Toyota Camry VS Mazda 6
- Beautiful looks
- Lengthy standard features
- New turbo engine
- Touring doesn't offer turbo option
- No Apple CarPlay/Android Auto
- Warranty looking a bit short
I've got a line of Camry jokes that stretches to Mars and back, and I'm not alone. Heck, even Akio Toyoda sledged his own company's products when he famously delcared it would produce "no more boring cars". To be fair, the company is still struggling with that promise.
The new version has, sadly, knocked some of the stuffing out of my established Camry repartee. Until today, I had not yet had a go in the new car, and thus it was something of a shock to realise that it doesn't even look terrible any more.
My cruel colleagues, however, muttered darkly that this was still a Camry, just not as we've always known it.
Hmmm. I'm getting too old to deal with change. This Camry Ascent Sport Hybrid had better be boring.
|Fuel Type||Hybrid with Premium Unleaded|
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 a pity families don't buy sedans any more, because this is a terrific family car, particularly if you're not bothered by badge cache or speed, but do like an easy-to-drive, cheap-to-run car. Just a few years ago it would have been almost laughable to contemplate a car this big, for this money, being so cheap to own and run.
I'm also really annoyed that my hackneyed Camry jokes are no longer just not funny, they're not funny because they're not (as) true. No, it's not a super-fun excitement machine, but that's not the point. It is a very good car, with all the Toyota goodness of old, added warranty and the bonus of genuinely feeling good to drive. And you're a mild shade of enviro-green to go with it.
Is it true? Has the Camry shaken off most of its dowdy image?
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?
Some key changes to the design approach on the new Camry means it's not as knock-kneed and simpering as the last, um, six or so generations.
To be fair, the previous one wasn't terrible but there are actual hints of mild bravery, with an angry front-end look, some interesting surface detailing and, even what might be called a "Lexus-lite" look for the rest of it.
The new Camry is lower, has big wheel arches that the 17s struggle to fill but it has some genuine style, rather than looking like the clay modellers knocked off before lunch. The dual exhaust seemed incongruous to me, but is, in fact, a styling win.
Jokes aside, I don't mind it at all. It's no Supra, but it's no mid-90s Camry, either. Yeah, I bet you don't remember which one I'm talking about, either.
I really like the cabin. The dash design is quite something and shows some real flair. William Chergowsky told me last year that this interior was going to be more emotional and memorable. And it really is, along with Toyota's impressive build quality. Even the volume knob feels substantial, the materials are nice but the steering wheel is... well, more of that later.
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 new, stretched wheelbase has meant a lot more interior space for passengers, particularly in the rear. The Camry hasn't really been small for a very long time, but this one's generous rear legroom is probably why it's a smash-hit with the Uber crowd. The seats are comfortable too, if trimmed in what appears to be neoprene.
Front and rear passengers each have a pair of cupholders for a total of four, plus there's a deep central console bin and a space under the stereo for a phone. There's even a coin slot. Each door also has a bottle holder.
The boot in the Ascent Sport is a voluminous 524 litres - the Ascent has a full-size spare that swallows up 30 litres of that space. The seats fold down 60/40, but the cargo volume when they are down is not readily available.
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 hybrid drivetrain is available on the Ascent, Ascent Sport and SL. I had the $31,990 Ascent Sport for the week.
It comes with 17-inch alloy wheels, a six-speaker stereo (with CD player!), dual-zone climate control, cloth trim, with space-saver spare wheel, electric driver's seat, auto LED headlights, keyless entry and start, sat nav, reversing camera, active cruise control, front and rear parking sensors, an impressive safety package, power mirrors and windows. Did I mention the CD player?
The six-speaker stereo is powered from the 8.0-inch touchscreen and the software is...um...not great. Which wouldn't matter if it had Android Auto and/or Apple CarPlay but Toyota Australia stubbornly refuses to include them. The damn Seppos get it in their Toyotas, so it's not like it's impossible. But our version does have a CD player. Hipsters rejoice!
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
While the standard Camry packs the same 2.5-litre four-cylinder, the Hybrid's ICE output is slightly lower, at 131kW. When paired with a hybrid motor, the total power figure is a pretty decent 160kW, but the torque figure appears to be unaffected, at 202Nm. Toyota doesn't quote combined torque figures, because it's tricky with the type of transmission it uses.
The front wheels are driven by Toyota's favoured e-CVT, with six artifical steps to make it feel like a proper auto, if you're feeling racy.
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 Hybrid's windscreen sticker makes the bold claim of 4.2L/100km on the combined cycle, which is amazing for a big sedan. Reality isn't quite so amazing. In our week with the car, 5.7L/100km was the best I could get, but it was mostly city driving, the weather was really humid and, it turns out, this isn't a bad thing to drive, which means you're tempted to hit the throttle regularly.
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.
All the Camry markers are here. It's easy to get in and out of and easy to get comfortable. The dash isn't too high and, uh, the steering wheel is plastic, which is genuinely disappointing. A Mazda6 (no, not a hybrid, I know) doesn't have a plastic steering wheel. The Toyota one is pretty cheap-feeling.
Pressing the start-stop button, you hear the electrics switching on and, if you're backing out of the drive, you won't hear the engine until you're on the gas driving away. You may not hear anything, but your passengers might hear your tutting. The brakes are very grabby when you're in stealth, I mean, electric mode, whether you're going forward or backwards. No doubt it's something you will become accustomed to, but it's there. Toyota hybrids seem to be behind the game on this particular score.
In every other way, the Camry is exactly as it has always been. Except it isn't. Toyota kept all the good things - it's smooth, it's quiet and it rides well. Everyone is comfortable and everything works. I've already mentioned it was stinking hot the week we had it and the Camry's air-conditioning was super-fast cold.
The bit that's different, though, is that, just like the styling, things are better. Camrys past had over-light steering, marshmallows for suspension and as much grip on the road as Kanye West has on reality. This one has body control. The steering feels good. There is actual grip and you feel like you're driving the car rather than just steering it around.
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 Ascent Sport ships with seven airbags, ABS, stability and traction controls, active cruise, lane-departure warning, forward-collision warning, forward AEB, reverse cross traffic alert and blind-spot monitoring.
The Camry scored five ANCAP stars in November 2017.
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.
In news that still has me all a-tingle (okay, not really), Toyota now offers a five-year/unlimited kilometre warranty. There's till no roadside assist offered for free, though, so you have to pay extra for it.
The first five service intervals are capped at $195 each so, if you're lucky, five years of servicing will only sting you $975. Intervals are set at 12 months/15,000km.
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.