Make no mistake, though: the 2.5-litre mill is more than up to the task, producing 167 pounds-feet of torque on top of the aforementioned power — on par with most of the competition’s 4-cylinder sedans.
Similarly, the GS-I4 comes with a 6-speed manual gearbox (standard) or, optionally, a 5-speed autobox ($1,200), the latter being the preferred choice of Mazda6 customers. It also features a manual mode allowing drivers to get the most out of the engine. No paddle shifters on the steering wheel, however…
Average performance
The Mazda6 has the looks, but not the soul, of a sports car. The 4-cylinder engine allows 0-100 km/h sprints in 9.27 seconds, again on par with most competitors. Sadly, passing manœuvres from 80 to 120 km/h take 7.6 seconds, which is considerably slower than the Fusion (6.1), the new Hyundai Sonata (6.5) and the Accord (6.7).
The GS features four-wheel disc brakes with ABS that I found easy to modulate and about as competent as the braking systems of similarly-heavy rivals (around 1,500 kilos). It took my tester 45 metres to stop from 100 to 0 km/h, which is about the average in this class. The 16-kg lighter Suzuki Kizashi (with AWD, mind you) came to a full stop after just 39 metres. At the other end of the spectrum, the 4-kg heavier Fusion (FWD) required a whopping 52 metres.
Another disappointment I had with Mazda’s 4-cylinder comes from fuel economy. After my 500-km road test, I wound up with a combined city-highway consumption of 10 L/100 km.
Average ride
On the road, the Mazda6 GS feels very much like an Accord or Camry. On highways, the suspension effectively masks bumps and cracks, which makes for a smooth, comfortable ride. However, when you step on tight mountain roads with less than decent pavement, the suspension lacks finesse and the chassis no longer appears as rigid.
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| The 4-cylinder engine of the Mazda6 produces 170 horsepower and allows 0-100 accelerations in just over 9 seconds with the automatic transmission. (Photo: Matthieu Lambert/Auto123.com) |
Similarly, the GS-I4 comes with a 6-speed manual gearbox (standard) or, optionally, a 5-speed autobox ($1,200), the latter being the preferred choice of Mazda6 customers. It also features a manual mode allowing drivers to get the most out of the engine. No paddle shifters on the steering wheel, however…
Average performance
The Mazda6 has the looks, but not the soul, of a sports car. The 4-cylinder engine allows 0-100 km/h sprints in 9.27 seconds, again on par with most competitors. Sadly, passing manœuvres from 80 to 120 km/h take 7.6 seconds, which is considerably slower than the Fusion (6.1), the new Hyundai Sonata (6.5) and the Accord (6.7).
The GS features four-wheel disc brakes with ABS that I found easy to modulate and about as competent as the braking systems of similarly-heavy rivals (around 1,500 kilos). It took my tester 45 metres to stop from 100 to 0 km/h, which is about the average in this class. The 16-kg lighter Suzuki Kizashi (with AWD, mind you) came to a full stop after just 39 metres. At the other end of the spectrum, the 4-kg heavier Fusion (FWD) required a whopping 52 metres.
Another disappointment I had with Mazda’s 4-cylinder comes from fuel economy. After my 500-km road test, I wound up with a combined city-highway consumption of 10 L/100 km.
Average ride
On the road, the Mazda6 GS feels very much like an Accord or Camry. On highways, the suspension effectively masks bumps and cracks, which makes for a smooth, comfortable ride. However, when you step on tight mountain roads with less than decent pavement, the suspension lacks finesse and the chassis no longer appears as rigid.
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| These fabric seats offer adequate support. (Photo: Matthieu Lambert/Auto123.com) |