Mazda6 Atenza 2013 Review

If size is everything, Mazda’s new “6” is probably the best-endowed sedan ever made by the company.

From the jutting and aggressive Kodo grille, to the expanse of the bonnet, to the extended profile view it is clearly a much bigger car than the previous generation Mazda6.

When Mazda says its wheelbase is among the segment leaders, it is not exaggerating: The Mazda6 is shorter in this respect than the current Ford Falcon by a mere 8mm. Front and rear tracks are in fact wider than the Ford, while it sits a little higher, and is only a fraction narrower. Overall length favours the Falcon by some 100mm but the front-drive packaging of the Mazda pretty much takes care of that when measuring passenger cabin dimensions.

Clearly Mazda decided to up the ante of this model by virtually exiting its previous standing as a mid-sizer to become something that will appeal to traditional full-size family-car buyers. It has crossed the gap and passed the likes of Toyota Camry to go in pursuit of the big Australian-built sedans just as they are on the decline.

Ironically the Mazda6 – and the Honda Accord Euro that joined the market at much the same time – represented the re-birth of a dying segment when it was first launched in 2002. Now it is moving into new pastures and establishing a foothold for today, as well as into the future.

Of course the Mazda6 is not really all about size. Already a model that has appealed as much for its looks, driving manners and quality as it has for its practicality, the Mazda6 is now more refined, far more efficient and more technology-rich.

A Volvo-style anti-crash system, radar cruise control, blind spot monitoring, lane-change warning and “active” noise suppression are among the many systems available – although they are only standard equipment at top-level Atenza spec. But brake energy regeneration, idle-stop, push-button start, satellite navigation, rearview camera, dual-zone climate-control, auto headlights and a leather-wrapped steering wheel are standard equipment across the board, which is pretty appealing given the starting price for the entry-level Sport variant is $33,460.

Perhaps one of the most significant embellishments of the new Mazda6 is the long-overdue arrival of a competitive, efficient petrol engine to replace the long-running and proficient but often thirsty and lacklustre Mazda four-cylinder.

The new direct-injection Skyactiv-G 2.5-litre petrol four-cylinder, although it shares capacity and bore-stroke dimensions with the previous engine, lifts Mazda generally ahead of the game.

Running a super-high 13:1 compression ratio and replete with clean-burn technology, the engine puts out 138kW at a reasonably relaxed 5700rpm, along with a sturdy 250Nm of normally aspirated torque. It’s among the non-turbo class leaders in torque output and is second only to the high-winding Honda Euro (148kW at 7000rpm) in terms of kilowatts.

Mazda says the Skyactiv-G’s compression ratio, 4-2-1 exhaust system and various refinements including six-nozzle injectors, a special cavity in the piston to reduce cooling losses, a balance shaft and a start-stop system all contribute to more power output, lower fuel consumption and emissions levels, as well as elevated levels of refinement compared to the previous engine.

In practice the new engine announces its presence from the moment it is fired up. If it’s possible to make an engine pleasantly harsh, Mazda has achieved it with the Skyactiv-G. There’s a brisk but muted start-up rasp from the intake system (and exhaust manifold) as well as a vocal, easy-breathing eagerness to rev as it approaches the 6300rpm red line.

Special attention to the new organ-type accelerator action means the driver is able to sense when the transmission is thinking about a downshift, allowing prevention or delay of the kickdown via a slight decrease in pedal pressure. This is a way to avoid undesirable “hunting” as well as subtly adding to the driver’s sense of control.

A slight deficit is that Mazda’s i-stop (idle) start-stop system, which uses clever timing to locate the stationary pistons in the best possible spot for a quick and smooth re-start, is maybe not quite as unobtrusive with the 2.5-litre petrol engine as it is with 2.0-litre Skyactiv powerplants.

The new Mazda6 drives through a conventional but refined six-speed auto transmission Mazda says is smoother than a DSG-style automated manual and more economical than a CVT. Extended clutch lockup improves both the efficiency and direct feel of the auto transmission.

The Mazda6’s official CO2 figure is impressive at 141g/km, as is the 6.6L/100km (8.7L/100km previously) combined fuel figure – although we didn’t get too close to that in our test car which averaged 7.3L/100km over nearly 700km, mainly on freeways.

Undoubtedly the Mazda6 invites description as a sports sedan. In much the same style as the MX-5 which delivers its jollies by way of great handling rather than outright power, the Mazda6’s sports-tuned suspension (aided by 19-inch wheels with 225/45R19 tyres as fitted to the Atenza test car) and accurate, well-weighted electric power steering that swings from lock to lock in a swift 2.6 turns balance nicely with the new Skyactiv engine.

For all its efficiency and impressive atmo power output, the engine is not exactly a firecracker – although it’s definitely swift with a zero-100km/h claimed acceleration time of 8.2 seconds.

The combination of quick-acting transmission and a love to rev means the Mazda6 surges quickly through highway passing manoeuvres, while the precision of the suspension and steering contribute to a palpable sense of sportiness. The Mazda6 is a finely balanced car, probably now a step or two ahead of its Honda Accord Euro archrival.

Backed up by various electronic safety systems that are standard in the Atenza, the new Mazda offers up-spec Euro levels of technology while still feeling distinctly Japanese.

The brake energy regeneration system generally behaves quietly and unobtrusively behind the scenes. But there is a slightly disconcerting arresting of speed as the car heads downhill with cruise control activated that actually suggests the transmission has down-shifted despite the fact it hasn’t (though it will, depending on speed and gradient).

And, even with the assistance of the already in-place radar cruise control to maintain distance from vehicles travelling in front, the Mazda doesn’t initially hold the chosen speed accurately when heading downhill. It is almost as if, with various systems attempting to work in harmony, the car outsmarts itself.

For passengers, the new Mazda6 is pretty plush and spacious. The cabin is a beautifully finished and well thought out place to be, with pushed-back A-pillars Mazda says contribute to easier entry and exit through the front doors as well as improved body rigidity. The new, thoughtfully shaped seats are lighter than the previous model, and there is a good supply of head, shoulder and legroom, front and rear.

Driver ergonomics are generally impeccable, apart possibly from the multi-control steering wheel that performs a surfeit of functions including sound system, radar cruise control, Bluetooth and trip computer – as well as the paddle shifters that are standard across the board.

Not unusually, but a bit of a disappointment nonetheless, the driver-seat memory does not include the external rearview mirrors.

Unexpectedly, and despite the extra size, comes a noticeable drop in boot space: The outgoing Mazda6 quoted an impressive capacity of 519 litres where the new car is just 438 litres, together with a high floor that sits atop the space-saver spare and tends to further impede usable space. That said, the boot opening is bigger than before and the 60:40 rear seats fold down quickly and conveniently via levers located in the boot, leaving a relatively wide gap for loading through to the interior.

Interestingly the new Mazda6, in the face of claims otherwise by Mazda, tends to be a bit heavier than its predecessor that weighed, at top level, just below 1500kg. The new car, in Atenza form, creeps above that. It is smack in the middle of the cars that could be considered its prime competitors although it remains well under the porky top-spec Honda Accord Euro.

Of course the new Mazda6 is safer. The body is said to be better at absorbing impact energy and the adoption of systems (standard only on Atenza) such as Smart Brake Support, Forward Obstruction Warning, Blind Sport Monitoring and Emergency Stop Signal taillights, along with the usual stability control, anti-lock brakes and six airbags, take it right up to the level of many Europeans.

It is also impressively aerodynamic: The claimed Cd figure is outstanding at just 0.27 for sedan versions and 0.28 for the shorter-wheelbase wagon.

Stand back a bit and you will see the new Mazda6 presents itself more aggressively and confidently on the road. Stand closer and you will note the ever more meticulous levels of attention to detail and refinement the company has been espousing for a number of years. Step inside and you will sense a more passenger and driver-friendly car that delivers satisfying performance, sporty handling and a tightly controlled but comfortable ride with the highest levels of fuel efficiency and exhaust cleanliness.

Really, you could not ask for a lot more.