Mazda Cx-6E vs Volkswagen Id.4

What's the difference?

It might be the product of the brand's Chinese partnership, and in fact it might not even be a Mazda under the skin, but it definitely feels more like the Japanese brand than you might be expecting.

Does it feel quite enough like a Mazda? That's going to be up to you. But it certainly looks the part, inside and out.

Note: CarsGuide attended this event as a guest of the manufacturer with travel, accommodation and meals provided.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

It’s been a long wait for the Volkswagen ID.4 Pro, but it’s one that’s paid off. It's an electric SUV that delivers on the essentials - comfort, smart features, and an effortless driving experience. But it also keeps charging times, range, and running costs firmly in the 'very liveable' camp. The ID.4 Pro manages to feel polished and personable, which is a great combination.

Mazda's designer is rightly proud of what he's managed to achieve here, and says every panel, and everything you touch inside, is Japanese, not Chinese. 

The brand has inarguably made a very attractive SUV here. It’s sleek and modern feeling, but it has soul and character, too. Oh, and the brand insists the aerodynamic raised air curtain on the bonnet was done by Mazda first, and not the Ferrari Luce.

The black and swept-back roofline lends a sporty feel, too, while both the 19- and 21-inch alloy options suit the vibe.

But there is one view I’m not keen on, and that’s standing (or driving) directly behind it. Stay close to the car and you don’t really notice it, but take a few steps back — or follow behind one — and the rear end looks somehow blobby and out of proportion.

It's the one weak spot in an otherwise very good looking package.

The Mazda treatment has occurred in the cabin, too, and the touchpoints are suitably plush, though it is entirely lacking in tactile buttons or switches.

Pride of place instead is the massive screen, which is a whopping 26.4 inches. Honestly, though, only about half of that is of any real use. The passenger side has super limited functionality – it's limited to stuff like changing the theme of the screen or the radio station – and so it feels wasted and a bit pointless on that side of the cabin.

The ID.4 Pro leans toward the pillowy end when it comes to exterior shape but it’s as cute as a button. Soft curves aren’t uncommon in this segment, and the overall effect is friendly yet grown-up.

A chrome accent strip running from the roof to the C-pillars adds interest, as do the matrix headlights, which look a bit like Transformer eyes. They’re adaptive too, so they put on a little light show when you start the car - a fun party trick.

Around the back, customisable rear light profiles will earn nods from the cooler kids.

Step inside and the cabin shines. Space is generous, and any 'cute' impressions fade fast as it’s clear this cabin means business.

Visually, it’s slick and considered, with premium materials like leather, suede, and synthetic trims setting the tone. There’s still a touch of Volkswagen fun, though. Look out for the Pause and Play icons on the brake and accelerator pedals.

It feels airy and open, especially with the panoramic sunroof option, and both displays are impressively sharp. You might expect a larger digital cluster, but the 5.3-inch instrument screen does a surprisingly good job, keeping things tidy and focused on the drive.

I'm also quite fond of the adjustable front armrests, which can be folded up and out of the way when not needed. A small touch, but it adds to the car’s flexible, family-friendly feel.

At 4850mm long and 1620mm tall, the CX-6e is longer but lower than the CX-5. But I'm 175cm, and I had no problem getting comfortable in the backseat. The leg room is huge, and I didn't find the headroom an issue at all, with clear air above me, even with the swept back roofline.

That's probably the biggest practicality perk here, with the backseat properly cavernous in that way they often are in modern EVs. There are also air vents and temperature controls for backseat riders, as well as cupholders in the middle-seat pulldown divider.

At the boot, you'll find 363 litres of storage space measured to the parcel tray (so more if you stack to the ceiling), and a total 1434 litres should you fold the second row and load all the way to the ceiling.

What you won't find, though, is a spare tyre. If you get stuck, a puncture kit is your only hope.

The front row offers plenty of room for two co-pilots to settle in without bumping elbows. The seat padding is softer than you’d usually expect from Volkswagen, and with the extendable under-thigh supports and added seat functions, the ID.4 Pro proves itself a seriously comfortable road-tripper.

In the back, space is generous, and my eight-year old appreciated the wide door openings and cushy seating. It’s best thought of as a very comfy space for two adults, with room for a third in a pinch.

That flat floor makes a noticeable difference for the middle passenger, giving them more legroom than usual. The 'two is best' idea also applies to child seats and while there are three top-tether anchor points, realistically, using more than two at once would be a squeeze. I had no trouble installing my booster this week, though it did block visibility out the back window.

Storage up front is a strong point, with a glove box, cupholders, bottle holders, and a generous centre console. The console houses the wireless charging pad, two USB-C ports, and a large cubby that swallowed gloves, snacks, and two pairs of glasses with cases which is perfect for keeping the cabin clutter-free.

Rear passengers are well looked after, too, with climate control, directional air vents, two USB-C ports, a fold-down armrest with cupholders, bottle holders in each door and map pockets. It’s all very family-friendly.

The 543L boot handled everything we threw at it this week. I like the adjustable floor height; set it higher to create a handy space for your charging cables, or lower it to maximise room. There’s also a hidden pocket under the floor for the tyre repair kit (no spare of any description).

You miss out on a frunk, but the powered tailgate and stretchy luggage net help keep things secure and easy to manage.

Tech-wise, it’s mostly intuitive. While my husband isn’t a fan of the touchpad climate and steering wheel controls, I find them pretty straightforward to use.

What does bug me, though, is the lack of built-in sat nav and wireless Apple CarPlay. I don’t like leaving my phone charging all the time, and even when you reconnect the cable, you have to manually restart CarPlay every time you get in. Hopefully that’s something Volkswagen irons out in a future update.

For Aussies, at the moment the Pro is the only variant offered in this new electric mid-size SUV. But a sportier GTX version is due soon, which will have the same dual-motor, all-wheel drive set-up as the already available ID.5 GTX, a coupe-style EV SUV riding on the same platform.

A sharp before on-road costs price tag of $59,990 positions the Pro as a healthy rival to recently arrived BYD Sealion 7 Premium and long-standing favourite the Tesla Model Y Long Range, which start at $54,990 and $68,900, respectively.

The ID.4 Pro arrives with upgraded technology by way of a graphics facelift for the 12.9-inch media display that also sports easier-to-find widgets.

There’s a 5.3-inch digital instrument cluster which keeps the cockpit driver-focused and can pull directions through from your phone navigation - which you’ll need to use as the Pro, disappointedly, doesn’t arrive with in-built sat nav. And that phone connection? Still wired.

However, the update now sees additional soft-touch points throughout the cabin with contrasting stitching on the dashboard.

Our test model has been fitted with a sexy tan and black leather and suede upholstery. Bougie extras like electric and heated front seats with massage function, a heated steering wheel and panoramic sunroof remind you that you're sitting within the semi-premium end of the segment.

Other features include keyless entry and start, matrix LED headlights with LED daytime running lights, soft-open door handles, four USB-C ports, a wireless charging pad, two 12-volt sockets, three-zone climate control, 19-inch alloy wheels and a powered tailgate. VW also throws in an at-home charging cable and an on-the-go Type 2 connector.

The Pro's equipment list is solid but some technology improvements could be made for the next update.

There’s a single motor at the rear axle, making 190kW and 290Nm. Not a huge torque figure, but I like the way that the power is delivered here. It doesn’t feel overly aggressive, but it doesn’t feel underpowered either.

The ID.4 Pro is fully electric and rear-wheel drive with a single motor on the rear axle producing 210kW and 545Nm. That supports a claimed 0-100km/h sprint of 6.7 seconds, which feels satisfyingly swift for a mid-size SUV.

There’s instant torque for easy overtakes and the RWD keeps things balanced and composed. You also get a choice of drive modes to suit your style, and regenerative braking helps recover energy smoothly. It’s subtle, but effective enough to make city driving feel more efficient.

Delivering the range is a 78kWh LFP battery, producing a WLTP driving range of up to 484kms. The DC charge rate is capped at 194kW, which should take you from 10-80 per cent charged in 24 minutes. AC charging is up to 11kW, too.

The ID.4 Pro is fitted with an 82kWh lithium-ion battery and offers a WLTP driving range of up to 544km, which is impressive for the segment.

Official combined cycle (urban/extra-urban) energy consumption is rated at 16.7kWh/100km, and around town, where regenerative braking works harder, you’re unlikely to feel any range anxiety.

If, like me, you do a lot of regional driving or longer trips, you might find yourself keeping a closer eye on the gauge. My real-world consumption sat closer to 20kWh/100km, which still leaves you with solid usable range, but it’s something to factor in.

Charging is straightforward, with a Type 2 CCS port that accepts up to 175kW on a DC fast charger and 11kW on AC.

Both figures are useful and on a fast charger you can expect a 10-80 per cent top-up in around 30 minutes which is quick enough to squeeze in a coffee break or snack stop, even with a kid in tow.

It's not just outside and in the cabin where Mazda has worked its magic, it has done a whole bunch of stuff under the skin as well, retuning things like the steering, the suspension and the brakes, changing the tyre brand, and tweaking the damping to deliver a car that drives more like a Mazda than what you might of an electric Chinese SUV.

And it does feel more engaged from behind the wheel, but it also feels a little bit like Mazda has done the very best they can do with the package they've been given, rather than start from a clean sheet of paper.

There are some elements of the drive experience I'm not 100 per cent convinced by. One of them is a fairly busy ride, even on relatively smooth and straight roads, where it can feel a bit bouncy through the suspension. And another is the fact that it feels like it's been dialed up to 11 in places – the accelerator, for example, is super responsive, so even breathing on it can get that kind of surging feeling through the cabin, reminding you to be a little bit more gentle with your inputs.

Elsewhere, though, it is a composed and quiet package. We did a lot of driving through the city and then on flowing country roads, and it handled it all well. In fact, Melbourne is beset by potholes at the moment, and I actually targeted a few of them to see how it would handle them, and while the ride can feel busy in places, it does also soak up those really big road imperfections really well.

The two-tonne-plus kerb weight only really lets itself be known in super tight and twisty stuff. Otherwise, the CX-6e is happy just to flow along, a feeling helped by the not-stratospheric power outputs which suit the nature of this electric Mazda, too. 

If you were to blindfold me, I probably wouldn't immediately guess that I was driving a Mazda, but equally, I wouldn't say I was driving some new brand of Chinese SUV either. I think it straddles those two worlds, and it does it pretty well.

The ID.4 Pro is simple to operate, and aside from the instant power delivery and lack of a traditional start/stop button, it behaves much like a combustion-powered car.

That makes it a great entry-point for anyone new to EVs because it's familiar, but has just enough electric quirk to keep things interesting.

I miss a true one-pedal driving experience in city traffic, but the set-up still works well. Regenerative braking isn’t particularly strong, but you can toggle between 'Drive' and 'B' mode, with the latter offering a bit more resistance. I’ve kept it in B mode most of the week as the extra feedback just feels nicer underfoot.

This week’s testing included winding mountain roads, regional backroads, as well as freeway stretches and the ID.4 handled it all with confidence. There’s enough precision in the corners to keep things fun, and it always feels well planted.

The suspension strikes a middle ground - not ultra-soft, but still comfortable. You’ll feel some of the sharper bumps, but most surfaces are smoothed out well, and the cabin stays quiet even at higher speeds. Ride comfort has clearly been a priority and it pays off.

From the driver’s seat, visibility could be better. The rear window is narrow, and the thick pillars don’t help, so I found myself relying quite a bit on the camera system when parking or manoeuvring.

That said, the ID.4’s size and clear 360-degree camera system make it incredibly user-friendly in tight spaces. Whether parallel parking or squeezing into small car parks, it isn't stressful to park.

The ID.4 Pro hasn’t yet been ANCAP rated for Australia, but it does carry a 2021 maximum five-star safety rating under ANCAP protocols for New Zealand variants.

It comes equipped with seven airbags, including a front centre bag, and a comprehensive suite of driver assistance features that make it feel reassuringly modern and family-focused.

Standouts in day-to-day use include side exit assist, blind-spot monitoring and one of the better adaptive cruise control systems I’ve experienced lately. The lane keeping aid, however, is a little over-eager at times, with some noticeable tugging at the wheel.

Other safety features include interior monitoring, driver attention alerts, and a full spread of collision avoidance tech including autonomous emergency braking, forward collision warning and rear and front cross-traffic alert.

Parking sensors, a 360-degree camera system, and intelligent seatbelt reminders help make low-speed manoeuvres easier and safer. For families, there are ISOFIX child seat mounts on the outboard rear seats and three top-tether anchor points across the second row.

The CX-6e is covered by Mazda’s five-year, unlimited-kilometre warranty, which is a little underwhelming by today’s standards. The battery is covered for eight years or 160,000kms.

Service intervals are 12 months or 20,000kms, and a capped-price servicing program will see you paying a total $1860 over the first five years of ownership.

The ID.4 Pro comes with a five-year/unlimited kilometre warranty, which is standard across the Volkswagen range, while the battery is covered for eight years or 160,000km, giving buyers a little extra peace of mind when it comes to long-term EV ownership.

Volkswagen also offers a 10-year capped-price servicing program, which is excellent for the segment.

The total cost comes to $2890 over the full term, and the service intervals are spaced every two years or 30,000km, whichever comes first.