The Mazda2 range has recently seen some big changes, with the facelifted model aiming to offer customers a different sort of car to what it was before.
It’s more expensive - prices are up by as much as 25 per cent! - but there’s a lot more standard equipment, some new trim levels, and all of them also get the G15 alphanumeric label… but it’s a carryover engine for this facelift, the first major update since 2015.
If you’re choosing the Mazda2 sedan over the hatch, you’re effectively stating that your prioritise boot space in your life. And good for you, because the Mazda2 sedan has 440 litres (VDA) of cargo capacity. The luggage capacity can be expanded by way of 60:40 split-fold rear seats, too.
It’s easily large enough for the CarsGuide pram, and also managed to fit all three of our suitcases (124-litre, 95-litre and 36-litre) in though any more than that and the gooseneck hinges for the boot-lid could make for some issues actually closing the boot. The aperture is a very good size, and it’s not hard to load things in because it’s a nice low opening, too.
Boot space is rated 440 litres (VDA).
Boot space is rated 440 litres (VDA).
Boot space is rated 440 litres (VDA).
The seat trim of the Pure model is brown cloth, which will either tickle your fancy… or not. The trim is fine, and so is the perceived quality of the fit and finish. There are simple ergonomic instruments like manual dials.
There’s a nice leather steering wheel, but there is no digital speedometer, no head-up display, and no centre console bin or armrest. There is a pair of cupholders, a small centre bin in front of the shifter, and a small cubby at the back of the console which could be used as a cup holder for rear seat passengers.
The trim is fine, and so is the perceived quality of the fit and finish.
The 7.0-inch media screen is looking small by today’s standards, and while I applaud the addition of Apple CarPlay and Android Auto, I had issues with it every time I drove the car. It wouldn’t connect first time, requiring me to: a) wait the 10-20 seconds for the screen to load; b) plug the USB in; c) wait for it to say “Apple CarPlay failed”; d) unplug and reinsert the USB. Then it was fine. But sheesh I’d get sick of that quick.
The interface - using the rotary dial - is annoying. Touchscreens should be touch-capacitive when using smartphone mirroring. The reversing camera is also a bit low-res in its display.
The back seat isn’t overly spacious. With the driver’s seat set in my position (I’m 182cm tall), my knees were hard up against the seat in front, and my head was brushing the ceiling. That’s despite good toe room and decent cabin width.
The rear seat isn’t overly spacious.
Rear occupants don’t get bottle holders, there’s only one map pocket, and there’s no centre armrest. Unlike up front, where the door arm-rest pads are soft, they’re hard in the back. There’s no rear seat air-vents, and the transmission tunnel eats into space more than it probably should in a car of this size.
Does it represent good value for the price? What features does it come with?
As referenced above, the Mazda2 entry price point is up considerably compared to the pre-update version, thanks to the ditching of the entry-level Neo model.
How much has the price gone up? $5500. That’s a huge price hike for a vehicle in the most coin-conscious segment of the market.
The result is a base model G15 Pure version of the Mazda2 - in both sedan and hatch body-styles - for $20,990 plus on-road costs (also known as RRP / MRSP). And that means it’d be about $24,000 drive-away. It’s essentially the equivalent of the old mid-spec Maxx model, but more expensive.
Oh, and that’s for the six-speed manual, which only a few per cent of people buy. The six-speed automatic - as tested here - is $22,990 plus on-road costs. Or about $26,000 drive-away. For the base model. Eep. However, if you’re in the market, check Autotrader and you’ll probably find decent deals.
If you want the top-spec G15 GT sedan, it’s $25,990 plus on-roads (pushing $30k on-the-road).
There are some pretty impressive inclusions to justify the increases. There are new 15-inch alloy wheels, a system called G-Vectoring Plus (a torque vectoring system designed to improve cornering behaviour), plus there’s LED headlights, hill start assist, a reversing camera and rear parking sensors.
The Mazda G15 Pure wears 15-inch alloy wheels.
The Pure model misses out on a few things compared to the GT sedan, which has traffic sign recognition, a surround view camera, front parking sensors and adaptive cruise control.
Instead, the Pure has regular cruise control, and a lot of the new additions are safety-focused: it has auto emergency braking (AEB) with pedestrian detection, lane departure warning and lane keep assist, blind spot monitoring and rear cross-traffic alert.
The 7.0-inch media screen comes with Apple CarPlay and Android Auto.
Just to add a little bit of context to the value equation here, if you can deal with a slightly larger car, you could get into a Kia Cerato or Hyundai Elantra for similar or less money. And that’s what I’d suggest you do.
What are the key stats for the engine and transmission?
Under the bonnet of the Mazda2 - no matter which model you choose - there’s the brand’s newly monikered G15 SkyActiv engine. It’s a 1.5-litre gasoline (hence the G15) four-cylinder unit, with 82kW of power (at 6000rpm) and 144Nm of torque (at 4000rpm). Those outputs are up 1kW/3Nm over the pre-facelift car.
The 1.5-litre four-cylinder engine produces 82kW/144Nm.
There’s no hybrid, plug-in hybrid, electric, turbo-petrol or LPG version of the Mazda2 sold in Australia… or anywhere else, for that matter. You can get it as a diesel in some markets, but not Australia.
On our test, which included a range of driving with plenty of traffic snarls, some arterial road cruising, and a short stint of 110km/h freeway motoring, we saw an indicated 7.0L/100km on the car’s trip computer, while our at-the-pump calculation was higher than that, at 7.4L/100km.
The fuel tank capacity for the Mazda 2 sedan is 44 litres.
With compact dimensions, the Mazda2 sedan is one to consider if you really need a sedan. I don’t know why you’d really need a sedan, and if you’re an urban-dweller you’re likely going to be more naturally drawn to hatchbacks because they’re generally shorter and therefore easier to park.
But if you’re a sedan fancier, then the Mazda2 is just about your only compact choice.
It needs to be said, though, that there are more comfortable cars than the Mazda 2, especially around town.
The suspension of this little car is seemingly designed to offer a sporty experience, which is at odds with the intent of the car. It’s very firm, lacks composure over repetitive lumpy bumps and the suspension is very noisy in that situation too.
The engine is eager enough, but the throttle requires a bit more management than seems necessary.
It isn’t crashy, but it can lack body control and composure, and at times I felt it was skittering over pockmarks, and it didn’t instil much confidence.
It’s better at higher speeds, and if the road is smooth. And if that’s your user case - or if you simply don’t care much about ride comfort - this could be just fine for you.
There’s no doubt that stiff suspension does help the Mazda2 feel a bit more sporty than it actually is, because it handles direction changes quite well, and as we’ve come to expect of Mazdas today, the steering is direct and sporty feeling. It doesn’t suffer mismatched weighting, either, meaning it feels like when it should and gains heft when you’d expect.
The engine is eager enough, but the throttle requires a bit more management than seems necessary - and that’s actually more to do with the transmission’s logic than anything else. At times when you think you’re pressing hard enough, you might find the engine is labouring, so you press harder on the accelerator and it kicks down and pushes you away with vigour. It’s just not as easy to make smooth progress in normal driving as I’d like.
The suspension of this little car is seemingly designed to offer a sporty experience.
There is a ‘sport’ mode for the transmission that ultimately solves that problem because it stops the auto gearbox from shifting up to a higher gear (to save fuel), but do you really wanna be in ‘sport’ mode all the time? I know I don’t.
One of my biggest urban driving gripes is Mazda’s insistence to only fit the passenger-side mirror with a convex lens. The driver’s side mirror isn’t convex - and that means other road users can be hard to discern, and to be honest the car’s blind-spot monitoring system saved us from side-swipes a couple of times this week.
Mazda Australia has a five-year capped price servicing campaign for all of its models, too, but the service intervals are shorter than competitor brands, too - yes, the company’s cars require servicing every 12 months, but the distance interval is 10,000km - meaning if you do a lot of distance, you might find yourself heading back to the dealer well before the 12-month period is up.
Servicing costs are reasonable, with the average cost per visit working out at $312 over five years/50,000km, not including consumables.
But if you can deal with a slightly larger car, you’ll get a more comfortable, enjoyable and spacious experience by choosing a Kia Cerato or Hyundai Elantra, both of which you’ll probably get for less money than this base model Mazda2 G15 Pure.