Volkswagen Golf VS Mazda 2
- Ride comfort
- Conservative styling
- Diesel engines' noise levels
- Premium unleaded only
- Big boot
- Good safety spec
- Smarter looks
- Not very comfy
- Engine not terrific
- Annoying mirrors
The Volkswagen Golf. More than 33 million produced over 40 years and seven generations. It's not quite more popular than blue jeans, or the iPhone, but it's close.
Actually, make that seven and a half generations, because this is Golf 7.5; as the name implies, a substantial mid-life upgrade of the current model.
So, to raise the stakes and, it's hoping, sales, VW has injected new life into its hugely respected marquee player with a range of design tweaks and tech upgrades.
|Engine Type||1.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
It’s an intriguing move from Mazda Australia to increase the entry price point by such a big amount because it’s essentially still the same old Mazda2 sedan underneath it all. And it’s not like this part of the market is flush with competitor offerings - there’s no more Hyundai Accent, the Kia Rio sedan is dead, there’s no Ford Fiesta sedan, Honda isn’t going to sell the new City model, you can’t get an MG 3 sedan, or a Kia Picanto sedan… in fact, there’s no other light sedan on the market anymore.
But there are some slightly larger sedans that are close on size, and in some grades even undercut the updated Mazda2 sedan when it comes to price.
So, does the most urban-friendly sedan on the Australian new car market still make sense?
|Fuel Type||Regular Unleaded Petrol|
The Golf 7.5 is a great package from top to bottom. Volkswagen has hit all the right marks to bring its already excellent offering up to the pointy end of the intensely competitive small-car segment. And we think the entry-point 110TSI offers the best value of all. With high-end safety tech, amazing dynamics, a snappy drivetrain and sharp (introductory) drive-away pricing it will give the market leaders something to think about. And buyers as well.
Has Volkswagen done enough with this upgrade to put the Golf on your small car shopping list? Tell us what you think in the comments below.
If you need a brand-new city-sized light sedan, your only choice is the Mazda2.
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.
Unveiled late last year at the Paris Motor Show, the new Golf is available in three flavours – the familiar hatch, and a compact wagon, with the latter forming the basis of an all-wheel-drive, Alltrack variant.
From a design point of view you'll be hard-pressed to pick the Golf 7.5, with exterior changes focused on new headlights, revised front guards, and a restyled bumper. Think of it as an almost unnoticeable haircut.
At the back, the bumper has also been refreshed, and LED tail-lights are now standard across the range.
The wagon is a handsome alternative to the ubiquitous compact SUV, with the lines of the roof and glasshouse (identical to the hatch from nose to C-pillar) flowing seamlessly into a gently tapering and neatly composed rear end.
Inside, there's a new 8.0-inch multimedia screen with Apple CarPlay and Android Auto support standard on all models (as well as a 'Mirror Link' function for full Wi-Fi connection of tablet or mobile devices).
It's surprising how much of a difference the sleek new screen makes to the interior. Suddenly, the Golf's already premium character has been lifted to a different level.
The cool and classy cabin layout is otherwise largely unchanged, highlighted with dark accents on the volume models, and 'piano black' inserts on the Highline. The quality and attention to design detail are obvious.
The Mazda2 sedan has always been one of those cars that packs more in than you’d think - especially the boot. We’ll get to that in the next section.
But let’s cover off what has changed from the pre-facelift model to this one, because you may have noticed it looks a little different.
That’s because it has revised front and rear bumpers, which are cleaner and simpler than before, and the grille now has a mesh finish rather than the plastic beam section of its predecessor.
The rear does, too, with the new back bumper design and tail-light finish making it appear a little more contemporary.
It carries off its size pretty well. The Mazda2 sedan is 4340mm long (on a 2570mm wheelbase), 1695mm wide and 1495mm tall.
The cabin of the Pure model has seen some cosmetic adjustments, but the overall design remains the same. Check out the interior pictures to see what we’re talking about.
At just under 4.3 metres long the Golf hatch is small, but by no means cramped. There's tonnes of room and storage space up front with two cupholders, door pockets with bottle holders, and plenty of oddments space including a decent glovebox and a lidded bin between the seats.
All but the entry model pick-up another pair of cupholders in the rear, with adjustable air conditioning vents and flow control in the back of the front centre console, too.
Speaking of the back, there's heaps of room in there. I'm 183cm tall, and sitting behind my own driving position, I enjoyed surprisingly generous head and legroom.
Volkswagen claims 380 litres of cargo volume with the 60/40 split folding rear seats up, and a generous 1270 litres with them tipped forward.
Pushing towards 4.6 metres in length, the Golf wagon only nudges up 15mm in the wheelbase, so passenger accommodation is virtually identical to the hatch. And not surprisingly, it's in the luggage department where things start to diverge.
Even with the 60/40 split folding rear seats up the wagon boasts a hefty 605 litres of load space, growing to a cavernous 1620 litres with the second-row seats folded.
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.
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 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.
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.
Price and features
Headline news is an aggressive introductory drive-away pricing strategy, designed to challenge the traditionally cheaper segment leaders, with the standard features list growing appreciably at the same time.
The previous entry-level 92TSI hatch has departed the building, with pricing now set across an $18.5k band from $23,990 drive-away (MSRP $23,990) for the 110TSI, to the all-wheel-drive Alltrack 135TDI Premium at $42,490 drive-away (MSRP $40,990).
The hatch offers a choice of four grades - base, Trendline, Comfortline, and Highline - with the current 1.4-litre turbo-petrol four-cylinder engine powering all of them. A 2.0-litre turbo-diesel 110TDI version is available in the top-shelf Highline spec.
For that shrinking pool of people familiar with three pedals across the driver's footwell, a six-speed manual gearbox is available in the base and Trendline models, with Volkswagen's excellent 'DSG' dual-clutch auto offered across the line-up.
The wagon range comprises the top three grades, with diesel again an option on the primo Highline. The DSG dual-clutch is the only transmission available.
The Alltrack is a two-grade affair – base and Premium - with the choice of a 1.8-litre turbo-petrol, or higher output 2.0-litre turbo-diesel, with any gearbox you like, as long as it's a DSG (six-speed for the petrol, and seven for the diesel).
The entry-level 110TSI hatch is anything but a 'bait and switch' price-leader. It's loaded with everything from cruise control (with speed limit function) to seven airbags and driver-fatigue detection.
In fact, on top of the new multimedia screen and its connected functionality, all Golfs are now also fitted with auto emergency braking (AEB), alloy wheels (of various sizes), air-con, a leather-trimmed steering wheel, LED daytime running lights, and a rear-view camera as standard.
Step into to the Trendline from $25,490 drive-away (MSRP $24,990), and things like rain-sensing wipers, auto headlights, parking sensors, different 16-inch alloys, and a rear centre armrest (with cupholders) come your way.
Then the Comfortline from $29,990 drive-away (MSRP $28,990) adds 17-inch rims, dual-zone climate control air, 'Comfort' front seats, chrome interior and exterior highlights (including the wagon's roof rails), and a storage drawer under the front passenger seat.
Stump up for the Highline from $35,990 (MSRP $34,490) and the fruit starts to tumble in, with the highlights including 'leather-appointed' trim, 'Comfort Sport' front seats with electric adjustment and memory function for the driver, keyless entry and start, interior ambient lighting, LED headlights and a panoramic electric glass sunroof.
Three option packs are offered – 'Infotainment' ($2300), available on Comfortline and Highline, brings the excellent 'Active Info' configurable instrument display. It also adds 'Discover Pro' multimedia, delivered through a larger 9.2-inch screen, managing sat nav and other functions via gesture, touch, and voice control, as well as a top-shelf Dynaudio sound system.
'Park Assist', taking over the wheel for perpendicular or parallel parking manoeuvrers, is the star of the 'Driver Assistance' package ($1500), and the R-Line pack ($2500) brings the look, and some of the feel, of the GTI and Golf R, with a bodykit, bigger rims, and tuned suspension.
The entry-level Alltrack 132TSI at $35,990 drive-away (MSRP $34,490) is close to the hatch and wagon's Highline spec, although you'll need to opt for the flagship Premium version from $39,990 (MSRP $38,490) to pick up the partial leather trim, heated front seats and LED headlights.
Alltrack option packs are 'Driver Assistance' ($1800), 'Infotainment' ($2300), and 'Sport Luxury' ($2900), which includes 18-inch alloys, the electric seat adjustment, panoramic roof, and more.
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 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.
It also debuts the aforementioned smartphone streaming tech of Apple CarPlay and Android Auto, which the Mazda2 hasn’t had up until now. The media screen - which is touch capacitive at a standstill and has a rotary controller to use at speed - also has six speakers, Bluetooth phone and audio streaming, digital radio and optional sat nav.
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.
Engine & trans
The Golf hatch and wagon range is in large part powered by the EA211 1.4-litre turbo-petrol four-cylinder engine, a stalwart of the Australian Golf range since the seventh-generation version arrived here in 2013.
Featuring 16 valves, direct-injection, and a single turbocharger, in Golf 7.5 guise it produces 110kW from 5000-6000rpm, and 250Nm across a broad plateau from just 1500-3500rpm.
Base and Trendline models are available with a six-speed manual, while VW's excellent (and ever-improving) 'DSG' dual-clutch auto spans the line-up.
If diesel's more your thing, a 2.0-litre four-cylinder turbocharged unit is available on the Highline model, producing an identical 110kW at 3500-4000rpm, with torque stepping up to 340Nm from 1750-3000rpm.
The diesel's a manual-free zone, with the seven-speed DSG the only option, but no matter what type of transmission you choose, drive goes exclusively to the front wheels.
Climbing (modest) mountains and fording (gentle) streams is the Alltrack's department, with power coming courtesy of a 1.8-litre turbo-petrol four, delivering 132kW from 4500-6200rpm and 280Nm from 1350-4500rpm.
Alternately, a higher output version of the 2.0-litre turbo-diesel four is an option on the high-spec Alltrack Premium, delivering 135kW from 3500-4000rpm, and an even gruntier 380Nm, the peak arriving at 1750rpm and hanging around until 3000rpm.
Petrol Alltracks are fitted with a six-speed dual clutch auto, while the diesel features an extra ratio, both sending drive to all four wheels via the '4Motion' permanent all-wheel drive system.
Built around an electronically-controlled multi-plate clutch pack, 4Motion uses an ECU integrated with the car's ESC set-up to continuously vary the torque split between front and rear axles.
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.
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.
Gone are the days where a manual gearbox would outperform an auto transmission in the battle of the bowser.
Volkswagen claims the base (petrol, manual) Golf will consume 5.7L/100km on the combined (urban/extra urban) cycle, emitting 133g/km of CO2 in the process.
But swap out the manual for a dual-clutch, and that figure drops to 5.4L/100km for the hatch (128g/km) and 5.6 for the wagon (131g/km).
Tick the diesel option for the top-shelf Highline and your wallet will be even happier; the hatch consuming just 4.9L/100km (129g/km), and the wagon a round 5.0 (132g/km).
Step up to the Alltrack petrol and you're looking at 6.8L/100km (160g/km), with the high-output diesel sipping only 5.4 (142g/km).
The fuel tank in the hatch and wagon holds 50 litres, while the Alltrack's grows to 55 litres. And it's worth noting the petrol units are tuned for minimum 95RON premium unleaded.
The claimed fuel consumption for the Mazda2 G15 auto sedan we drove is 5.3 litres per 100 kilometres.
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.
The overriding, almost overwhelming first impression in driving any recent Golf is the outstanding ride quality. You'd swear the wheelbase was half as long again, because it rides like a larger, luxury car.
Even the entry-level vehicle is quiet, comfortable, and refined. Steering feel is great, and the petrol 1.4 is smooth and eager; there's simply no way you'd pick it as a turbo.
Volkswagen claims 8.2 seconds for the sprint from 0-100km/h for the base car, whether you're shifting the gears yourself or the tricky dual-clutch is doing it for you.
That's pretty much the Goldilocks performance zone for a car that's likely to do most of its work in the urban jungle, yet needs to retain the ability to confidently stride out onto the open road when required.
The diesel version is only fractionally slower to licence-loss velocity (8.6sec), and while it doesn't feel as revvy and urgent, it packs a satisfying punch of mid-range torque. It is definitely and noticeably noisier, though.
As usual, the Golf is a model of ergonomic efficiency, with the new multimedia screen enhancing ease of use and connectivity, the seats front and rear are comfortable yet supportive, and you're spoiled for choice between the sweet six-speed manual and rapid-fire DSG (with wheel-mounted paddles on upper variants).
The wagon employs the same strut front, four-link rear suspension arrangement as the hatch, and despite its extra length and interior volume it gives nothing away in terms of noise suppression or general refinement.
Moving up the spec pecking order from 16-, through 17-, to optional 18-inch alloy wheels does nothing to compromise overall composure;, body control is exceptional, and the brakes are agreeably progressive.
Response from the Alltrack's more powerful engines is partially offset by an increase in kerb weight (petrol +165kg / diesel +101kg), with the 1.8-litre petrol and high-output 2.0-litre diesel both recording 7.8sec 0-100km/h. But despite its more macho appearance and SUV-focused rubber, the Alltrack is an equally refined drive.
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.
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.
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.
Golfs of all descriptions incorporate an impressive array of standard safety tech, including active features like cruise control (with programmable speed limiter), distance warning display, driver fatigue detection, AEB, ABS, EBD, BA, EDL, multi-collision brake, ASR, tyre-pressure indicator, and a rear-view camera.
And when all that isn't enough to avoid a collision, no less than seven airbags are on board (driver and front passenger head and side, driver's knee and front and rear curtain).
There are three child-restraint top tether points across the back seat, with ISOFIX anchors on the two outer positions.
As well as the previously mentioned auto-parking feature, the optional driver assistance package includes adaptive cruise control, lane assist, blind spot monitor, and rear traffic alert.
Although the 7.5 upgrade hasn't been specifically tested by ANCAP, the current Golf scored a maximum five-star rating when it was assessed at launch in early 2013.
The Mazda2 has been around for quite a while. It scored the maximum five-star ANCAP crash test rating back in 2015, but the criteria has evolved somewhat since then.
However, it must be stated that Mazda has been proactive in updating its safety spec levels across its entire range, and the Mazda2 is no exception.
Standard safety equipment includes auto emergency braking (AEB) with pedestrian detection (but not cyclist detection), plus all models get a lane departure warning system, lane keeping assistance, blind spot monitoring, rear cross-traffic alert, rear parking sensors, a reversing camera, and even low-speed rear AEB.
The Mazda 2 - be it sedan or hatch - has six airbags (dual front, front side, full-length curtain), and it has dual ISOFIX child seat anchor points and but only two top tether points (outboard).
Volkswagen Australia's new-vehicle warranty covers three years/unlimited km, with paint covered for the same period, and the main steel body structure is under warranty for no less than 12 years (unlimited km).
Recommended service interval is 12 months/15,000km, with indicative costs for the first five years/75,000km ranging from a low of $318, to a high of $751, for a total of $2276, and an average of $455 per service.
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.
Mazda backs its cars with five years’ roadside assistance.
Worried about Mazda2 problems, reliability, faults, engine issues, transmission problems and other common complaints? Check out our Mazda2 problems page.