2014 Mazda Mazda6i Touring
05/17/2014
Shahed Hussain
The third-generation Mazda6 enters an overcrowded midsize segment filled with excellent sedans from all the major manufacturers. Mazda knows that taking on the Camry and Accord head-on is futile, but driving enthusiasts also need affordable sedans, so Mazda targeted these customers for the Mazda6.
Mazda sells the Mazda6 in three trim levels: Sport, Touring, and Grand Touring. Pricing starts at $20,990 for the base Sport, and ranges to $29,695 for the Grand Touring. The midlevel Touring we tested had a list price of $23,445 ($23,645 as of April 2014). Notable standard features include a rearview camera, 6-way power driver's seat, and Bluetooth phone connectivity. Only a few options pad the sticker price: Clear film rear paint protection ($75), cargo mat ($75), Soul Red paint ($300), compass/auto-dim mirror ($195), and door sill trim plates ($125). Including the $795 delivery fee, the MSRP totaled up to $25,010.
In a departure from the first and second-generation Mazda6, a V-6 is no longer available. A 2.5L Skyactiv-G inline-4 is the sole engine choice, mated to a 6-speed manual or automatic transmission. The all-aluminum four has the expected dual overhead cams, variable valve-timing and direct injection. Power output is an unremarkable 184-bhp @ 5,700 RPM and 185 lb.-ft. of torque @ 3,250 RPM. Mazda optimized the Skyactiv-G powerplant for maximum fuel economy, instead of class-leading power. This strategy yields impressive EPA ratings of 25/37 MPG (city/hwy.) with the 6-speed manual. Opting for the automatic bumps the EPA rating to 26/38 MPG (city/hwy.). The Grand Touring model and Technology Package combination adds an innovative i-ELOOP regenerative brake system, boosting fuel economy to 40/28 MPG (city/hwy.).
As with most front-drive sedans, the front suspension uses MacPherson struts with coil springs and a stabilizer bar. At the rear is a multi-link setup with coil springs, dampers, and a stabilizer bar. Brakes are discs all around, with ventilated front rotors. ABS, Dynamic Stability Control (DSC), and Traction Control (TCS) are standard. Steering is via an electrically-assisted rack-and-pinion setup with 2.81 turn lock-to-lock. All Mazda6 models are equipped with 17-inch or 19-inch diameter alloy wheels shod with either P225/55R17 or P225/45R19 all-season tires. Due to the winter weather during our test, Bridgestone Blizzak tires were substituted for the standard all-season tires. Curb weight is an impressively lightweight 3,183 lbs., or 3,232 lbs. with the automatic transmission.
Mazda designed a conservative, yet classy interior for this midsize sedan. Dark grays are the predominant interior color, with glossy black and satin aluminum accents as contrasting elements. The padded dash and door armrests feel expensive. Behind the leather-wrapped steering wheel, the driver faces a gauge cluster with a centrally-mounted speedometer, flanked by a tachometer and multi-function vehicle information display. A dash-mounted screen displays audio, navigation (optional) and phone functions. Below the center vents are the rotary knobs and buttons for the climate control system. Behind the shift lever are duplicate controls for the audio and navigation system. Dual cupholders are on the center console and a storage bin is under the center armrest.
Most manufacturers choose to equip their midsize sedans with flat, unsupportive seats, but Mazda chose a different path by designing front seats fitted with substantial thigh and torso bolsters. The driver's seat gets 6-way power adjustment, plus manual lumbar support to ensure that most occupants can adjust to their preferences. Choosing the Grand Touring trim level upgrades seating surfaces to genuine leather. Rear passengers benefit from supportive seats and good thigh support, and even the center seat occupant is reasonably accommodated. Rear seat legroom is also generous, enhancing occupant comfort on longer journeys.
Mazda's Skyactiv-G engine is typical of large displacement inline fours: smooth and refined up to 4,000 RPM, and somewhat rough-edged as it approaches the conservative 6,200 RPM redline. Throttle response below 2,000 RPM is unimpressive, but picks up as the revs rise above 3,000 RPM. Extracting acceptable acceleration from the 2.5L requires rowing through the gears of the 6-speed manual, but light shift effort and a progressive clutch make each shift a pleasure. Although the optional 6-speed automatic is more fuel-efficient, enthusiasts should stick with the manual gearbox to extract maximum performance from the powertrain.
Mazda's engineers managed to adapt the electrically-assisted power steering to be essentially indistinguishable from a hydraulic system. Road surface textures are accurately transmitted via the steering wheel, and effort builds naturally, without excessive boost or off-center dead spots. The engine's modest torque assures essentially nonexistent torque steer, and so is power-on understeer on dry roads. The Bridgestone Blizzaks winter tires on our test vehicle ensured that traction was rarely an issue on snow-covered streets. On a winding road, the chassis exhibits moderate body roll, but tracks accurately. Full throttle acceleration causes significant rear suspension squat, more than we expected from Mazda. Equipped with non-standard Blizzaks, braking performance on slush and snow was exceptional, as expected from dedicated winter tires. A progressive, easily-modulated pedal also prevented ABS intervention in most slushy roads, a welcome relief from the pedal pulsation that occurs with all-season tires.
With this third-generation design, Mazda continues its strategy of marketing an affordable midsize sedan aimed at driving enthusiasts. Instead of eliminating manual transmissions, Mazda continues to offer them for dedicated enthusiasts who insist on shifting their own gears. Instead of downgrading interior trim to meet a price point, Mazda designed an interior that appears more expensive than its peers. But where we do wish that Mazda had followed other midsize sedans is in the engine bay. This sedan begs for a more powerful engine; a turbo four or V-6 would be perfect. Mazda surely knows that an extra fifty horsepower would do wonders for this otherwise excellent midsize sedan, so we just hope that a power injection is coming soon.