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The new 6 isn't a performance hound, but it's got everything we need to have fun, lots of fun. Powered by a 3.7-litre DOHC MZI V6 mill kicking out 272 pretty horses and 269 lb-ft of torque, the 6 is definitely flexible. Without setting the pavement on fire, the torque allows for class-appropriate acceleration, just a smidge short of sporty. Fuel consumption is a little high, averaging around 11 or 12 litres per 100 kilometres.
The well spaced transmission does a good job with its six speeds. The Active Adaptive Shift system (AAS) maintains the lowest gear in order to optimize potential acceleration. The only drawback is that steering wheel paddles are not yet available for racy shifting. This would certainly be a welcome addition to the car.
Handling is decent, however the brakes should be more enthusiastic. The steering is wonderfully precise and has you longing for more corners. The suspension is stiffer than that of the previous generation. The E-link configuration offers several advantages such as steeper inclination that's improves handling and a lower trunk floor that increases cargo space.
Competition
Vying for supremacy in the sporty mid-size sedan class are the Honda Accord EX-V6 ($31,690), the Nissan Altima 3.5 SE ($30,298), the Toyota Camry SE-V6 ($31,350), the Chevrolet Malibu LTZ ($33,610), the Ford Fusion SEL V6 ($29,399) and the Hyundai Sonata Limited V6 ($31,495). We can also include the Subaru Legacy 3.0R Limited ($36,995) and the Volkswagen Passat 3.6L 4Motion ($42,975).
Conclusion
The 6 was already well positioned in its class, but now it's got what it takes to become a serious threat to the segment leaders. The package has been greatly improved, with special attention given to old drawbacks. Mazda has pulled off its bold attempt to integrate concept lines into a production sedan. However, there's a good chance that the 4-litre engine will just squeak by in terms of performance.
photo:Matthieu Lambert
The new 6 isn't a performance hound, but it's got everything we need to have fun, lots of fun. Powered by a 3.7-litre DOHC MZI V6 mill kicking out 272 pretty horses and 269 lb-ft of torque, the 6 is definitely flexible. Without setting the pavement on fire, the torque allows for class-appropriate acceleration, just a smidge short of sporty. Fuel consumption is a little high, averaging around 11 or 12 litres per 100 kilometres.
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| The new 6 isn't a performance hound, but it's got everything we need to have fun, lots of fun. |
The well spaced transmission does a good job with its six speeds. The Active Adaptive Shift system (AAS) maintains the lowest gear in order to optimize potential acceleration. The only drawback is that steering wheel paddles are not yet available for racy shifting. This would certainly be a welcome addition to the car.
Handling is decent, however the brakes should be more enthusiastic. The steering is wonderfully precise and has you longing for more corners. The suspension is stiffer than that of the previous generation. The E-link configuration offers several advantages such as steeper inclination that's improves handling and a lower trunk floor that increases cargo space.
Competition
Vying for supremacy in the sporty mid-size sedan class are the Honda Accord EX-V6 ($31,690), the Nissan Altima 3.5 SE ($30,298), the Toyota Camry SE-V6 ($31,350), the Chevrolet Malibu LTZ ($33,610), the Ford Fusion SEL V6 ($29,399) and the Hyundai Sonata Limited V6 ($31,495). We can also include the Subaru Legacy 3.0R Limited ($36,995) and the Volkswagen Passat 3.6L 4Motion ($42,975).
Conclusion
The 6 was already well positioned in its class, but now it's got what it takes to become a serious threat to the segment leaders. The package has been greatly improved, with special attention given to old drawbacks. Mazda has pulled off its bold attempt to integrate concept lines into a production sedan. However, there's a good chance that the 4-litre engine will just squeak by in terms of performance.
photo:Matthieu Lambert
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