Light car comparison: Mazda2 v Volkswagen Polo v Honda Jazz v Toyota Yaris

Small is big in the modern motoring world, even if the little car sales figures have been tempered in recent years as budget conscious buyers look at the new breed of compact SUVs.

While there's been enormous growth from the luxury brands downsizing – cutting into the territory once solely occupied by mainstream brands – the traditional combatants at the lower end of the market have been finding life tougher.

More models, more features and more convincing entrants have sharpened the focus for a segment that does little for company profits but is an important entrée to a brand.

The result has been intensified competition, something that leads to better value.

In this four-way shootout we've compared a quartet of the newest and most popular city cars. In each case we've chosen the most affordable models fitted with an automatic transmission that these days account for more than three quarters of deliveries.

From Honda is the all new Jazz while Mazda has matched it with a new generation 2.

At the same time Volkswagen has updated its Polo and Toyota restyled its Yaris.

All are five-door hatches, by far the most popular body style now that many have eschewed the once popular three-doors.

Honda Jazz VTi

Space has always been the Jazz's forte and it's no different with this third generation model. At a shade under four metres long it's in the middle of the mix once the tape measure is applied. But it sits taller than its rivals, albeit by between only 1.5cm and 3cm.

But designers and engineers have teamed up to cleverly use every millimetre inside. There's ample headroom up front and it carries through with decent space in the back. There's also the sort of rear leg room some vehicles from the next class up can't match. If carrying people is high on your agenda the Jazz is hard to beat at this price level.

Speaking of which, entry to the auto Jazz lineup starts at $16,990, plus on-road and dealer costs. Impressively that price includes a reversing camera as well as cruise control, six airbags and LED tail lights.

However that's only for red ones, with all other colours attracting a $500 premium.

Honda's capped price servicing requires the car to be checked every six months; over three years and 60,000km it means the first three years of ownership will cost about $1800.

The Jazz also has by far the most functional folding seats, with rear seat bases that lift, allowing for a tall, wide item where the back seats were. Or you can fold the floor flat for broader loads.

Combined with generous storage binnacles (there are five alone in the centre console) and a stylish dash and steering wheel that does a good job of masking some cheap-feeling finishes, it makes the Jazz a tempting proposition.

But there are gripes with the Jazz, especially with the colour touchscreen. Its button-less flat screen may have aesthetic appeal, but adjusting the volume is never a quick process and some of the menus make otherwise simple tasks an extra push or two away.

The Jazz also compromises on how it drives. While light and easy, the steering can be slow to respond initially and there's noticeable tyre noise as speed increases; on less than perfect country roads there's a genuine din in the cabin not helped by suspension thumping over bumps. Throw in suspension that struggles to deal with big body movements at higher speeds and the Jazz is best kept to city duties.

That said its 1.5-litre engine is a willing unit that matches beautifully to the CVT transmission. With no fixed ratios the auto matches engine speed to the conditions, making optimum use of the modest but enthusiastic 88kW and 145Nm. It's quick to respond to throttle movements and ultimately makes effective progress.

Claimed fuel use is 5.8 litres per 100km and over our combined road test loop the Jazz averaged 7.0L/100km.

Honda Jazz VTi

Price: $16,990

Engine: 1.5-litre four-cylinder

Power: 88kW at 6600rpm

Torque: 145Nm at 4600rpm

Transmission: CVT auto

Fuel use: 5.8L/100km

Length/width/height/wheelbase (mm): 3996/1694/1524/2530

Mazda2 Neo

The 2 has long been a light car favourite – regularly topping sales for the segment – so brings big expectations. The latest model brings the latest range of fuel saving features that Mazda markets under the SkyActiv banner. Key to it is a 1.5-litre four-cylinder engine good for 79kW and 139Nm.

It's a sweet unit that revs cleanly all the way to 6800rpm and with good noises kept at a low level, making for perky progress. Teamed to an intelligent six-speed auto the 2 makes for an easy around-town companion that rises to the occasion when more is called for. However the transmission's Sport button – the first in a modern Mazda – changes the auto shift pattern markedly, perhaps too much so for regular driving; the livelier throttle response, then, can be overshadowed around town by the transmission's tendency to hang on to lower gears.

It has a frugal thirst, though, with claimed consumption of 5.5L/100km; on our drive it used 7.1L/100km.

Those wanting to reduce fuel bills further can opt for the more expensive models, which use the same engine but with a different exhaust system that liberates an inconsequential 2kW of power but a more substantial 11 per cent claimed fuel saving that reduces the claimed figure to 4.9L/100km. That engine also gets stop-start as part of its fuel saving armoury.

Excellent dynamics complete the driving equation for Mazda. A chunky steering wheel is light to twirl at city speeds yet consistently and reassuringly weighted at higher speeds.

Grip levels are high, too, and while there's some suspension noise and ever present tyre roar (albeit less obvious than the Honda's) the 2 has excellent body control that makes it fun as well as competent.

The 2 is also sharply priced, at $16,990 (plus costs), which brings six airbags and, impressively, that price covers all eight colours except the deep red (Soul Red) that adds $200.

Mazda service intervals are 10,000km or 12 months. So if you're travelling 20,000km annually you'll be getting it checked every six months, but those travelling less will pay less in servicing. Assuming the former, the cost to keep it maintained is just shy of $2000 for the first three years.

There are some neat touches on the Mazda too, such as the three rear seatbelt reminders – a rarity in the class. Along with the Polo it has an optional city braking function ($400) that can automatically apply brakes up to 30km/h to avoid a crash; it's more about stopping minor nose-to-tail crashes than saving lives but is a handy feature for the texting generation.

The quality of the interior is fantastic as well, even if the central control screen looks like an afterthought. Carbon-fibre-inspired finishes look classy enough and there's an elegant mix of silvers and greys.

At the same time though, there are omissions. A reversing camera is an expensive option (circa $800) and cruise control (fast becoming the norm in the class) is only available on the Maxx that costs $2000 more.

In the rear the 2 has average head room and tight-ish leg room. Kids also won't appreciate the high windowline that makes side vision difficult.

Mazda2 Neo

Price: $16,990

Engine: 1.5-litre

Power: 79kW at 6000rpm

Torque: 139Nm at 4000rpm

Transmission: 6-speed auto

Fuel use: 5.5L/100km

Length/width/height/wheelbase (mm): 4060/1695/1495/2570

Toyota Yaris Ascent

The Yaris (and Echo before it) once dominated the light car segment. But that market share has been eroded, so even if it's still one of the better sellers the Yaris doesn't enjoy its former prime position.

This latest update, then, is about refocussing attention on the hatch, which adopts the Euro-inspired X nose design, along with some extra gear.

At $17,290 (plus costs) it's a fraction more than the Jazz and 2 but in a very un-Toyota move all Yaris models come with a reversing camera (it surely can't be long until the Corolla and RAV4 follow suit), offsetting the $300 premium. Cruise control and a colour touchscreen are also part of the deal.

That price is for three of the colours (red, white and yellow) with the remaining six adding $465.

One less obvious pricing win for the Yaris is with servicing. Because Toyota subsidises the capped price servicing, the cost of scheduled maintenance is less than half that of its rivals – $780 over the first three years.

But all is not rosey. The interior of the baby Toyota has some cheap-looking plastics that suggests cost cutting has taken precedence over keeping buyers content; the dash and instruments are bland and it even uses a single wiper blade rather than the traditional pair.

It's beneath the skin, though, where the Yaris has the biggest chinks in its armour. Its 1.3-litre four-cylinder is the least powerful here, with just 63kW. It's teamed to a four-speed auto that doesn't have the best relationship with the engine; at 80 or 90km/h, for example, it's constantly shuffling between second and third gears, revving the engine hard as it clunkily drops down a ratio.  

Performance, too, is leisurely and you're often left prodding the right pedal to the floor to maintain progress in cut and thrust traffic.

Cementing it as sub-par is real world fuel use that can be well in excess of the 6.3L/100km (itself less than impressive); we used 8.1L/100km.

A chunky steering wheel feels good and the Yaris is well behaved through bends, albeit with some noticeable leaning if you ramp the pace up. It's fun and agile but ultimately not nearly as composed as the 2 or Polo.

Toyota Yaris Ascent

Price: $17,290

Engine: 1.3-litre four-cylinder

Power: 63kW at 6000rpm

Torque: 121Nm at 4400rpm

Transmission: 4-speed auto

Fuel use: 6.3L/100km

Length/width/height/wheelbase (mm): 3905/1695/1510/2510

Volkswagen Polo 66TSI Trendline

A former Drive Car of the Year winner, the Polo that first arrived here in 2010 brought a maturity no light car could get near. And it's still an impressive device, recently sharpened with new lights and bumpers as well as an equipment refresh.

Pricing is better than it's ever been at $18,790 for the auto tested here, but the Polo still brings a price premium. For that you get cruise control and six airbags and a choice between white or blue. The four metallic hues add $500.

But it's underneath where this updated Polo has changed most thanks to the addition of new engines, including a four-cylinder turbo for the entry-level Trendline.

On paper the new engine doesn't make for a great sales pitch, with this entry-level 1.2-litre good for a diminutive 66kW – just 3kW more than the engine it replaces.

But claimed fuel use has dropped by 20 per cent to just 4.8L/100km, the most efficient of its rivals. It's the only one of our quartet with a stop-start system that automatically shuts the engine down when stationary.

The addition of a turbo, too, beefs up performance in the middle engine revs. There's a handy 160Nm to play with – more than its three combatants - and it's on tap from just 1400rpm, making for good response around town. It endows the Polo with thoroughly respectable go.

Not as endearing is the seven-speed DSG auto, which shifts cleanly and smoothly at speed but is still prone to inconsistent take-offs around town.

It also requires premium unleaded, which typically costs about 10 percent more than the regular brew. So even though it was the most efficient on test at 6.8L/100km you have to factor in the higher fuel costs.

Volkswagen has the most expensive services but stretches its intervals to 15,000km or 12 months. Using the 20,000km annual mileage it means three years of ownership will cost almost $2200. But if you're travelling less than 15,000km there are annual services.

While the facelift may have sharpened the exterior, inside the Polo has done away with some flair. While the upmarket finishes fit together beautifully and everything is functional – including the touchscreen with its six main menu buttons – the dark grey tones dominate and make the cabin feel bland. Gone are most of the metal-look flecks that added pizazz to a well thought-out cockpit and in are finishes that look as though the beancounters have won an argument.

Cleverness is commonplace in the Polo, though, from the split boot floor to the low-level rear windows that kids will appreciate for the extra vision they bring.

Thankfully the driving dynamics are unchanged, which translates to one of the better mannered tiddlers on the market. There's a composure that works as well over pockmarked back streets as it does on a flowing succession of bends. The Polo's ride, in particular, is a step above its rivals.

The steering is light but precise enough and while the body is prone to some leaning it's generally well managed.

It's also the only one with disc brakes at the rear, really only an advantage under punishing or prolonged braking conditions.

Volkswagen Polo 66TSI Trendline

Price: $18,790

Engine: 1.2-litre four-cylinder turbo

Power: 66kW at 4400-5400rpm

Torque: 160Nm at 1400-3500rpm

Transmission: 7-speed twin clutch auto

Fuel use: 4.8L/100km

Length/width/height/wheelbase (mm): 3972/1682/1453/2470

VERDICT

It's honest, keenly priced and with solid ownership prospects but that's not enough to make the Yaris stand out. Throw in a thoroughly underwhelming drivetrain and a compact body and it relegates the entry-level Toyota to the bottom of our quartet.

From there it's a sizeable step up to the Jazz. While it's a clear leader in its interior functionality and space and brings an impressive engine to the table, the baby Honda gets some black marks for the way it deals with anything but perfect surfaces.

Bowing down from the top step of the podium with a highly credible second place is Volkswagen's Polo. While it's taken a step back in its interior presentation, it still drives with poise and has a flexible turbocharged engine only let down by some auto transmission qualms in city driving.

That leaves the Mazda2, which delivers a class leading combination of value, functionality, style and driving nous to a highly competitive segment. An extra feature or two would stretch its slender but decisive margin.