Mazda6 2007 Review - International

Their job can have been none the easier for knowing the original 6 (GG sedan and hatch, GY wagon) was a huge hit with the motoring press and buyers from day one, back in 2002. The 6 led Mazda's mid-size design and sales out of the doldrums to surge up the charts as a class leader in the C/D family-four-cylinder segment.

The 6 was also the car that cemented Mazda's name and reputation in Europe, where its manifold qualities found it more than 470,000 homes during the five-year career. Thus Europe collectively ranks as one of Mazda's most important markets, which explains why the south of France was chosen over Japan for the second-generation 6's international launch.

That's international without the USA incidentally, because N. America is developing its own, visually different, fatter, variation on the 6 theme. It's known the US models will be based upon the shared platform and running gear. But when Japanese program leader Ryuchi (Rick) Umeshita was pressed for details, he smiled diplomatically, denied knowledge of specific differences and replied that the other project isn't his concern. The full attentions of Umeshita and his group, including chief designer Youichi Sato, have focussed on the 'world' 6 (coded GH, all models), and the results speak for themselves.

Whether as sedan, liftback or wagon, the latest 6 catches and holds the eye. With the front identified by Mazda's current trademark five-point grille and muscularly bulging wheel arches, the skilfully drawn lines sweep from nose to tail, tying together the finely balanced proportions. But even while the styling is consummately attractive, the Mazda is far more than just a (very) pretty face. Glamour accepted, the strengths of its design, engineering and refinement underpin this bid for continued class leadership.

Harking back to the original line-up strategy, the GH range will open with a Limited sedan featuring 16-inch steel wheels, air conditioning, remote central locking, power windows, power mirrors and so on, with standard 6-speed manual gearbox or optional 5-speed automatic. Cruise control unlikely, however.

Unless the exchange rate goes askew between now and the March '08 local launch, the entry model should debut at around $29,000. Certainly not much more and perhaps even a little less.

The sedan will also present on Classic and Luxury levels priced below and above mid $30Ks respectively, at which you're into the realms of 17-inch alloys, climate control, leather, trip computer and other such plush touches.

The liftback editions open at Classic and Luxury levels, then peak with Luxury Sport. Aimed for early to mid $40K pricing, the top hatch includes keyless push-button start/stop, 18-inch alloys and automatic soft-close hatch lid. The convenient Karakuri system of rear releases for the split/fold backrest is joined by an equally innovative luggage cover that automatically lifts with the lid.

As before, the wagon will come as a mid-$30K Classic, only with automatic transmission.

Whereas Europe will continue offering the existing 2-litre manual turbodiesel, Australia will wait until late '08 at the earliest (perhaps into '09), for a new and improved 2.2-litre unit still under development. Like the current model, the new diesel will offer only manual transmission, at least for a further year or so until a suitable automatic is ready. Mazda explains the delay by saying that as a relatively small company, it hasn't the resources to do everything at once.

The Australian 6 won't offer some touches Europeans enjoy, such as bi-Xenon headlights, front seat heating, integrated Bluetooth mobile phone system, and 7-inch touch screen, voice command navigation. And we continue to suffer the old 6-month/10,000km service schedule where Europe and elsewhere have moved to 12-months/20,000km.

Similarly, the brakes are again 4-wheels discs, but where the solid rear rotors continue at 280mm diameter, the ventilated front discs have grown from 283mm to 299mm diameter.

In the interests of more consistent steering weighting, allied with reduced power and fuel consumption, the previously hydraulically operated power steering is replaced by a new linear electric motor surrounding and acting directly upon the steering rack. This is an evolution of the system first seen in the Mazda RX-8.

It would be a mistake to consider the new 2.5-litre engine as simply the highly regarded 2.3-litre unit with a larger bore and longer stroke. True, both have alloy DOHC cylinder heads with four valves per cylinder, sequential valve timing, alloy block and variable intake manifolding. But the 2.5 has detail upgrades and refinements that bring improvements beyond its extra 19Nm torque (for 226Nm at 4000rpm), 3kW extra power (to 125kW at 6000rpm) and thriftier fuel consumption (shaved from 8.8L/100km to 8.4L/100km). If there's a smoother, quieter, more responsively tractable big-four, it's a well kept a secret.

The 5-speed automatic and 6-speed manual transmissions remain essentially the same as the current versions.

The GH bodies have changed not only in looks, but also substance. Using more high- and ultra-high tensile-steel pressings than before, the GH body shell is not only larger, stronger and stiffer than its predecessor, but also just over 4kg lighter. Indeed, thanks to Mazda's commendable fixation on weight-saving, Europe's base model weighs some 30kg less overall than the car it replaces. Even the Australian versions, with the 2.5-litre engine and buxom specification levels, will be little if any heavier than the old models.

PACKAGING  
Although the 6 is described as mid-size, it gives cause to wonder whether cars and their cabins realistically need be any larger than these amply accommodating 5-seaters.

The 6's three second-generation bodies share a 2725mm wheelbase, which is 50mm longer than before. Body width has broadened by 15mm to 1795mm; the tracks' spans have also widened slightly to suit, and differ in respect of one another according to the particular size wheels involved.

At 4735mm, the sedan and hatch are 65mm longer than the cars they replace, while the wagon's 4765mm length is 75mm more than the previous model. Each configuration is a little taller, too.

From the inside, the most noticeable benefit of the body's growth is in the increased rear roominess where legroom has extended by 20mm and width by 9mm, with a smidgeon more headspace also.

Each model's luggage space has increased, and accessibility is improved via what Mazda claims to be the widest lid openings in the class. In recognition of local conditions, Australia's 6 will have a full size spare wheel, not the space-saver or puncture repair kit inflicted upon some markets.

Stringent attention to aerodynamic aspects and to noise-vibration-harshness also help advance the quality of the Mazda's packaging.

Apart from the bodies' visually sleek, wind-cheating lines, a lot of time, effort and wind-tunnel expertise went into untangling the under-body airflow. More than 40 sessions totalling more than 300 hours of testing in Mazda's full-size wind tunnel led to smooth covers beneath the engine bay and the cabin floor to reduce turbulence and drag. Also, conventional flat, vertical air deflectors were added ahead of the rear wheels. But not at the front, where research showed such simple deflectors robbed the brakes of cooling air. Instead, Mazda devised an innovative horseshoe-shape deflector which reduced aero drag while keeping the brakes well aired.

Overall, the sedan and hatch achieved an outstandingly low CD aero-drag factor of just 0.27, the best of any Mazda, ever. And the wagon's 0.28 result sets it apart from the crowd, too.

Intrusive noise levels were measurably reduced by tackling the causes at source, and by installing more effective sound-absorbing materials more widely.

Within the cabin, occupants have the surety of up to six airbags, active front head restraints, front belt pre-tensioners and load-limiters, while frontal-impact risk to the driver's feet is minimised by collapsible pedals.

The bonnet's special impact-absorbing design realises relatively good pedestrian protection.

While the new 6 isn't expected to be crash tested by independent NCAP agencies until around the middle of 2008, Mazda says its in-house simulations and impacts indicate that a 5-star result awaits.

The silver lining for canny shoppers and keen drivers is that in order to cope with threatening market forces, the mid-sizers (the good ones, that is) have developed into very proficient, very engaging cars. As the new 6 gladly demonstrates.

The latest 6 is what it is not only because its predecessor set high standards, but also because Mazda bench-marked it against some imposing peers, including the Honda Accord Euro, Subaru Liberty, BMW 3 Series and Volkswagen Passat.

While it's true the BMW 3 Series is priced way above the Mazda's sub-$30K to $40-something region, as are the Audi A4, Alfa 159 and Mercedes C-Class for example, the second generation 6 is certainly in their ballpark for specification, build quality, accommodations and, believe it or not, on first impressions anyway, for the sheer capabilities of its driving dynamics.

On the basis of price however, the new 6's most direct competitors shape up as the Accord Euro, the Liberty and the Ford Mondeo; which, Mazda swears, is completely unrelated apart from drivetrain similarities.

Moreover, for anyone who's not a committed Euro-snob, it's hardly a great stretch to include the Mazda 6 within the ambit of the Passat sedan and wagon, also the Volvo S40/V50 duo. It has their measure.

For this preview drive, Mazda allocates the four-car Aussie contingent a single specification. Apart from left-hand drive and some Euro-centric inclusions such as sat-nav and heated front seats, it's a close approximation of the upmarket 6 bound for Oz, with the 2.5-litre engine, manual gearbox and all the fruit. Amongst which the 18-inch wheels, 235/40 tyres and sport suspension prompt some pre-drive speculation about the possible/probable affect on ride quality.

The route first snakes along the Cote d'Azur, one of the world's most famous, richest (and, in summer, most densely populated) coastal strips. But on this windy, wet and very cool late autumn day the traffic's fairly light, and we roll along with few interruptions. Hmm, the road is either particularly smooth or the ride comfort is much better than it has any right to be on those wheels, tyres and suspension.

From the seaside, the route bears left to the towering hinterland and begins climbing, and climbing. The turning, twisting road narrows and its weather-ravaged surface sometimes roughens choppily, but the 6 isn't fazed even when the wind blusters strongly and the sodden blacktop repeatedly swerves between icy remnants of yesterday's heavy snow storm.

It's sometimes necessary to look around the windscreen pillar to sight the road through the corners, but otherwise the driving is absolutely fine, unlike the weather. There'd be spectacular views, if not for the obscuring rain and mist.

The 2.5 engine is a gem, offering power aplenty and torque everywhere. There's no tacho redline, but, when given a prod, the engine willingly spins to about 6400rpm where the limiter cuts in. Equally impressive is the seemingly unquenchable tractability, for you can let the revs dwindle to below three grand in any gear, and feel it respond elastically when given the gas. The welcome bonus is that the 2.5 is discernibly quieter and smoother than usual among big four-cylinder engines, and has a nicely light raspy signature from the exhaust.

The new 6's steering stands out for consistent weighting, securely connected feel and faithful accuracy. The roadholding is tenacious with adhesive grip even on streaming roads, the handling always responsive with user-friendly sense of balance and control.

No qualms about the brakes either, for they're arrestingly powerful and maintain good pedal feel even when used hard and often to deal with the steep, sharp alpine zig-zags. Also noticeable in brisk driving, whenever grip is marginal the stability and traction control systems' interventions are seamlessly subtle yet incisively effective in modulating the car's drive and direction.

Everything points to a car that's at one with the road and the driver, other than occupants eventually feeling the front seats aren't quite as supportive as they could be.

The 250km loop's homeward leg includes a half-hour of motorway cruising which the new 6 dispatches briskly, and not at all brusquely except that wind-rush registers above about 130km/h.

Few minor niggles aside however, first impressions of the second-generation Mazda 6 are so disproportionately favourable as to suggest the mid-size class has a bright new role model and Mazda another winner.

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