The forgotten supermini. Or maybe the last one standing? Rivals like the Vauxhall Corsa soldier on of course, although the immensely popular Ford Fiesta has fallen on the battlefield. Anyway, the Mazda 2 has never been on par with those two, as evidenced by the latest top 10 UK sellers list. Just ask yourselves this, when did you last see one on the roads?
We’ll admit, mind, that we could ask you the same question of any car and you’ll likely be unable to answer. Not without taking yourself away for half an hour and having a really long think about it. Doesn’t help that the 2 is hardly the most eye-catching of cars, either; if you’re looking to blend in, then this is an astute choice. But the 2 does have its merits, even if it’s not as rounded as some of its rivals.
Where does the 2 excel, then?
By not pretending to be something else. We like honest, unpretentious cars at Top Gear. And they don’t come much more uncomplicated than the 2. The only engine (now diesel has been exorcised from the range) is a 1.5-litre naturally aspirated four-cylinder petrol unit with either 74bhp, 89bhp, or 113bhp. The latter pair can be had as mild hybrids, hitting up to 60mpg on paper.
Said engine drives the front wheels through a six-speed ‘box; manual or auto depends on trim choice. You can’t get the supercharged SkyActiv-X engine out of the Mazda 3 and CX-30. No hot hatch version either, which is a bit of a pity, given what a great launchpad this chassis would be for a pocket rocket. Come on Mazda, give the Hyundai i20N a run for its money.
Is that it? Just the one mild hybrid?
No, actually. You can also get a more complex hybrid 2, inventively named… the 2 Hybrid. Although we don’t reckon it’s a real 2 as it’s basically a Toyota Yaris with the badges swapped. We’ve not driven it in Mazda form, so if you want to know what it’s like to drive we suggest you read our Toyota review…
Sorry, where were we? Ah yes. It’s a five-door only. There are four trim levels. And, seemingly as with every Mazda these days, it comes generously equipped. All models in the range feature navigation, cruise control, integrated Bluetooth and air conditioning, while upper trims get a colour head-up display, reversing camera, heated front seats and a heated steering wheel. Above all, though, it’s very competitively priced, starting from just £18,615. That’s pretty cheap these days.
Where does it fall short?
Ah. While we approve of the simplicity of the engine range, Mazda insists on continuing its naturally aspirated fight. Meaning no turbocharger. And as much as we love naturally aspirated engines for their responsiveness and smooth power delivery, the 1.5-litre unit offered here is so meagre it’s almost painful.
You just don’t get the immediate torque that you get from the 1.0-litre turbos we’ve been spoiled with over the years, which means acceleration is pitiful. The tiny 74bhp version only manages 0-62mph in 11.3 seconds and the 89bhp unit can only do 9.8s, which means progress is slow and motorway driving needs maximum concentration to keep the revs up.
The 113bhp version was brought back from the abyss a couple of years ago and only this feels remotely cut out for A roads and dual carriageways. Get your 2 with this one at all costs.
That’s a fairly damning verdict…
Don’t get us wrong, we still like the Mazda 2. A facelift in 2019 addressed some issues with the styling so it no longer looks like a buck-toothed beaver from the front. And nicer alloys and fancier headlights moved the game along too. But that was several years ago now and given this third-gen car first arrived in 2014 it’s long overdue a thorough update, if not entire replacement. We suspect the market’s shift towards crossovers means neither will happen…
Why, what has the market got against superminis?
You’re asking the wrong people. But the supermini market is undoubtedly up against it. With the Fiesta exiting stage right it’s left to the Mini hatch, Renault Clio, Volkswagen Polo, Skoda Fabia, Seat Ibiza, Peugeot 208, Hyundai i20 and a couple of others to show that small cars still belong on our roads.
What's the verdict?
“At nearly a decade old the 2 is beyond the pension threshold… and minor updates in 2023 haven’t hidden that neglect”
The Mazda 2 is a very rounded car, and the fact it’s still here is a credit to a strong original design. The cabin is sensibly laid out and bucks that trend of sticking every function in the third sub-menu of a touchscreen; plus the handling is fabulous too.
It’s a pity the engine has the gusto of an empty crisp packet compared to the turbocharged units you’ll get in most rivals. And as much as we’d like to say ‘hurrah for having to wring a car’s neck for once’, to a great many folk, this will not be a selling point. You want a supermini to make your life easier, and having to manically downshift to keep pace with traffic is not what you need on a long journey.
And at nearly a decade old the 2 is beyond the pension threshold, in car terms. The limited tech is just one area that should’ve been refreshed and minor updates in 2023 haven’t hidden that neglect. We suspect that’s because it’s on the way out: get one now while you can still proudly claim to be defending one of the last bastions of natural aspiration.
Vauxhall Corsa
£9,370 – £34,105
Renault Clio
£10,835 – £25,200
Peugeot 208
£16,065 – £34,290
Continue reading: Driving
Driving
What is it like to drive?
See, this is what makes the disappointing engines a double jeopardy for the 2, because it’s one of the best handling cars of its size. It’s chuckable, forgiving, comfortable and agile. There’s ideally weighted steering, a slick manual gearchange, sensible pedal weighting and plenty of grip. It’s as good as you’d need a boggo supermini to be at going around corners, and quite a lot better besides.
Refinement? Wind and tyre noise is more noticeable than in the very quietest superminis, like the Renault Clio and VW Polo. But hey, swings and roundabouts. The engine ought to drown that out anyway…
Come on then, let’s deal with the elephant in the room…
Think you mean the asthmatic under the bonnet: AKA that naturally aspirated engine. The mid-range 89bhp version carries just 111lb ft of torque and needs constant hard work at higher speeds to keep up with everything else. Even around town it’s a bit pedestrian. Heaven forbid you buy the lesser-powered one with 74bhp…
Still, it at least explains why Mazda re-introduced a 113bhp alternative, albeit with the same peak torque at an identical 3,500rpm. A good move as it makes the going somewhat easier, if only slightly: 0-62mph in 9.1 seconds is just seven-tenths faster, while a top speed of 124mph, is, erm, irrelevant now that we think about it.
Sadly, the noise isn’t much better: noticeable when idling, surprising when putting your foot down. It’s not quite a roar, but more of a growl.
Is fuel economy decent?
Sort of. In 74bhp guise the 1.5-litre engine is good for 58.9mpg according to Mazda’s stats, rising to 60.1mpg for the 89bhp version with mild-hybrid assistance. Without, it’s 52.3mpg. The top-dog 113bhp model is MHEV only, peaking at 56.5mpg.
But that’s in test conditions. The more powerful the engine, the less time you’ll spend mashing the accelerator and the closer you’ll get to the official numbers. In our experience, you’ll be foot-to-the-floor a lot.
Can’t you just adapt your driving style?
Well, you could. But if you want to keep up with those around you – or, y’know, overtake a few people – you’ll need to hang onto gears for longer and draw the revs out. This is A Slow Car, after all, and needs to be driven with a just-passed-my-test-look-out-everyone kind of mentality. That means it’s not especially frugal, though you’ll have better luck if you stick to 30mph zones.
We’ve always applauded and lauded Mazda’s ‘rightsizing’ engine approach – that instead of rushing to fit turbocharged teeny engines to every car it makes, it instead carried on making comparatively large normally aspirated motors that suited the size of their models. So, a 2.0-litre in the Mazda 3, when a Golf made so with a 1.0 or 1.5. And a 1.5-litre in the 2, when a Clio has a 1.0. All very sensible, mature thinking. We just wish it could’ve wrung out a bit more torque here, so progress in the 2 didn’t feel so hard-fought.
Road Test: Mazda 2 1.5 90ps SE-L Nav 5dr
£14,395
First Drive: Mazda 2 1.5 Sport 5dr
£13,315
Road Test: Mazda 2 1.5 Tamura Nav 5dr Auto
£13,295
Previous: Overview
Continue reading: Interior
Interior
What is it like on the inside?
While it is starting to show its age, there’s plenty of Mazda common sense in here. Everything’s exactly where you’d expect it to be. Infotainment screen in your eyeline; touch-sensitive when you’re stationary, but operable with a clickwheel on the move. Genius. Just be prepared to explain to any new passengers who can’t fathom why the touchscreen isn’t working that that’s the case.
There’s clear dials front and centre, but no over-abundance of frivolous information. Big, chunky (though it has to be said, not especially tactile) twisty heater controls. Sensibly placed USB ports with a handy phone-stowage tray just in front. A proper manual handbrake. An armrest with extra storage underneath.
None of this is centrefold-sexy stuff, but it’s sure as heck useful. So, plenty of common sense then. Just a pity there’s barely a flash of colour or anything to lift the ambience beyond ‘Eeyyore hangover’.
The driving position is a real strong suit: a well-shaped seat with plenty of adjustment and a huge amount of steering wheel reach/rake movement too. Even newer superminis struggle on this stumbling block, but you’ll not fail to get comfy in the 2, and all the dials and infotainment are easily reachable.
Speaking of which, the infotainment lives in a touchscreen atop the dash that, no, doesn’t fold away. For some reason that seems to really offend some people. The graphics look very dated now, and we’re a little surprised that Mazda hasn’t spent more time refreshing the layout and adding a few features. Perhaps that’s because Apple CarPlay and Android Auto smartphone mirroring is standard now, which means you can bypass the terrible native nav. Google Maps FTW.
The 2’s diminutive size means it ain’t the roomiest supermini on the block, and anyone nearing six foot will feel hemmed in if they’re sat at the back. Much better news in the boot: 280 litres with the seats up, or 950 litres with the backrests folded down. Plenty for the weekly supermarket run.
Previous: Driving
Continue reading: Buying
Buying
What should I be paying?
Prices start at £18,615 for the entry-level Centre-Line trim, which comes as standard with 15in alloys, black cloth seats, air conditioning, adjustable cruise control, electrically adjustable and heated mirrors, an eight-inch touchscreen with Apple CarPlay and Android Auto, automatic LED headlights, rain-sensing wipers and rear parking sensors. Honestly, what more could you really want?
Homura is next up and adds 16in alloys, red interior accents, black mirrors and a black grille, as well as a reversing camera; Exclusive-Line follows with auto-folding mirrors, fancier headlights, a chrome-tipped exhaust, rear privacy glass and keyless entry.
Finally the top-sec Homura Aka gets black 16s, a semi-leather interior, a honeycomb grille, plus a leather-wrapped, heated steering wheel. Exactly the kind of thing that’ll be worth its worth in gold in the depths of winter.
The base-spec trim is your entry-point for the 89bhp mild-hybrid engine for £19,515, from which Homura grade is a mere £400 jump. Exclusive-Line opens up the slower, less efficient, not as green, non-hybrid version of the 89bhp (nope, we don’t get it either) for £21,890.
Homura Aka is your only route into the 113bhp engine, and given it’s the only one we could live with, seems a little steep at £23,835.
If you can stretch to that one and stick £5k down as a deposit, you can unlock repayments of less than £300 a month at 4.9 per cent APR through Mazda’s own finance scheme.
Monthly payments in base-spec SE-L trim start at around £185, rising to £200 in SE-L Nav, £215 in GT-Sport, or £230 in top-of-the-range GT Sport Tech trim, on a three-year agreement with a six-month initial payment.
Our choice? If your budget allows, the most powerful variant of the 1.5-litre engine will be the easiest to live with, especially if you’re likely to do significant amounts of time on faster roads. In which case the top-spec model is your only option.
More of a local driver? The mid-range engine will do, and the entry-level spec has most of the kit you’re ever likely to really need. Just be prepared to rag it on the motorway slip road…
Emissions range from 107 to 122g/km, with the mild hybrids slightly better off in that regard. So your first-year car tax rate will be £165 or 185.
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