I saw the Mazda 6 recently in a motor show and was impressed by its "traditional" styling. I said "traditional" is because it follows the tradition of Japanese sedans to offer a light, sleek looking shape with relatively low shoulder lines compare with European sedans. The curves flowing smoothly from nose to tail make the 6 look small and dynamic. Details, however, are either not mature or not elegant enough. For example, the flashy Lexus-IS-like taillights are more fashionable than long-lasting. 

Is it just a coincidence? the Japanese name of Mazda 6, Atenza, is also surprisingly close to the Japanese name of the baby Lexus, Toyota Altezza. However, in heart and bores they are very different indeed. The Mazda 6 still follows the conventional mid-size sedan rules by offering front-wheel-drive chassis and transversely-mounted four-cylinder engines. In other words, it competes right in the same segment as Ford Mondeo and Volkswagen Passat. In the USA, where it will be built there as well, Mazda 6 will target at Nissan Altima, Toyota Camry and Honda Accord - all are slightly larger. It is a world car. 

As I sat in the rear seat, I am sure it does not offer as much space as its American rivals as well as Ford Mondeo. In fact, the 2675mm wheelbase is a decisive 80mm shorter than the Mondeo. It can still sit 6-footer comfortably at the back, but cannot match the feel of spaciousness as experienced in a Mondeo. At the front, you sit low in the "traditional" way, feeling sportier than today’s taller and taller rivals. Front seats are supportive and comfortable. The fake-alloy plastic panel over center console with 3 beautiful ventilation holes and a pop-up DVD satellite navigation screen inject an extra sense of sportiness. Even more so is the beautiful speedometer and revcounter with chromed rims. In terms of materials and trimming, they are up to modern standard but never feel luxurious. That said, plastics quality is inferior to Mondeo’s. 

Nevertheless, this is a driver’s car that excels in moving rather than standstill. Throw it into a couple of bends and it immediately shows how impressive it handles. Communicative and direct steering, stiff chassis, excellent body control, fine damping and accessible throttle steer let it matches Mondeo in handling - the first time so far in this segment! like the Mondeo, it has a little bit trade-off in ride quality, which is firm rather than supple, but what trouble the Mazda is actually excessive suspension noise over rough B-roads. In addition to the annoying engine noise (will be discussed soon), the Mazda 6 is less refined and comfortable than the Mondeo. A good driver’s car is not in doubt, just not matching the completeness of Mondeo. 

What contribute to the great handling are some new suspensions. The front rides on double-wishbones with a long strut-type damper/spring unit. The latter made some journalists confused it with conventional MacPherson strut. At the back, there is a new multi-link setup which is so compact that does not intrude into luggage compartment at all. No wonder the boot provides 500 litres of flat cargo loading.  

Before the car launched, there were talks about sharing platform with Ford Mondeo. That did not come true - at least for the current generation Mondeo - because both platforms are entirely different. In fact, the only major common part is engine. If you remember, I already pointed out in my Mondeo report that the four-cylinder engine family was primarily designed by Mazda and then adapted to Ford. Take the largest-selling 2.0-litre 16V engine as an example. No matter in the Mazda or the Mondeo they displace 1999c.c., having the same all-alloy construction, the same compression ratio, the same bore and stroke dimensions... the only difference is that the Mazda lacks variable intake manifolds thus produces only 142hp and 134lbft, down 3hp and 6lbft from the Mondeo. The Mazda engine with fixed intake manifold also suffers from excessive noise at high-speed cruising. Seems that Mazda sometimes emphasis driver appeal in the wrong places. 

Next up is the most popular in USA market - a longer stroke version of the aforementioned MZR four-cylinder family displacing 2.3 litres. Apart from extra cc, it gets S-VT (sequential - or continusously - variable valve timing) and variable intake manifold to enable 165 horsepower and a flat torque curve which delivers at least 90% of maximum torque from 1750 to 6000rpm! the larger 4-pot engine is also benefited from twin-balancer shafts to guarantee smooth running up to its 7000rpm cut-out. Is it a fireball? not yet, because it has to propel some 1400kg of kerb weight. Expect 0-60mph in 8.4 seconds. 

For real performance, American market gets a 3.0-litre 24V V6 based on Ford’s Duratec but added with S-VT. The outcome is 219hp and 202lbft. It is a potential rival to Mondeo ST220, but unfortunately: a) it mates with automatic transmission only; b) it gets no sportier chassis setup; c) it is not on sale in Europe while Mondeo is not available to America. 

To sum up the Mazda 6, we can say it is a good car by AutoZine standard - which places driving fun in higher priority. However, while it matches Mondeo in driver appeal, it cannot match its completeness. The Ford is as much fun to attack corners while offering more space, higher quality and better refinement. 
 

Mazda 6 MPS (Mazdaspeed 6)

We all know Mazda 6 is an exciting car to drive. Naturally, it is a good platform for a hotter sports sedan. But a family car will never be a sports sedan without extensive modifications. This start from the engine compartment… 

The original car's MZR 2.3-litre 16V engine is added with an IHI turbocharger and an intercooler to boost output from 165 to 260 horsepower. However, it is by no means a high-pressure turbo engine. Mazda wants a well manner power delivery, with especially strong output at low to mid-range. Therefore they chose a small turbocharger and runs a high, 9.5:1, compression. The latter is made possible by using direct fuel injection (a first for Mazda) which helps cooling combustion chambers. As a result, the engine produces a respectable 280 lbft of torque at 3000rpm. All torque is sent to an Aisin-built 6-speed manual gearbox.

To handle the extra power without generating torque steer and wheelspin, Mazda adopted a new "Active Torque Split" all-wheel-drive system. Put it simple, I would call it Haldex-type 4WD instead. Remember, sister car Volvo S40 AWD also employs the same system. It uses an electronic-controlled multi-plate clutch to deliver up to 50% torque to the rear wheels when the front lose traction. The rear axle gets a limited-slip differential.

The chassis also received a lot of attention. Chassis rigidity is raised by an astonishing 50%, thanks to an additional tower bar over the rear suspensions, an additional cross brace hiding behind the dashboard,  strengthened suspensions mountings and A-pillar anchor points. Suspensions remains the same strut and multi-link setup, but the tweaked setup enhance body control. Front and rear springs are stiffened by 25% and 37% respectively, together with thicker anti-roll bars. All four corners now employ 18-inch alloy wheels wrapping with 215/45 tires. 

On the road, you will find Mazda 6 MPS to be a compromise between sport and comfort. It is no where near the fierceness of Lancer Evo and Impreza STi, which is the intention. Its softer suspensions damp well, more like a BMW 330i with sport suspensions instead of a full-blooded sports sedan.

Performance is a similar story, it does not feel very powerful, but a top speed of 150mph and 0-60mph in 6.3 seconds is decent enough for a car this size yet priced at just £25,000. A similarly quick BMW would cost you in excess of £30,000. 

The balance-shafted four-cylinder engine is refined and well mannered. It does not have the rough noise as usual direct injection engines. It pulls strongly from low rev, without turbo lag. The power is delivered linearly across the rev, but tails off quickly after 6000rpm. The Aisin gearbox is enjoyable, whose shift is slick, short and precise. 

Thankfully, the original car's acclaimed steering feel remains unchanged in the MPS. These days not many so-called driver's cars can deliver the same level of steering feel as this one. Unfortunately, it suffers from more understeer than desired. In normal driving, the Haldex clutch sends no torque to the rear axle. That means the MPS is a front-drive car most of the time, with 4WD only comes at extreme attack (that is also a problem common to Audi TT). With the increased power, no wonder it displays more understeer than the regular Mazda 6. On the plus side, the Haldex 4WD system does provide plenty of traction in hard cornering. It just failed to entertain its driver with Evo-style 4-wheel drift or BMW-style power slide. 

Externally, the MPS looks restrained by Japanese standard. There is no big spoiler or muscular wheelarches. To accommodate the engine-top-mounted intercooler, the bonnet has added a power dome. But Mazda refused to open an intercooler scoop on it, saying it doesn't want to make it look racy. The result is an odd look. 

The threats to Mazda 6 MPS is not other sports sedans, but more likely to be fast Audi A4s and fast BMW 3-series. Thanks to their strong brand image, most people would prefer to pay more and tradeoff performance for premium quality and image. All round it may be, Mazda 6 MPS fails to make impression like RX-8.