MAZDA 6 2018

Body and cabin

Though strictly cosmetic, the exterior styling changes go deeper than the refresh of 2016, since they also touch on the bumpers, outside mirrors, wheels and trunk lid. LED headlights now equip all models, as on the CX-5 and CX-9 SUV crossovers.

After the CX-9, the Mazda 6 is the next to offer a top-of-the-line Signature model. It is distinguishable on the outside by a gunmetal-coloured grille, gloss-black trim on the rear bumper, and parking sonars. All other additions relative to the GT are found in the cabin; most enhance the décor, such as Sen wood and ultrasuede accents on the doors and dash.

Combined with chestnut brown or pure white Nappa leather, the exclusive accents create a remarkably plush ambiance for a mass-produced car. Finish is meticulous in the other trims as well, with extensive use of soft-touch materials and good-quality plastics.

The revised seats gain a bit more softness and a longer cushion, both welcome, while maintaining good support in turns. The cabin accommodates four average-sized adults but is neither as vast nor as bright as that of the Honda Accord or Volkswagen Passat. Limited headroom dictates a low driving position that is fully compatible with the car’s dynamic comportment, but may displease some people.

Redesigned for the second time in three years, the dashboard adopts a more horizontal flow to reflect the changes to exterior styling. The centre screen now measures 8 in., instead of 7 in., and navigating the somewhat complex menus is still via a well-placed rotary knob on the centre console. Apple CarPlay and Android Auto will finally become available in the fall of 2018, months, if not years, after the competition. The good news is, owners of a recent Mazda will be able to install them by downloading an upgrade.

GT and Signature trims still offer the head-up windshield display system inaugurated in 2014. Enhancing the premium feel, an integrated projector replaces the small plastic reflector that emerged from the top of the dash. Extremely practical, it almost eclipses the new 7 in. programmable display used in lieu of a speedometer and trip computer in Signature trim.

Safety

Mazda takes advantage of this partial remake to broaden access to advanced safety features. Now, all 6s come with city-speed automatic emergency braking (AEB), some four years ahead of the mandatory date fixed by the industry. Blind spot monitoring and rear cross traffic alert also become standard; in our opinion those are the two most important driver assist technologies.

All the others become available starting on the second-level GS-L trim: AEB at all speeds with pedestrian detection, lane departure alert with automatic lane keeping, adaptive cruise control and automatic high beams. Before, you had to purchase a GT with the Technology package to obtain those features.

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 5 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick

Mechanical overview

Only one engine was listed for the Mazda 6 after its last full redesign in 2013. As good as it was, the 2.5L Skyactiv 4-cylinder did not have what it takes to satisfy enthusiasts who want more than your average driver.

Mazda remedies the situation for 2018 by installing the turbo version of this engine under the hood. Appearing first in the CX-9 SUV, in 2016, this engine focuses primarily on low-end torque for good everyday performance. A special exhaust manifold and turbo “naturally” increase pressure to produce 310 lb-ft of torque at just 2,000 RPM. Maximum power, necessary when passing, for example, is 250 hp at 5,000 RPM—with premium gasoline. Peak power drops to 227 hp with regular fuel.

That is still much more than the 187 hp/186 lb-ft of torque produced by the 2.5L non-turbo engine—very slightly superior to the ratings of the 2017 model, but reached at higher RPMs (6,000 and 4,000 RPM, respectively). But what is attracting much more attention than this barely perceptible gain is the new cylinder deactivation system.

In situations of light demand, between 20 and 105 km/h, two of the four cylinders cease functioning to promote better real-life fuel economy (the official ratings are unchanged). The engineers also reworked the injection system to improve fuel combustion and replaced the engine thermostat by an electronic valve so that it heats up more quickly.

Deactivating half of the cylinders always causes vibrations. One of the solutions Mazda devised was to use a fulcrum inside the automatic transmission. That in turn made the manual transmission incompatible with the base engine and is why it is no longer listed. Weak demand for the manual also contributed to the decision not to offer it with the turbo engine.

Apart from minor revisions to the suspension, the rest of the mechanical change very little. Mazda worked actively to reduce the sound level in the cabin to appease the critics in this respect. The some 75 changes include new tires, redesigned trim and seals, additional vibration dampers, more sound insulation and a reinforced structure.

Driving impressions

Our first test of the 2018 Mazda 6 took place in the Vernon, B.C., area on a wide variety of roads, enabling us to get a good grasp of the changes made this year.

First off, Mazda’s claims of a quieter ride are well founded. Road noise is much better suppressed than before, even on rough pavement. At highway speed, the 6 no longer has any cause to envy a Ford Fusion or Toyota Camry, two references in terms of sound insulation in the segment. Also worth noting, the deactivation of the cylinders is simply impossible to detect.

The base engine still continues to accelerate noisily, especially since it has to be running at high RPMs to extract the full potential. The well-geared transmission cooperates without hesitating, but all in all, performance is just adequate. It should be mentioned that the car is about 50 kg heavier for 2018, probably because of the additional equipment and improved soundproofing.

Obviously, the turbo engine changes everything. The car gains an ease of performance that heightens driving enjoyment in all circumstances. A tap of the accelerator unleashes an abundance of power that remains very linear until around 4,000 RPM, then drops off, about where the Honda Accord’s 2.0L turbo engine is still going strong. But quite frankly, you’re likely to have acquired all the speed you need at that point.

The engineers deserve a special mention for the near-total absence of torque steer during acceleration. With so much power sent strictly to the front wheels, we expected the steering to pull to one side, but it isn’t the case. That’s a far cry from the front-end shaking that afflicted the Mazdaspeed 3!

The precise, direct and communicative steering is a strong contributor to the Mazda 6’s sporty comportment. The suspension keeps pace as effectively as ever, providing excellent control of body motions. Improved damping enhances comfort on degraded pavement, alleviating one of the irritants of the outgoing models.

In a word, the advances in refinement and balance made by the Mazda 6 support the luxury-car aspirations of its manufacturer.