2022 Kia Picanto vs 2024 Mazda 2

What's the difference?

The Picanto GT is the least expensive sporty runabout for the money, providing a dash of visual flair and plenty of gear to go with its punchy performance.

If you’re a warm or hot hatch buyer, however, you might find that the Kia lacks the vital handling focus and dynamic polish of the better (albeit costlier) alternatives, even if there’s enough muscle on tap to raise a few pulses.

No, it’s best to enjoy the GT for what it represents in 2022 – a more eager and entertaining option for budget buyers who seek a city runabout with a bit more speed and spice.

And, don't forget: as only Kia currently occupies this space, even the most expensive Picanto represents great value that never feels cheap.

While Mazda's insistence that the Mazda2 is a 'first-car' could be very limited by the incomes of most teenagers or early-20s city-dwellers, the starting price being close enough to $20,000 for a dynamically enjoyable and convenient small car isn't to be scoffed at.

The new styling of the Mazda2 is well executed, and as an alternative to small SUVs (which continue to become more popular) it's a sensible option, especially considering its efficiency and ease of use.

The lower specifications in the range are probably the best in terms of value, as even the features on the higher grades aren't groundbreaking, and the Pure SP definitely exudes the most style cred.

Fun fact: the Picanto is known as the Morning in some countries.

Commanding some 70 per cent of all sales, its only competition nowadays in Australia is the ancient Fiat 500 and soon-to-vanish Mitsubishi Mirage. Former rivals like the Holden Spark, Nissan Micra and Suzuki Celerio are history, though the tall and skinny Suzuki Ignis should be included too even though it is classed as an SUV.

Speaking of height, let’s talk size.

At just under 3.6 metres long, 1.6m wide and 1.5m high, the pert Picanto is classed internationally as a ‘sub-B’ city car (known inaccurately as well as rather disparagingly as the Micro segment in Australia), that sits below regular superminis/light cars like the Mazda2 and Toyota Yaris.

A clean and elegant design that has aged well since launching in 2017, the JA-series Picanto is the third-generation version since the nameplate was debuted internationally in 2004, and helped establish Kia as a globally relevant player in mature markets like Europe.

Mid-2020 saw a minor facelift with a revised front-end styling, equipment and technical improvements inside and some small mechanical upgrades.

Aside from the Pure SP, the Mazda2's styling changes are subtle. Mazda's design team aimed to move the model's looks slightly away from the previous ‘premium' chrome-adorned look to a sportier and more ‘aggressive' style.

A redesigned front bumper and mesh grille, with the rear's nip and tuck being more subtle, don't need to do much to keep the hatchback looking fresh. Despite being almost a decade old, the Mazda2 looks, to some extent, like it could be a new generation.

The Pure SP in particular is a highlight, with the blocked grille evoking some ‘electrification' vibes, while the coloured-accent treatment at the front and rear of most variants is a welcome addition for something different.

The range of differing wheels is also a plus point for the Mazda2 range, with each model having its own distinct characteristics.

Inside, the Pure SP also gets a stand-out panel across the dash in a lighter colour like mint, while others get different seat trims and colour accents in places like the vent surrounds.

New colours for the range are 'Aero Grey Metallic' and 'Air Stream Blue Metallic'.

Not as squishy as the diminutive proportions may suggest.

As sub-B superminis vanish from our roads, the Picanto seems smaller and narrower compared to what else is out there. Looking like a Hyundai i30 interior that’s been Xeroxed down to by 70 per cent, the five-seater cabin is tall but slim, with your passenger sitting closer to you than in similarly priced cars like the MG3 or Suzuki Swift.

But it doesn’t feel cramped or tight thanks to deep windows and a pair of well-shaped and largely comfortable front bucket seats. The GT’s set have a sporty look to them, with the driver’s side offering the usual height-adjustment facility to match the ample sliding and reclining functionality.

An unusual item are the front headrest’s fore-aft movement that’s designed to minimise whiplash injury in the event of a collision.

Then there’s the commanding driving position. The dashboard looks big-Kia mature, with full instrumentation (including the always-welcome auxiliary digital speedo since the 2020 facelift), volumous air vents and tonnes of storage, even down to a lidded deep recess underneath the front centre armrest. Accessing the switchgear is also no sweat, and all have a quality look and feel to them.

Smart and contemporary, the 8.0-inch touchscreen offers a wide range of multimedia functionality, backed up by a 12V outlet, USB-A port, remote steering wheel controls, power windows all round (one-touch for the driver) and wireless Apple CarPlay/Android Auto connectivity.

However, not everything is plain sailing inside.

The steering column does not adjust for reach, there’s no digital radio and the vinyl seats are fine in winter but can feel clammy and hot in warm weather. Beware of that if you’re not wearing sufficient clothing. And – given these are so-called premium ‘sports’ seats, why can’t we have lumbar adjustment for the driver?

Access to the rear seat is a bit of a squeeze due to the restrictive 2400mm wheelbase length and narrow doors this entails, but once sat there, a 180cm person can easily position behind similarly-sized people up front. Squeezing in three adults isn’t easy, especially for the hapless middle passenger, but two riders only should find ample room and comfort, due in most part to the sufficiently sculptured backrest and cushion. The latter is set up quite high, allowing for easier vision out, especially for shorter folk.

There is no need for face-level air vents back there as the front ones reach rear riders, and overhead grab handles, door grab storage, a single map pocket and windows that disappear all the way down are further nice touches, but there is no rear-seat overhead lighting. 

Note that while the Picanto is tolerably quiet from road and wind noise intrusion at urban speeds, at freeway ones it can get quite loud in there.

Further back, the hatch opens up to reveal a pretty limited 255-litre cargo capacity, that’s extended to 1010L with the 50/50 split/fold backrests dropped down. The boot floor is deep but there isn’t that much length to take bulkier items. As mentioned earlier, a space-saver spare wheel is included; it’s recessed under the boot floor.

A modern and inviting cabin that’s very civilised to boot in most urban settings, the Picanto is both roomier and more comfortable than its bargain-basement price suggests, with the GT’s ritzier trim adding a racier ambience to help justify its extra expense.

The Mazda2's interior is mostly unchanged through the facelift, with the car's overall dimensions unchanged and not affecting space for its occupants.

Up front, the two seats are comfortable for adults and arm, shoulder, and head room is ample.

Storage space for drinks, phones, or small bags and wallets is sufficient, though not quite road-trip-worthy.

In the rear seats, adults will find enough space to be comfortable for short trips but might get a little restless after a while.

Headroom when sitting upright is tight for anyone around 182cm (six-feet) tall, and a lack of armrest and little storage save for the doors means loose items will be joining occupants on the seat or sitting on the floor.

The Mazda2 has a claimed 250 litres of luggage space in the boot, which is fine for a small hatchback, but short of rivals like the Toyota Yaris' 270L.

Mazda has managed to keep pricing for its entry model relatively low for the segment. In fact, the base Pure in manual form starts from $22,410, before on-roads, and the auto is only $2000 more.

That means at a time when the Toyota Yaris is starting to look more expensive than its historic ‘cheap and cheerful' image allows, Mazda is pushing the Mazda2 to be slightly more premium while keeping its price competitive.

Standard features for the range, which start in the Pure variant, include a 7.0-inch touchscreen with Apple CarPlay and Android Auto capability, plus auto headlights and windscreen wipers.

The Pure SP, which starts at $25,210, gains a different styling kit that adds a body-coloured front panel to the grille, plus a carbon-look roof in vinyl. It also gains the ‘shark-fin' roof aerial.

The Evolve, which starts from $25,910, gains LED DRLs, with the mesh grille replacing the SP's block colour panel.

Its upholstery gets red stitching, plus it's also got a couple more tech additions with Mazda's active head-up driver display, traffic sign recognition and satellite navigation.

Finally, there's the top-spec GT, from $27,610, which gains unique aero-inspired 16-inch alloy wheels, and a set of black leather-upholstered seats with synthetic suede and red trim.

A sedan is available in Pure or GT specification at the same prices and with the same features as the hatch, though you can't get a Pure sedan in manual - that's available in the hatch only.

Under the Picanto’s stubby bonnet is a gem of an engine – a 998cc 1.0-litre double overhead cam three-cylinder direct-injection turbo petrol unit known as the G3LC, developing 74kW of power at 4500rpm and 172Nm of torque from as low as 1500rpm to 4000rpm.

With a tare weight of just 1012kg, it delivers a power-to-weight ratio of 73.1kW per tonne (or 72kW/tonne if measured using its 1026kg kerb weight), for a 0-100km/h sprint time of around 9.4 seconds.

Driving the front wheels is a five-speed manual gearbox. Unlike the visually similar GT-Line powered by the 1.2-litre four-pot petrol engine, no automatic transmission is available. The latter is an old-fashioned four-speed torque-converter auto.

Mazda's ‘SkyActiv-G' 1.5 litre four-cylinder petrol engine is the unit used for six-speed manual and automatic models, but outputs vary slightly.

Manual cars produce 82kW and 144Nm, while autos deliver a slightly lower 81kW and 142Nm, both driving the front wheels only.

It's pretty much the same engine you used to find in an entry-grade MX-5, just with less power.

Our GT managed 6.6L/100km in hot, testing conditions that saw a fair share of performance testing and higher-speed driving as well as heavy traffic jams, which isn’t too far off the official 5.2L/100km as per Kia’s spec sheet claim. The latter equates to a carbon dioxide emissions rating of 122 grams per kilometre.

The Urban and Extra Urban consumption figures, by the way, are 6.8 and 4.4L/100km respectively.

Tuned to run on 91 RON standard unleaded petrol and compatible with a 94 RON E10 ethanol/petrol mix, the Picanto’s fuel tank is a measly 35 litres, resulting in a potential average distance between refills of 673km.

There is no stop/start technology fitted to help cut emissions and/or save fuel.

Improved fuel efficiency and lower CO2 emissions come thanks to the automatic's slight drop in power and torque.

Mazda claims a 5.0L/100 km rating for the automatic Mazda2, which is down by 0.3L/100km over the previous version, but the manual's unchanged engine tune burns through the petrol at 5.4L/100km.

Filling the 44-litre tank with at least 91RON or even E10 is fine, and with its auto variant's efficiency rating means the Mazda2 technically has a theoretical range of 880km.

Comparatively the Mazda2 scores well here, the more expensive Toyota Yaris comes with a 4.8L/100km consumption claim with its CVT auto. A Suzuki Swift, with a smaller 1.2-litre engine, also has a 4.8L/100km rating.

In a word... spirited.

It’s no shock to learn that the Picanto GT thrives around town.

With a rorty and rev-hungry three-pot turbo that’s champing at the bit to bolt off the line on one hand, and light-yet-agile steering on the other, the smallest Kia is ideal for darting about, zipping in and out of tight traffic spots and squeezing into tiny parking spaces with effortless ease. Its diminutive proportions, fine all-round vision and tight turning circle are excellent assets in the urban jungle.

Usually, a short wheelbase and relatively large wheels make for a choppy, restless ride. But the GT does an adequate job in absorbing most things that the roads throw up. While still quite firm, the suspension isn’t uncomfortable or agitating.

The Kia’s impressive speed and agility also translate well out on the open road, as long as the driver keeps the revs up – no real chore given the agreeable manual shifter and light clutch action. In such conditions, throttle response is immediate and effective, allowing for a surprisingly strong turn of speed for something so small.

Note, though, that there is quite a bit of tyre and road roar intrusion coming into the cabin at higher velocities.

If the revs aren’t in the sweet spot, expect a moment’s delay in engine response, since you’ll have to wait for the turbo to spool up before you feel the power kick in. In wet conditions, sometimes it can come on too suddenly, meaning that the front tyres could break traction, resulting in some scrappy progress.

The Picanto’s steering is fairly direct and composed, for accurate and controlled cornering, especially in dry conditions. But the handling is not as sharp or as involving as some enthusiasts might hope for from a warm hatch, since the GT doesn’t connect in the same, intimate way with a keen driver that, say, a Fiesta ST does so faithfully.

Note that the stability and traction control system can be disabled for drivers wishing to explore the chassis’ dynamic limits, but the lack of a limited slip differential may result in the front wheels bucking if driven carelessly in the rain. At least the brakes are effective and always at the ready to wash away speed quickly once that turbo starts to take effect.

Fun and feisty as the GT is, it's no GTi.

Our drive loop for the Mazda2's launch included a mix of urban, highway, and rural driving, with varying road quality and conditions.

Fortunately for the little hatchback, it handled everything well or at least at a passing mark, with only a couple of small shortcomings that are common in the segment.

The Mazda2 is a joy to drive in most circumstances, with a lively but confidence-inspiring chassis and controls that give a connected feel to the road.

At low speeds, the Mazda2's relatively low power isn't noticeable, with the gearbox getting things moving at a reasonable pace and the engine is responsive enough with the traditional gearbox helping it along.

It's worth noting that for ultimate control over the drivetrain, Mazda still offers a six-speed manual transmission in the entry-grade Pure, and it's a gem.

Smooth, sporty shifts and well thought out gear ratios mean the manual is easy to handle even in traffic, and the clutch has a forgiving bite point. The 'i-Stop' stop/start system works with the three-pedal car, too, as does cruise control.

In terms of handling and comfort, the Mazda2 is a little shaken by large bumps, though some of the rough surfaces on our test loop were particularly brutal.

Similarly, when pushed hard to conquer steep hills the 1.5-litre engine becomes a little harsh.

On twisty sections the Mazda2 (especially in manual form) provides ample fun while remaining predictable in its steering and chassis feedback, rather than feeling loose.

The updated Mazda2 is equipped with the brand's suite of 'i-Activsense' safety tech, which includes 'Smart City Brake Support' for operating forward and reverse, blind-spot monitoring and rear cross-traffic alert.

The Evolve and GT model grades are fitted with traffic sign recognition.

The GT model grade comes fitted with front parking sensors and a set of surround-view parking cameras.

The Mazda2 also features six SRS airbags to cover the driver and front passenger, side airbags, and curtain airbags front and rear. It also has ISOFIX anchor points and top tethers for child seats in the rear.

Mazda isn't going to put the Mazda2 up for a new crash test rating by ANCAP, with the brand telling us the new safety additions bring the car's safety up to date, though its original rating from 2015 was a maximum five stars.

Kia has led the industry with a seven-year/unlimited kilometre warranty for a number of years, with only Mitsubishi’s conditional 10-year warranty beating it for now.

Roadside assistance is complimentary the first year, which extends a further seven years as long as you return to an authorised Kia dealer for servicing annually or as required.

Intervals are every 12 months or 10,000km, while published basic capped-price servicing ranges from $283 to $606 depending on the interval. The total is $3127 over seven years, averaging $447 annually over that period at the time of publishing.

Mazda offers a five-year/unlimited-kilometre warranty across the range, under which the Mazda2 will be covered. That's on par for the market, although some rivals, like the MG3, come with a seven-year term.

Scheduled servicing costs for the first seven workshop visits range from $334 to $587, and are undertaken every 12 months or 15,000km (whichever comes first).