Subaru levorg VS Mazda 6
- Roomy five-seat wagon
- AWD + EyeSight = safety plus
- Great entry level engine
- Poor ride
- Now an old platform
- 2.0-litre can be thirsty
- Beautiful looks
- Lengthy standard features
- New turbo engine
- Touring doesn't offer turbo option
- No Apple CarPlay/Android Auto
- Warranty looking a bit short
Subaru took its slow-selling Levorg five-door, five-seat wagon back to the drawing board in 2017, refreshing the line-up to include two models that offer a new-to-the-brand 1.6-litre turbocharged four-cylinder engine and lowering the car's entry price point as a result.
Will it give the Levorg a new lease on life?
|Engine Type||1.6L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Mazda6 used to be just about everywhere. A classic go-to kind of car, it has been a constant presence in Mazda's stable of passenger cars. Mazda's well-timed shift to SUVs a decade ago could have seen the eventual decline and demise of the classic mid-size sedan, but here we are in 2018 and it's still going strong.
The new Mazda6 isn't a ground-up redesign, it isn't a revolution that brings with it electric powertrains or funky hybrid additions or some wacky weight-saving technology. Instead, this new 6 echoes the approach the Japanese company took with its big-selling CX-5; detail changes, and lots of them.
|Fuel Type||Regular Unleaded Petrol|
It's easy to suggest that the Levorg is simply an Impreza wagon (and the 2.0 is a WRX wagon to boot) – but it's not quite the case. The Impreza has now moved onto a new, improved platform, which has left the older generation Levorg in its wake.
With its line-up saturated by wagons, Subaru is finding the Levorg a tough sell, though the new entry level model is a step in the right direction.
Ultimately, though, the relatively inferior ride comfort of the Levorg may well be the element that plays against it the most.
The sweet spot in the range in this case is the entry level 1.6 GT. With better ride and handling than even the range-topping 2.0 STI Sport, a punchy yet economical engine and attractive pricing, it's definitely worth a look.
If you're looking at Subaru wagons, is the Levorg on your list?
The new 6 does exactly what's required, and that is to deliver a beautiful and refined car at a good price. The Mazda flagship is loaded with enough gear to give the Camry a run for its money, and it's hard to see why the 6 wouldn't be on your list.
Choosing a sweet spot of the range is tricky. The 2.5-litre Touring is well balanced when you consider value for money, but you can't help looking one step up to the turbo GT. That new engine really completes the transformation. So either hold out until Mazda relents and offers a turbo Touring, or live with the non-turbo 2.5.
I have always had a soft spot for the 6, but it required turning a blind eye to a range of deficiencies. Now they're pretty much gone, and I don't have to say, "But..." when asked about it. There must be thousands of changes in this new car and every single one of them has been an improvement.
What do you think? Can the 6 tempt you back out of an SUV or out of your current mid-size sedan?
From the front, the Levorg is almost a direct mimic of the brand's Impreza and WRX, especially with the bird-swallowing bonnet scoop that's used on all four cars. The front end has been lightly tweaked for the 2017 upgrade, but it's still obvious which car the Levorg has morphed from.
The rear end is different, of course, and it's something that needs to appeal to the eye of the beholder. It's strong, prominent and almost bulbous from some angles, yet very resolved and flowing when looked at from other directions. There's no body kit, as such, as it's all integrated into the car.
The large overhangs – the distance between the wheels and the outer edges of the bumpers – aren't especially handsome, though, while its high-waisted sides can make the alloys disappear into the fenders. The low ride height helps here, but also means the Levorg is an on-road proposition only.
On the interior side, if you've seen the last model Impreza, then you'll know what the Levorg looks like; a clean, almost underwhelming layout with clear, well laid-out controls, while the extra dimensions of the wagon style gives the cabin a lighter, airier feel.
Mazda's Kodo exterior design is hugely successful, so a top-and-tail is enough to bring the car up to date without ruining a look that has made it famously pretty.
All the front panels forward of the doors are new, with a new bumper, headlights and a 3D grille. New 19-inch alloys on the GT and Atenza also help. The new bumper features a different front spoiler, the fog lights have moved into the LED headlight assembly and the indicators are now eyebrow-style LEDs along the top edge of the lights. The chrome (okay, plastic) grille outline is slimmer and wider, making the car look wider, but also sportier. Much of what you see came from Mazda's Vision Concept car from the 2017 Tokyo Motor Show.
The rear has come in for similar treatment, with a new bootlid, bumper and bolder twin-exhaust treatment - the pipes have a bigger diameter and a more "sculpted" look.
Mazda tends to skip adding side skirts, a rear diffuser or rear wing, leaving the body kit work to the aftermarket brigade. The wagon does have a small rear spoiler over the rear window, though.
Interior photos photos show a new and lighter cabin, and you might be surprised to find that all that remains unchanged from the previous model are the steering wheel, some switches and the top of the gear selector. There wasn't a great deal wrong with the old one, but this new one seems even more coherent. The centre console is less cluttered, housing just the air-conditioning controls. Seat belt or airbag lights, for instance, are now in an overhead console which also features a sunglass holder.
The Levorg really hasn't changed much from the Impreza-derived wagon that debuted in 2016, aside from styling tweaks, new adaptive headlights, a triple-fold rear seat and revised multimedia systems across the range.
The boot space holds 486 litres with the seats up, which one-ups its Forester sibling by 64 litres (maybe it 64-ups it, then?).
The size increases to 1446 litres when the 60/40 split-fold seats are dropped down. Tie-down points and a 12-volt (12V) socket are present in the rear, along with flip-down switches for the rear seat backs.
There's plenty of room in the rear seats for head room and leg room, though three-across is a tight squeeze for adults.
There are a few not-so clever touches, though, including a myriad of controls on the steering wheel that could easily be reduced. The multimedia system, too, is starting to show its age, even though it offers access to apps like Pandora (which has now been killed off).
Another irritation is the roof-mounted sash belt for the rear centre seat.
There are ISOFIX child seat mounts for the outside rear seats, and a cargo blind for the rear area is included. A run-flat spare lives under the boot floor, too.
It's nice to see a pair of USB ports for rear seat passengers. There's also a USB port in the centre console bin as well as in the storage area under the centre of the dash. Bottle holders live in all four doors, while cup holders are present front and rear.
The interior dimensions of the 6 are unchanged, but it has always been a roomy sort of place. Rear legroom is expansive but if you're 185cm, your head might brush the (new) headlining.
Boot space for the sedan starts at 474 litres (VDA) and the wagon offers 506 litres. For more luggage capacity or cargo of a larger size, the space can expand to 1648 litres, which isn't bad given the wagon's smaller dimensions. A tonneau cover is standard in the wagon.
Storage is handy rather than extraordinary. Front seat passengers score a pair of cupholders with a neat cover for when they're not in use. The centre console is on the smaller side, but a decent phone cubby under the climate controls makes up for that. The fold-down rear centre armrest features a pair of cupholders, a slot to hold a phone or small tablet upright and a small lidded tray with a pair of USB ports.
Towing capacity for the 2.5-litre is 550kg unbraked/1550kg braked, and the turbo petrol and turbo diesel manage 750kg braked/1600 kg braked.
The turning radius differs between the sedan and wagon. The longer sedan (yes, really) has a turning circle of 11.2 metres, with the wagon completing the same trip in 11 metres. With ground clearance of 125mm, the 6 is not an off-road proposition.
Price and features
The Levorg range now stands at four models, with the new 1.6 GT having the added benefit of kicking the range off at a lower price point of $35,990 before on-roads.
Standard kit includes all-wheel-drive, 17-inch alloys, dual zone air conditioning, automatic LED headlights, automatic wipers and a multi-stage throttle map button known as Intelligent Drive, which gives you two different throttle maps via switches on the steering wheel.
There's also a colour multimedia screen that's complemented by a small TFT screen above it that displays vehicle info like boost level and fuel economy.
It also has automatic wipers, a leather-clad steering wheel, alloy pedals, a dual-tone cloth interior and LED daytime running lamps.
The $42,890 1.6 GT Premium, by comparison, adds 18-inch wheels instead of 17s, leather upholstery with heated front seats and electrically-operated driver's seat, more safety with blind-spot monitoring, rear cross traffic alert and lane change assist, and a larger 7.0-inch multimedia system with sat nav.
The 2.0-litre turbocharged four-cylinder engine is retained for the 2.0 GT-S, which now starts at $49,190. It's effectively an almost-$5000 cost increase from 2016, thanks to the new, cheaper 1.6-litre powered cars. It shares the same specifications as the GT Premium, aside from the addition of black rims and a sharper 'Sport#' mode for the drive mode system.
Burgundy coloured leather seats form part of the 2.0 STI Sport package, which also includes a unique front bumper and grille, different 18-inch rims and Bilstein shocks. It's available in Subaru's famed World Rally Blue, as well as other colours like white, grey and black.
With four trim levels and three engine options, there are fourteen different versions of the 6. Our range review features a full model comparison and price list so you know how much you'll pay and what you'll get. Prices are RRP and therefore a starting guide - your final drive-away price will be down to you and your dealer.
The range starts with the Sport in sedan and wagon forms, with just one engine choice, a 2.5-litre 140kW/252Nm naturally aspirated petrol. Mazda claims the refreshed 6 Sport has $3000 of added value for no price increase. The Sport is priced at $32,940 for the sedan and $33,790 for the wagon.
Standard features include 17-inch alloys, head-up display, LED headlights, power mirrors, a power window in each door, auto headlights, rain-sensing wipers, six speakers, dual-zone climate control air-conditioning, leather steering wheel and gear shifter, sat nav, push-button start, remote central locking, active cruise control, rear parking sensors, GPS sat nav, DAB radio, trip computer, a safety package including lane assist and a space-saver spare tyre. The wagon version adds roof rails, an intermittent rear wiper, cargo cover and cargo net as standard.
Added to the Sport edition specs are leather seats, power heated and folding mirrors, electric front seats, 11 Bose-branded speakers (including subwoofer) for the infotainment system, leather steering wheel and gear shifter, smart key (keyless go and keyless entry), front and rear parking sensors and LED daytime running lights.
Next up, The GT drops the naturally-aspirated petrol and replaces it with the 2.5-litre turbo with 170kW and 420Nm. The diesel stays and prices start at $43,990 and end at $46,390.
Added to the GT are 19-inch alloys, black or white leather seats, heated front and rear seats and an adaptive front lighting system.
The top of the range Atenza features adaptive front LED headlights, white or walnut Nappa leather seats with suede inserts and wood trim. Available from $46,390 up to $50,090, the diesel versions are slightly more expensive than before.
Compared to the 2017 model year 6, Mazda says the 2018 model features extra value of between $1000 for a slight rise (Atenza) or drop (GT). The Sport and Touring pick up $3000 worth of gear, with prices either unchanged (Sport) or dropped (Touring).
There are eight colours, with Titanium Flash (grey), Deep Crystal Blue, Blue Reflex, Snowflake White, Sonic Silver and Jet Black all free, as well as Mazda's stunningly pretty Soul Red and the understated Machine Grey, both for a small extra cost. Sadly for fans of more out-there colours like yellow, purple or green, they're all off the menu.
Mazda's MZD Connect multimedia system is accessible through the dash-mounted touchscreen and a console-mounted rotary dial. None of the range feature Apple CarPlay or Android Auto (yet, but stay tuned, the Yanks have it already), but you can plug in your iPhone or Android device via USB or hook them, or another MP3 type player, up with Bluetooth .
The multimedia system is reasonably easy to use, the navigation system is a bit blocky but otherwise accurate, and the car's various gadgets are simple enough, so a trip through the owner's manual should be rare.
Various accessories such as a roof rack, towbar, cargo barrier and boot liner are available from a dealer. Your dealer will most likely offer you tinted windows and despite not appearing on the spec sheet, it seems floor mats are standard. As is right and proper.
Missing from the options list are a seat belt extender, homelink, panoramic sunroof, a premium package over and above the standard inclusions, 18 inch rims, 16 inch alloys, red brake calipers, performance brakes, park assist, radio-CD player combination, CD changer, xenon, projector, halogen or HID headlights, heated steering wheel, nudge bar, wifi hotspot or elegance pack.
The space-saver spare is no match for a full size tyre, but it sure beats a tyre repair kit
If you like your model statistics, then read on; Mazda expects the Touring grade to take just over a third of sales with the other three grades taking around 20 per cent each of sales. Two-thirds of all 6s will probably be sedans, and just five percent (fewer than 200 units!) will be diesel.
Engine & trans
The newest motor in the family is a 1.6-litre single-turbo four-cylinder boxer unit, and it's the first of this size to be turbocharged for the brand. It's backed by a continuously variable transmission (CVT) auto.
It makes 125kW and 250Nm of torque, though it honestly feels like it makes more horsepower than the engine specs suggest. The key element is how that torque is delivered low down in the rev range.
This means 197kW of power and 350Nm of torque, complemented by a multi-mode throttle control known as Si Drive.
The CVT gearbox sports an eight-step 'manual' mode that can be activated with paddles behind the wheel. CVTs have a bad reputation for dulling the driving experience, but drive this one before you dismiss it out of hand; it's well behaved, reasonably quiet and it complements the car's intended purpose well.
Of the four models, the 2.0 GT-S offers the best towing capacity of 1500kg of braked trailer, with a towball weight max of 150kg. The Bilstein damper-equipped SGTI Sport can only cope with 1200kg and 120kg on the ball.
The 1.6-litre cars, meanwhile, are essentially unsuitable for towing anything larger than a box trailer, offering just 800kg of braked trailer ability and just 80kg on the towball. The max towing capacity for all Levorgs for trailers without brakes is 750kg.
No diesel or LPG options exist for the Levorg, while off road performance is very limited due to its low ground clearance.
The 6 now has three engine options; two petrol and one turbodiesel. Both petrols are the 2.5-litre SkyActiv. The naturally-aspirated petrol is found in the Sport and Touring and generates 140kW and 252Nm (up from 138kW and 252Nm). From the same engine size but with a turbo fitted, GT and Atenza buyers score 170kW and 420Nm of torque.
The two petrols' specs include Mazda's i-eloop regenerative braking technology to help charge the battery while saving fuel. All engines feature stop-start to cut fuel consumption around town. The non-turbo also features cylinder deactivation. Mazda says that at a steady 80km/h, cutting two cylinders (one and four) reduces fuel consumption by five percent.
Other improvements to the 2.5-litre include revision of various components and a new continuous displacement oil pump.
Both of these engines drink 91RON, so no need to worry about paying for premium unleaded. Given the huge price difference between 91 and 95, that's an easy saving of around $1.60 for every 100km travelled, based on the quoted combined fuel mileage figure of the turbo.
If you were to put the thumbscrews on a Mazda engine expert, you might extract a dirty secret - run it on 98RON and you'll see somewhere in the region of 184kW from the turbo. But you didn't read that here.
The 2.2-litre twin-turbo diesel's ratings come in at 140kW and 450Nm. Both power and torque are up (from 129kW and 420Nm respectively), courtesy of the diesel's variable geometry turbos and updated injector sequence.
All 6s are front-wheel drive through Mazda's six-speed automatic transmission. There is no AWD, 4x4 or rear-wheel-drive version. A manual transmission option has long since disappeared, so the manual vs automatic argument is settled for you. No manual gearbox means no clutch to worry about, so manual transmission issues are a moot point. Also unavailable is an LPG version.
Oil type and capacity are dependent on the engine type. If you're interested in whether the engines feature a timing belt or chain, it's the latter.
The Levorg 2.0-litre is capable of a fuel consumption figure of 8.7 litres per 100km on the combined cycle, according to Subaru, while the 1.6-litre is more economical at 7.4L/100km.
We recorded a dash-indicated 11.2L/100km over 300km in the STI Sport, and 8.0L/100km over 320km in the 1.6 GT.
All four cars have a 60-litre fuel tank, and all four require 95 RON fuel as a minimum. Weight varies between 1539kg for the 1.6 GT to 1591kg for the STI Sport.
Mazda claims that the 2.5-litre petrol will drink at the rate of 7.0L/100km and the turbo petrol at 7.6L/100km, both sipping 91RON fuel and on the combined cycle. Diesel fuel economy is quoted at 5.3L/100km on the combined cycle.
Fuel tank capacity is 62 litres across all three engine options.
The Levorg was a late starter on the last Impreza platform, and it's suffered as a result, particularly in the area of its suspension tune. In short, its ride quality is below average for a car in this price bracket, though the entry-level GT fares better thanks to its smaller rims and taller profile tyres.
The main issue is the Levorg's rear suspension architecture. While the front end uses Impreza-spec MacPherson struts, the rear layout has been compromised to accommodate a large cargo area.
This means the rear springs and shocks aren't physically long enough to give the Levorg enough wheel travel to effectively absorb bumps and lumps and also maintain a decent level of ride quality.
There's lots of physical grip available, though, from the all-wheel drive system which Subaru has backed for a long time. It does add weight and complexity, but it does also give a sure-footed level of behaviour in all weathers.
The smaller 1.6-litre engine isn't exactly a powerhouse, and it's 2.3sec slower between 0- 100km/h than the 6.6sec 2.0-litre car. It does, however, make the most of what it has by serving up the majority of its torque in a very useable range.
The Levorg accelerates away from rest more than adequately, and can maintain its pace at national limit speeds without qualm. It needs a bit of coaxing in steep terrain with four people aboard, but all told the 1.6 is a smooth, strong little unit.
The 2.0-litre WRX-spec engine, meanwhile, really hustles the Levorg along, especially when provoked, with torquey performance across the rev range.
The 6 has never been a bad car to drive - far from it - but earlier models and the early iterations of this current 6 (before the facelift, obviously) suffered from reasonably high road-noise levels. This new 6 finally puts all that to bed.
Mazda has focussed a lot of attention on what they call conversational clarity. Luckily they don't mean what is actually being said - my blathering would instantly ruin their KPIs - but the ability to hold and hear a conversation. There must have been hundreds of individual changes just to address noise.
A huge number of components have been changed, right down to the undercarpet floor lining, to reduce the racket from the outside getting in. Now only a poor, coarse surface lets in tyre noise. Wind noise is down due to a variety of measures, and at speed the conversational clarity goal is well and truly achieved. The sound system doesn't struggle to cover what's left.
The updated petrol and diesel appear quieter and the 2.5-litre turbo (which we already know from the CX-9) is indeed very refined. You can barely hear a peep.
Performance figures for the two updated engines are unlikely to be substantially different, if at all. The new turbo petrol, while plenty powerful and seriously torquey, is no fireball. What it does is make those who aren't content with the standard 2.5-litre engine much happier with the way the car drives. It's far more relaxed; you don't need to work the engine at all hard and the in-gear performance is probably better than the diesel when you consider the weight difference. The extra horsepower calms the driving experience, particularly when out on the freeway.
The electric power steering won't set keen drivers on fire, but it's well-weighted and accurate.
Competent, secure and relaxed - those are the best three words to define the 6 experience, and even more so with the turbo petrol engine.
The EyeSight camera system is the Levorg's big ticket safety item, and it includes automatic emergency braking, brake light recognition, pre-collision steering assist, adaptive cruise control and lane departure warning.
Lane sway warning, lead vehicle start alert, pre-collision braking system, pre-collision brake assist and even pre-collision throttle management are also built into the system that operates via a pair of cameras at the top of the windscreen.
The entry level 1.6 GT misses out on a secondary level of EyeSight functionality - known as Vision Assist - but still gets AEB, lane sway warning a pre-collision steering assist. All other cars get the full gamut of functions, including rear cross traffic alert, rear AEB and blind spot monitor.
It can be more finicky than other systems, and can be fooled by a dirty windscreen in direct sun. This third generation version is much more robust and sophisticated than the earlier versions, though.
Six airbags, including full-length curtain airbags, are standard fare, helping the Levorg score a maximum ANCAP mark of five from five (tested 2016).
Mazda has certainly carved itself a niche when it comes to offering advanced safety features up and down all the cars in each model range, and the 6 is no exception. From the entry-level Sport up, the 6 has six airbags, ABS, stability and traction control systems (aka DSC), high beam control, lane departure warning, lane keep assist, blind spot monitor, radar cruise control, forward and reverse AEB, reverse cross-traffic alert, reverse camera and traffic sign recognition.
For all your child seating needs, you have three top-tether restraints and two ISOFIX points.
The Mazda6 scored a five-star ANCAP safety rating in November 2013. It seems unlikely a retest would see any issues scoring another five-star result. There's just one curious omission; a tyre-pressure monitoring system.
Subaru has a three-year, unlimited kilometre warranty on the Levorg, and occasionally adds another two years as a dealer offer; it's definitely worth asking about it.
The service interval on a Subaru is shorter than most other cars at six months or 12,500km, thanks to the boxer engine needing more frequent oil changes – and it's false economy to miss a service, too. Trying to sell your Levorg without a fully stamped owner's manual will be hard.
A six-visit capped price servicing regime for the Levorg averages out at around $375 per service, which includes labour, parts and fluids, and even fees like oil disposal levies.
Reliability is generally good with Subarus if you keep them serviced, with few problems or issues reported.
Service intervals are the same for each engine type, arriving at 12 months or 20,000km. Mazda offers capped-price servicing for the ongoing maintenance of the vehicle and service costs are listed on the Mazda website, along with any extras.
Diesel engine problems appear to be a thing of the past, with few recent complaints of merit in the usual internet forums. Common problems tend to set these sort of places on fire with reports of faults and defects, but over the last few years, the 6's reliability ratings and general durability seem strong.
Where is the Mazda6 built? All Australian cars arrive from Japan.