FUN AND PRACTICALITY IN ONE
Mazda6 GT a standout in mid-size class
A memory rose, unbidden, from the misty, forgotten recesses of my brain: I was barely six years old, transfixed by the treasure being proffered, a wondrous red globe so slick it appeared dipped in molten glass.
Refocusing on the present, I took one last admiring look at the Mazda Takeri Concept, thinking while its style would very likely influence the next Mazda6, there was no way it would arrive dipped in that rich, candy-apple red paintwork.
Well, what did I know? Six years later, the Mazda6 GT is a virtual clone of that concept car, right down to its slick paint. The current iteration of Mazda’s midsize sedan debuted in 2014, but it has seen a few mild upgrades to keep it relevant in a segment where “extremely good” is the standard. It may look the same, but some of the most important changes to the Mazda6 occur underneath its lovely sheet metal.
Although it’s a favourite among enthusiasts, the Mazda6 has to compete with the feature-laden Honda Accord and Hyundai Sonata, the handsome Ford Fusion and redesigned Chevrolet Malibu, and the Teutonic Volkswagen Passat.
Most fall within the same price range, with the Malibu being the least expensive and the Passat the most, and all offer a similar level of amenities.
Surprisingly, given its zoomzoom ethos, the Mazda6 is one of the least powerful in the segment and has only one engine choice: a 2.5-litre four-cylinder with 184 horsepower. There’s no turbocharged option and no V6 engine. By comparison, the V6-equipped Accord and Passat put out 278 and 280 horsepower, respectively, and even the hybrid versions of the Fusion and Sonata are more powerful than the Mazda6. Yet it’s my hands-down favourite among the aforementioned sedans.
We’ve already talked about its style; here the Mazda6 can hold its own against premium sedans at nearly twice its cost. While some of the cabin materials are consistent with a car costing under $30,000 and not $60,000, it’s nicely executed, laden with features and, in the case of the GT trim, rendered in eye-catching white and black leather. The infotainment system’s controller is a reasonable facsimile of Audi’s MMI, although the head-up display and its pop-up screen seem like an afterthought.
There’s plenty of leg- and headroom up front, and while the rear seats are heated, they’re less accommodating than others in the segment. Available as an option only on top-of-the-line GT models, the Technology package includes the full raft of driver safety aids, plus fuel-conserving regenerative braking and active air shutters.
The Mazda6 is often overlooked by mainstream customers, perhaps because of its firm suspension and reputation for poor noise, vibration and harshness levels. Better insulation and laminated side glass have helped, but it doesn’t dispel the fourcylinder’s rather buzzy engine note and road noise inside the cabin. Driving enthusiasts are less likely to be concerned if the dynamics are there, but the average mid-size sedan buyer wants comfort and refinement. The Toyota Camry may not be exciting, but its sense of comfortable isolation and predictability appealed to more than 15,000 customers last year; likewise the Accord, which sold nearly 13,000 units. By comparison, the Mazda6’s sales number of 2,053 is paltry indeed.
But there are still some who value driver engagement and composed handling over a few extra layers of cosseting. For them, the Mazda6’s beauty is more than skin deep. The 2017 model gains a slick new technology called G-Vectoring Control (GVC) and although the name suggests a torque or brake vectoring system, it’s actually a subtle modulation of engine power in response to steering inputs.
Like the race and rally driver technique of lifting off the throttle to rotate around corners, GVC cuts engine torque slightly while turning, to transfer weight to the front wheels, enhancing grip and improving steering response.
The benefits of GVC go beyond driver satisfaction; with fewer abrupt corrections, the car is more comfortable and functions more efficiently.
Efficiency is also improved by a new regenerative braking system called i-ELOOP, available only on the GT trim, which stores recouped brake energy and uses it to power on-board accessories.
By reducing parasitical engine drag, i-ELOOP lowers fuel consumption and drain on the battery. Combined with active grille shutters, i-ELOOP helps the Mazda6 achieve a 5.9 L/100 km highway fuel economy rating. Overall, my week of city driving returned 9.1 L/100 km.
While there were times I wished for more power, the fourcylinder and six-speed automatic powertrain is responsive, particularly with Sport mode and paddle shifters engaged.
Push this car hard into a tight corner, and you’re rewarded with the sort of snappy handling and steering feedback you’d expect from the MX-5 Miata.
Easily the prettiest and probably the most fun in its segment, the Mazda6 is the perfect solution for the buyer who craves driver engagement yet needs the practicality of a mid-size sedan. Let’s hope the long-promised turbodiesel eventually finds its way under the hood of this compelling car.