Zoom-zoom, snick-snick
July 23, 2008
One of the three versions of the Mazda6 I tried recently really stood out. I'm sure it's the one you'd like to drive too.
While every new Six is imbued with zoom-zoom enthusiasm, this one just had that little bit extra. On winding roads, it was the model with the greatest emphasis on driver involvement.
Such an accurate and defined shift. It always felt light on its toes and ready for action.
I'm going to have to mention something else about the transmission, which ruins its chances of widespread acceptance.
Six-speed means it's the manual. Which also means that, regardless how well-received it is, there's no chance of widespread acceptance. For a full 88 percent of Mazda6 buyers, the automatic is the one to buy into.
Yeah, well, I can sort of understand why. The auto, now a five-stage affair, is a nice thing, too, and there's the convenience factor, obviously.
But a message to those who believe that either pushing the lever over into the 'manual' gate - or, on some models, using steering wheel paddles - is the same as the real thing.
You're deluded. It really isn't. No matter how hard to shake the stick, Mazda's automatic is still just that.
Still, the slushbox suited the two other trial cars, a 2.0-litre sedan and a wagon with the same 2.5-litre engine as my favourite car, a GSX hatch.
Shifts were smooth and diligent; generally, too, the box is so well-tuned left to its own devices there was often no need to lend a hand.
Does any brand in the immediate field do any better? Just one, and ironically it's the people who hold the keys to Mazda's front door.
The Ford Mondeo has to be the Six's greatest rival. So it's remarkable there was no obvious partnership. Aside from gifting Ford a 2.3-litre engine it no longer has any use for, Mazda did its own thing.
And done it very well. Still, you have to wonder how much better a Six or Mondeo might be if they'd co-operated.
After all, the Mazda3 and Ford Focus share a platform. So, too, the Mazda2 and the soon-to-land Ford Fiesta. And while the Mazda has a fine rep for being a good driver, it's not as if the Mondeo is a dud, either.
Certainly, Mazda would benefit from accessing Ford's superb turbodiesel and six-speed auto. They don't have one of their own, just a manual. And that's no good for our market.
In turn, I know the Japanese firm's interior designers could have helped Ford with some finishing work.
The detailing within even the humblest Six is exquisite; further up the range, the quality materials, smart dials and expensive-looking trim give the impression of a car costing significantly more than its bread and butter opposition.
A little disappointing, then, that a design weakness allows the buckle of the centre rear seatbelt rattled against plastic trim.
Assessed in isolation, the new Six is impressive. It builds on the strengths - and largely addresses the few weaknesses - of the original, a car that brought the brand back from the brink internationally, and lifted Mazda's profile significantly here.
It was the number one car in the segment four years running, won the New Zealand Car of the Year in 2002 and - uniquely - commands good resale.
The new range faces more opposition this time, but still makes a strong play for attention. Bigger bodies, bigger engine, smaller price.
It's still far from being the least expensive offering in its class, but pricing is sharper, ranging from $35,795 for the GLX 2.0 sedan manual to $48,195 for the Limited hatchback automatic.
The shape of the preceding car lasted so well during its seven years it would have been understandable had Mazda simply tarted it up a bit for another term, but no.
They've gone for a stronger look, with a hint of other Mazda models in the styling, especially the RX-8 style flared front wheelarches.
The window line is more rakish. The big grille is a bit much, but overall it's a strong shape, especially in wagon form.
The underpinnings are a mix of old and new. There's a new front subframe, but it carries the same double A-arm front and multilink rear suspension of the first-generation car, with relatively minor refinements.
Nothing highlights the gulf in 'family' car thinking more than a trip down a country road. Drive just a few kilometres in a Six and you can cut through the slightly tired zoom-zoom marketing spiel and get to the heart of your ride.
The Six is a big car, but doesn't feel it thanks to weight savings. Cutting back on the carbs and an increased use of high-tensile steels are beneficial to agility and body strength. The stiffer shell also helps make the car quieter.
There are issues. The electric power steering diminishes steering feel, and the wider the tyre, the greater the amount of road-generated roar.
Get through this, though, and you'll find the car still turns in with precision and alacrity.
It's also good to drive a car in which the stability control isn't overly-intrusive. Mazda's DSC is softly-softly in its activation you'd be forgiven for not realising it was there - indeed, it originally was only restricted to the flagship, but just for a month.
Now all the 2.5s have it and, from October, so will the 2.0-litre.
Of the three body shapes, the sedan is perhaps the best balanced but corset-tight body control and excellent cornering composure is a given whichever styling path you chose.
Ultimately, I'd prefer the more settled ride qualities of the heavier hatch and wagon, which both seemed to escape the occasional fidgety moment besetting the four-door.
I'd also aim higher than the 2.0-litre. Restricted to the fleet-aimed GLX sedan it's clearly more daunted by the new shell's extra weight. Outputs of 125kW at 6000rpm and 226Nm at 4000rpm are modest improvements over the 2.3 (just 3kW and 19Nm up on the 2.3), but it's a smoother, zestier engine.
As is so often the case, muscularity at low revs isn't brilliant from the petrols; for that, you need a diesel. The 2.5 really needs revving beyond 4000rpm to produce true sparkle, and that's where the manual comes into its own.
The auto is affected by a wide gap between second and third and, to a lesser extent, fourth and top.
That said, it still gives a significant performance edge over its predecessor overall yet is also generally more fuel-efficient.
All three bodyshapes have plenty of space up front and a comfortable driving position. The story for back seat passengers is better for wagon riders than for those in the other variants, due to their sloping rooflines.
Likewise, while the sedan and hatch both have generous boots, but the wagon is obviously the one to go for if you need to carry lots of kit.
There's 519 litres with the rear seats upright, and 1751 litres when they're folded - just tug a lever in the boot and the seats tumble forward. The view out the back isn't great, so parking sensors would be welcome.
What this means for you:
Company reps love this car, and so will private buyers. But you could say the same of Mondeo.
While every new Six is imbued with zoom-zoom enthusiasm, this one just had that little bit extra. On winding roads, it was the model with the greatest emphasis on driver involvement.
Such an accurate and defined shift. It always felt light on its toes and ready for action.
I'm going to have to mention something else about the transmission, which ruins its chances of widespread acceptance.
Six-speed means it's the manual. Which also means that, regardless how well-received it is, there's no chance of widespread acceptance. For a full 88 percent of Mazda6 buyers, the automatic is the one to buy into.
Yeah, well, I can sort of understand why. The auto, now a five-stage affair, is a nice thing, too, and there's the convenience factor, obviously.
But a message to those who believe that either pushing the lever over into the 'manual' gate - or, on some models, using steering wheel paddles - is the same as the real thing.
You're deluded. It really isn't. No matter how hard to shake the stick, Mazda's automatic is still just that.
Still, the slushbox suited the two other trial cars, a 2.0-litre sedan and a wagon with the same 2.5-litre engine as my favourite car, a GSX hatch.
Shifts were smooth and diligent; generally, too, the box is so well-tuned left to its own devices there was often no need to lend a hand.
Does any brand in the immediate field do any better? Just one, and ironically it's the people who hold the keys to Mazda's front door.
The Ford Mondeo has to be the Six's greatest rival. So it's remarkable there was no obvious partnership. Aside from gifting Ford a 2.3-litre engine it no longer has any use for, Mazda did its own thing.
And done it very well. Still, you have to wonder how much better a Six or Mondeo might be if they'd co-operated.
After all, the Mazda3 and Ford Focus share a platform. So, too, the Mazda2 and the soon-to-land Ford Fiesta. And while the Mazda has a fine rep for being a good driver, it's not as if the Mondeo is a dud, either.
Certainly, Mazda would benefit from accessing Ford's superb turbodiesel and six-speed auto. They don't have one of their own, just a manual. And that's no good for our market.
In turn, I know the Japanese firm's interior designers could have helped Ford with some finishing work.
The detailing within even the humblest Six is exquisite; further up the range, the quality materials, smart dials and expensive-looking trim give the impression of a car costing significantly more than its bread and butter opposition.
A little disappointing, then, that a design weakness allows the buckle of the centre rear seatbelt rattled against plastic trim.
Assessed in isolation, the new Six is impressive. It builds on the strengths - and largely addresses the few weaknesses - of the original, a car that brought the brand back from the brink internationally, and lifted Mazda's profile significantly here.
It was the number one car in the segment four years running, won the New Zealand Car of the Year in 2002 and - uniquely - commands good resale.
The new range faces more opposition this time, but still makes a strong play for attention. Bigger bodies, bigger engine, smaller price.
It's still far from being the least expensive offering in its class, but pricing is sharper, ranging from $35,795 for the GLX 2.0 sedan manual to $48,195 for the Limited hatchback automatic.
The shape of the preceding car lasted so well during its seven years it would have been understandable had Mazda simply tarted it up a bit for another term, but no.
They've gone for a stronger look, with a hint of other Mazda models in the styling, especially the RX-8 style flared front wheelarches.
The window line is more rakish. The big grille is a bit much, but overall it's a strong shape, especially in wagon form.
The underpinnings are a mix of old and new. There's a new front subframe, but it carries the same double A-arm front and multilink rear suspension of the first-generation car, with relatively minor refinements.
Nothing highlights the gulf in 'family' car thinking more than a trip down a country road. Drive just a few kilometres in a Six and you can cut through the slightly tired zoom-zoom marketing spiel and get to the heart of your ride.
The Six is a big car, but doesn't feel it thanks to weight savings. Cutting back on the carbs and an increased use of high-tensile steels are beneficial to agility and body strength. The stiffer shell also helps make the car quieter.
There are issues. The electric power steering diminishes steering feel, and the wider the tyre, the greater the amount of road-generated roar.
Get through this, though, and you'll find the car still turns in with precision and alacrity.
It's also good to drive a car in which the stability control isn't overly-intrusive. Mazda's DSC is softly-softly in its activation you'd be forgiven for not realising it was there - indeed, it originally was only restricted to the flagship, but just for a month.
Now all the 2.5s have it and, from October, so will the 2.0-litre.
Of the three body shapes, the sedan is perhaps the best balanced but corset-tight body control and excellent cornering composure is a given whichever styling path you chose.
Ultimately, I'd prefer the more settled ride qualities of the heavier hatch and wagon, which both seemed to escape the occasional fidgety moment besetting the four-door.
I'd also aim higher than the 2.0-litre. Restricted to the fleet-aimed GLX sedan it's clearly more daunted by the new shell's extra weight. Outputs of 125kW at 6000rpm and 226Nm at 4000rpm are modest improvements over the 2.3 (just 3kW and 19Nm up on the 2.3), but it's a smoother, zestier engine.
As is so often the case, muscularity at low revs isn't brilliant from the petrols; for that, you need a diesel. The 2.5 really needs revving beyond 4000rpm to produce true sparkle, and that's where the manual comes into its own.
The auto is affected by a wide gap between second and third and, to a lesser extent, fourth and top.
That said, it still gives a significant performance edge over its predecessor overall yet is also generally more fuel-efficient.
All three bodyshapes have plenty of space up front and a comfortable driving position. The story for back seat passengers is better for wagon riders than for those in the other variants, due to their sloping rooflines.
Likewise, while the sedan and hatch both have generous boots, but the wagon is obviously the one to go for if you need to carry lots of kit.
There's 519 litres with the rear seats upright, and 1751 litres when they're folded - just tug a lever in the boot and the seats tumble forward. The view out the back isn't great, so parking sensors would be welcome.
What this means for you:
Company reps love this car, and so will private buyers. But you could say the same of Mondeo.
Euro is even better than the Mazda 6 or Mondeo. All 3 are a pleasure to drive & miles better than the previous models.
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