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MANUFACTURERS love to trot out the line that a car’s facelift is an “evolution, not a revolution”.
Sometimes this may be an excuse for a half-baked effort at improving a model through minimal investment. But in the case of the facelifted second-generation Mazda 2, it is a succinct explanation of how the brand has improved its smallest and cheapest offering by adding more equipment and fixing niggles, and all without changing its core or entry price.
WHY WE’RE TESTING IT Despite the rise and rise of SUVs, city cars remain a popular choice with consumers. The Mazda 2 is battling for segment leadership in sales with the Hyundai Accent, and it only narrowly missed out on winning our light car megatest to the Volkswagen Polo. Does this MY17 facelift go far enough to shake the runner-up reputation?
THE WHEELS VERDICT Having AEB as standard is a massive deal in the price-sensitive light car segment, and Mazda should be congratulated for moving the game forward. In addition, its G-Vectoring Control technology partners well with the Mazda 2’s revised suspension tune and already accomplished chassis. Improved NVH suppression also means road noise is no longer a deal-breaker, and gives the Mazda 2 a serious chance at being best-in-class.
Plus: AEB as standard on all specs; fun manual gearbox; improved NVH; cohesive chassis, suspension and steering Minus: Truncated rear vision in sedan; still no reversing camera on base Neo
But the most important addition in this facelift is AEB. The Skoda Fabia was the first to bring the technology to the segment, but Mazda sells significantly more units that its Czech counterpart and its customers will benefit from the bingle-avoiding gear.
There’s more buyer choice in the showroom, too. Joining the three existing variants – Neo, Maxx, and Genki – is a new flagship $23,680 GT spec. Apart from the newcomer, prices remain unchanged, starting from $16,990 for entry-level Neo fitted with a six-speed manual gearbox. Want an auto? Add $2000.
Mazda has made big strides in quelling NVH. Excessive road and tyre noise – the former Mazda 2’s Archilles heel – are now much less intrusive, hushed to acceptable levels via extra sound deadening. It’s a welcome improvement.
All Mazda 2 variants use the same 1.5-litre four-cylinder petrol engine in one of two stares of tune; 79kW/139Nm for the Neo, and 81kW/141Nm for all other variants. In both iterations it is a perky unit, with plenty of mid-range bite and a revvy yet tractable personality.
The Maxx is probably the sweet spot in the range. Its $3000 premium over the Neo nets the more powerful engine with a fuel-saving stop-start function, a larger touchscreen with an intuitive controller dial, a reversing camera, a leather-wrapped steering wheel and 15-inch alloys that replace plastic-capped steelies.
SPECS Model: Mazda 2 Neo sedan Engine: 1496cc in-line 4cyl, dohc, 16v, petrol Max power: 79kW @ 6000rpm Max torque: 139Nm @ 4000rpm Transmission: 6-speed manual Weight: 1043kg 0-100km/h: N/A Price: $14,990 On sale: Now
