But it was too small and, some say, underpowered to truly compete in the tough mid-size sedan segment against the Toyota Camry and Honda Accord. That’s a big reason why Mazda says sales in the U.S. have been somewhat underwhelming—well below the 100,000-vehicle per year sales mark they were hoping for.
The all-new 2009 model was designed to change that. It’s bigger, it comes in three trim levels, and it’s still got our favorite quality: The Mazda6 is a hoot to drive, unlike its less sporty foes in the marketplace. —Barry Winfield
The Specs
Unique to the North American market, the redesigned mid-size sedan now comes in at 72.4 in. wide by 193.7 in. long (6.9 in. longer than its predecessor), with a robust 109.8-in wheelbase (4.5 in. longer). These increases might seem small, but they translate into quite a bit more cabin space. According to Hiroshi Kajiyama, Mazda’s chief program engineer for the 6, these new dimensions give the car more leg, shoulder and hip room (plus more luggage space) than the Accord, Altima or Malibu. Better still, he says that the car has put on no more than 200 pounds in the process.
To handle the new size and weight, Mazda upped the power of both the base four-cylinder engine and the top-of-the-line V6. With 170 hp and 167 lb.-ft. of torque, the slightly larger 2.5-liter inline-4 no longer is plenty powerful. Along with its bump in displacement from 2.3 liters, the four-cylinder features a new two-stage intake, more efficient cylinder heads and a less restrictive exhaust manifold.
When connected to the standard six-speed manual, the four-cylinder delivers 21 mpg city and 29 mpg highway. The automatic option adds an extra mile per gallon in the city and on the highway.
The Ford-designed, Mazda-built V-6—featuring 3.7-liters, 272 horses and 269 ft.-lb. of torque—is the same engine found in the much larger CX-9 crossover. But it offers less attractive fuel numbers (17 mpg city/25 mpg highway), and the six-speed automatic is the only available transmission for the V-6.
Mazda zeroed in on noise and vibration reductions, and the cabin area is 30-percent more rigid than in the previous car, according to Mazda’s R&D director Kelvin Hiraishi, who pointed out bulges in the floor pan intended specifically to stiffen that panel—and prevent it from acting like a noise-generating diaphragm. Engineers also focused on cutting down the wind noise leaking through door seals and sunroof surrounds.
There are a bunch of chassis improvements, including a one-piece, forged-steel front lower-control arm to provide better lateral stiffness and to eliminate any compliance in steering over bumps. The front wheels now turn almost 5 degrees more than before, reducing the turning circle by over 3 ft.
Each trailing arm in the rear suspension has an attachment point raised 1 in. to increase the anti-dive effect, keeping the body flat during hard braking. Larger diameter bushings allow a little rearward movement on harder bumps to improve impact absorption, and the twin-tube KYB dampers are placed further outboard in a more vertical position for better wheel control.
Michelin Pilot four-season radial tires are standard issue on all Mazda6 models, and come sized to fit either 16- or 17-in. wheels on the “i” model, with 17 or 18-inchers on the “s.” In terms of safety, the ‘09 Mazda6 is replete with airbags, ABS, LATCH child-seat hookups and stability control as standard equipment. There’s also an optional blind-spot monitoring system that checks the lanes alongside the car and warns of the presence of vehicles if you try to change lanes.
Other interesting gadgets include keyless entry and a 10-speaker, 333-watt Bose stereo. An owner can utilize the vehicle diagnostics connector (via a special tool at the dealer) to tune various functions such as headlamp on-and-off cycles, turn-signal buzzer volume, blind-spot warning activation, power door lock operation and about 20 other functions.
The Drive
Whether or not the redesign has the desired effect on consumers remains to be seen, but we like the look of the new Mazda6 on the road. The interior is artful and tidily crafted—basically what we’ve come to expect from this inventive car company. And there’s certainly ample room inside, even for this 6-ft.-5, long-torso reviewer to sit in the back so long as he scrunches down a tiny bit to avoid contact with the headliner (the headroom is slightly compromised by the fast roofline). Luckily, there’s enough knee room to allow that. And the sound dampening measures really worked; this car is as quiet as a church mouse.
Of course, with its “zoom zoom” reputation at stake, the new Mazda6 has to handle nimbly, and the firm bushing durometer values used in its suspension transmit a little ride noise back into the cabin—well, at least in the Mazda6i model powered by that new 2.5-liter, 170-hp engine.
We certainly expected more power—and got it. Where the 2.5-liter four feels pretty peppy out on the road, the 272-hp V-6 is downright intoxicating. Coupled only to a six-speed automatic with manual shift mode, the 6i models demonstrated great flexibility with a serious high-end punch.
