Small cars are getting bigger in every way.
Not only are they growing in size, they're growing in popularity.
Given the rising cost of petrol, it probably won't surprise to learn that sales of city cars (or "light" cars as the industry defines them) are growing at twice the rate of the new-vehicle market.
Indeed, light cars now account for one in five new passenger vehicles sold and are the second biggest category behind small cars (Toyota Corolla-sized vehicles). They even outsell the old favourites, the Holden Commodore and Ford Falcon.
There are 22 cars to choose from in this hotly contested class but, with the arrival of the new Honda Jazz, we've decided to test it against only the best of the bunch.
We've deliberately chosen cars that would get four- or five-star crash-protection ratings, which means downsizing is no longer a compromise on safety.
In our opinion all four of these cars are the best examples of the breed. Here's how they compare.
Also see ourearlier multi-car comparison, which includes more competitors but was conducted before the arrival of the new Honda Jazz and Mazda2.
Honda Jazz VTI, RRP $18,150; Price with all available safety equipment $19,250
The new Jazz range starts from $15,990 for the 1.3 manual but we've tested the most popular choice among buyers, the base model 1.5-litre automatic. Its price is a not-so-basic $21,490 - that's Toyota Corolla money - but it has the most standard equipment, power and room here.
Curtain airbags are generally optional on cars in this class, but they are standard on this model Jazz and the dearer flagship version (they're still a $1000 option on the cheaper 1.3).
The downside to its otherwise impressive safety gear is that stability control doesn't become standard fitment until some time in the next 18 months.
The new Jazz is bigger than its predecessor and has the roomiest back seat here by far (knee room rivals almost that of a Ford Falcon, according to our tape measure).
Because it has a clever folding rear seat, which stows flat into the floor, it also has by far the most cavernous cargo space. There's one metre of space between the stowed seat and the roof; it's huge. Incredibly, despite the low floor and low load height, Honda has managed to fit a full-sized spare in the boot. Top marks for that.
As always, the Honda's cabin controls impress with their clear layout, simple functionality and modern look. The plastic on the dashboard and door panels, however, looks a bit cheap; Honda has put a fabric insert on the top edge of all four doors so you don't get sore elbows.
Cabin storage is excellent. It has a twin-lid glovebox, and pockets and drink-holders galore. As with all the cars here, the interior door pulls double as a pocket for a mobile phone or coins.
Map lights and a light in the middle of the roof are standard on this model, as are steering wheel audio controls. The driver also gets a one-press auto up and down power window switch (the Mazda is the only other car here with this feature, the others are auto down only).
Forward visibility is excellent thanks to the van-like windscreen and front quarter windows, and the overshoulder view is also good thanks to the convex side mirrors. Rear three-quarter visibility when parking is obscured a little by the small-ish side windows.
The previous Jazz was criticised for having too-light steering and too-soft suspension. The new model addresses that, with good steering feel and suspension that better deals with bumps, although the suspension is a little on the loud side.
The engine has more power than its rivals and the Jazz is the only car in its class with a five-speed auto (it's no longer a CVT in our market). Around town, you need to push the throttle a little further to get the most out of the engine and, even then, the power is near the top of the rev range. The other three cars here have more power down low and require less throttle to get moving. So, the Honda's numbers look good but they didn't deliver the advantage we were expecting.
Further, the higher revs (which you need because the new model also put on 45 kilograms, making the Jazz the heaviest among its peers) tend to blunt fuel economy. The previous Jazz was a fuel miser but the consumption of the new model has lost this advantage and consumption is now on par with its peers.
We averaged about 10 L/100 km around town, and about 7 L/100 km on the open road.
During three refills, the onboard trip computer was optimistic about how much fuel the car used. It undercalled consumption by between 10%-12%.
An example: it said we used 5.8 L/100 km but we actually used 6.5 L/100 km.
We find this odd. Surely the car knows exactly how much fuel it's using?
Country of origin: Thailand
Engine: 1.5-litre four-cylinder
Power: 88k W and 145 Nm
Transmission: Five-speed auto
Economy: 6.7 L/100 km
Weight: 1115 kg
Turning circle: 10.4 metres
Safety: Dual front, side and curtain airbags and anti-lock brakes are standard. Stability control not available.
Service intervals and av cost: 10,000 km, $300
Spare tyre: Full-sized spare
Replacement tyre: Goodyear GT3 175/65R15 $160
Insurance:* $1228 a year
* Insurance assumes agreed value, finance, used privately, 26-year-old female driver with a clean driving record. Source: RACV
Mazda2 Neo, RRP $18,150; Price with all available safety equipment $19,250
The Mazda2 is almost a year old, but it still looks brand new. It was the last model in the Mazda range to get the company's modern-design treatment.
And it's worked a treat.
The Mazda2 is the third bestselling car in this class behind the Toyota Yaris and Hyundai Getz, but styling is only part of the reason for its sales success.
It has the sharpest price, the sharpest handling, the zippiest engine and the most available safety features.
It is the only car among this quartet that offers stability control; it is part of an optional $1100 safety pack that includes curtain airbags.
Significantly, even with this option, the Mazda2 is still cheaper than its rivals when they, too, are equipped with their extra safety features.
A three-door Mazda2 priced from $15,750 went on sale earlier this year but the five-door we've tested is the most popular version.
We enjoyed getting reacquainted with the baby Mazda as it reminded us why it won the light-car class in last year's Drive Car of the Year awards.
But alas, as with all cars, there are points of difference.
The base model Mazda2 is the only car among this group to not have steering wheel audio controls, and it doesn't get map lights. It has the least knee- and head-room in the back seat, the high rear-side windows restrict vision when parking, and there's a skinny spare tyre in the boot.
For those who live in the city and suburbs a temporary tyre may matter little, as you only need it to limp to the nearest tyre shop. But they're certainly not ideal if you live outside suburbia or find yourself with a flat tyre on a winding, wet, country road.
The Mazda2 doesn't have as many cabin compartments as the Jazz or the Yaris but there's enough oddment storage space to suit most people's needs. We're not a fan of the exposed glovebox which allows you to poke magazines or other stuff out the top in front of the airbag but Mazda figures most buyers will keep their belongings tucked away.
Not much has changed since the model went on sale in September last year, but about six months ago Mazda introduced larger wheels and tyres on the base model, following criticism of the wet-weather grip of the original rubber. We've got to say it was worth the effort, and Mazda deserves praise for making the rapid switch. The new wheel trims look good, too.
The quality of the Mazda2 is impressive. The cabin instruments are clear and fuss free. And it just feels so easy to drive.
The engine requires little prodding to get moving, and the car feels really secure on the road. The tyres and suspension are the best among this group when it comes to dealing with speed bumps but it can feel a little firm but not uncomfortable on rough roads.
Country of origin: Japan
Engine: 1.5-litre four-cylinder
Power: 76 kW and 137 Nm
Transmission: Four-speed auto
Economy: 6.8 L/100 km
Weight: 1032 kg
Turning circle: 9.8 metres
Safety: Dual airbags and anti-lock brakes are standard but an $1100 safety pack (which we recommend) adds front-seat side airbags, curtain airbags and stability control.
Service intervals and av cost: 10,000 km, $280
Spare tyre: Space saver
Replacement tyre: Toyo R27 185/55R15 $190
Insurance:* $958 a year
Suzuki Swift, RRP $17,990; Price with all available safety equipment $19,990
If you think this car looks, at a glance, a bit like a Japanese interpretation of a new Mini, you'd be right.
Suzuki, a small-car specialist, is big in Japan but this Swift was designed to conquer Europe and the rest of the world.
And, so, it has cute looks and agile handling, combined with 'made in Japan' quality.
The Swift has been a success in Australia, too, accounting for almost 60% of the brand's sales locally and the driving force behind its growth in recent years.
The Swift still looks fresh, even though it is the oldest car in this group. It was introduced in 2005 and an updated model arrived about a year ago. The changes were subtle: new tail-lights, front bumper and wheel covers were about it.
Prices start from $15,990 for a manual five-door hatch but we've tested the $17,990 auto, which is the most popular model.
Standard safety equipment includes dual front airbags and antilock brakes. To get curtain airbags you have to pay $2000 more for the Swift S, which also comes with alloy wheels and fog lights. Stability control is only available on the manual-only Swift Sport 1.6, which costs $23,990.
It's unfortunate that Suzuki has made curtain airbags a $2000 option by bundling them with other features.
Toyota charges $750 for curtain airbags as a stand-alone option and also includes a driver's knee airbag, and Mazda charges $1100 for curtain airbags and includes stability control in the deal.
Apart from these criticisms there is much to like about the Swift. It has longer service intervals than the other cars here (15,000 km instead of 10,000 km). It has the quietest engine and the most refined tyres and suspension. It has the equal-best turning circle (with Yaris) and, like the Mazda, is easy to get moving.
A neat feature: it is the only car in this group with two-stage unlocking.
That is: only the driver's door opens with the first press of the button.
Press twice and all doors unlock. This is handy for personal security when returning to the car late at night.
The Swift has the least amount of cabin storage (the door pockets are too thin) and the rear three-quarter view when parking is restricted a little by the small side windows.
But it gets a nice leather steering wheel with audio controls, large sun visors and a regular fuel gauge (the Mazda and Toyota have digital fuel gauges). Quality is good.
The electric power steering can get heavy momentarily when parking, but otherwise it's fine.
As with the Mazda, the Swift comes with a space-saver spare tyre so the same criticisms apply. There's room for a full-sized spare but Suzuki has instead opted for a bigger boot.
The Swift is a great little car but there is one point of difference you won't find in the brochure. The NRMA, NSW's equivalent of the RACV, found the Swift was the most expensive light car to repair after a low-speed front-end shunt.
Nonetheless, the RACV ranks it as equal cheapest to insure, alongside the Mazda2.
Country of origin: Japan
Engine: 1.5-litre four-cylinder
Power: 74 kW and 133 Nm
Transmission: Four-speed auto
Economy: 6.7 L/100 km
Weight: 1060 kg
Turning circle: 9.4 metres
Safety: Dual front airbags and anti-lock brakes are standard. Front-seat side airbags and curtain airbags are standard on the Swift S model, which is $2000 dearer. Stability control not available.
Service intervals and av cost: 15,000 km, $250
Spare tyre: Space saver
Replacement tyre: Bridgestone RE080 185/60R15 $180
Insurance:* $958 a year
Toyota Yaris, RRP $19,690; Price with all available safety equipment $20,440
In the budget-car car class it is rare for one of the most expensive models to be the best-seller, but that's the case with the Toyota Yaris. It has been the top model since it went on sale in November 2005.
As with the Honda Jazz, the Yaris is available with a 1.3-litre engine and prices start from $15,190 for a three-door hatch.
But the 1.5-litre five-door YRS automatic, priced from $19,690, we've tested here is the biggest-selling Yaris variant.
The Yaris is made in Japan but it was designed in Europe, which is why, from some angles, it has some Peugeot flair to its flanks.
Inside, it looks like a spaceship.
There is a digital instrument cluster in the middle of the dash, which displays the speed in exact figures (rather than gauging a needle on a dial). Some drivers don't like this, but for what's it's worth, we're fans. In this era of fixed speed cameras, low tolerances and strict enforcement with harsh penalties, there is no ambiguity in a digitised number.
The quality of the fabrics are top notch. Toyota has used wetsuit-style material on the seats and doors.
The latter is handy for elbow comfort.
Storage cubbies abound. There are more compartments in this car than any of its rivals. You'll never find the meter money again.
Visibility all around is good, and the Yaris is second in cabin roominess only to the Jazz. But it still has more back-seat room than the other two cars.
Cleverly, the rear seat is on rails (the only car here with this feature) so you can slide it forward or back depending if you need to carry people or cargo. That said, the boot is pretty small but it houses a full-sized spare wheel and tyre. And there are two under-floor storage pockets.
A mildly face-lifted Yaris is due in showrooms next month but there are no technical changes. It gets a new front bumper and tail-lights. Curtain airbags will remain a $750 option and come with a driver's knee airbag, the only car in this class with this feature.
Stability control, however, is not an option. It's due within the next 18 months.
Uniquely, Toyota has capped the price of routine servicing for the Yaris to $120 for the period of the warranty.
This is a good deal as service prices vary wildly (see table). The price is fixed because Toyota picks up the tab on the balance of the dealer's cost. It can do this because it sets aside part of the car's original purchase price.
So it's worth noting that while the cost of servicing is cheaper, compared with the Mazda at least, you're paying more for the car in the first place. If you can haggle on the Yaris purchase price, this would make the $120 service deal more attractive.
One warning: the cost of the genuine replacement tyres is expensive, ranging from between $160 to $190 a tyre - this amounts to highway robbery.
Country of origin: Japan
Engine: 1.5-litre four-cylinder
Power: 80 kW and 141 Nm
Transmission: Four-speed auto
Economy: 6.7 L/100 km
Weight: 1055 kg
Turning circle: 9.4 metres
Safety: Dual front airbags and anti-lock brakes are standard. Front-seat side airbags, curtain airbags and a driver's knee airbag are a $750 option. Stability control not available.
Service intervals and av cost: 10,000 km, $120
Spare tyre: Full-sized spare
Replacement tyre: Dunlop SP2030 185/60R15 $190
Insurance:* $1068 a year
Verdict
We would genuinely, happily recommend any of the cars here, and would encourage any buyer to choose whichever car they fancy. We recommend buying curtain airbags, too, to prompt other brands to introduce these potentially life-saving features on their light cars.
We've ranked the fab-four in the following order.
The Jazz was, surprisingly, first off the list because, for all its merit, it is simply too expensive and is the most expensive to insure. That said, if you want the roomiest car here, it's a worthy proposition.
Had we tested the 1.3-litre Jazz GLi auto fitted with the $1000 safety pack ($18,990), and had it performed adequately, the Jazz would likely have ranked second.
The Swift is a class act, but its cabin is shaded in this company, and curtain airbags are an expensive option.
That leaves the Toyota Yaris and the Mazda2. Both excellent cars for different reasons and we can see why people would prefer one over the other.
I like the Yaris's digital speedo, roomy cabin, full-sized spare and fixed-priced servicing, but the Mazda2 gets over the line in our judgement because it is cheaper to buy and run, has more available safety equipment, and is more fun to drive.
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