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From YourSITE.com Reviews and Road Tests Ever since the advent of the Zoom-Zoom advertising campaign, Mazda set its sights on letting the automotive world know that it has no interest in offering boring cars. As such, the entire lineup of Mazda vehicles tries to sparkle just a little brighter in the eyes of enthusiasts compared to its Japanese rivals. Further proof that Mazda takes this whole Zoom-Zoom thing seriously is the existence of in-house performance division, Mazdaspeed.
Compared to a Camry or Accord, the standard Mazda6 offers buyers all the admirable attributes of an affordable mid-size Japanese sedan but with a bit more flare. The 6 has a look and overall personality that’s slanted more towards enthusiasts than the point-A-to-B types, and as such it is a great platform on which to base a Mazdaspeed version. With the substantive popularity of Subaru’s WRX STi and Mitsubishi’s Evo models, it would have been all too easy for Mazdaspeed to simply throw a bunch of horsepower, awd, and lots of in-your-face body appendages at the 6 and then call it a day. But that’s not what Mazdaspeed is all about. MSP’s approach to tuning a vehicle is actually very similar to the way its German counterparts approach the same task. Real engineering considerations and a degree of subtlety are the hallmarks of an MSP product, and appealing to a more mature and sophisticated audience is the ultimate goal. With that game plan in mind, Mazdaspeed set out to capitalize on what already made the 6 a good driver’s car while also adding what was needed to make it a great one. Ultimate all-around performance was the main focus for the Mazdaspeed6 and proof of that is the fact that it is only available in sedan form. According to MSP, the 5-door and wagon versions were not stiff enough to meet specific criteria and in fact additional time was spent further stiffening the sedan’s chassis before it was ready for the Mazdaspeed treatment. In Japan, the Mazda6 is known as the Atenza and is offered with a Haldex-based all-wheel drive system, and that’s the same unit seen here on the Mazdaspeed version. It should come as no surprise that all 5,000 '06 MSP6s will be built in Hiroshima, Japan and not in Flat Rock, Michigan like all other US-markets 6s. Getting the most out of the all-wheel drive system is Mazda’s new direct-injection 2.3-liter 4-cylinder turbocharged engine. Rated at a healthy 274-hp @ 5500 rpm and churning out 280 lb-ft of torque at a low 3000 rpm, the new all-aluminum turbo four is an engineering delight. Direct gasoline injection offers excellent throttle response as well as better fuel economy versus traditional injection systems.
Linking those 274 horses to the active torque-split awd system is a new close-ratio 6-speed manual gearbox. Oh yeah, about those close ratios… Most of us were expecting to see the MSP6 on the market this past summer, but at the last minute Mazdaspeed decided the car needed better acceleration numbers and proceeded to do some fiddling with the 6-speed’s gear ratios. Having never driven the car with the pre-production ratios we cannot comment on the relative success of those last-minute changes, but we can extrapolate that such a move goes a long way toward indicating that Mazdaspeed was serious about getting this car right. So, did they get it right? We’d have to answer that question with a slightly qualified “yes.” For the most part, the Mazdaspeed6 does everything it was designed to do. It’s an extremely capable sedan with very high limits and delivers a real sense of driving excitement. It’s a fun and sophisticated driver that actually seems to be better than the sum of its parts. The engine is a real gem; plenty of power delivered in a very linear fashion with a mid-range punch as wide and flat as the Sahara. A 3,600-lb curb weight mean the MSP6 isn’t the ultimate stoplight drag racer (we’d estimate 0-60 times in the low 6-second range and quarter-mile times in the mid-to-low 14s), but its huge mid-range wallop make the car a real terror on the highway. Downshifting to pass is optional so long as the tach reads above 3000 rpm, the point where meaningful boost begins. Speaking of downshifting, our biggest complaint regarding the MSP6’s dynamics would have to be its somewhat recalcitrant gearbox. Throws are commendably short, but the shift action is notchy and a bit imprecise, and locating reverse can be a real bear at times. Gear ratios are noticeably tight, though, and the 2.3 turbo’s buttery-soft rev-limiter is nicely suited for how quickly each gear can bring you there.
Chassis tuning is where this buff 6 really shines. Spring and shock rates have been increased to suit the car’s overtly sporting nature, but not to the point that it punishes you on the midnight run to the 7-11, á la STi or Evo. There is some low-speed harshness over sharp bumps and potholes, but the chassis is so stiff and properly isolated that these occurrences are far from annoying. Once up to speed, the new suspension calibrations begin to really yield dividends with excellent transient response and good feedback. Body roll is not completely banished, but it is well controlled and predictable. As with most Haldex-equipped vehicles, the Mazdaspeed6 will understeer at the extreme limit, but a lift of the right foot rotates the rear and lets the nose seek the apex. Get back on the throttle at the right time, and the 6 can be convinced to elegantly drift through a corner with remarkable ease (with Dynamic Stability Control defeated, of course). Balance can be adjusted with both the steering wheel and the accelerator pedal. We’d prefer a bit more steering weight and communication, but at 2.6 turns lock-to-lock, turn-in is quick and precise. MSP6 braking can best be described as more than adequate, but what we appreciated most is how Mazdaspeed has reined in the ABS system’s eagerness to spoil the fun; as a result threshold braking is a repeatable event. We’d prefer a bit more pedal feel with slightly less travel, but the 6’s 12.6” front and 12.4” rear brakes have no trouble bringing its considerable bulk to a quick and undramatic halt. From the outside, the Mazdaspeed6 plays the sports sedan role just as convincingly as it does while traveling down the road. The Mazda6 sedan is an attractive car to begin with, and the folks at Mazdaspeed made a conscious effort not to mess it up with a bunch of garish boy-racer knick-knacks. There’s no big rear wing, or even a huge front-mounted intercooler to alert the world to the car’s potential, and with the exception of examples representative of Mazda’s current fetish for overly styled head and taillight designs, the entire exterior possesses an air of upscale, almost Germanic style and substance. We’d prefer a slightly lower stance and better-looking wheels spaced a bit further out in the wheel wells. Chrome exhaust tips connected to the rear bumper rather than the actual exhaust system leave us scratching our head too, but those are admittedly pretty minor gripes.
MSP’s styling restraint did not get exercised as extensively when it came to the 6’s interior, at least as far as our test vehicle was concerned. White and black two-tone leather seats and door panels seemed a bit much, but it’s likely that an all-black or grey motif would go a long way towards answering our styling complaint. Unfortunately, such a change would do nothing to alleviate the lack of sufficient lateral support present in the front seats and we’d really like to see Mazdaspeed offer a proper set of sport seats, perhaps Recaros, as an option. Back seat space is generous and comfortable in a car this size (EPA classified Compact) and the trunk is large and easy to use. Glossy brushed-gray and aluminum trim accent the 6’s already pleasant dash and center console and nicely serve to set apart the MSP version from the regular 6. The Mazdaspeed6 comes with automatic climate control as standard, a setup that could really use some improvement in the user-friendliness department. The current design uses orange lighting that is all but impossible to read in bright daylight, and the only way to check your settings is by way of small pictographs at the very top of the center console. By now it’s obvious we rather like this Mazdaspeed6 Grand Touring sedan, though we must admit we like it just as much for what it represents as we do for what it is. The MSP Protege and Miata were for all intents and purposes both toe-in-the-water attempts for Mazdaspeed and we have no doubt that parental-unit Mazda was watching these first efforts with great interest. Obviously, things went well enough that Mazdaspeed got the all-important green light to try its wares on a much more mainstream product. By succeeding here, it’s likely that other MSP offerings are in the cards. Spend some time in the MSP6 and you come away with the feeling that Mazda is serious about offering buyers a legitimate rival to some of Europe’s more traditional (and more expensive) sport sedans. With a sticker price of $28,555 ($29,995 for a Grand Touring models such as our tester), it’s tempting to compare the Mazdaspeed6 with the aforementioned STi and Evo, but the truth is that the 6 is a bigger and more mature vehicle altogether. With a price of $28,795 and a size nearly identical to the MSP6, a more accurate comparison might be Subaru’s Legacy GT, but even that’s a somewhat flawed pairing as far as we’re concerned. The GT is a wonderful car, but it’s a much more mainstream driving experience and lacks the special something found in the MSP offering. As blasphemous as it might sound, it really does seem that the Mazdaspeed6 aspires more to Audi S4 customer sensibilities than any other target we can think of.
Certainly, the Mazdaspeed6 isn’t perfect and some might wish for a bit less weight and even more power, but we’re extremely impressed with MSP’s sophomore offering. To put things in perspective, Mazdaspeed has taken a basic 6 sedan and added one of the industry’s most cutting edge turbocharged engines, a truly sporting 6-speed gearbox, a sophisticated and effective all-wheel drive system, thoughtful suspension tuning, unique exterior and interior elements, and a certain specific kind of character that goes way beyond the typical sports package-type treatment. Mazdaspeed has done all this and for a price no more than your average well-optioned Mazda6 sedan. Well done, Mazdaspeed, and we look forward to your next effort. Mazdaspeed6 Grand Touring Base Price: $29,925 Options: Cargo net ($40), chromed aluminum fuel door ($100), alarm shock sensor ($60), wheel locks ($40) Delivery: $560 Total MSRP: $30,725 Technical Specifications Engine Type: 2.3-liter 4-cylinder 16-valve turbocharged with direct gas injection Power: 274-hp @ 5500 Torque: 280 lb-ft @ 3000 Displacement: 2260cc Bore: 3.44 in Stroke: 3.70 in Redline: 6700 rpm Compression ratio: 9.5:1 Drivetrain Type: All-wheel drive (AWD) Transmission: 6-speed close ratio manual Transmission ratios (:1) 1st: 3.538 2nd: 2.238 3rd: 1.535 4th: 1.171 5th: 1.085 6th: 0.853 Reverse: 3.831 Final Drive 1st - 4th: 3.941 5th, 6th, Rev.: 3.350 Chassis Body type: 5-passenger, monocoque unit, 4-door sedan Front suspension: Independent, high-mount double wishbones, coil springs, and stabilizer bar Rear suspension: Independent, E-type multi-link, coil springs, and stabilizer bar Shock absorbers: Front; Cylindrical, double-acting, twin tube Rear; Cylindrical, double-acting, mono tube Steering type; Rack-and-pinion, Power assist, Engine-rpm sensitive; variable power-assist Overall steering ratio: 16.1:1 Steering wheel turns-to-Lock: 2.6 Turning circle, curb-to-curb (feet): 36.8 Braking system: Power assist; 4-wheel, 4-sensor, 3-channel Anti-Lock Brake System with Electronic Brakeforce Distribution Brake discs: Front; Ventilated discs (12.6 x 1.0 inches) Rear; Solid discs (12.4 x 0.4 inches) Tires: P215/45R18 93Y summer radials Wheels: 7.0JJ x 18 General Wheelbase: 105.3 in Length: 186.8 in Width: 70.1 in Height: 56.3 in Track (front & rear): 60.6 in Weight: 3589 lb Turning radius: 36.8 ft Fuel capacity: 15.9 gal Fuel economy (EPA city & highway): 19/25 mpg
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