Mazda 6 2007 Review

Resented, that is, not by the buying public, but by most other car companies. Since its comeback in the form of the first-generation Mazda 6 five years ago, the marque from Hiroshima hasn't had the common decency to put a foot wrong.

Its subsequent models have risen ostentatiously towards the top of their respective classes.

With the Mazda6 — the second of the so-called “Zoom Zoom” era cars after the delightful new Mazda 2 to reach its second generation — you're forced to dig deep for defects.

But they're there, all right — even apart from that insanely irritating advertising slogan.

Please consider that the seats lack under-thigh support, and the indicators don't have a one-touch, lane-change function.

Engines are the same on the sub-$30K car as the plus-$40K model. Ditto cabin plastics. A glaring omission is air vents for the rear seats. And we're not getting the coolwagon variant in Luxury trim. Sorry, that's about it.

The latest Mazda6 leaps to the fore of a class that was revolutionised by its predecessor.

The new 6 proves all over again that mid-size cars needn't be Camrys. It improves upon dynamics that were already the benchmark for its type. Add bulletproof quality and cool styling, and allegedly more prestigious European equivalents look overpriced and underdone.

Not only is the new Mazda6 better than its forebear in every respect that counts, it costs almost the same as that car did back in 2002, yet has much more standard kit.

The sedan-only Limited model will be priced from about $29,000, the Classic a few grand more and Luxury models towards $40K, with the hatch-only Luxury Sport above that.

The five-door, which will likely continue to be the best seller, has a coupe silhouette.

From a front three-quarter view, it's tough to distinguish from the sedan; from the side, the high, taut tail makes it an obvious sibling.

To these eyes, though, the wagon wins the style stakes: it's the most appealing of the many such things we've seen recently, emboldened by silver roof rails and (in Europe) cream leather upholstery.

The 6 has grown incrementally in all directions, not least in width (plus 65mm), height (by 5mm, which makes a noticeable difference to hatch headroom, in particular), wheelbase (50mm), rear legroom (20mm) and shoulder space (9mm).

Hatch and wagon keep the Karakuri one-touch folding rear seat function, and the hatch has a tonneau that lifts with the door.

Materials and ergonomics are discernibly superior, but although the leather-upholstered top models aspire to prestige levels, they don't quite achieve it.

The three-spoke steering wheel, with all ancillary functions at a fingertip, is accessible from a driving position made perfect by rake and reach adjustment and (in the top models) electric seats.

On the upper-spec versions, there'll be climate control, an engine start-stop button with advanced keyless entry, eight-speaker Bose sound and possibly Bluetooth. No satnav for us, though.

More important, anti-lock brakes, Dynamic Stability Control, brake assist, electronic traction control, cruise control and a full-size spare are standard across the range.

Although it's lighter than the current model in basic form, the bulging swag of gear means the new 6 will weigh much the same as the outgoing model.

That would be a step backwards if the new 125kW, 2.5-litre four-cylinder petrol engine wasn't altogether more efficient than the current 2.3 (a new diesel won't be seen until late 2008).

A combined-cycle fuel use of 8.4 litres per 100km is anticipated for Australian models, with a sprint time to 100km/h of slightly over eight seconds.

Transmissions are either a slick and engaging six-speed manual or a five-speed auto with tipshift mode that, almost uniquely, won't change up until you so desire. Luxury autos will have steering-wheel paddle shifters.

Driving a highly specified manual sedan through the narrow mountain passes of France's wind-lashed Cote d'Azur last Wednesday was to appreciate that Mazda has attained a new high-water mark.

Pulling strongly from low revs, with all 226Nm arriving at 4000rpm, the new engine also goes pretty hard at the top end, rasping tastefully all the while.

The engine's sound is enjoyed all the more because of road noise suppression that's effective even with low-profile rubber wrapped around stylish, 18-inch alloys.

These shoes exerted enormous grip on the wet, twisting back roads of the Riviera hinterland.

Considerable provocation is required to awake the DSC (which, even then, kicks in without abruptness), so it's quite possible to forget the 6's front wheels are doing both the driving and the steering.

The new rack-drive electric power steering is excellent, devoid of the artificial feel that pervades such units. Instantly responsive, the weighting is beautifully linear, fully contributing to handling that really is sporty yet completely intuitive.

In fact, you need to remind yourself that the 6 is essentially a family car.

In that respect, it will serve with equal aplomb, the suspension an inspired compromise between ride andresponse, making for a car capable of handling more power than it has, but of being benign during the daily grind.

If the new 6 isn't perfect, it's close. Enviably so.

SNAPSHOT

MAZDA 6

Price: $29,000 to $44,000 (estimate)

Engine: 2.5L/4-cylinder petrol, 125kW/226Nm

Economy: 8.4L/100km

Transmission: 6-speed manual, 5-speed automatic