Mazda6 2008 Review - International

It's said that nothing succeeds like success. Also that when you're on a good thing, stick to it. Most such observations file into the cliché category, of course. But in the context of Mazda's 6, they stand as matters of fact.

The point being that 2002's original series 6 marked the beginning of a design (and sales) renaissance for Mazda's mid-size sedan. And, indeed, for the company. The 6 shot up the charts as a class leader thanks to good looks, tangible quality, inviting comfort and fine driving dynamics; attributes reflected in the heady sales accumulated through its career, including 450,000 in Europe alone.

And now there is, or soon shall be, an entirely fresh second-generation 6. Which, as revealed by our preview drive around the French Riviera's coastal fringes and hinterlands, is even more of a good thing and foreseeably yet more successful than its sire.

Importantly, despite having come from the departing model's relatively high base, the newcomer's driving qualities are perceptibly further improved on all fronts. From our first driving experience, it's abundantly clear that the second 6 goes, steers, stops and handles with such proficiency as to advance the class benchmarks. That's no fluke.

Don't imagine the improvements stem from a raft of major changes to the original design. The 6 still consists of atypical front-drive arrangements with transverse drivetrain, double A-arm front suspension, multi-link rear-end, four-wheel disc brakes and electrically assisted steering. But each element has been revised, tweaked and refined way past the point of inter-changeability with the previous model.

The RX-8-related steering, for example, wraps a very responsive electric linear actuator/motor around the rack-drive mechanism. This particularly well-orchestrated bit of synergy not only saves power and fuel in its stand-by mode (at straight-ahead), but also brings nicely mid-weighted and communicative sense of rim-to-road connection.

On the base 16-inch steel wheels and mid-spec 17-inch alloys, the between-kerbs turning circle is 11.0m, achieved with just under 2.9 turns lock to lock. With the upmarket 18-inch alloys fitted, the lock-to-lock rotations shrink to 2.7-ish while the circle swells to 11.4m.

Even so, the effect is scarcely noticeable even when wicking the 6 through the hairpins and other acutely tight corners that frequent the wickedly zig-zaggy mountainous roads inland from the Côte d'Azur. The new front-end grips with zealous confidence, points accurately and turns into corners decisively, while the co-operatively well-balanced chassis consistently resists pushy understeer and wayward attitude even in the wet. Body roll is held to reasonable degrees also, encouraging the 6 to settle securely and get about its business without becoming flustered.

No small credit for the 6's reassuring equanimity in trying conditions goes to the seamless, unobtrusive yet very effective electronic traction control and dynamic stability system which is standard across the model range. As are larger (by 16mm diameter) ventilated 299mm front brakes, backed by 280mm solid rear discs, with ABS, brakeforce distribution and brake assist also included. Pressing on down the demandingly steep and hair-pinned alpine descents, the brakes kept consistently good pedal feel and took the heat without wilting.

The ride quality impresses, too, especially since the preview 2.5-litre manual Luxury sedan ran the Euro-spec sports suspension (which Australia gets) with 225/45R18 tyres. Although NSW's gnarly blacktop may be the ultimate test, the 6 covered the preview course's many weather-ravaged rough spots with (surprisingly) generous absorbency while transmitting minimal disturbance and little noise to the cabin. This bears out the suspension refinements and the concerted efforts Mazda ploughed into noise/vibration/harshness reductions. Certainly, on the roads driven thus far, there's noticeably less rumble and roar than endemic to other current and recent Mazdas.

The new platform and body (which, Mazda emphatically insists, has absolutely no connection to the Ford Mondeo) uses more high- and ultra-high tensile steel than the previous unit for a tauter, tougher structure, and the front sub-frame now attaches through six (not four) bushings.

Additionally, more effective sound-deadening materials are used far more widely than before.

Under-body aerodynamics have received full attention too, for drag and noise reductions. Besides special covers beneath the engine compartment and cabin floor, the tyres are shielded by small deflectors. The innovative horseshoe-shaped front units are notable for diverting air from the tyres without robbing the brakes of cooling air.

Including more than 300 hours of wind tunnel experimentation and verification, the aero program realised a Cd drag factor of just 0.27 for the new 6 sedan and hatch (versus the departing models' 0.30); the lowest such number for any Mazda model ever. The wagon claims 0.28, against the previous 0.32 factor.

Weight saving gram by gram is of course something of a fetish with recent Mazdas, and here again serves as an abject lesson (if not a sideswipe) for those whose new models grow increasingly porky. Meaningful weight reductions cost time, expertise and money; which Mazda invests. Some don't.

Although the new 6 is measurably larger everywhere, the bare body weighs 4.3kg less than the old one. Other instances include 5kg wheedled from the seats, 2.3kg from the rear bumper, 6.8kg from the interior trim, 4.0kg from the rear suspension and even 1.5kg from the audio speakers. Europe's various new Sixes actually total up to 35kg less than their smaller predecessors, but Australia's may be around par because of specification differences. For perspective, Mazda reckons that without weight-shedding, the 6's kerb number would be about 110kg higher.

Such thrift is all the more commendable because the wheelbase has grown by 50mm (to 2725mm), while overall length gains 65mm (to 4735mm), width has spread by 15mm (to 1795mm) and height is up a little also. The cabin offers 20mm more rear legroom and 9mm extra shoulder width. Equipment levels have risen, too. Incidentally, the wagon is 30mm longer again. Besides continuing the Karakuri system with rear releases for the 60/40 split rear seat, the latest wagon adds further convenience with a luggage cover that lifts and lowers with the tailgate.

The interior design, decore and accommodations are, in a word, classy. The large, legible instruments are easy on the eyes, particularly when the red markings are graphically backlit in blue. The centre stack is every bit as functional as it is stylish. The front seats have the usual adjustments including height; electric on the top spec levels, where leather trim replaces the lower levels' cloth. We'll get the two-way wheel adjustment, but not the seat heating nor the bi-xenon headlamps. We shall have a full-size spare wheel, where some markets don't, but Mazda Australia inexplicably persists with six-monthly service intervals where 12 months/20,000km is the rule for Europe.

There'll be very few people who can't find a commanding and comfortable driving position in the 6. But even all those properly ensconced will sometimes find the thick pillars obstruct the front-quarter view, and may find the front seats a bit wanting for under-thigh support in the long run, and/or for lateral support during brisk cornering.

Don't let the few quibbles cloud the verdict, though. The new 6 is class-leadingly impressive whichever way you look at it - from nose to tail, inside out, whether at standstill or especially on the move. More than ever, it is a good thing, and without doubt on the road to further success.

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