WITH the imminent launch of this new-generation 2, Mazda’s SkyActiv portfolio has grown to four models, each one better than the last. Which makes this feisty, sophisticated little supermini the best expression yet of Mazda’s weight-conscious, naturally aspirated thinking.
The premium, fully optioned pre-production model we drove at Tokachi raceway in Hokkaido, Japan showcased just how grown up the little 2 has become.
At the top end, it’s loaded with features seldom offered in the next class up, let alone in the light-car segment. Stuff like radar-based cruise control, autonomous braking, rear cross-traffic alert, lane-departure warning, an idle-stop system and a first-in-class head-up instrument display.
If the top Australian model – continuing the Genki designation and due to go on sale in November – sticks to the bulging feature list of the Asian-market versions, we’ll also get the choice of five ‘Style Collection’ interior options that include white or black leather trim, and even one with bright red seat fabric. It’s a taste of Mini and Audi A1-style customisation at an everyman’s price point.
Inside, the all-new 2 is a striking departure from the previous model’s cheap-but-cheerful ambience.
Mazda has aimed for “refined beauty beyond the class” and, particularly up front, the 2 feels like it delivers more comfort than its big brother, the Mazda 3.
A great driving position – at last, featuring a telescopic steering column – and a superb, high-quality dashboard prepare you for a similarly polished driving experience.
The third-generation Mazda 2 might look similar to its hugely successful predecessor, but underneath its edgy bodywork is a thoroughly new car. Brand new front and rear suspension designs, new engines and compact all-new transmissions specific to the 2 headline this more mature but still fun-to-drive five-door hatchback.
Australia will get two 1.5-litre four-cylinder engines – a 79kW/139Nm entry-level version with a simple four-into-one exhaust, and a gruntier, more efficient 81kW/141Nm variant with a four-into-two-into-one exhaust header and fuel economy improvements approaching 25 percent.
Both are tuned to run on Australia’s regular 91-octane petrol, though the Singaporean-spec Mazda 2 Genki we drove in Japan ran a higher 14.0:1 compression ratio (13.0:1 for Aussie engines) and drank 95RON fuel, resulting in 85kW and 148Nm.
Given our experience with the same 91RON tuning on other Mazda models, expect the real-world performance difference to be negligible. Which means our six-speed auto range-topper will deliver solid torque, a free-revving top end (right to 6700rpm) and a sporty induction note that suits the 2’s eager handling.
The new SkyActiv six-speed auto is a ripper, too. Smooth and intuitive in regular drive mode, the 2’s auto introduces a ‘Sport’ function (via a toggle below the gearlever) that wakes up the shift calibration, holding gears when backing off and shifting down when braking hard.
The flagship 2 also scores steering-wheel paddles, attached to the same brilliant three-spoke leather wheel as the 3 and 6.
But the most grown-up aspect of the new Mazda 2 is the way it drives.
Riding on 185/60R16 Toyos, the 2 rode with quiet subtlety over the test track’s “real-world” road sections and, out on the very wet raceway, it cornered with unexpected confidence. Chassis balance and wet-surface grip were both impressive, as was the 2’s composure when lifting off mid-corner.
And all this with an Asian-market suspension tune. Australia’s will be slightly firmer for sharper steering response.
About the only area where the 2 doesn’t shine is in its rear compartment.
The seat itself is quite comfortable, but in prioritising the front-seat package (including taller seats for greater shoulder support), adults in the rear find themselves staring at the front headrests. And there are no roof grab handles, door bins or drink holders anywhere. Just a single left-seat map pocket.
Room is class-competitive, though, despite slight reductions in front and rear headroom and legroom, and a 30mm drop in rear shoulder room.
On paper, boot space is an unremarkable 220 litres, though in reality it’s quite deep (with a space-saver spare underneath) and highly useable for a supermini.
So, with more than one eye on Europe, Mazda’s benchmark-challenging new 2 looks set to smash the popularity of its well-liked predecessor.
When it launches here in November, expect to see Neo, Maxx and Genki grades, each with six-speed manual and six-speed automatic options.
And a proper sports version is in the pipeline – likely to feature a turbocharger and wear an MPS badge. Given the promise of the standard car, we can’t wait!
Model: Mazda 2 Genki Engine: 1496cc 4cyl, dohc, 16v Max power: 81kW @ 6000rpm Max torque: 141Nm @ 3000rpm Transmission: 6-speed automatic Kerb weight: 1070kg (estimated) 0-100km/h: 10.0sec (estimated) Price: $21,000 (estimated) On sale: November
Tucked away under the main wind tunnel in the bowels of Toyota Motorsport’s giant Cologne headquarters is an Aladdin’s cave filled with treasure.
There are no gems, gold bars or magic lamps to be found here, simply evidence of the Japanese firm’s long history in motorsport.
Endurance racers, Formula One cars, one-off performance road cars and, of course, a legion of rally cars make up the collection, often still stonechipped and dirty and all the better for it.
I won’t hold your attention any longer; flick through the accompanying gallery and let us know your pick in the comments below.
SALES forecasts are gloomy for Volkswagen’s top-selling model – the Golf – at least in the short term.
VW Australia is tipping sales of the Golf Mk7 will nosedive in August and September due to severe supply issues, taking the sting out of recent massive gains for the small car.
“Things are really going to go backwards in August,” VW Australia managing director John White told Wheels.
“We’re really inventory-restrained on Golf and run-out Polo, so we’re down by a couple of thousand units.”
White said worldwide demand for the new Golf had far exceeded expectations, with sales of this new generation easily outstripping those of the Mk6.
“Could we have planned better and ordered more cars? Yes. Would we have got the cars? Probably not,” White said.
“The Golf is selling remarkably well, particularly given it’s not the cheapest car around, but there are only so many cars the factories can produce.
“So am I happy? Absolutely. Could I have sold more Golfs? Absolutely. Will I fix the problem? Absolutely.”
Year to date, sales of the Golf are up 44 percent to 11,876 units, making it the clear sales leader within the brand.
This huge increase more than offsets minor drops for Passat, Touareg and Transporter this year, and VW remains eighth in the Australian market, almost 10,000 units ahead of Subaru.
Here is the best look yet at Ford’s upcoming FG X Falcon, thanks to images exclusively obtained by a keen-eyed MOTOR reader in the Northern Territory.
The images show the new XR6 Turbo in detail, including a first look at the new car’s interior. Unfortunately for Ford fans, bar some very minor trim changes on the dash, instrument cluster and seats, it appears identical to the outgoing FG II.
Ford is, however, expected to update the Falcon range with its latest ‘SYNC’ connectivity programs.
Exterior styling has already been revealed, but these images give us our best look yet at the styling as a whole. The front features Ford’s polarising new corporate face, with a large trapezoidal grille and hockey stick-style LED daytime running lamps.
At the rear, the Jaguar XF-inspired taillight treatment sits below a redesigned spoiler which now incorporates the eye-level taillight. A chrome strip spans almost the width of the boot and there are new badges and a slick new alloy wheel design.
It must be said that this car is a pre-production model and therefore potentially not 100 per cent representative of the final product. However, given the car’s launch is mere weeks away, it seems likely that what you’re looking at is what will land in showrooms in late November.
Let us know what you think of the final Falcon.
VOLKSWAGEN has confirmed the Scirocco R still has a future in Australia.
The company had considered ditching the seductively styled hatch due to dwindling sales and to simplify its range, but this morning revealed that the facelifted Scirocco R will be available for purchase from November – albeit with some changes.
“There are going to be some enhancements in the product line-up, a significant simplification in terms of colours and options packs and a significant reduction in the expectation of sales,” VW Australia managing director John White said.
“We’re going to focus on making the car a low-volume, highly desirable vehicle.”
First revealed at the 2014 Geneva motor show, the facelifted Scirocco R carries over the current car’s 188kW/330Nm 2.0-litre turbo four.
No word yet on pricing, but the Scirocco’s new premium positioning could result in an increase to the current car’s $47,990 starting price.
VW resurrected the Scirocco nameplate in 2008 after a 16-year hiatus.
Earlier generations of the Scirocco were coupes, while the current generation uses a sports hatchback design, built only in three-door configuration on the superseded PQ35 platform common to Golf Mk5 and Mk6.
Scirocco sales have slumped more than 50 percent since this time last year following the release of the Golf Mk7.
VW has stiff competition within its own ranks from the DSG-only Golf R, which offers an extra 18kW/50Nm and current-gen MQB architecture at a starting price of $54,490, only $4000 more than the current DSG-equipped Scirocco R.
Will Powers to Milwaukee Mile Indycar victory
CAN we dare to hope? Aussie Will Power, so often a bridesmaid in Indycars in recent years, is fired up to finally go that extra step and snaffle his first championship in the North American open-wheel series.
The signs were excellent during Sunday’s Wisconsin 250 on the Milwaukee Mile, with Power crushing the life out of his rivals with a dominant display that began in qualifying when he stormed to pole position in his Penske Chevrolet.
Power went on to control the 250-lap race and take command of the Verizon IndyCar Series championship.
“Oh, man, I love winning on ovals,” Power hollered as he crossed the finish line.
“It’s a perfect way to start this three-race chase,” added Power, who led 229 laps.
Power saw off challenges by Tony Kanaan and his own Penske teammate Juan Pablo Montoya to win by 2.8 seconds over the Colombian. Ganassi team pair Kanaan and Scott Dixon placed third and fourth.
The other Australian in the field, Ryan Briscoe, was sixth in a Ganassi car.
It was Power’s first victory at Milwaukee, the first on a short oval and the first on an oval since October last year. He collected important bonus points for winning the pole and leading the most laps.
His haul takes his lead over team-mate Helio Castroneves (who was 11th at Milwaukee) from four points before the weekend to 39 heading to the penultimate championship round at the Sonoma road course next weekend.
Despite Power’s assertive victory in Milwaukee, his lead is not unassailable. There are still six contenders for the title, which will be decided on August 30.
Indy Lights: Brabham foiled
IT WAS so nearly an Australian double at Milwaukee.
Australia’s third-gen rising star Matty Brabham looked to have a much needed win in his pocket in the supporting Indy Lights championship round after opening a handy eight-second lead late in the race.
But an untimely yellow caution flag and subsequent restart erased Brabham’s advantage and opened the door to his Andretti Autosport team-mate, Zach Veach, who pounced when the lights went green with just four laps remaining.
When Brabham defended to the inside heading into turn one, Veach boldly found grip around the outside and completed the race-deciding manoeuvre.
Brabham, who qualified third, had seized the lead by catching and passing pole man Veach on lap 40 and edging clear. He led for 57 laps, but wasn’t up front for the most important lap.
“I’m just a little bit disappointed,” Brabham said, “but I still have to be happy we ran such a strong race.
“It was unfortunate that the yellow came out when I was in the lead by eight seconds. Zach (Veach) just got around me and managed to snooker me at the end, so congratulations to him.”
With the win, Veach has moved to second in the championship and is closing fast on leader Gabby Chaves. Rookie Brabham is fourth with two races remaining.
NASCAR: Ambrose improves in Michigan crash fest
VETERAN Jeff Gordon showed why he is favoured to win another NASCAR Sprint Cup championship, converting pole to another victory at the two-mile Michigan International Speedway.
Earlier, Gordon set the track qualifying mark with a speed of 206.558mph. Yes miles-per-hour! Average speed.
In Sunday’s race, Gordon passed Joey Logano on a restart with 17 laps to go and held off the field to pocket his third win of the season.
Kevin Harvick placed second, 1.4 seconds back; Logano finished third, Paul Menard fourth and points leader Dale Earnhardt Jr fifth.
Still searching for his first Sprint Cup win of the year, Marcos Ambrose improved to 12th after qualifying 20th.
Danica Patrick triggered a nine-car wreck on a lap 26 restart when her car got taily – aka “loose” – setting off a chain reaction. Three competitors were forced to the garage.
In a separate shunt, Kyle Larson crunched the wall after a tyre went down, a subsequent fire testing out NASCAR’s newest regulation forbidding drivers to leave their wrecked vehicle until told it is fine to do so by either the sanctioning body itself or track or safety officials.
There is an exception made if the driver sees fire or smoke in the cockpit. Larson, who was experiencing both, made the radio call and quickly evacuated.
Missing from the Sprint Cup field for the second consecutive race was Tony Stewart, still dealing with last week’s tragic incident that claimed the life of young sprint car driver Kevin Ward Jr.
MotoGP at Brno brings the unthinkable
HERE’S the sensational, almost indigestible, news from the Czech MotoGP at Brno – Marc Marquez did not win.
Not only was the defending world champion beaten for the first time in 11 races in 2014, he failed to make the podium.
Honda’s Marquez finished a fading fourth in a race splendidly won by Honda team-mate Dani Pedrosa.
Yamaha pair Jorge Lorenzo and Valentino Rossi took the minor placings, with Marquez fourth with dramas with front tyre grip.
In a stunning, madhouse finish to the Moto3 race at Brno – with nine riders covered by less than one second – Alexis Masbou broke through to win his first grand prix from Enea Bastianini, Danny Kent and Alex Marquez.
Queenslander Jack Miller took fifth but still increased his championship lead to 23 points.
According to motorcycle writer Mat Oxley, this was the second-closest top-nine blanket finish in grand prix history, across all classes – 0.910sec covering first to ninth. The 1990 Rijeka 125 GP was 0.892sec across the first nine, so it still has the record. Just.
Still on bikes (because the Wheels website is a broad church with no discrimination against machines with two or three wheels), European reports are hinting strongly that the FIM Speedway Grand Prix Championship will return to Australia for the first time since 2002.
The speculation suggests the meeting will be at Melbourne’s Etihad Stadium and is set for October 24 next year, making it the final round of the world championship.
HOLDEN is considering a sportier manual version of the just-released Trax turbo.
While the forced-induction 1.4-litre iTi four-cylinder petrol engine is currently limited to the range-topping LTZ auto, Wheels has learned that the company has already homologated the engine with a six-speed manual gearbox.
It is not known whether the RS badge that currently serves the mechanically related Barina hatch would migrate to the small SUV, though Holden’s marketing department is keen to exploit the Trax’s strong youth appeal.
The manual’s other application could be to lower the entry price of the 1.4 iTi drivetrain, since the LTZ auto is currently retailing at $29,990 plus on-road costs.
Meanwhile, Holden has decided not to offer a diesel Trax variant in Australia for the time being.
“The 1.4-litre turbo is economical enough,” Holden’s vehicle development manager for the small SUV, Jeremy Tassone, told us, adding that the market for diesels at this end of the spectrum is almost non-existent.
He also revealed that Australia is currently leading powertrain calibration and chassis tuning duties for both the 1.4 iTi and ageing naturally aspirated 1.8-litre Ecotec unit.
In Europe, the Chevrolet Trax is available with a 96kW/300Nm 1.7-litre four-cylinder turbo-diesel in either six-speed automatic front-wheel drive or six-speed manual all-wheel drive guises.
The all-paw Trax configuration is also unlikely to see the light of day in Australia.
THIS is the Huracan we’ve been waiting for. The Lamborghini Huracan LP 620-2 Super Trofeo is the first version of Sant’Agata’s new supercar to be rear-wheel drive.
Signified by the ‘2’ in its name, its ‘620’ designation also means it’s the most powerful version of the Huracan yet, with 456kW compared to the now entry-level Huracan’s 449kW.
It uses the same 5.2-litre V10, which is a development of the engine that powered its predecessor, the Gallardo, but for the Huracan comes with the new dual-clutch transmission (try and say Lamborghini Doppia Frizione three times) and sits on the new Modular Sportscar Chassis that will underpin the next Audi R8.
The Super Trofeo has, officially, been built for three one-make 2015 Lamborghini Blancpain Super Trofeo race series that will take place in Europe, Asia and North America. It’s been developed with legendary race car builder Dallara.
The move from all-wheel drive to rear-wheel drive will make life more interesting on track, according to Lamborghini director of research and development Maurizio Reggiani.
“We believe the car will be as fun for fans to watch as it will be rewarding for our racers to drive,” Reggiani said.
Yet Lamborghini Australia cannot confirm if Aussies will get to drive the track-oriented Huracan, with no confirmation that a road-going LP620-2 will be sold here.
If it does make it Down Under, it’ll cost more than the Huracan LP-610 4’s $428,000 ask despite its traction disadvantage, which may see a 0-100km/h time marginally slower than the all-wheel-drive model’s 3.2sec claim.
The Huracan’s predecessor, the Gallardo, was the most successful model in Lamborghini sales history, but didn’t come with rear-wheel drive until 2009 – six years after its debut – with the release of the special edition LP Balboni, named after famed Lamborghini test driver Valentino Balboni.
The Balboni became a full-time member of the Gallardo line-up as the LP550-2.
McLaren has unveiled the much anticipated track-only version of its P1 hypercar at the prestigious Pebble Beach Concours d’Elegance.
With an ambition typical of the Woking manufacturer, its stated goal for the P1 GTR is to create “the best driver’s car in the world on track.”
Those of us who live on Planet Earth might not see the need for a more extreme P1, but apparently in the rarefied world of super yachts and private jets, McLaren’s ultimate road car was deemed insufficient.
Its first public appearance coincided with the 20th anniversary of development beginning on the F1 GTR, the race version of McLaren’s game-changing supercar which went on to win the 1995 Le Mans 24hr.
Such success will elude the P1 GTR, simply as it is not designed to comply with any current race series. It certainly won’t be through a lack of speed. Without the need for road registration, McLaren has turned the wick up.
The hybrid powertrain now produces an incredible 735kW – an increase of 62kW over standard – though it’s not currently clear whether this extra oomph is a product of the 3.8-litre twin-turbo V8 or the electric motor.
With almost a year until production starts, little technical data has been confirmed, but the GTR is likely to be a good deal lighter than the 1395kg road car, as much of the standard P1’s active componentry is now fixed.
Ride height is now static, as is the rear wing, though the F1-style Drag Reduction System is retained and the aerodynamic flaps located in the front bar remain active.
A more aggressive front splitter and larger rear diffuser increase downforce, but the single biggest performance increase will come from the fitment of bespoke Pirelli slicks, mounted on lightweight 19-inch wheels 1.5 inches wider than the road car, now 19 x 10.5-inch at the front and a whopping 19 x 13.0-inch at the rear. Finally, there’s an onboard air-jack system, crucial for ultra-quick tyre changes during private track days.
Production is expected to begin in May 2015, when the last of the 375 road-going P1s have been built. Only current P1 owners will be invited to buy the GTR and McLaren expect 25-30 of them to take the opportunity.
For their A$3.6million, they will receive not only one of the world’s fastest track cars but access to the P1 GTR drive programme. This will offer driver training and technical support through McLaren’s Special Operations division, who will run and maintain the cars.
TONY Stewart is many things, including the obvious – he’s a prodigiously versatile and gifted race driver.
Before he went on to win three NASCAR Sprint Cup championships, he was a fixture on American dirt tracks, racing midgets and sprint cars. He collected the USAC midget and sprint car crowns in the same year. He still loves racing on dirt.
Last weekend, Stewart was racing a sprint car in New York State when he ran over and killed a rival driver after a brief on-track skirmish.
The two had been racing wheel to wheel when Stewart appeared to bump Kevin Ward Jr into the fence. It was no big deal in sprint car racing, but a clearly angry Ward had jumped from his car to remonstrate with Stewart and moments later Ward was hit by the right rear wheel of the NASCAR superstar’s machine.
Video footage of the tragic aftermath is hard to watch, and on a casual viewing it doesn’t look good for Stewart.
Media reports across the motor racing world and, in particular, virulent and uncontrolled social media commentary, have been scathing of Stewart and his actions.
Yes, some say there is not much to like about stubbled Stewart. He is often abrasive and oafish. He thinks donuts are health food. He has been involved in many incidents with fellow drivers and does have a record of altercations with officials.
“Tony will at times do or say things that make our skin crawl,” long-time NASCAR vice president Jim Hunter told Rolling Stone. “He’s been an asshole at times.”
A throwback to the good ol’ boys of the good ol’ days of dirt racing and NASCAR, Stewart is the scruffy antithesis of the clean-cut sponsor-friendly gents like Jimmie Johnson and Carl Edwards.
He has been in shoving matches with many rivals, had been accused of assaulting a spectator (but not convicted), torn headphones off a track official at a midget race, kicked a reporter’s tape recorder (and then replaced it), punched a photographer and, in Sydney in 2011, was taken away by police after flinging his helmet at promoter/driver Brett Morris, fracturing his eye socket.
Stewart is no Rhodes Scholar. There’s no reading material in his modest home. He told Rolling Stone, “You want to hide something from me? Put it in a book.”
Nor is Stewart a classy dude. “Pussy, money and race cars… that’s pretty much all I care about,” the still-single racer once said, without a hint of embarrassment.
But does this make Stewart an unconscionable, murderous race driver that half of the United States – a collective of judge and jury – wants to hang, at least metaphorically?
Consider too that Darwinism is pervasive in US motor sport. Over-regulation is not an issue. The rights of competitors and spectators to make their own judgement – instant or calculated – about exposure to danger are heavily protected. Some might suggest it’s natural selection…
There are two videos of the incident, from different angles. But, crucially, none from Stewart’s car. Days after the fatality, police investigators were still insisting there were no facts to support criminal behaviour or conduct. But they emphasised that the investigation was ongoing.
Consider, too, the not immediately obvious factors to those outside the rough and tumble world of after-dark dirt racing. Track lighting is often patchy and gloomy. Drivers’ vision is affected by the dirt and clay and dust churned up by a field of sprint cars.
Brutal, rambunctious sprint cars are not predictable, well behaved jiggers, not with in excess of 800 horses and different tyre circumferences and widths. This is especially so when they are not at racing speeds.
Volunteering his views to TWC News, fellow sprint car driver Cory Sparks supported Stewart.
“From what I saw, Tony did everything in his power to turn down away from Kevin to avoid him,” said Sparks. “People say that they heard the engine rev up and he gassed it. In a sprint car, the only way to steer is you steer with the rear wheels as much as you do the steering wheel. In my opinion, what he did was he gassed it to turn down away from him.”
