Mazda Mazda2 II (DE) (2007 – 2014)

Reliability score : 7.2/10

Mazda2 II (DE Generation): The Weight Loss Cure Launched in 2007, the second generation Mazda2 (known as Demio in Japan) marked a complete break from its mini-MPV-like predecessor. Based on the B3 platform jointly developed with Ford (shared with the Fiesta Mk6), it stands out for a drastic weight loss (nearly 100 kg less), offering dynamic, agile, and very pleasant road handling. Diesel Focus: Although Mazda is renowned for the reliability of its gasoline engines, the brand had to rely on partnerships for its diesel powertrains in Europe. The 1.4 and 1.6 MZ-CD blocks under the hood of this Mazda2 are actually PSA/Ford-sourced engines (the famous 1.4 HDi/TDCi and 1.6 HDi/TDCi). While these engines offer excellent fuel efficiency, they also bring their well-known chronic issues (injector se

✅ Strengths

Excellent chassis: agile, precise, and very fun handling
Featherlight (under a ton for some versions) promoting fuel efficiency and dynamism
Exceptional reliability of gasoline engines (MZR)
Manual gearbox with perfect feel (typical Mazda)
Generally low maintenance cost (excluding major diesel breakdowns)

⚠️ Weaknesses

Very inconsistent reliability of diesel engines (PSA/Ford origin)
Poor sound insulation, especially on Phase 1 models (wind and road noise)
Quite firm suspension comfort, jittery at low speeds
Modest boot volume (250 liters) and high loading sill
Quality of interior plastics (hard and prone to scratches)

🎯 Verdict

The second-generation Mazda2 is an excellent city car, praised for its lively chassis and lightness. However, if you are targeting a Diesel model (1.4 or 1.6 MZ-CD), extreme caution is advised. These engines, borrowed from PSA/Ford, suffer from chronic flaws (injector seals, turbo, clogging) that can turn a good deal into a financial pitfall. Our advice: If you drive less than 20,000 km per year, avoid diesel and buy a gasoline version (1.3 or 1.5 MZR) with your eyes closed. If you absolutely must opt for diesel (high mileage driver), demand a clear service history, check for injector leaks, and prioritize the 1.4 MZ-CD, which is slightly less prone to turbo failures than the 1.6, or the 1.6 in its 95hp (Euro 5, 8-valve) version that appeared late in its production run.

Common issues

Filtre à Particules (FAP) encrassé ou défectueux Medium

🔧 100 000 – 180 000 km

💶 800 – 1 500 € (nettoyage: 200 – 400 €)

Privilégier les longs trajets réguliers; vérifier le niveau d'additif FAP si applicable.

Vanne EGR encrassée ou défectueuse Medium

🔧 80 000 – 150 000 km

💶 300 – 600 € (nettoyage: 150 – 300 €)

Un nettoyage préventif peut prolonger sa durée de vie; attention aux voyants moteur.

Volant Moteur Bi-masse (VMB) usé High

🔧 120 000 – 200 000 km

💶 900 – 1 800 € (souvent avec l'embrayage)

Écouter les bruits anormaux ou vibrations à l'embrayage; éviter les sous-régimes.

Turbochargeur (usure prématurée ou grippage) High

🔧 150 000 – 250 000 km

💶 800 – 1 500 €

Respecter scrupuleusement les intervalles de vidange et la qualité d'huile moteur.

Estimated maintenance costs

Oil change	£70 – 130
Timing belt	£500 – 1 000
Clutch	£750 – 1 400 (souvent avec VMB)
Complete brakes	£220 – 480
Estimated annual budget	£550 – 1 100

Indicative estimates (independent garage, UK market). Prices vary by region and year.