Summary of the Mazda 6 (2007-)
Price Range: 14,180 to 20,400
Assets
Sharp looks, fine handling, refined and well built.
Drawbacks
Expensive, 2.5's lack of go.
Verdict
Talented and refined 6 could vie for class best, depending on the diesel.
Overview
Surfing a wave of confidence, Mazda is fiercely proud of its independence from parent company Ford and is keener than ever to showcase its engineering prowess. Instead of sharing the S-Max platform on which the new Mondeo is based, Mazda redeveloped the underpinnings of the old 6.
Like the current 2 the 6 bucks the trend of new cars being heavier than the models they replace. And with the 6, Mazda is no longer drawing from the well of European design: instead the brand has, in its own words, rediscovered its Japanese roots.
Curvaceous lines are dropped for a sharper, more clinical approach. There are hints of the Honda Accord, Lexus LS and Mazda's own RX-8, which loaned the new 6 its muscular front wings.
As well as ignoring the new Mondeo for a potential floorpan donor, Mazda ignored it as a benchmark too. Instead the brand was keener to examine the VW Passat for perceived quality and the Honda Accord for its sporty drive.
The saloon and hatchback go on sale before the end of 2007, with the estate following in early 2008. Expect prices to be about 1,000 more than for a comparable first-generation 6. At first there will be three petrol engines - a 118bhp 1.8, 145bhp 2.0 and 168bhp 2.5 - and one diesel, a 138bhp 2.0-litre.
We expect the 6 to gain stop-start technology and intelligent energy recovering alternators in as little as three years; there could also be a successor to the hot 256bhp MPS.
Reliability and Quality
With Mazda's reputation for reliability, we expect the 6 to be among the leaders in its class for reliability.
Although virtual prototyping was an important part of the 6's development, Mazda still built just as many real prototypes as ever (127 for the record), completing just as many harsh development miles to ensure faults and mechanical breakages were highlighted and cured.
Panel fit and cabin build are flawless.
On the road
Driving
The previous 6 was an exceedingly capable car, blessed with a balanced and enjoyable drive, and the new 6 is based on the old iteration's underpinnings. On the road it's similarly impressive, but it has changed and now feels more grown up.
So far we've tested the three petrols but not the engine that's likely to be the most popular, the 138bhp 2.0-litre diesel.
Most impressive is the 118bhp 1.8. Mated to a five-speed manual gearbox it feels willing and eager, and quicker than the tardy 0-62mph time of 11.3 seconds suggests.
Performance
The range-topping 2.5-litre four offers uncanny smoothness. However, its modest 168bhp output gives it an unremarkable 0-62mph time of 8.0 seconds, and it needs to be worked hard, with plenty of gear changing. Luckily the 2.5 has a slick, quick six-speed gearbox that mimics a Honda in its mechanical-feeling action.
The 145bhp 2.0 we've driven was mated to the five-speed automatic gearbox. In manual mode it's happy to hold gears up to the red line rather than change up for you, but the auto offers neither the smoothness nor the involvement of its best competitors.
The 2.5 has firmer suspension, and when it's twinned with 18" wheels it takes grip up to another level - in fact, it's actually too grippy for some tastes. If you like a more immediate and lively feel, go for smaller wheels. A base-specification 1.8 on the tiniest 16" wheels responds more to inputs such as a mid-corner throttle adjustment.
Safety and Security
Mazda has trimmed the flab off the 6 but hasn't compromised safety. Greater use of high-strength steel means that Mazda can claim the 6 is among one of the safest cars in its class.
Six airbags, standard stability and traction control plus adaptive head restraints should ensure the 6 romps away with the coveted five stars for adult occupant safety.
All 6 models also have a Thatcham-approved category 1 alarm.
Comfort and Equipment
Idling in the petrol versions of the 6 is an eerie experience. It's so quiet you have to strain your ears to make sure the Mazda hasn't stalled. On the move, the first thing you notice is the absence of road noise - a big improvement over the previous 6. At motorway speeds, only a rustling from the large door mirrors interrupts the peaceful progress.
So far our testing has been confined to smooth French roads, where the 2.5-litre SL felt firmly suspended but with just enough suppleness to ensure big intrusions like motorway expansion joints weren't an assault on the spine. The cheapest TS variants on smaller 16" rims offer a far more comfortable experience.
The 6 has grown in every direction, and the benefits have been passed on in the form of more space for people and luggage, with huge boots in every version. Rear passengers have more leg and shoulder room, but unfortunately the rakish C-pillar means six-footers will struggle for headroom in the saloon and hatch.
All cars come with six airbags, stability control, air conditioning, height-adjustable driver's seat and a jack for MP3 players.
All models from TS trim upwards get CF-Net, Mazda's system of controls on the steering wheel, to command functions such as the sat nav and audio. It's remarkably easy to master and, according to Mazda, safer to use than stabbing switches on the centre console.
