Mazda 2 (2015)

[Neruson]

Os únicos Mazda a gasolina com turbo fora do Japão são os MPS.

[reckoner00]

[reckoner00]

[CMiguelQ]

Gosto muito da frente e do interior, a única coisa que destoa um pouco é a traseira.

[Marpyro]

Parece-me uma evolução muito positiva do Mazda 2. Gosto.

[reckoner00]

[reckoner00]

[Mrodrigues]

2015 Mazda2 Euro Engine Lineup Detailed [114 New Photos]

Mega galeria aqui.

[reckoner00]

[Teste] - Mazda 2 1.5 Diesel - AutoExpress

Over one in every five cars sold in Europe is a supermini, and theFord Fiesta has been the best-selling UK car for the past five years, so it’s little wonder that Mazda has high hopes for the all-new 2. And to be frank, so do we.Since the CX-5 arrived in 2012, followed by the 6 and the 3, Mazda has struck a rich vein of form for producing mainstream cars that look great and drive brilliantly. So could the Mazda 2 really knock the Fiesta off its perch? We were invited to drive a variety of pre-production models in Barcelona to find out.

Whichever way you look at it, the Mazda 2 is new in every respect compared its predecessor. There are two brand new engines and gearboxes, the wheelbase has been stretched by 80mm to unlock some more interior space, the electric steering is quicker and the suspension geometry and settings have been retuned.

By increasing the amount of high-tensile steels, the body is 22 per cent stiffer but lighter than before, allowing Mazda to up the equipment levels but keep the overall kerbweight constant. This means the 1,040kg diesel model weighs a full 77kg less than the equivalent Fiesta.



It’s the design that has to reel in the customers, though, and its here where the Mazda 2 noses ahead of the competition. You’re probably familiar with Mazda’s 'Kodo' design language by now and with its short overhangs, three-dimensional chrome wing element under the front grille and optional full LED lights, the 2 is a beautifully-proportioned piece of design with detailing to match. If we had one criticism it’s that even the largest 16-inch wheels don’t quite fill the arches - but any bigger and they would inevitably spoil the ride.

The interior is just as impressive, with the most expensive-looking design this side of an Audi A1. The asymmetrical bulls-eye vents are taken straight from Audi’s design book, but look great, while the seven-inch display and rotary controller is reminiscent of theMercedes A-Class, and brilliantly simple to use.

There’s a head-up display too - a first for this class – while the materials on our top-spec test car were exceptional in some areas (leather trim on dash, door panels, seats) and suspect in others (scratchy plastic on the top of doors, glove box), but as the test involved pre-production cars we can assume those will improve.



In terms of ergonomics, the range of adjustment for the front seats and steering wheel is superb, while the pedals are nicely positioned without any offset. In the back there’s more room than a Fiesta, and two adults can easily sit behind each other – as long as they’re not both six-footers. The deep boot is 280 litres with the rear seats in place, or 960 litres with the folded down (10 and 14 litres less than the Fiesta respectively, but 30 and 173 litres more than its predecessor).

Two all-new engines have been developed for the Mazda 2. First is the 1.5 SKYACTIV-G - available with 74bhp, 89bhp or 113bhp, and with a new six-speed manual or six-speed automatic gearbox. It does without a turbo but has a compression ratio of 14:1 (the highest of any naturally aspirated petrol engine), a strategy that Mazda insists delivers better real-world fuel economy.

The 1.5 SKYACTIV-D diesel is only available with 104bhp and a manual ‘box, but returns an impressive 83.1mpg and 89g/km of CO2, putting it right up there with the cleanest cars in the class.



We drove the 89bhp petrol, as well as the diesel, and while petrol engines normally make more sense in small cars like this, we found it to be the opposite here. Driven calmly and keeping the revs below 3,500rpm, the petrol engine is refined and quiet with plenty of torque and sharp throttle response. But stretch it nearer to the limiter and it starts to sound coarse, with a booming engine note that quickly gets tiring.

We tried it with the new automatic transmission, which does its job well so long as you don’t ask it to kick down too suddenly – a pair of paddle shifters would help in that respect.

It’s the diesel that surprised us, though, doing an excellent impression of its 2.2-litre relation. Unlike most diesels, which deliver a surge of power followed by a flat spot, it offers a much more linear power delivery and is happy to rev without sacrificing its refinement. In-gear performance is strong too, and while the manual gearbox could do with a shorter throw, it has a pleasingMX-5-style notchy feel to it.

With a quicker ratio than its predecessor, the electric power steering is light and doesn’t weight up much in corners, but is so direct you quickly become confident placing the car and darting in and out of traffic. For the daily grind it’s comfortable enough, too, only juddering over pot holes and bigger bumps despite stiffer springs and dampers than its predecessor. However, to pass a verdict on its high-speed refinement, or see whether it can out-handle a Fiesta on the limit, we’re going to need a more extensive test drive than this early taster.



Key specs

• Price: £18,000 (est)

• Engine: 1.5-litre four-cyl turbodiesel
• Transmission: Six-speed manual, front-wheel drive
• Power/torque: 104bhp/220Nm
• 0-62mph: 10.1 seconds
• Top speed: 111mph
• Economy/CO2: 83.1mpg/89g/km
• On sale: Spring 2015

Verdict:

Mazda is on a roll and the new 2 brings something fresh to the supermini class with its chiselled looks, plush interior and engaging handling. There are question marks over some of the interior materials, and refinement of the new petrol engine, but assuming Mazda can iron these issues out before it goes on sale next spring, it should be a serious contender in the most competitive class of all.

[reckoner00]

Preços na Alemanha para o novo 2

• 1.5 skyactiv-g 75 cv prime line 12.790 €
• 1.5 skyactiv-g 75 cv center line 75 cv 14.690 €
• 1.5 skyactiv-g 75 cv exclusive line 15.690 €
• 1.5 skyactiv-g 90 cv center line 15.290 €
• 1.5 skyactiv-g 90 cv exclusive line 16.290 €
• 1.5 skyactiv-g 90 cv exclusive line at 17.790 €
• 1.5 skyactiv-g 90 cv sport line 17.390 €
• 1.5 skyactiv-g 90 cv sport line at 18.890 €
• 1.5 skyactiv-g 115 cv sport line i-eloop 18.790 €
• 1.5 skyactiv-d 105 cv center line 17.290 €
• 1.5 skyactiv-d 105 cv exclusive line 18.290 €
• 1.5 skyactiv-d 105 cv sport line 19.390 €

[reckoner00]

[Teste] - Mazda 2 1.5 SkyActiv-G 90cv - Autocar

Mazda's rival to the Ford Fiesta and Volkswagen Polo is plusher and more grown-up than the model it replaces

What is it?

The all-new Mazda 2; a bigger, plusher supermini built to fill out its manufacturer’s ambitions towards Volkswagen-style status. The previous car, the one you’ll have been mistaking for a Fiesta for the past seven years, was a chip off Ford’s block; small, switch-blade sharp and arguably a little bleak inside.

We liked it. The fourth generation, though, ditches the elfin attitude for something rather more substantial. Now a five-door model only, with a considerably longer wheelbase and bigger boot, the 2 has been transformed into a respectable five-seat hatchback. Although not conventional in Mazda’s book; the designers having shifted the A pillars 80mm rearwards for proportions that apparently contradict the class norm.

Perhaps. But the 2 is only modestly handsome; being slightly under-wheeled and looking for all the world like a scaled down Mazda 3 in the flesh. Underneath it shares in its sibling’s guiding principles, being another recipient of the manufacturer’s far-reaching SkyActiv technology.

Thus, despite being noticeably larger, it is practically no heavier, and, thanks to the greater proportion of high tensile steel in its belly, significantly stiffer.

There’s a choice of two four-cylinder engines; a 1.5-litre diesel and a 1.5-litre petrol. The latter is offered in three power outputs; 74bhp, 89bhp and 114bhp, while the smoker comes solely as an all-new 104bhp option - capable of claimed 83mpg and 89g/km CO2 emissions.

Serious numbers, and delivered – once again – by Mazda’s seemingly superior attention to engineering detail. The diesel shares some of the SkyActiv tech used on the recent (and exceptional) 2.2-litre engine, or else downscales it for use in a smaller package. Hence there is the same ultra-low compression ratio and a great emphasis on thermal efficiency.

As standard there are both five and six-speed manual gearboxes, while an (untried) updated and lightened conventional auto takes on the slusher duties.

We drove pre-production cars (the 2 doesn’t launch in the UK until the spring) in predictably well-equipped format. Mazda won’t be drawn on UK spec yet, but the infotainment screen is expected to be standard fair and there’s a small heap of new safety tech, including lane assist and blind spot monitoring.

What is it like?

While recent additions to the Mazda lineup have impressed us, a common theme has been the humdrum character of their cabins. Not so the 2.

It’s no surprise to learn that Ryo Yanagisawa, Mazda’s chief designer and the man responsible for the car’s styling inside and out, trained as an interior designer. Up front it’s a minor triumph; incorporating a muscular swathe of dashboard, a natty but fully formed centre console and a gunsight of an instrument binnacle in the kind of limited space that would usually become cluttered by so many standout features.

Outclassing the class is the phrase Mazda likes, and for once, it rings true. The sophistication of the dash, in attractiveness at least, is in a different league to the mainstream opposition. It’s functional too – the centre console might look like the front of a 10 year old PC, but you can plug all manner of things into it, and the slick switchgear above makes a mockery of those used in the new Vauxhall Corsa.

Which isn’t to deny the presence of some obvious compromises – encountered in some hard, scratchy plastic atop the dash – but these hide in plain sight. Were it built from toffee, the layout would still impress.

The seating follows suit. Mazda claims it has offered a driving position modeled on the posture astronauts adopt in zero-G – make of that what you will, but certainly it feels praiseworthy, and lower slung than most of its rivals, too.
The previous 2 funneled rear seat occupants into contorted knee bends; here, with proper rear doors and a surprisingly generous roofline, the origami expected of adults is minimal. Once inside, an additional 80mm of wheelbase helps keep the kneecaps adrift of the front seats.

Certainly the proximity of the car’s bodywork leaves you in no doubt that you’re still in a supermini, but clearly this is a bigger, plusher 2 than Mazda buyers have been offered before. Repeat buyers will find the enhanced maturity weaved into the driving experience.

The 2’s previous benchmark – a result of its blood ties – was the Fiesta; now, convincingly, it’s the Volkswagen Polo. The spunkiness and dinky verve evinced by its predecessor have been papered over by sure-footedness, ease of use and enhanced rolling comfort.

Less of a driver’s car then as a result – but one you could spend relentless hours in without complaint. Tellingly, Mazda has adjusted the suspension’s castor angle for a German-branded straight line sure-footedness.

It’s countered the subsequent deadening effect with a quicker steering rack, although truthfully the weight-up of effort isn’t quite as convincingly linear as Mazda imagines it is. The lasting impression, ratified on the conspicuously few available corners made available, is of an over-assisted rack and a chassis with an obvious stability bias.

That’s mostly okay though, because Mazda’s powertrains all implore you to drive in measured style. Neither 1.5-litre engine is an epitome of spiritedness; both favouring a calculated build-up of revs, from what is an initially hesitant throttle pedal. Predictably, it’s the usability of a productive mid range that’s favoured here – straying beneath 2500rpm or above 4500rpm is respectively unwise and unwarranted, no matter which fuel you’re burning.

Ultimately, the 89bhp petrol (the likely big seller) edges the diesel in the kind of well-mannered performance you’d want from a supermini –especially as it comes with 62.7mpg potential – although the latter, with 10.1 second to 62mph performance and a 50lb ft torque advantage, wouldn’t make for an outlandish choice if you’re considering a supermini for serious motorway miles.

Should I buy one?

Mazda hasn’t provided us with the prices that would inform a decision, but the signs here are certainly promising. The maturity and finesse emanating from the cabin is underwritten by the drive experience; a refined, everyman-pleasing medley of usability and deceptive straightforwardness.

The 2 feels ready-made for urban commutes, and while there’s precious little to get your teeth into should you choose to take the long way home, this is still a supermini of very few rough edges. The definitive verdict awaits a UK drive, of course, and doubtless some match-ups with the usual contenders – but until then, the new 2 seems in fine fettle.

Mazda 2

Price TBC; 0-62mph 9.4 seconds; Top speed 112mph; Economy62.7mpg; CO2 105g/km; Kerbweight 1050kg; Engine type, cc Four cylinder, 1496cc, petrol; Power 89bhp at 6000rpm; Torque 109lb ft at 4000rpm; Gearbox Five-speed manual

[reckoner00]

[Rendering] - Mazda 2 MPS

[Mrodrigues]

[Mrodrigues]

[Rosmano]

[Mrodrigues]

3 volumes e sgmento B não jogam, impossivel fazer melhor.

[zQuatro]

Pois... Parece um sabonete

[lss911]

Possivelmente o sedan utilitário mais bonito dos últimos 20 anos...

[MGomes]

Para o tipo de carro que é até está bastante bem conseguido.

[Pneucareca]

RENDER de uma versão SW:

[reckoner00]

Mazda 2 Sedan

[Bravo2011]

Sedan neste segmento tem sempre "limitações" e fica quase sempre com proporções "estranhas".
Mas a Mazda conseguiu fazer um modelo relativamente atraente. Já tive um sedan B (FIAT Linea) e este era um bom "substituto".

[MRF]

O carro está formidável parabéns mazda.

[reckoner00]

Autohoje - Mazda2 já tem preços

A nova geração do utilitário chega no fim de fevereiro ao mercado nacional com preços a partir dos 13 430 euros.

A Mazda está a apresentar o Mazda2 que estará disponível em Portugal a partir do final de fevereiro para já apenas com o motor a gasolina 1.5 Skyactiv-G nas variantes de 75, 90 e 115 cv, na carroçaria hatchback de cinco portas (e exclusivamente associado a uma caixa manual de cinco velocidades). O mais acessível é o Mazda2 HB 1.5 Skyactiv-G com 75 cv, no nível de equipamento Essence, que é proposto por 13 430 euros. A aposta comercial vai principalmente para a opção de 90 cv, que no nível Evolve chega por 16 225 euros. O mais potente com 115 cv chega a partir dos 18 227 euros.

O “2” dispõe de um pack High Safety, que inclui o sensor de deteção de ângulo morto, sistema automático de máximos, chave inteligente, luzes LED, luzes diurnas LED e Active Drive Display, em troca de 1385 euros. Há ainda o pack Navi, disponível nas versões Evolve e Excellence, que custa 400 euros. As opções Diesel só deverão estar disponíveis em maio ou junho.

O Mazda2 anuncia consumos a começarem nos 4,5 l/100 km e emissões de CO2 de 105 g/km no caso da versão de 75 cv (às 6000 rpm) e 135 Nm de binário (às 3800 rpm).

Não perca o Ao Volante com o Mazda2 no Autohoje desta semana.

[ttrodrigues]

Autohoje - Mazda2 já tem preços

O artigo está incorrecto.

O motor 115cv terá caixa de 6 velocidades e não de 5 com os restantes motores abaixo dos 100cv. Em relação a preços, penso que está competitivo.
Só não sei o porquê da demora do motor a diesel. Não é que seja comprador desses motores, mas assim prejudicam as vendas do modelo.

[Rysio]

O sedan vem para Portugal, ou só hatchback? Este motor é o mesmo motor atmosférico do Mazda 3, certo? Que também ainda não está disponível a diesel...

[Mrodrigues]

O artigo está incorrecto.

O motor 115cv terá caixa de 6 velocidades e não de 5 com os restantes motores abaixo dos 100cv. Em relação a preços, penso que está competitivo.
Só não sei o porquê da demora do motor a diesel. Não é que seja comprador desses motores, mas assim prejudicam as vendas do modelo.

De facto há lapso no artigo, e infelizmente não é caso unico, mas não me parece que o posicionamento seja tão competitivo, pelo menos é a leitura que faço para os equipamentos não incluidos, antevejo odiesel com preços a começar nos 20.500/21.000 (essence), logo, bem mesmo sem os extras mencionados, 22.500/23.000 com o nivel superior, demasiado a meu ver para a motorização mais desejada.

[MAzdaNIAx]

o Sedan deve continuar exclusivo para a Tailândia (nem no Japão está disponível)

quanto ao diesel é sempre o mesmo motor... ainda vai chegar primeiro no 2 do que no 3

[Mrodrigues]

o Sedan deve continuar exclusivo para a Tailândia (nem no Japão está disponível)

quanto ao diesel é sempre o mesmo motor... ainda vai chegar primeiro no 2 do que no 3

E simultaneamente no CX3, tambem previsto para Junho.

[ShakesBeer]

Está muito bom este Mazda. Sempre tive um carinho pela marca por causa do mx-5 mas esta nova linguagem de estilo está excelente e aparenta qualidade.

A colocação do botão sport está original. Digam-me uma coisa, existe alguma parecia entre BMW e a Mazda? Denoto algumas parecenças.