| Skip ahead: | |
| Summary | Design |
| Value | Interior |
| Fuel Efficiency | Infotainment |
| Ownership Costs | Drive Comfort |
| Safety | Verdict |
2026 Mazda 2 G15 GT hatchback
A lot has changed in 12 years, but at least one thing has remained consistent in Australia’s new-car market: the venerable Mazda 2 city car.
First launched in Australia in October 2014, the current, third-generation Mazda 2 hasn’t gone completely unchanged, with two major facelifts among minor changes that usually occur every 18 months or so.
The last update occurred in December 2024, when the entry-level Pure grade was discontinued in Australia – despite it being the most popular version – and more features were added to the Evolve grade.
It is now priced from $27,290 before on-road costs, although we’ve jumped behind the wheel of the $28,490 G15 GT flagship grade to see whether the Mazda 2 has passed its use-by date or is still a worthy contender against newer rivals.
| Key details | 2026 Mazda 2 G15 GT |
| Price | $28,490 plus on-road costs |
| Colour of test car | Machine Grey |
| Options | Premium paint – $595 extra |
| Price as tested | $29,085 plus on-road costs |
| Drive-away price | $33,260 (VIC) |
| Rivals | Toyota Yaris | Volkswagen Polo | Skoda Fabia |
Standard across the Mazda 2 range are 16-inch alloy wheels, LED headlights and daytime running lights, climate-control air conditioning, rain-sensing wipers, push-button start, rear parking sensors, and a leather-wrapped steering wheel, gear shift knob and handbrake handle.
The 7.0-inch infotainment touchscreen highlights the age of the Mazda 2, with the same system in use since the vehicle launched in Australia nearly 12 years ago – albeit with the addition of wired-only Apple CarPlay and Android Auto in 2019.
Although it was recently discontinued in Japan, Mazda’s newer infotainment system – on a larger 8.8-inch widescreen display – was offered in the Mazda 2 following a 2023 update, yet has not been offered in Australia.
After being absent for three years, it’s safe to say that we can probably rule out this newer system ever becoming available in Australia in the Mazda 2 (and the CX-3), but it would go a long way in modernising the car.
Sure, the current system ticks the boxes if you’re after a back-to-basics car: AM/FM/DAB+ radio, built-in satellite navigation, Bluetooth connectivity, and six speakers.
However, 7.0 inches is now a tiny size for in-car displays – only a Toyota LandCruiser 70 Series has a smaller screen – and the resolution looks similar to an original Apple iPad, including a visible gap between the LCD and the glass.
Similarly, the graphics and processing power are straight out of the 2010s, the rotary dial makes it difficult to control the infotainment system – especially if you’re using smartphone mirroring – and the satellite navigation sometimes refused to load correctly.
The two USB-A charging ports also mean you might need to invest in a new cable – or dig through your drawer – if you own a newish USB-C phone, and there’s no wireless smartphone charger.
An updated instrument cluster with an actual LCD display – rather than the current motorcycle-inspired setup with a monochrome screen – and a windscreen-projected head-up display, instead of a flip-up screen, would also make a significant difference.
There is also a lack of features you’d expect in a modern car. The rear seats do not have seatbelt pretensioners or load limiters to reduce injuries in a collision, the doors do not automatically lock when you start driving, there are no heated side mirrors to clear frost on a cold morning, there is no lane-centring or tyre pressure monitoring, and there is no centre console armrest.
Standard safety features include autonomous emergency braking with vehicle, pedestrian and low-speed reverse detection – but not cyclists, motorcyclists or junction-turning – lane-departure warning, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, and traffic sign recognition.
| At a glance | 2026 Mazda 2 G15 GT | |
| Autonomous Emergency Braking (AEB) | Yes | Includes pedestrian and low-speed reverse awareness |
| Adaptive Cruise Control | Yes | Works above 30km/h only |
| Blind Spot Alert | Yes | Alert only |
| Rear Cross-Traffic Alert | Yes | Alert only |
| Lane Assistance | Yes | Lane-departure warning, lane-keep assist |
| Road Sign Recognition | Yes | |
| Driver Attention Warning | No | |
| Cameras & Sensors | Yes | Front and rear sensors, 360-degree camera |
Adaptive cruise control was made standard across the range in late 2024, which is great to see, but it is best reserved for consistent highway speeds, as it lacks stop-and-go functionality and will cut out when it falls under 30km/h.
Since 2023, the Mazda 2 has been considered ‘unrated’ by ANCAP following the expiry of its original five-star crash-test score, first achieved in 2015.
| 2026 Mazda 2 G15 GT | |
| ANCAP rating | Unrated |
It is highly unlikely the Mazda 2 would receive a high ANCAP score under current testing criteria, when even newer city-car rivals tested under stricter criteria have struggled to reach five stars.
The G15 GT adds synthetic suede upholstery with genuine leather seat bolsters, black-and-silver alloy wheels, a surround-view camera, front parking sensors and keyless door entry.
A sedan body style is also exclusive to the G15 GT, as Australia’s smallest and cheapest sedan, ahead of the one-size-up Hyundai i30 Sedan, Mazda 3 and Kia K4.
Mazda Australia’s five-year/unlimited-kilometre warranty covers the Mazda 2 range, along with five years of complimentary roadside assistance.
Servicing is required every 12 months or 15,000km, averaging $458 per service over a five-year period, compared with $265 for the Toyota Yaris Hybrid.
| At a glance | 2026 Mazda 2 G15 GT |
| Warranty | Five years, unlimited km |
| Service intervals | 12 months or 15,000km |
| Servicing costs | $1359 (3 years) $2290 (5 years) |
Since it launched in Australia in 2014, the Mazda 2 has been offered with its 1.5-litre naturally aspirated four-cylinder petrol engine, which means it’s a known quantity that shouldn’t bring any reliability dramas.
Minor tweaks over the last 12 years have seen its outputs settle at 81kW and 142Nm, when matched with a six-speed automatic transmission – the only choice since late 2024, when the entry-level manual Pure grade was axed.
At lower speeds, where a car like this is likely to spend most of its time, the engine works well, even if it isn’t as peppy as turbocharged, hybrid or electric alternatives.
However, at higher speeds, engine noise enters the cabin as the transmission hunts for gears and revs climb.
A three-cylinder turbo Volkswagen Polo or a Skoda Fabia offers a more refined driving experience than the Mazda 2, although I prefer the Mazda’s traditional automatic over the dual-clutch transmission in the Volkswagen Group models.
The current Mazda 2 has always been a nice steer, and the 2026 model is no exception, with great dynamics and an acceptable, though slightly firm, ride quality.
In terms of driver comfort, the seating position was a little bit higher than I would like, and the seat itself isn’t as comfortable as Mazda’s newer models for longer trips.
The lack of a centre armrest also made long-distance driving less enjoyable than it could be.
Travelling in the rear seats is best left for shorter journeys, as there are no air-conditioning vents, USB charging ports or fold-down centre armrest, and when sitting behind my 182cm driving position, I had minimal leg, head and toe room.
| Key details | 2026 Mazda 2 G15 GT |
| Engine | 1.5-litre four-cylinder petrol |
| Power | 81kW @ 6000rpm |
| Torque | 142Nm @ 3500rpm |
| Drive type | Front-wheel drive |
| Transmission | Six-speed torque converter automatic |
| Power-to-weight ratio | 73kW/t |
| Weight (kerb) | 1109kg |
| Spare tyre type | Space-saver |
| Payload | 434kg |
| Tow rating | 900kg braked 500kg unbraked |
| Turning circle | 9.8m |
The official combined fuel consumption rating for the Mazda 2 is 5.0 litres per 100 kilometres, compared with 3.3L/100km for a Toyota Yaris Hybrid or 4.0L/100km for a mild-hybrid Suzuki Swift. On paper, it is more frugal than a Volkswagen Polo (5.4L/100km) or MG 3 petrol (6.0L/100km).
City driving – where cars such as the Mazda 2 are likely to spend most of their time – saw the car’s trip computer indicate a figure closer to 7.5L/100km, but after a circa-500km highway stint, it fell to 5.8L/100km by the end of the week.
| Fuel efficiency | 2026 Mazda 2 G15 GT |
| Fuel cons. (claimed) | 5.0L/100km |
| Fuel cons. (on test) | 5.8L/100km |
| Fuel type | 91-octane unleaded |
| Fuel tank size | 44L |
The heavily related Mazda CX-3 SUV, despite being an old car itself, manages to be more up-to-date than the Mazda 2.
The base $30,670 plus on-roads G20 Pure gains a more powerful engine, bigger wheels, wireless Apple CarPlay, a centre console armrest with storage, a larger, better-resolution touchscreen, LED tail-lights, an electric handbrake, auto-hold function, and stop-and-go functionality for its adaptive cruise control.
Stepping up to the $32,400 CX-3 G20 Evolve retains the Mazda 2 G15 GT’s front parking sensors and keyless door entry – but not its traffic sign recognition – and seems like a more logical choice.
The CX-3 is also one of the lowest ‘SUVs’ I’ve driven – you don’t feel any higher up than a Mazda 2 or a 3, so it’s still worth looking at if you’re not interested in buying a higher-riding new car simply for the sake of it.
| 2026 Mazda 2 G15 GT | |
| Seats | Five |
| Boot volume | 250L seats up 1109L seats folded |
| Length | 4085mm |
| Width | 1983mm (including mirrors) |
| Height | 1495mm |
| Wheelbase | 2570mm |
There’s an even more appropriate Mazda choice in this price range, though: the $31,910 plus on-roads Mazda 3 G20 Pure.
It isn’t a spring chicken either, but the Mazda 3 is a newer, safer package than the 2 and CX-3, and would be my recommendation if you have roughly $33,000 to spend on a new car and don’t want to look outside a Mazda showroom.
As standard, the Mazda 3 includes vastly improved infotainment, instrument cluster and head-up display setups – even if they’re still far from industry-leading – and genuinely delivers a ‘semi-premium’ feel while the 2 and CX-3 are ‘no-frills’.
As a current-generation Mazda 3 owner, I can also vouch for its superior driving experience, and there’s more noise, vibration and harshness (NVH) suppression.
Outside of a Mazda showroom, the Toyota Yaris or Volkswagen Polo are better contenders within the city-car segment, plus battery-electric options, including the BYD Atto 1 or Dolphin, Geely EX2, MG 4 Urban, Leapmotor B05 and GAC Aion UT.
A Yaris hybrid will deliver a level of fuel efficiency the Mazda 2 could only dream of – especially if you usually drive around town, not on the highway – while a Polo offers more refinement, even if it’s slightly dearer to buy, and then maintain.
A successor to the current model can’t come quick enough, and if more recent Mazdas are a guide, a future Mazda 2 could jump back towards the top of its class – especially if it launches with hybrid or electric power from day one.
Until then, the current Mazda 2 has well and truly past its use-by date, and if you’re favouring a Mazda badge in your driveway, its larger CX-3 or Mazda 3 siblings offer better value for money, even in their entry-level guises.
And, if you’re willing to broaden your horizons, there are a range of hybrid and electric options available – mainly from Chinese brands – that are far more competitive than the Mazda 2 in today’s evolving new-car market.
My pick? The Mazda 3 G20 Pure with the $1900-extra Vision Technology package. At $33,810 before on-road costs, it’s hard to beat if you’re after a refined car, rather than one that is simply the most fuel-efficient or one that packs in every feature for the least amount possible.
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