If you’re in the market for an affordable light hatchback under $30,000, the Mazda 2 and Kia Rio are both impressive – but in different ways.
Newsflash: not everybody wants – or can afford – an SUV. Smaller cars like these two urban runabouts from Kia and Mazda have many charms that elevate them above the ubiquitous Sports Utility Vehicle in the eyes of more than 10,000 Australians a year.
First and foremost are price, features and style. Buyers on a budget want value, but they also want their cars to look and feel special. That’s why we’re evaluating the top-spec Kia Rio here and its price-equivalent rival from Mazda.
Second come space and agility. They want a small car with a small footprint that’s no stress to drive, but it also has to have the space to accommodate their needs.
Safety is important, as is fuel efficiency, but these qualities are almost a given. Small cars are economical, and every car these days has a decent level of safety built in.
Last but not least is the ongoing pinch on the hip pocket nerve. There’s no point shopping sharply if your wallet gets bled dry trying to keep the car fuelled, serviced and insured. Running costs are important.
So, without further ado, let’s take a much closer look at the Kia Rio GT-Line hatchback and the Mazda 2 G15 Pure SP.
How much does the Kia Rio cost in Australia?
The contemporary Australian shopper in this segment requests the features and tech from the class above – just in a smaller package. Overall, Australian-specification cars are some of the best-equipped in the world. We also don’t appreciate when safety is traded as a commodity, either.
Basically, we want the burger with the lot. Throwing more gear at a light car does increase its desirability, but also the price. The segment was originally built on the premise of value for money – something that’s dwindled in recent years. It’s had enough of an effect to see the mainstays bow out from Australia, including the Honda Jazz, Ford Fiesta and Renault Clio.
Where some have left the market, others have flourished or adapted.
The most affordable Rio is the Rio S priced from $21,490 drive-away with a manual or $22,990 with an auto. Up next is the Kia Rio Sport. It’s only here where you begin to receive advanced safety-assist systems like autonomous emergency braking. The interior is given a tickle, too, with better screens and displays used throughout. It’s offered, like the other two, with either a manual or auto for $23,490 and $24,990 drive-away respectively.
Up last is our test car, the flagship Kia Rio GT-Line DCT offered for $27,990 drive-away. If you like the Sporty Blue finish, it comes at a cost of $520, alongside another four other premium colours. The main reason for choosing the GT-Line is not colour, however, but rather the peppy 1.0-litre turbocharged three-cylinder engine that comes at this grade.
There’s a different auto, too, with the six-speed torque-converter automatic of lower grades swapped out for a quicker seven-speed dual-clutch transmission.
The Kia Rio GT-Line’s performance is not the only thing that’s been massaged, with a sports exterior styling package introducing a new bumper, grille, rear spoiler, and twin exhausts. Other notable exterior additions include LED headlights, LED daytime running lights and ‘ice cube’ LED fog lights.
The competition at the higher end of the light-car segment is slim but strong. It’s worth noting that the Kia uses permanent, national drive-away pricing, meaning the costs you see above are the maximum you’ll pay regardless of where you live.
How much does the Mazda 2 cost in Australia?
The Australian Light Car segment, aka city cars – where the 2022 Mazda 2 resides – continues to be a popular launching pad for new car buyers.
While the segment is shrinking, its decline isn’t as pronounced as some passenger car categories. Buyers are still keen for city-sized hatchbacks that offer comfort and technology in equal measure.
The Mazda 2 has been a mainstay of the category since it first came here in 2002, the Japanese carmaker selling over 200,000 of the pint-sized city car in those 20 years across three generations.
Now, with an imminent fourth-generation Mazda 2 rumoured, although nothing concrete has emerged out of Mazda HQ in Hiroshima, the Japanese brand has given its humble city slicker a late-life refresh designed to extend its showroom appeal.
Part of that refresh is an all-new variant, the 2022 Mazda 2 G15 Pure SP, and it’s the car we have on test here.
The Mazda 2 Pure SP gains black 16-inch alloys, black mirror caps and grille, chrome exhaust extensions, and unique to the model black cloth trim with contrast red stitching, as well as red accents surrounding the air vents in the cabin.
That’s not a bad haul of extras for a $700 premium over the regular Mazda 2 Pure hatch with an automatic transmission, and comes on top of an already healthy list of standard equipment. Highlights include a 7.0-inch infotainment screen running Apple CarPlay and Android Auto, LED headlights, power-folding mirrors, leather-wrapped steering wheel and gear selector, push-button start, cruise control and air-conditioning.
There’s also DAB+ digital radio, a rear-view camera, rear parking sensors, and a range of advanced safety technologies including forward and reverse autonomous emergency braking, blind-spot monitoring, and rear cross-traffic alert.
Certainly, the black accents have added some spunk to the exterior of the Mazda 2 in Pure SP guise, the black alloy wheels especially contrasting nicely with our test car’s Platinum Quartz metallic paint. It’s a no-cost option and one of eight available colours, of which only three command a $695 premium (Soul Red, Machine Grey and Polymetal Grey).
The Mazda 2 sits at the upper end of the segment, competing with the likes of a Volkswagen Polo from $25,250, a Toyota Yaris Sport from $23,740 (both before on-road costs), or even a Skoda Fabia, currently in run-out, starting at $24,990 drive-away.
Mazda is seen as a more premium brand than Kia, so it will be interesting to see how these two line up.
| Key details | 2021 Kia Rio GT-Line | 2022 Mazda 2 G15 Pure SP hatch |
| Price (MSRP) | $27,990 plus on-road costs | $27,771 drive-away |
| Colour of test car | Sporty Blue | Platinum Quartz |
| Options | Premium paint – $520 | Floor mats – $172 |
| Drive-away price | $28,510 (Melbourne) | $27,953 (Melbourne) |
How much space does the Kia Rio have inside?
The first thing that greets inside are a pair of sports seats finished in cloth and faux-leather. Over a longer drive they were, most importantly, supportive and comfortable – but they do lack any form of lumbar adjustment and are manually operated.Other sporting touchpoints include a neat steering wheel emblazoned with GT-Line branding (but sadly still devoid of paddle shifters), lashings of imitation carbon-fibre and alloy sports pedals. It’s a well-built cabin but looks rather monotonous for a flagship model. Personally, I’d like to see more colour or a more diverse selection of materials.
General technology is given a boost, too, with single-zone climate-control coming as GT-Line exclusive. The rest is as we’d expect from one of the most popular brands in the country, with smart ergonomics and good storage. Visibility from the driver’s seat is great, with a regular roof line ensuring checks over your shoulder are easy to conduct via large windows in the second row.
There are plenty of places to throw your gear, too, with a large storage area sitting underneath the climate-control buttons. It’s complete with a USB port and storage shelf, so those with a penchant for organisation will be happy.
Also featuring are a covered storage area that doubles as an armrest, and a pair of cupholders large enough for bottles or cans. The door bins are a little small, but do feature excellent bottle holders, with a 750ml Camelbak favourite fitting nicely.
Over in the second row, space is fair for the class. At 183cm tall and sitting behind my own driving position, I found my knees grazing the seat backs, feet left with good amounts of space, and head room fair. The overall width on offer means two fully grown adults will be comfy, as will three kids.
Both outbound rear pews feature ISOFIX points. A larger Britax convertible-type seat suitable from birth to approximately four years of age will fit in both forward- and rearward-facing positions, but the latter comes at the cost of front passenger space.
Loading bub in is easy enough, with the largely flat section of roof over the rear section of the car leaving a decent door aperture to work with. Guests in the back will have to squabble over the single USB port on offer, and there are no rear air vents either.
Boot space measures up at a respectable 300L and extends to 1078L with the second-row seats folded flat. It’s a decent-sized cargo area that’ll accept a compact stroller alongside a fortnight of groceries with some stacking and conscious thought. Under the boot floor sits a space-saving spare wheel.
Let’s start with the fabric seats that feature a nice, modern-looking texture contrasted at the bolsters ever so slightly by red stitching. Sure, it’s not screaming luxury, but nor does the humble Mazda 2 aspire to that lofty label.
The door linings, similarly, feature a textured look and feel, the cloth covering mirroring the pattern found on the seats. There are plenty of faux-carbon faux-weave accents, too, giving the cabin a visual lift in a segment where such niceties are sometimes overlooked by the bean counters.
But, as comfy as those front seats are, there are some quibbles with the cabin. Firstly, there’s no centre armrest which, while not exactly vital, is a nice thing to have, especially on longer trips.
In its place, a pair of cupholders that can prove clumsy to reach from the driving position, placed as they are slightly behind the bend of the elbow. It’s a small thing, yes, but it grates after a while.
The basic air-conditioning – not temperature controlled – is adequate. We struggled to dial in on the blue-for-colder-red-for-warmer knob a comfortable temperature, the cabin either too warm or too cold. There’s a lot to be said for the more advanced temperature-specific climate control.
The second row is surprisingly spacious for such a small car. It’s not the last word in back seat roominess, but considering the Mazda 2’s diminutive dimensions, there’s enough space for average-sized adults to be comfortable.
Kids are fine. Speaking of little ones, there are two ISOFIX child seat anchors on the outboard seats and three top-tether anchors on the rear seat backs, although you’d be doing well to get three kids’ seats across the back row.
The boot measures in at 250L, which is a touch on the slim side.
| 2021 Kia Rio GT-Line | 2022 Mazda 2 G15 Pure SP hatch | |
| Seats | Five | Five |
| Boot volume | 300L seats up 1078L seats folded |
250L seats up (no seats folded figure provided) |
| Length | 4070mm | 4065mm |
| Width | 1725mm | 1695mm |
| Height | 1450mm | 1495mm |
| Wheelbase | 2580mm | 2570mm |
Does the Kia Rio have Apple CarPlay?
Infotainment duties are handled by an 8.0-inch touchscreen display with wireless Apple CarPlay and Android Auto connectivity.We’ve experienced some issues with wireless smartphone mirroring in the past, including faults with systems found in Kia vehicles. Over the duration of testing, however, the Rio’s unit never put a foot wrong, albeit a little slow to skip between tracks via Spotify.
Aside of using Apple or Android’s interface, the system itself features a smart native software that’s intuitive to use.
The Kia Rio doesn’t have digital radio or satellite navigation.
Touchscreen functionality is only available while the Mazda 2 is stationary. To effect changes on the fly, you’ll need to scroll and click through the rotary dial. Boo.
Smartphone mirroring via Apple CarPlay and Android Auto is standard, although Mazda has yet to integrate these technologies wirelessly, meaning you’ll need to plug in via one of two USB plugs located in the small cubby ahead of the gear lever.
The Mazda 2 on this specification misses out on native satellite navigation, mapping reserved for Evolve and GT grades. This isn’t an issue thanks to the standard-fit smartphone integration across the entire range. Digital radio joins AM/FM as standard too.
While the inclusion of smartphone mirroring is welcome, we did find that Mazda’s iteration proved repeatedly slow to fire up, often taking several minutes before those familiar icons appeared on the 7.0-inch screen.
Otherwise, the system is serviceable enough if you can overcome the small frustration of having to use the dialler to scroll through screens, including those projected by CarPlay.
A six-speaker stereo is also serviceable enough, if not the last word in sound clarity. But that’s as you’d expect in a vehicle at this end of the new car market.
There’s not a lot going on with the Mazda 2’s driver display, which comprises a centrally mounted analogue speedo, flanked on either side by small digital screens that provide a mere hint of driving data. There’s no digital speedo either, so you’ll be relying on the needle on the dial to judge your rate of motivation.
Is the Kia Rio a safe car?
Being a range-topper means the GT-Line features the most comprehensive suite of advanced driver-assist systems the brand offers. The biggest is autonomous emergency braking with pedestrian detection that, if the conditions are right, applies the brakes if the driver fails to react.The same goes for lane-keeping assist with lane following. It attempts to keep the vehicle centred in the lane by reading the road markings. It goes one step further, however, as if the road is freshly laid or devoid of markings, the Rio will also use the trajectory of the car in front to gauge whether you’re driving safely or not.
Dusk-sensing LED headlights come as standard, too, which is a big get over the sub-par halogen bulb items featured on every other Kia Rio in the range. Other small touches include reverse parking sensors and a rear-view camera with parking guidelines that bend with steering input.
The 2022 Kia Rio range carries a five-star ANCAP safety rating based on a 2017 assessment.
Mazda has, though, added safety technologies through successive model years and this iteration is well-equipped for the modern age. Autonomous emergency braking with pedestrian detection, rear cross-traffic alert, lane-departure warning and lane-keeping assist, as well as blind-spot monitoring, are standard across the range.
A rear-view camera is standard, as well as rear parking sensors, although in this spec the Mazda 2 misses out on front sensors with only the top-spec Mazda 2 GT scoring this feature. It’s always bemused me why rear sensors only alongside a camera are the default.
With a camera in play, one would reckon it’d be more advantageous to pair that tech with front parking sensors, assuming carmakers only want to include one set of sensors. Mazda isn’t alone in taking this path.
Cruise control is of the standard variety, with only the highest-grade Mazda 2 GT scoring radar-based adaptive cruise control.
Six airbags – front (driver and passenger), side (front) and curtain (front and rear) – cover both rows of occupants.
| At a glance | 2021 Kia Rio GT-Line | 2022 Mazda 2 G15 Pure SP hatch |
| ANCAP rating & year tested | Five stars (tested 2017) | Five stars (tested 2015) |
| Safety report | ANCAP report | ANCAP report |
How much does the Kia Rio cost to run?
As with all Kias, the Rio GT-Line is backed by a seven-year, unlimited-kilometre warranty. You also receive seven years’ roadside assist, too, which is renewed annually if you continue to service the vehicle within the official dealer network.Service intervals are one year or 10,000km, whichever comes first, with costs capped over the same seven-year period also. The first three years cost $283, $484 and $338 respectively totalling $1105. Years four and five at $704 and $319 create a five-year ownership cost of $2128.
As a comparison, a Volkswagen Polo will cost $1406 and $2661 over three and five years respectively, which makes the Kia Rio GT-Line appear seemingly cheap. There’s a catch, however, as the Polo will be able to travel 75,000km with those costs due to longer 15,000km intervals versus the Rio’s 10,000km milestones. If you’re going to be driving closer to the average annual distance, expect prices to level up.
How much does the Mazda 2 cost to run? At a smidge over $24K before on-road costs (or around $27,500 drive-away), the Mazda 2 Pure SP we have here sits at the upper end of a competitive set. It’s more affordable than a similarly specified Toyota Yaris SX ($27,130 before on-road costs) or the updated Volkswagen Polo Style DSG auto ($28,250 plus on-roads).Mazda covers its city car with its standard five-year/unlimited-kilometre warranty, while service intervals are every 12 months or 10,000km. While 12 months is pretty standard in today’s market, Mazda’s mileage intervals are a bit sub-par in an era where 15,000km is the norm.
Scheduled visits to the workshop will set you back $328, $359, $328, $359 and $328, a total of $1702 over the first five years or 50,000km, whichever comes first. Additional intervals for things like brake fluid and cabin and engine air filters also apply within this time, adding extra-cost items to the base price of some services (reflected in the tallies above).
Mazda claims the 2 Pure SP will use just 5.3L/100km per 100km of regular 91RON unleaded. Our week with the little city slicker saw an indicated 7.0L/100km, a week spent crawling around inner-city enclaves, its natural habitat.
| At a glance | 2021 Kia Rio GT-Line | 2022 Mazda 2 G15 Pure SP hatch |
| Warranty | Seven years, unlimited km | Five years, unlimited km |
| Service intervals | 12 months or 10,000km | 12 months or 10,000km |
| Servicing costs | $1105 (3 years) $2128 (5 years) |
$1162 (3 years) $2022 (5 years) |
| Fuel cons. (claimed) | 5.3L/100km | 5.3L/100km |
| Fuel cons. (on test) | 6.3L/100km | 7.0L/100km |
| Fuel type | 91-octane regular unleaded | 91-octane regular unleaded |
| Fuel tank size | 45L | 44L |
What is the Kia Rio like to drive?
It’s clear Kia has tried to instil sporting DNA into the localised ride and handling tune. Most current Kia vehicles sold in Australia are first subjected to a thorough ride and handling program. Australian engineers carry out tens of thousands of evaluation kilometres in a pre-production car, tuning and adjusting the numerous steering and suspension components to better suit our unique terrain.The result is a fun, involving package – on the right road. On flowing, faster sections of bitumen, the Rio GT-Line can be a bit of a laugh. There’s a level of stiffness and body control that initially opens dialogue with the driver, and suggests that the GT-Line badge on the back lends more than just superfluous styling.
Once you begin to tango, it’s quite easy to get carried away. Sure, what it offers is nowhere near the level of what modern hot-hatchery offers, but it doesn’t need to be. It invokes good, clean fun at well under the speed limit – something arguably more relevant for a road car.
It also proves that vehicle set-up can have a profound effect on the thing we call fun, agnostic of outright speed or performance. Another thing true about the handling characteristics of the Rio is that they’re inherently safe. The levels of body control work wonders to keep the rear end from lifting under severe braking events, and in situations where steering comes swiftly and out of the blue.
The one trade-off comes with its secondary ride quality – the way the Rio feels over surfaces littered with continual, hard to see imperfections – that is busy. You do get a sense that it never quite feels settled, but some will like its always-on nature.
The wee three-cylinder engine is another of the Rio’s delights. Delightfully gruff yet somewhat tuneful, its turbocharged nature provides much more low-end torque than naturally aspirated rivals. Another benefit versus those without a turbo is that it’ll continue to sing along quite merrily despite being loaded up, so consider it a win-win.
Over the duration of a week-long loan, it returned a fuel-usage figure of 6.7L/100km. Good in isolation, but not perfect against the official combined figure of 5.3L/100km.
The only negative with the introduction of the three-cylinder turbocharged mill is the associated dual-clutch gearbox. Rolling acceleration events from low speed, the ones often conducted at intersections, are met with hesitation and delay. It takes time for the transmission to recouple drive and apply power.
The same goes for kick-down or general merging. It just means some pre-emptive thought is required, and after some time with the vehicle, most will understand how to work with it. Reverse parks up an incline can be tricky, too, but the Rio is one of the better-calibrated dual-clutches we’ve had through the Drive garage in recent months.
What is the Mazda 2 like to drive?
The Mazda 2 range is powered by the same 1.5-litre four-cylinder petrol engine, dubbed Skyactiv-G. Bucking today’s trend, it’s not turbocharged. It’s mated to a six-speed conventional automatic sending 82kW and 144Nm to the front wheels.And it’s perfectly fine in most situations, spritely enough from standstill without being silly. There’s a confidence to the way the Mazda 2 handles the urban environment, moving away quickly and quietly, the six-speed automatic behaving – mostly – commendably.
Only sometimes did the auto display signs of hesitation, mostly under harder rolling acceleration where the transmission was sometimes caught out on downshifts. Mostly, though, it’s well behaved, selecting the right gear for the majority of situations.
It’s a similar tale out on the highway, Mazda’s city car happy to chug along at 110km/h without too much trouble. It’s only when more is asked for it for, say, an overtake that the upper limits of its comfort zone are reached.
The ride remains composed around town, soaking up lumps and bumps with aplomb. Out on the highway, too, the Mazda 2 is well behaved, with an acceptable level of road and wind noise filtering through to the cabin.
Thanks to its small stature and light weight (the Mazda 2 tips the scales at 1070kg, kerb) it feels nimble and agile in its urban habitat. Parking is a breeze, while navigating tighter streets and laneways is similarly easy.
The electrically assisted power steering makes light work of parking. We only wish front sensors were included as standard across the range.
Overall, the Mazda 2 proved enjoyable around town, that enjoyment dimming a little on the highway. But that’s to be expected with cars of this nature, which are designed to spend the bulk of their life in the city.
| Key details | 2021 Kia Rio GT-Line | 2022 Mazda 2 G15 Pure SP hatch |
| Engine | 1.0-litre turbo petrol three-cylinder | 1.5-litre four-cylinder petrol |
| Power | 74kW @ 4500rpm | 82kW @ 6000rpm |
| Torque | 172Nm @ 1500–4000rpm | 144Nm @ 4000rpm |
| Drive type | Front-wheel drive | Front-wheel drive |
| Transmission | Seven-speed dual-clutch automatic | Six-speed torque converter automatic |
| Power to weight ratio | 62kW/t | 77kW/t |
| Weight | 1197kg | 1070kg |
| Spare tyre type | Space-saver | Space-saver |
| Tow rating | 900kg braked 450kg unbraked |
900kg braked 500kg unbraked |
| Turning circle | 10.2m | 9.8m |
Should I buy a Kia Rio or a Mazda 2?
While the city car market is shrinking, alongside a commensurate growth in compact SUVs, there’s still plenty on offer in what was once the mainstay segment of first car buyers and inner urban dwellers.
Let’s talk dollars first. There’s only $219 between the two in terms of drive-away pricing before you add options, so we will use that as a base of financial comparison. The Mazda builds on that early lead with cheaper five-year servicing, but again the advantage is small ($21 per year).
The Mazda’s comprehensive insurance quote was also cheaper – 35yo male living in Chatswood, NSW, with a clean driving record (your results may differ) – at $838 versus the Kia Rio’s $921. We wonder if that’s a reflection of spare parts pricing or simply an algorithm that assumes a turbocharged engine means performance.
Either way, the Mazda is $219 cheaper to buy, and during the first five years is $106 cheaper to service and $415 cheaper to insure.
But, the Mazda’s larger and slightly thirstier engine means it will consume 70L more fuel for every 10,000km, which we will use as the average annual distance covered by owners since both vehicles require servicing at this frequency.
At the current price of $1.70 per litre, that’s $119 per year, or $595 over five years.
This is only $10 a month, and it goes to show how close these two are in purchase and ownership terms. After five years of ownership, you’re $145 ahead if you bought the Mazda. Let’s call that dinner for two at the local gastropub.
So, finances really haven’t helped us split these two.
Warranty provides the first tangible difference. Mazda offers a five-year warranty should anything go wrong, and throws in five years of roadside assistance. Kia provides a seven-year warranty but one year of roadside assistance.
Here’s where the fine print becomes important. If you service your Rio at a Kia dealership every year, Kia will extend that roadside assistance to a maximum of eight years. That’s pretty good peace of mind if you lose your keys or run out of fuel.
But again, it’s not like Mazda’s offering is poor – five years is very good – but Kia’s is better.
Okay, what about how they accelerate? This is a tough one. The Kia’s drivetrain has less power but more torque and one extra gear (seven versus six) so it should perform better. But it’s moving a car that’s almost 15 per cent heavier, so in reality there’s very little difference.
Dynamically, these two are both nimble and fun to drive, but if we had to split the two, we’d go with the Mazda for its better suspension set-up and tighter turning circle.
On the safety front, the Mazda comes out in front because it has blind-spot warning and rear cross-traffic alert, both of which are extremely useful systems to have. It’s also the only one with active cruise control.
Lastly, the interior. The Mazda 2 presents as an upmarket cabin, but it doesn’t quite have the Kia’s substance to match that style. For instance, it doesn’t have a front centre armrest or climate-control air-conditioning. The Mazda’s infotainment system is also not as impressive and frustrates with locked-out touchscreen access on the go, but it does at least have digital radio.
Both have decent space in the rear seats, just enough for two adults, but a third in the middle is not going to happen. The Kia’s boot is bigger by some margin.
So how do we split the two? It’s not easy because they’re both so closely matched and have different strengths and weaknesses.
If it were a member of our family buying the car, we’d recommend the Kia because it has a bigger boot, is more economical, and has a more modern interior.
But the Mazda’s safety advantage is not something to gloss over lightly, digital radio would be missed, and the Mazda is a slightly sharper drive.
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