Since they devised a shared architecture for a B-size economy car targeted firstly at the European market, the business relationship between Ford and Mazda has weakened. Mazda took the lead on engineering the subcompact and its version was well-received in Europe and elsewhere, garnering World Car of the Year honors in 2008.
Now Mazda's updated version (they call it the third generation) for the U.S. market and Ford's first—the Mexican-built Fiesta—arrive almost simultaneously. Common roots make the cars direct rivals, though both also compete with the Honda Fit, Nissan Versa, Toyota Yaris, and other newcomers in a market segment that Mazda projects will double in size in the U.S. by 2014.
The Specs
Engineers for Ford and Mazda have so tailored their versions to their target customers that only four parts are truly identical (two of those are the front and rear wheel bearings), though many others could be swapped between the Mazda2 and the Fiesta and would fit thanks to the common architecture. It's not truly a common platform, though, because even the underbody floor panels that share dimensions differ in detail. The 98-inch wheelbase and the MacPherson strut front and twist-beam rear suspensions are dimensionally identical and would mount on the other brand's chassis, "but if you tried it, neither car would work very well," development engineer David Coleman told us.
There are far more fundamental differences, however, in the driveline. Mazda's 1.5-liter twin-cam four is rated at exactly 100 hp, 20 hp less than Ford's 1.6-liter Duratec. It pairs to either a five-speed manual or four-speed automatic. Ford's automatic is a six-speed dual-clutch transmission that has received mixed reviews but does yield an advantage in fuel economy.
Mazda's 29 city/35 mpg highway rating with the manual makes it the most fuel-efficient car the company has ever offered in North America. If its partner weren't out there waving around a 38-mpg rating for its manual and 40 mpg for the automatic, it would set off more fireworks.
Not quite offsetting the power output and transmission differences, though, is that Mazda has been far more diligent about paring weight from the Mazda2. The five-door hatchback (Mazda doesn't offer the four-door sedan that is Ford's base model) weighs only 2306 pounds with the manual gearbox, and 53 pounds more with the automatic. That's about 250 pounds lighter than the Ford and a crucial element of Mazda's effort to give its car street cred, despite the power disadvantage.
The Drive
The curb weight—roughly the same as a first-generation Miata MX5—became evident when we took to the road; the Mazda2 steers and handles in an enthusiast-pleasing manner. The low-inertia motor and tuning of the electric power steering made it just about the best unit we've experienced in a front-wheel-drive car in terms of feel and precision. The car felt agile and lively and carved through the corners admirably. It was also easy to maneuver through the city streets.
While lightening chassis elements and stiffening the vehicle overall to withstand U.S. crash standards, engineers improved both ride and handling over that award-winning 2008 model. The Mazda2 feels solid and, thanks to some detail work on tuning out noise, much more quiet and comfortable than we've come to expect in this class. Particularly when you consider the light mass and the roughness of Montreal's pavement, it was exceptional for the B segment. Although inexpensive, it doesn't feel cheap or chintzy as some competitors are wont to do when pushed hard by road or driver.
The one feeling we missed was zippiness. With the five-speed, the car is entertaining enough, but the automatic drags it down. The engine needs to rev hard to generate power, and while the four-speed is tuned to let it do that and the sounds it makes are not at all objectionable, there's not much acceleration to show for all the busyness. Even with the five-speed, revving to redline won't press you into your seat.
The Bottom Line
The Mazda2 Sport, the base-model five-door, carries an MSRP (including destination/delivery) of $14,730 and includes air conditioning; power windows, mirrors and locks; tilt steering; remote keyless entry; and standard safety features such as ABS with brake assist and side-curtain airbags. It's the first Mazda with brake override, which shuts off the throttle if it determines the driver is trying to stop rather than accelerate. The computer logic allows for heel-and-toe downshifts and in some situations simultaneous right-foot gas and left-foot braking.
Dynamic stability control and traction control are also standard. The Touring model upgrades the 15-inch steel wheels to like-size alloys, up-rated seat fabric with red piping, leather-wrapped steering wheel with audio and cruise controls and a better audio system, bumping the MSRP to $16,185.
It's a simple lineup: two models, two transmissions, six colors and few options. It will bear further comparison with its corporate cousin with the blue oval, but then some buyers will find that the Mazda2 offers an engaging driving experience at a lower cost than the Fiesta.
But as far as the driver goes, until there's a more powerful Mazdaspeed2 version, we can give the new car only one "zoom" for its agile ride, steering and handling. There's no second "zoom" to be found under the hood.
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