Mazda Reviews

Mazda shunned the notion that a ute had to look like a car to appeal to recreational users who were buying one-tonne utes like the BT-50 in increasing numbers for their weekend getaways. The company believed a ute should still look tough and purposeful, and held true to that belief when designing the replacement for the old B-Series. Beneath the tough exterior, however, Mazda worked hard to ensure the BT-50 had a measure of the 'Zoom-Zoom' that proved so successful in reviving the image of its passenger cars. MODEL WATCH The BT-50 was an all-new model with barely anything carried over from the outgoing B Series.  The model range consisted of 4x2 and 4x4 models, with three body styles - single cab-chassis, Freestyle extended cab and dual-cab utility - and three levels of equipment, the base model DX, the DX+ and the range-topping SDX. It had a strong, purposeful look that gave it a solid, substantial image, the result of raising the belt line 30 mm and the sides of the cargo bed by 60 mm.  The cabin was generally a pleasant place to be, the only criticism was that it lacked elbowroom compared to most of its rivals, all of which had grown larger with the changeover to the new generations models, of which the BT-50 was one. Mazda offered two diesel engines depending on the model. The entry-  level two-wheel drive single cab-chassis had a 2.5-litre common rail double overhead camshaft four-cylinder turbo diesel engine that produced 105 kW at 3500 revs and 330 Nm at 1800 revs. All other models were powered by a 3.0-litre common rail double overhead camshaft four-cylinder intercooled turbo diesel.  When on song the 3.0-litre developed 115 kW at 3200 revs and 380 Nm at 1800 revs, up by 33 kW and 109 Nm from the engine in the outgoing model. Most models had a new five-speed manual gearbox, but there was also the option of a five-speed auto in the range topping SDX Dual Cab.  The BT-50 was built in both two-wheel drive and four-wheel drive forms, the latter utilising a dual range transfer case and limited-slip rear diff. On manual models the transfer case shift was manual, and they had remote free-wheel hub lock mechanisms, while those with auto transmissions had an electric shift allowing "on the fly" shifting between two and four-wheel drive.  Underneath, the BT-50 sat on a beefed-up ladder frame chassis. Larger front and rear shocks, and longer rear leaf springs improved the ride without affecting the BT-50's capacity for work.  Mazda chose to stick with nut-and-ball steering instead of following the trend to rack-and-pinion; the result was a rather large 12-metre turning circle. Brakes were a mix of disc front and drum rear, but with improved pedal feel and braking efficiency. ABS antilock brakes and Electronic Brake Force Distribution were available on all but the entry 4x2 single cab-chassis model. The BT-50 would carry a payload of up 1430 kg, 59 kg more than the old B Series, and would tow up to 2500 kg (braked), up from the 1800 kg of the B Series. IN THE SHOP The BT-50 causes few concerns for owners, the only complaints that have come to Cars Guide relate to the fuel consumption and clutch life. Generally used to tow caravans or heavy trailers, and often using four-wheel drive, both are issues that all one-tonners can suffer from. The fuel consumption tends to be higher than new, first time owners expect.  Many first time owners also ask a lot of their one-tonners by expecting them to tow heavy loads. If planning to use a BT-50 as a tow vehicle hauling a caravan or the like consult a towing specialist for advice on set-up, particularly if the vehicle is equipped with auto transmission.  Also consider having the auto serviced before leaving on a long trip with a load on the back. Make the usual checks for regular servicing; oil changes are critical for a long engine life.  Look for evidence of a hard life, towing, off-road or on a worksite. IN A CRASH Dual front airbags and seat belt pretensioners were standard across the range.  ANCAP gave the BT-50 three stars when it was tested. UNDER THE PUMP Mazda claimed the 2.5-litre models would sip fuel at the rate of 8.3 L/100 km, they also claimed the 3.0-litre models would average 9.2-10.4 L/100 km.  When tested by Cars Guide the 3.0-litre manual dual-cab ute returned an impressive 8.8 L/100 km average in a mix of city and country driving. OWNERS SAY Some owners have complained about the fuel consumption of the BT-50, but Mike Bradshaw told Cars Guide that he got an average of 10.0 L/  100 km from his 2009 model on a four-month long trip through the WA and the Northern Territory. Mike said that it was loaded to 2.6-  tonne, using four-wheel drive, and with the air-conditioning on. Frank Murray has done 21,000 km in his 2008 3.0-litre BT-50 and they have been trouble free, but he is concerned about the clutch life of the BT-50 after hearing stories of others having clutch issues. One owner, he said, was on his third clutch in 50,000 km, and another had to replace one at 40,000 km. LOOK FOR Tough truck looks Improved refinement Skinny cabin Diesel economy Towing performance THE BOTTOM LINE Performs well, is comfortable, quiet and economical, but a little narrow in the cab. 82/100

But traditionalists will tell you that the folding metal hard-tops that have become fashionable recently aren't worthy of consideration. The folding metal hard-tops boast of being the best of both worlds but the folding roof takes up what little cargo space is on offer in these sports machines, not to mention adding weight - the enemy of true performance. Anyone who grew up with traditional sports cars will - once the rose-coloured glasses are removed - recall leaks, draughts, opaque plastic windows and fussy installation and removal. Modern fabric hoods are becoming much sturdier and are better insulated for noise and the elements, so much so that the snowballing trend of folding metal roofs has slowed. The open-air thrills of a convertible need not be pinned to a property-sized pricetag, with plenty of open-topped opportunities available for less. We look at five of the best here. MAZDA MX-5 The designers of Mazda's MX-5 looked long and hard at the original Lotus Elan before embarking on the Japanese sports car that is now a modern classic and record holder for global sales. The true spiritual successor to such cars as the Austin Healey Sprite and the MG B - the lightweight, nimble, open-topped, rear-wheel-drive sporty - has maintained its focus on remaining true to the vehicles that inspired it. Only recently has the company strayed from its traditional path and offered a folding hard-top in the MX-5, thankfully without removing the cloth-topped variant from its range. All the vital items are here: airconditioning, cruise control, dual front and side airbags, stability and traction control, plus drilled aluminium pedals, sports leather seats and steering wheel, a Bose sound system, a torque-sensing limited slip differential and a six-speed manual gearbox with a rifle-bolt action. Enough said. Price: From $44,265 Engine: Two-litre 16-valve four-cylinder Transmission: Six-speed manual or automatic, rear-wheel drive Power: 118kW @ 7000rpm. Torque: 188Nm @ 5000rpm. Performance: 0-100km/h 7.6 seconds Fuel consumption: 8.1litres/100km, tank 50 litres Wheels: 17-in alloys. ALFA ROMEO SPIDER Alfa Romeo's Spider is a convertible steeped in tradition. The current Spider is the latest in a long line of Alfa drop-tops, perhaps the most famous being the little Italian sports car that featured in The Graduate. The Italian marque has rarely put a foot wrong when it comes to styling its convertibles - some of its sedans were questionable to say the least - but the design talent of the artisans at Alfa Romeo, Giugiaro and Pininfarina all had hands in this rag-top. While there is a V6 on offer the 2.2-litre 16-valve four-cylinder is lighter and therefore less prone to affecting the front-wheel drive's cornering prowess. The features list for the 2.2 includes dual front, side and driver's knee airbag, six-speaker CD sound system, a full electric roof, trip computer and leather trim. The 2.2 JTS also comes standard with anti-lock brakes, stability and traction control and hill-holding functions. Price: From $69,990 Engine: 2.2-litre 16-valve four-cylinder, front-wheel drive Transmission: Six-speed manual or Selespeed automatic Power: 136kW @ 6500rpm Torque: 230Nm @ 4500rpm Performance: 0-100km/h 9 seconds Top speed: 220km/h Fuel consumption: 9.5litres/100km, tank 70 litres Wheels: 18-in alloys. BMW 135i CONVERTIBLE The BMW brand's littlest machine (before dropping into the Mini model range) is the 135i Convertible. The littlest Beemer is by no means a dud, particularly if the wallet extends to the 135i Convertible's $82,000-plus asking price. One of the most spirited rides within the BMW range, the rear-wheel drive, twin-turbo six-cylinder punches well above its apparent station in life, with the drivetrain offering unfussed cruising or giant-killing ability. It might look like a bit of a hairdresser's car but dropping the roof and stretching its legs will do little for the 'do. Price: From $82,200 Engine: Three-litre twin-turbo 24-valve six-cylinder Transmission: Six-speed manual or seven-speed double-clutch automatic, rear-wheel drive Power: 225kW @ 5800rpm Torque: 400Nm @ 1200rpm Performance: 0-100km/h 5.6 seconds Top speed: 250km/h (governed) Fuel consumption: 8.6 litres/100km, tank 53 litres Wheels: 18-in alloys. MINI COOPER S CABRIOLET Another one from the BMW stable of products that can make a mess of a hairstyle in the best possible way is the Mini Cooper S Cabrio. It has features like climate control airconditioning that has a Cabrio mode, a MP3/USB port-compatible sound system, pop-up roll bars, cloth/leather trim and a split-folding rear seat to improve cargo space. The brattish upstart of the Cabrio market, which can now run in targa-top or full Cabrio mode, is powered by a 128kW/240Nm 1.6-litre, turbocharged direct-injection four-cylinder engine, enough to whip it to 100km/h in 7.4 seconds. But more gentle throttle applications can see fuel consumption as low as the official figure of 7.2 litres per 100km. Price: From $48,000 Engine: 1.6-litre 16-valve turbocharged four-cylinder Transmission: Six-speed manual or automatic, front-wheel drive Power: 128kW @ 5500rpm Torque: 240Nm @ 1600rpm Performance: 0-100km/h 7.4 seconds Top speed: 222km/h Fuel consumption: 7.2 litres/100km, tank 50 litres Wheels: 16in alloys. AUDI TT ROADSTER Audi's TT Roadster is a sharper-looking machine than its predecessor and it has plenty going for it. There's a range of TT Roadsters on offer, starting with the front-wheel drive, two-litre turbo, a mid-spec model with the same engine and all-wheel drive or the highly-entertaining TT S at a tickle more than $100,000. All are entertaining little sports cars to drive - with the nippy front-wheel drive two-litre a worthy machine for a leisurely drive in the country. The TT S is also a smile-inducing drop-top but a leisurely pace, while easily achieved, is not its forte. Price: From $78,000 Engine: Two-litre 16-valve turbocharged four-cylinder Transmission: Six-speed double-clutch automatic, front-wheel or all-wheel drive Power: 147kW @ 6000rpm Torque: 280Nm @ 1800rpm Performance: 0-100km/h 6.5 seconds Top speed: 237km/h Fuel consumption: 7.8 litres/100km, tank 55 litres Wheels: 17-in alloys.

A generation ago, the Mazda 6 would be a large car and we'd load it to the gunwales with luggage and head out on motoring holidays.

Top of the list is its new "one size fits all" philosophy as Mazda reveals it will next year make a single vehicle platform to suit different models. At its first showing in Berlin, Mazda previews its new diesel and petrol engines, new automatic and manual transmissions, and a raft of new chassis systems. Though shown within old Mazda6 bodies, the drivetrains will be seen - as early as next year in Australia - in the upcoming Mazda3, Mazda6, new SUV models including the future CX-5, commercial vehicles and further out, in the small B-class car bracket in which Mazda2 sits. Mazda also reveals it has achieved fuel consumption as low as 5.8litres/100km from a normally-aspirated 2-litre petrol four and 4.2-litres/100km from its new 2.2-litre bi-turbo diesel. More importantly, the engines meet future strict emission regulations including Euro-6. So here's what's new. ENGINES Mazda rolls out its Sky-G (gasoline) and Sky-D (diesel) engine range. Technically, they represent a fresh wave of ICE development. For example, a diesel usually has a very high compression ratio of about 20:1 but Sky-D has an unusually low 14:1. The Sky-G also has 14:1 when normally-aspirated petrol engines are about 10:1. Powertrain Development Division head Mitsuo Hitomi says by raising the compression ratio and controlling cylinder head temperatures, it is possible to reduce fuel use. A side benefit - aided by a high-performance four-into-two-into-one exhaust system and long-stroke cylinder design - is a 15 per cent increase in torque while the longer stroker/smaller bore allows the cylinders to be placed closer and the engine block to be 20mm shorter and lighter. Sky-G is a 2-litre engine but Mazda is finalising a 1.3-litre version that is intended for the Mazda2. A smaller diesel is also being developed. Both diesel and petrol engines - and manual and automatic transmssions - come with Mazda's "i-stop" stop-start system. TRANSMISSIONS There are four transmissions branded Sky-Drive: six-speed manuals and six-speed automatics for petrol and diesel applications. The big story is the lock-up system for all cars that Mazda claims allows up to 7 per cent fuel savings while delivering rapid shifts. Mazda is considering paddle shifters in some automatic models and even a "sports" shift button to accentuate shift points. CHASSIS Mazda shows the next Mazda6 body and chassis details and says it will be used across the board - with the same suspension design, steering and brakes. So Mazda3 would use identical Mazda6 components but sit on a smaller platform. In the case of the Mazda6, the body itself is only marginally bigger than the current Mazda6 but sits on a 50mm longer wheelbase. Front track is up 18mm but because of a new rear suspension cross-arm that can accommodate a rear drive system, the track is up 27mm. Mazda has dispensed with front double-wishbne suspension and will, from the new Mazda6 late next year, use MacPherson struts. The steering is all-electric assistance with the motor set within the cabin, halfway up the column. Total body weight is claimed to be down 100kg even though no aluminium is used. DRIVING Four test 'mules' are available in Berlin with 2011 mechanical components under '06-model Mazda6 bodies. The first car I drive - a Sky-G petrol manual - is quiet and smooth. Mazda makes a lot of noise about the shift feel of the manual gearbox but it feels pretty much like the transmission in today's Mazda6. The petrol's outputs of 123kW and 210Nm feel irrelevant on the tight country lanes and open speed limit autobahns near Berlin. The engine has good response but perhaps its best feature is its smoothness and linear power delivery. The automatic petrol is a better drive. The automatic torque converter unit is far snappier on upchanges. But the Sky-D diesel is the standout engine. It has 420Nm of torque and that's possibly too much in the Mazda6. The manual transmission model can easily be short-shifted or gears can be skipped. In the auto, upchanges are quick and the engine would rarely need to exploit Mazda's engineering that allows it to spin to 5200 revs - unusually high for a diesel. Engines aside, the steering is a vast improvement. It has sufficient feel through the bends to come close to a hydraulic system and unlike many rivals, isn't overly light and vague.

The traditional prestige players are priced beyond the means of most of us -- but the qualitative difference separating the business class and the topline versions of the rest has diminished to the point of non-existence. All right, you'll look better in the car park comparison stakes if you drive the exxier choices listed here, but you're by no means always driving the better car. WAGONS One's a classy Volkswagen Group sport wagon with a direct injection turbo petrol engine with the option of a cutting-edge transmission. And so's the Audi. The Czech-made Skoda is essentially a bigger in the body, more discreet, better riding and cheaper VW Golf GTI, the car that more than any other blurs the distinction between the prestige pack and the rest. The handling-enhancing electronic diff of the new GTI is on its way to the RS, so while the twin clutch DSG adds $2300, the generous standard kit (including tasty 18s) and skinny options list means there's not a lot more to spend. Rare is the Audi of which that can be said. The output of the front-wheel-drive Avant's turbo four is similar (132kW/320Nm plays Skoda's 147kW/280Nm), limited for its continuously variable transmission. Quattro and the full-fat engine sets you back another $13,000 -- and the premium is already just a bit silly. SEDANS One's a perfectly balanced, rear-wheel-drive, inline petrol six with great steering and a six-speed ZF automatic. And so's the BMW. All right, we're comparing a big tarted-up Aussie taxi with a thoroughbred mid-size Bavarian sport sedan here, but what of it? Priced $33K south, this Falcon is probably the best-value car in the country on a metal for money basis and that price difference buys a lot of basic unleaded petrol for that 4.0-litre atmo six with its whacking 195kW/391Nm. If there's a quickish car that rides as well as the Falcon, it's known not unto us. As to the Bimmer, well, you'd go there if you could, even if the peerless handling comes at the price of run-flat tyres and an options list to make your eyes bleed. DIESELS One's a European-built front-wheel-drive with a sophisticated turbodiesel engine and bank-vault build quality. And so's the Volvo. Now the first prestige Euro to be owned by a Chinese company, Volvo did rather well out of its association with Ford (certainly better than Saab did out of GM). But the years of proximity invite comparison. Long the choice of UK sales reps and families, the Mondeo's marriage of the diesel with an auto and capable dynamics give it a comfortable niche position at this level of the market. The Titanium edition gives the long Ford the trim and kit to compare with the premium brigade. Despite its more potent five-cylinder engine and Swedish aura of invulnerability, we just can't see the extra spend in the stolid Volvo. SUVS One's the best-driving compact SUV and... uh, that's the BMW, actually. We've often said that if BMW made front-wheel-drive family cars they'd handle like Mazdas, so the two brands' respective four-wheel-drives should logically be even closer. Not quite, but not to the extent that the X3 is nigh-on $20K better. The X3's only real advantage in Australia's restricted conditions is its standard six-speed auto. Stop us if you're tired of hearing this, Mazda doesn't yet have a slusher for its diesel. While the Mazda's engine is slightly bigger and more potent than the BMW diesel, it has to haul a nearly two-tonne kerb weight. The X3 is 250kg lighter but, within, it's also the most dated Bimmer. How much is that badge worth, again?

Such is its broad appeal that it's hard to peg down the Mazda CX-7, but that's the nature of the new-age so-called 'Crossover' vehicle. For some it would be a stylish family wagon, for others it might be a sporty all-rounder perfect for a weekend on the run. The reality is that it could satisfy many and varied uses for all manner of people. Mazda itself tried to define by saying it was a "sportscar on steroids" when launching it, claiming it would appeal to young parents in the 35-45 age group 'who wanted a car with style, performance and driving fun'. MODEL WATCH Although the CX-7 looked much like a traditional four-wheel drive wagon, and boasted all-wheel drive, it was not really likely to be used for anything more than light off-road driving. With limited ground clearance and the massive 18-inch alloys filling its wheel arches the CX-7 it was clearly aimed at city dwellers. But with accommodation for five it wasn't for the large family either, it was clear it wasn't trying to compete with the likes of the Ford Territory, the Holden Captiva or the Toyota Prado, which all offered seating for seven. No, the CX-7 was best suited for smaller families, or those with no kids at all. The engine was a 2.3-litre turbocharged four-cylinder unit, the same engine that powered the sporty Mazda6 and Mazda3 MPS models, but it was detuned for the CX-7 and put out 175 kW at 5000 revs and 350 Nm at 2500 revs. In the CX-7 it had to lug around a rather large lump of a car weighing almost 1800 kg and that put something of a dampener on the CX-7's performance and fuel economy. A six-speed automatic transmission was standard, and Mazda didn't offer a manual alternative. Final drive was through all four wheels and split between the front and rear as its active AWD system determined was for safe traction. Mazda offered two models, the base CX-7, replaced by the Classic in 2007, and the Luxury, the latter with a host more standard equipment. All had air-conditioning, cruise control, power windows and mirrors, remote central locking, a trip computer and an MP3-compatible sound system. In addition the Luxury had automatic climate control air, six-stack CD player, and leather trim instead of the cloth of the base model. IN THE SHOP It's early days on the life of the CX-7, but so far owners are giving the big Mazda a clan bill, of health in terms of reliability. Carsguide has received very few complaints from owners, those that have been received are of a minor nature and mostly concerned with higher than expected fuel consumption. Despite the good field report make the usual checks to confirm regular servicing and look for signs of offroad use. Few are likely to have been driven offroad, other than down a gravel road, but it's worth making sure. IN A CRASH ANCAP awarded the CX-7 its highest rating of five stars, which was not surprising given it had front, side and curtain airbags, antilock brakes, electronic brakeforce distribution, emergency brake assistance, traction control and electronic stability control. AT THE PUMP The weight of the CX-7 makes it difficult to get decent fuel economy out of it, and not surprising that's the most common complaint of owners. Mazda claimed an average of 11.5 L/100 km, but the real life reality is 14-15 L/100 km. Adding to the cost brought on by the high consumption is the requirement to use Premium unleaded fuel. OWNERS SAY Tony Gigliotti bought a CX-7 Classic in 2007 and has done 28,000kms in it since. He says the styling is well ahead of anything else of its type, and rates the ride and handling as excellent. He also likes the visibility afforded by the high ride height, the split rear seats, cup holders and the privacy blind over the cargo area, and reckons the retained value is high compared to others in the class. He's not so enamored with its fuel consumption, the 'cheap' plastics inside, the lack of rear cooling vents, and the blind spots in the rear quarter. The Gianakopoulos family uses its 2008 CX-7 Luxury mainly as family transport for two young children as well as the usual shopping trips. They have racked up 15,000 km in the time that they have owned the car and report that they have not had a problem with it. It seems well built, it's comfortable to ride in, and is a pleasure to drive, and they are happy with it overall. Their only complaint is its fuel use, which has been 16.7 L/100 km on average. David Devlin's CX-7 has done 30,000 km and the 66-year-old says it's a great car, one of the best he's owned in the last 45 years. He likes the power seats, rear camera and large storage areas, but dislikes the high fuel consumption. LOOK FOR Sporty looks Room for five plus luggage Good ride and handling Slurps fuel Well built. THE BOTTOM LINE: Looks good, drives well, but has a thirst for fuel. RATING: 75/100

A little burble from the exhaust system, go-kart-like handling, the wind in your hair and a clean set of heels at the lights... that is what many office-bound men and women live for.

Value starting priceBoot spaceClassy finishNo improvements to engineSpacesaver spareRoad noise There is very little change in the 2010 model of the Mazda 2. Until you look at the bottom line. The smallest member of the Mazda mob picks up the smiley family grille, there are improvements to the rear shock absorbers and

After years in the motoring doldrums with a range of well-built – but bland – cars, Mazda burst back into life early in the new millennium with a whole new energy and more youthful outlook on life. The company's entire range was renewed and every model proved successful, from the cute-as-a-button Mazda 2, the great 3, to the engaging 6. It was as if the company awoke from a deep slumber with a new drive and energy that powered it back to the forefront of car shoppers' minds. The stylish mid-sized Mazda 6 made as big a splash as any of the new models with its compelling blend of practicality, comfort and refinement, but then along came the MPS sports sedan that powered the 6 to a whole new level of performance to complement its natural sophistication. MODEL WATCH The mid-sized Mazda 6 first burst onto the market in 2002 and was instrumental in helping to revitalise the Mazda brand. It was comfortable, refined, with good road manners and performance, and looked great. But the arrival of the MPS in 2006 added a whole new dimension to the prestige sedan, transforming it into a sophisticated and technically advanced sporting sedan. MPS stood for Mazda Performance Series, a sort of special vehicles offshoot of the mainstream model range. The MPS-tuned 6 wasn't a hard-edged sports car; it was more a luxury mid-sized car with a sporty attitude. Viewed from afar the MPS didn't scream 'hoon' as some sports sedans could do, its external enhancements were tastefully done and relatively subtle to make sure it stayed within the bounds of prestige appeal. There was a deep front spoiler with a gaping mouth to feed the much- needed air to the turbocharged engine, there were fog lamps, and a small spoiler on the boot lid, and big 18-inch alloy wheels, but the overall effect was one of refinement. Under the bonnet the 2.2-litre four-cylinder was boosted through the application of a turbocharger; the resulting output climbing to 190 kW at 5500 revs and 380 Nm at 3000 revs. It's not that long ago that power and torque of that magnitude would have had young V8 revheads going weak at the knees; the Mazda 6 MPS was indeed a sizzling hot road car. To put the performance to the road the MPS used a six-speed manual gearbox feeding a computer-controlled all-wheel drive system that kept a watchful eye on road conditions and distributed the drive between the axles for best traction. Unfortunately there was no auto transmission option available. In addition to the turbocharger the Mazda's engine also boasted direct injection for improved low and mid-range torque. The combination of turbocharger and direct injection delivered strong and smooth performance from low down right through to the upper reaches of the speed range. To cope with the extra zip Mazda beefed up the suspension with re- tuned springs and shocks, as well as bigger stabiliser bars. With the security of all-wheel drive, standard dynamic skid control, and the sports suspension the MPS enjoyed a firm grasp on the road. The good thing was that while the ride was firmer than the regular Mazda 6, it wasn't by any means uncomfortable. Bigger brakes, together with standard ABS anti-skid electronics, delivered the stopping capability to match the car's performance. Inside, there was comfortable accommodation for four, there was a good-sized boot out back, and a host of storage possibilities spread throughout the cabin. Naturally for a car of this class, the MPS had plenty of fruit, including Xenon headlamps, six-disc CD player, climate-control air, alloy sports pedals, and remote central locking with a deadlock function for added security. For even more fruit there was a leather upgrade, which brought with it leather trim, a power driver's seat with memory, seven-speaker sound, and a glass sunroof. IN THE SHOP Mazda has always been renowned for the build quality of its cars and the 6 is no exception. Build quality is usually a good guide to the reliability and durability of a car in service and the 6 is performing without any major concerns. Mazda's servicing and parts costs are not cheap, but they're on a par with other cars in the class. It's important to check for a service record to make sure the engine in particular has had regular oil and filter changes. Also look for battle scars that often come from the daily grind of city traffic. IN A CRASH The MPS boasted a comprehensive safety package with ABS brakes and stability control to help the driver avoid a crunch, and front, side and curtain airbags in the event a crunch came. ANCAP rated the MPS at four stars. AT THE PUMP Mazda claimed the MPS would average 10.5 L/100km, which proved pretty close to the mark when it came time to road test it. It should be noted that the MPS needs 95-octane PULP fuel. LOOK FOR Sports performance Powerful turbo engine Awesome road holding Good build quality Mazda reliability. THE BOTTOM LINE: A great driving sedan that is also at home in the hurly-burly of the daily commute. RATING: 80/100

Adding a diesel variant to their already popular 3 range seemed like an obvious decision by Mazda HQ, given that the world is turning increasingly towards better fuel efficiency.