Mazda 626…does it ring a bell? I certainly don’t blame you if it doesn’t, as it’s certainly the most forgettable mid-sized sedan—the blandest of the bland. It had an engine, five seats and fine chassis–but so did everyone else. Even if the 626 had a pleasingly oblong shape and electrically swivelling aircon louvers, buyers didn’t care—I certainly didn’t. It’s a phenomena repeated in very much every market the 626 sold in. Not a single tear was shed when it hit the automotive graveyard.
Certainly, the company behind the MX-5 and the RX-7 could do better. Starting from the ground up, they’ve come up with something that deserved a new nomenclature—the Mazda6. Some unique nerdy things about the 6: it’s the second one in its class with F1-derived double wishbones fore and aft (the first being the Honda Accord); it has traction control; and it’s the only one with 55-series V-rated performance rubber.
Let me spell out the obvious then: this is a sports sedan—those who want shiny wood and bad leather better head to the Ssangyong showroom. This is a car for those who want some sporty driving along with smart styling and funky attitude. I mean, it has a standard rear spoiler for goodness’s sake.
It’s about time too that I salute all those Mazda engineers who worked day in and day out in Hiroshima; the 6 is finally the sedan borne out from a family of venerable sports cars.
Seeing the 6, I immediately knew that the driving experience is worth savoring. Settling down on the driver’s seat, it occurred to me that the engine was already running. I made it a point to turn it off and crank it back to life again—call me obsessive, but I can can tell cars by their engine sound as much as some men can identify women just by their cleavage. The 2.0-liter MZR sounded similar to the Ford Lynx’s engine, which is, of course, a Mazda engine. In fact, the behavior is so much alike down to the sporty exhaust note and the revvy nature (it commonly shifts at 3,500-4,000 rpm).
Though the 131-bhp, 176 Nm output may seem flaccid for a mid-sized sedan, it must be noted that the 6 is 90 kilograms lighter an Accord. Also, paper figures don’t really tell the whole story: the 6 delivers driving excitement that no other in its class can duplicate. As much as I wanted to make the tires squeal, the 6 has enormous amounts of grip (even with the traction control turned off). The chassis is nicely balanced giving the 6 neutral handling and minimal body roll. The 6’s behavior on the twisty bits is so well tuned that I could swear it had passive four-wheel steering.
The quick-ratio steering offered good feedback, considering the 6’s front-wheel drive layout. In fact, had the 6 been given the 3.0-liter, 220 bhp engine, it can eat the mid-priced BMW 3-series for breakfast.
Speaking of the 3-series, the 6’s cockpit takes a nod from it’s Bavarian counterpart, with the lack of cubby holes and those floating red / orange dials as some proof. As I mentioned, there’s no timber or leather, but what you get is a hodge-podge of stuff: chrome, aluminum, soft plastics and sporty fabric on the seat surface that makes for a great suede feel. Don’t let that turn you off though, as it harmoniously comes together.
As I drove a 1998 Honda Accord to meet the 6, it was apparent that the 6 has a low driving position. In addition, I found the cockpit to be a snug fit, again reminding you that this isn’t for portly grandfathers. Despite this though, I found visibility to be good, although I would have wanted bigger side mirrors.
I’m not a family man, so I can’t tell you if your wife and kids will enjoy the 6. However, rear seat space is adequate, with the lack of headroom (thanks to the standard moonroof) the only problem. Still, I admire the 6 for being family friendly with 3-point seat belts for five as well as 3 adjustable headrests at the back. Not to mention, the 6 is child-seat ready.
Load-luggers will appreciate the 6’s 60/40 split-fold rear seats. Moreover, re-introducing gas struts in the luggage compartment will eliminate the potential problem of crushing tall boxes while providing a good trunk opening angle (less bonked heads).
I’ve spent half a day trying to fault the 6, and quite frankly, it’s hard to do so. That’s not to say the 6 is perfect, as there are still areas for improvement; for one I would have opted for at least the 150-bhp 2.3-liter to address the 6’s hill-climbing difficulty (it keeps on hunting for gears).
I found the 6 to be a great car surely deserving of wearing the revitalized Mazda badge. It easily removes any stigma left over from the old 626 days. Now, will I spend my own money on one? Sadly, no. Although I would have wanted a 6 for personal use, practically dictates I get a Honda Accord—a car that’s a tough act to follow on its own.
By Ulysses Ang | Photos By Ulysses Ang
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