petrol engines and a diesel. The base engine was a 2.0-litre four in the Neo and Maxx models; there was a larger, sportier 2.5- litre four in the SP25, and there was the choice of a 2.2-litre turbo- diesel.UNDER THE BONNETthe petrol engines boasted a little more power and torque, and better fuel economy. On the road the chassis was agile and responsive and fun to drive. The ride was on the firm side, but not to the point of being uncomfortable.IN THE SHOPThe Mazda3 has been a solid performer since its introduction and the BL seems to be following the pattern. A lack of complaints at CarsGuide HQ suggests the top-selling small car is doing the business. Check for a service record to make sure nothing has been neglected, and inspect bodywork for repairs that indicate a previous crash repair.UNDER THE PUMPThe base engine is quite a thrifty little unit delivering decent economy at under 8 L/100 km in manual form; the auto is a little thirstier, but still an economical choice. Clearly the SP25, with its sporty bent and larger 2.5-litre engine uses more fuel, but even then the Mazda claim is a quite reasonable 8.6 L/10 km, which was borne out when tested by CarsGuide. The most economical engine choice is the diesel, which it is claimed will deliver 5.7 L/100 km.IN A CRASHThe BL Mazda3 won a five-star tick from ANCAP, that's as good as it can get under the current regime. With front, side and head airbags, ABS brakes with emergency brake assist, traction and stability control it's got the lot when it comes to safety.AT A GLANCEPrice new: $21,990 to $30,690Engine: 2.0-litre 4-cylinder petrol; 2.5-litre 4-cylinder petrol; 2.2- litre 4-cylinder turbo-dieselTransmission: 5-speed auto, 6-speed manual, front-wheel driveEconomy: 7.9 L/100 km (2.0P), 8.6 L/100 km (2.5P), 5.7 L/100 km (2.2TD)Body: 5-door hatch, 4-door sedanVariants: Neo, Maxx, Maxx Sport, SP25, MZR-CDSafety: 5-star ANCAP.VERDICTSubtle rework of an already good car makes a good used buy 4 stars

A decade ago you wouldn't consider a motoring holiday in a light passenger car. Too small, too noisy, too bumpy and stripped of any comfort feature demanded by the long-distance motorist. The only time you'd crack a smile is when refuelling - if the range of the tiny petrol tank allowed you to get there. But I'd take any of these four hatches - Hyundai Accent, Mazda 2, Toyota Yaris or Ford Fiesta - out to Alice Springs, have a coffee at Gonzo's, and drive back. You wouldn't have done that in most of the lightweight hatches sold 10 years ago.What's changed? You. You are now demanding fuel efficient, safe and roomy baby cars that slot under a Corolla but just above the pared-back, minicar budget class.Manufacturers are falling over themselves in the challenge. They know you are downsizing but don't want to lose luxury and convenience features. They know you are focused on fuel economy and safety, like a space in a comfortable cabin and demand premium things like audios that integrate with handheld devices.There are more than four hatchbacks to choose from. In fact there are 26 distinct models in the light-car segment. But the four listed here are very, very good at their job. They will suit the commuter as much as the uni student, have sufficient zip for driver's with passion, the simplicity of driving to lure Mum and the cabin and boot room for junior and the pram.These four tested here are all the top-spec in their model range. They are all automatic, all have the maximum five-star crash ratings and five lap-sash seatbelts, and are similarly priced. They're just small - that's all.1. HYUNDAI ACCENT Premium ($22,990)Slips above the i20 and just below the i30 (which gets bigger next year with a new model) in size and price but loses nothing in terms of comfort, space and features. Possibly the best of the three sisters, it wears the latest Hyundai style yet is suitably restrained to broaden its market.ValueStar: 4: Wins the race here with heaps of features for the price in comparison to the others. Leather upholstery; compatible audio with Bluetooth, iPod and USB; full-size spare alloy wheel; keyless start; electric windows and mirrors; four-wheel disc brakes; and a lidded centre console are included.DesignAt 4.1m long it's not tiny but the snub nose, abrupt tail and height give it distinction. It all translates into excellent cabin room - a close second for rear legroom - and a big boot. How Hyundai fits a 195mm wide full-size spare under the boot floor and still manages to beat most rivals is simply clever.TechnologyIt's a simple car with the accent (that's a pun) on low running costs. So the 91kW/156Nm 1.6-litre engine is made for durability and the four-speed auto - with sequential shift - is built to be inexpensive and reliable. The electric steering can be vague and even uncertain so requires familiarisation.SafetyFive-star crash rating, six airbags, electronic stability and traction control, four-wheel disc brakes, rear park sensors and even a camera with its screen in the rear vision mirror. Complete.DrivingOnly the vague and twitchy electric steering dampens a confident, peppy and comfortable ride. The engine is flexible enough to cope with only four gears - though the sequential mode can add sparkle - and is relatively quiet, economical and even entices a level of fun to driving. Handling is typical of its class and will surprise with its surefootedness. Great visibility (rear camera helps here) and comfortable leather seats help survive the city.2. MAZDA2 Genki ($22,145)This model gets better each year and is now the most popular in its segment with a 13.6 per cent share. The Genki is the top-line of the Mazda2 range and continues to add more comfort and features to make many buyers think twice before going up a size to the Mazda3. This is a small car - at 3.9m long, the second smallest here - so is suggested for single drivers or perhaps couples.ValueOver the mid-level Mazda2 Maxx, Genki costs $2805 more and adds cruise control, body kit, bigger 16-inch alloys, trip computer, auto headlights and climate-control airconditioning. Worth it? Probably not, though if you're a leadfoot, the cruise control may save the difference in speeding fines within the first year.DesignCute. Everyone loves these but they are definitely styled to attract women. Get out of the car, Brian. Mazda cleverly doesn't overdo the family-themed styling so the baby car has subtle looks yet remains distinctly zoom-zoom. It's small size doesn't stop design flexibility - the vertical glovebox has an open top to store A4 documents which is handy if you have A4 documents, a bit daft if you do not. The rear seat is better for children than adults and though the boot is only 250-litres, split fold rear seats give some load-space flexibility.TechnologyAgain, this is a simple sector of the car market and Mazda complies with a 1.5-litre engine and four-speed automatic transmission. No surprises here. It has front disc brakes but the rear units are drum - see also Fiesta and Yaris - which is serviceable but old hat. Suspension is common to the four - MacPherson struts at the front and a torsion bar at the back - based on low price and compactness.SafetyAlso a five-star crash rated car. The Mazda2 equals most rivals with its six airbags, electronic stability and traction control, brake assist and brakeforce distribution. The space-saver spare wheel loses some points - compared with the Hyundai - so can limit its ability to take to the country.DrivingThis is the oldest model here yet still delights with its performance and particularly its agile handling. Like the others it has electric steering but seems more communicative than most. The drum rear brakes don't affect performance and, surprisingly, the engine copes very well with the miserable four cogs offered in its gearbox. It really is a joy to drive but can be noisy and if you have too much fun, fuel thirst will kill the smiles.3. TOYOTA YARIS YRX ($21,390)The second generation Yaris - following on from the Echo - improves by evolution to become bigger and stronger. It is making a step away from the "cutesy" end of the segment and looks bolder. In doing so, it will appeal equally to male and female buyers. But despite its new look, much of the car remains similar to before and may not appear to offer as much value as its most deadly rival, Hyundai.ValueThe price is good. This is the cheapest car here by up to $1600 and probably not what you'd expect from Toyota. It's pretty well specced with 15-inch alloys, auto headlights, touch-screen audio with sat-nav, Bluetooth and USB/iPod compatibility, climate airconditioning and trip computer. The YRX is $2000 more than the mid-spec but aside from the SUNA traffic system - not available in all states - I can't see the value in the extra loot.DesignAs mentioned, this model arrived a couple of months ago with a more masculine style and boasting more cabin room. The deep V-shaped grille and kerb-catcher bottom inlet are striking, as is the bulging rear wheel arches and pronounced tail lights. Inside it's a very good match of ergonomics and aesthetics. The double-layer boot looks cavernous but is only a snip above the Mazda2. But rear legroom is the best in this comparison so this car has more flexibility than most.TechnologyThe YRX gets the bigger 80kW 1.5-litre engine which has been around, in various guises, for a while. Most others get a 63kW 1.3-litre unit. No problem with the 1.5's power delivery and even the four-speed auto doesn't cripple its verve. The electric steering is pretty good but the drum rear brakes appear at odds with the rest of the car.SafetyAgain, a five-star crash rating with seven airbags (the seventh is for the driver's knees), electronic stability and traction control, brake assist and brakeforce distribution. The spare wheel is a space saver.DrivingThis is a tidy car. It sits nice and flat on the road and produces no squirms through the bends. The engine is sufficiently flexible to dust off the four gears and though it's no sports car, you can have a lot of fun here. The ride quality is also tops with comfortable seats and forgiving suspension, but it's not the quietest of the bunch and tyre noise can become annoying. Visibility is reasonable. It is difficult to get the complete rear view because of the rear-seat head restraints and to forward vision is thwarted by the steep rake of the bonnet. There is also no park sensors so parking can be guesswork.4. FORD FIESTA Zetec ($22,990)Ford have a little beauty on its hands with the Fiesta. It's so good that in many ways, trumps the bigger - and newer - Focus. It's made in Thailand (like the Mazda2) but quality rates highly. The Zetec is the most expensive of the range that also includes sedan versions and the frugal small-bore diesels.ValueThe price compares favourably with the others. Ford has a $2000 gap between the five-door hatch models - from the CL at $16,990 to LX at $18,990 and then the manual Zetec at $20,990 - and the latter justifies the extra with sports suspension, 16-inch alloy wheels, cruise control, sports seats and is the only one with USB and iPod integration in the audio. Yes, it's worth the extra.DesignLike the rivals, hard plastic dominates the dashboard and most remaining cabin spaces. But it's all been tastefully executed and though a bit busier than, say, the Hyundai or Mazda, delights in its playground appeal. The Focus-style audio buttons are a bit small for some fingers and there's no lid on the centre console (though the Fiesta isn't alone here) while the exterior is distinctive and fresh.TechnologyNothing to thrill here except the brilliant six-speed dual-clutch automatic. The six gears gives a wide spread in which the engine can work more efficiently while giving rapid upchanges. Very sporty. The 1.6-litre engine is a pleasant unit but nothing really to write home about, while the Fiesta follows suspension convention with MacPhersons at the front and a torsion beam behind.SafetyI repeat - five-star crash rating. There's also all the same electronic aids as the other competitors here and the only glaring difference is that the Fiesta doesn't come with a spare wheel. Nada. Zip. Nothing. Just a bottle of aerosol goo to reinflate the punctured tyre. A spare is optional and is a mandatory purchase.DrivingThe gearbox makes this car. It adds sparkle to the engine, creates smoother driving and ensures the engine is always in an efficient and torquey band of power through the corners. But there's actually a bit more. The seats are supportive and the small steering wheel falls nicely to hand, so there's the feeling that you're in a sports car and even though it's a city hatchback, it has a healthy 89kW/151Nm and records the lowest fuel consumption. Nothing much to dislike here though the boot is almost Mazda2 class in its size.