Thanks to a surprisingly sporty demeanor in a class where low-thrill point-a-to-point-b transportation is the norm, the first Mazda Mazda6 had the makings of a cult classic. Thus, it was with some trepidation that we accepted the keys to the redesigned 2009 model for a week’s romp. To say that the silver 2009 Mazda Mazda6 i Grand Touring had big shoes to fill is something of an understatement.
Replacing the dull Mazda 626 in 2003, the Mazda6 helped inspire the “Zoom-Zoom†marketing tagline with an obvious driving link to the decidedly sporty Miata roadster. The original Mazda6 was not without its faults, but its razor-sharp handling and controlled suspension provided an enthusiast-oriented alternative to the midsize sedan norm.
What is it?
For the redesign, Mazda supersized its largest sedan by creating a variant specifically aimed at the North American market. Gone are the segment-exclusive hatchback and wagon variants with standard manual transmissions regardless of powertrain, as well as the turbocharged, all-wheel-drive Mazdaspeed6. They’ve been replaced by a single front-wheel-drive, four-door sedan with a choice of four or six-cylinder power with a do-it-yourself shifter only available with the entry-level four-banger.
To make matters worse, fuel economy is down across the board, while, for the most part, prices and weight are up. A 2008 model equipped like our 2009 would have stickered for about $2,000 less, though admittedly it would have been smaller, less powerful and lacked a sixth gear, Bluetooth and push-button start, among other features. Prices are down some for 2010, but the revised ’6 isn’t quite the bargain it once was.
On paper, things aren’t looking so good. On the bright side, power is up across the board – the optional 3.7-liter V6 now pumps out figures almost identical to the defunct Mazdaspeed6, and even the enlarged 2.5-liter four-cylinder in our test model has a 10 pony advantage over the outgoing model.
What’s it up against?
While there are many players in the fiercely competitive midsize sedan segment, the Mazda6′s performance intentions place it in fairly elite company. Count the Ford Fusion and Mercury Milan, with which the Mazda6 shares some of its basic structure, as major rivals, but don’t forget about the Honda Accord, Nissan Altima and Subaru Legacy.
Ironically, the Mazda6 is assembled alongside Ford Mustangs in Flat Rock, Michigan, while the Fusion and Milan come together in Hermosillo, Mexico.
Any breakthroughs?
We lament Mazda’s decision to drop the versatile hatchback and wagon variants from the North American market. While they didn’t account for the bulk of sales, they did fit well with the Zoom-Zoom brand’s mantra of providing mainstream vehicles clearly blessed by the gods of vehicular enthusiasm.
The Mazda6 relies on an upscale appearance, both inside and out, as well as higher-end features, to distinguish itself from competitors. Electroluminescent gauges, push-button start and piano black-like trim aren’t unique to the class, but they work together to give the Mazda a more premium demeanor than the class norm.
What’s it look like?
Though purely Japanese in its design themes, the Mazda6 was conceived in the company’s four global design centers (Hiroshima and Yokohama, Japan, as well as Frankfurt, Germany, and Irvine, California, where the North American variant was perfected). Tall, swept-back headlamps and a wide but skinny grille give the Mazda6 a unique face that, depending on the angle, appears to either scowl or smile. Clearly not as goofy-happy as the recently-introduced Mazda3, the ’6 is nonetheless a fresh, cohesive design that will likely attract more admirers than its rather bland-looking predecessor.
Our test car, a fully-loaded manual transmission Mazda6 i Grand Touring, could have used the 18-inch wheels that come with higher-level s (V6) models, rather than 17-inchers, even though they might have disturbed the ride. The over-emphasized fender flares gave way to large wheel wells that essentially swallowed up the 17-inch alloy wheels on our car.
At 193.7 inches in overall length, the Mazda6 is one of the largest offerings in its class. Though much bigger than the outgoing model, not to mention more than half an inch longer than the European and Japanese-market ’6, the car’s design hides much of its girth.
And on the inside?
The extra length seems to have shown up mostly in the back seat, which is now mammoth in its proportions. With plenty of stretch-out room for nearly any passenger, not to mention a flop-down armrest and lots of head room, the Mazda6′s rear seat is Maybach -esque in its roominess.
Since Mazdas are built to be driven, the front seat provides pretty impressive comfort, too. Materials are mostly pleasant throughout, with only a few cheap bits on the doors giving away the sub-$30,000 price tag. The dashboard is tall and long, typical of cab-forward designs like the ’6, but all controls are within easy reach. Only the trip computer button, located to the left of the steering wheel, the starter button, located where you’d expect to find the ash tray, and a difficult-to-access handle for the center console cargo bin stand out as ergonomic quirks in the otherwise excellent passenger compartment.
We found the seats, covered in decent perforated leather, to be comfortable for long drives and the seating position was top notch. The leather-wrapped three-spoke steering wheel felt like it was straight out of a sports car, as did the leather-covered gear lever – but the rubber handbrake should have been wrapped in the same cow for consistency.
A high trunk liftover gave way to a commodious and nicely finished cargo bay.
But does it go?
Our press fleet tester came with Mazda’s 2.5-liter four-cylinder engine, which pumps out 170 horsepower at 6,000 rpm and 167 lb-ft. of torque at 4,000 rpm. While the numbers themselves were not thrilling, the Mazda6 was a willing performer at nearly any speed. Certainly the V6 model is faster, but the four-cylinder seemed well-matched to the six-speed transmission’s gears, as well as the capable chassis.
A light clutch and easy action made the six-speed a joy to row through the gears for the most part, though a short-throw shifter would not go unappreciated. The four-banger was smoother at idle and at high rpms than anything else we can recall in its class.
The ride is taut and controlled but we found it to be comfortable over virtually any terrain. Though it lacks the well-damped feel of the Fusion, the chassis communicates better with the road. Mazda eschews the more efficient electric power steering seen on some rivals for a traditional hydraulic rack and pinion setup – we’ll gladly pay the extra pennies at the pump for the Mazda’s steering. Quick and communicative, the Mazda6′s direct steering made it a joy to drive in the twisties.
We repeatedly enjoyed tossing the Mazda through our curvy driving loop – and that’s a statement we can’t say often about a midsize family-oriented sedan.
On the highway, the ’6 tracked straight and true, even if there was a little too much tire noise for our tastes. We recorded highway fuel economy that was pretty much par with the 29 mpg suggested by the EPA, while we found city numbers to be a little better than the government’s 20 mpg rating. For what it’s worth, the 2008 ’6, with a five-speed manual transmission and 10 less horsepower, was rated 1 mpg higher in town.
Why you would buy it:
A growing family dictates the need for a four-door sedan to replace (or, hopefully, complement) your Miata roadster.
Why you wouldn’t:
You won’t be caught dead in a midsize family sedan even if it more or less drives like a sports car.
Leftlane’s bottom line
Though the increased dimensions and girth and simplified model lineup had us doubting the redesigned Mazda Mazda6 before we even pushed the start button, a week in this sporty midsizer proved it to be a worthy successor to the surprising original.
2009 Mazda Mazda6 i Grand Touring base price, $24,910. As tested, $29,340.
Navigation system, $2,000; Moonroof & Bose package, $1,760; Destination, $60.
Words and photos by Andrew Ganz.
