# data.attributes.metatag[].attributes.content
Top Gear reviews the Mazda 6. The handsome-looking, sharp-driving saloon. How does this Japanese rep saloon compete with the Germans? Find out inside.

# data.attributes.metatag[].attributes.content
A perfectly adequate family barge, but a weak petrol engine line up and changing consumer preferences means likely for not much longer

# data.attributes.metatag[].attributes.content
A perfectly adequate family barge, but a weak petrol engine line up and changing consumer preferences means likely for not much longer

# data.attributes.metatag[].attributes.content
A perfectly adequate family barge, but a weak petrol engine line up and changing consumer preferences means likely for not much longer

# data.attributes.metatag[].attributes.content.description[]
but a weak petrol engine line up and changing consumer preferences means likely for not much longer

# data.attributes.metatag[].attributes.content[]
"description":"A perfectly adequate family barge

# data.attributes.metatag[].attributes.content[]
but a weak petrol engine line up and changing consumer preferences means likely for not much longer"

# data.attributes.field_cars_driving.value
Whisper it, but cars in this class – cars that will trek between business parks on motorways and bookend each day with a school run – don’t need to be especially tasty to drive. With the 6, however, Mazda has attempted to throw the rulebook out the window.

Initially there’s plenty of promise. Settling in, you’re sat low, the wheel is a good size, the gearstick has a nice short throw and weight to it, the seats are plenty supportive – it all gives off a hint that Mazda also makes a two-seater sports car. MI5, or something?

Does it ride like an MX-5 too, then?

It’s firmer than you might expect – a little bumpy around town perhaps, but a comfortable motorway cruiser nonetheless, and certainly fine for most folk. The steering itself is quite light, which is a shame, but it gives you enough confidence to chuck it around country lanes, though only perhaps when you haven’t got the family in tow.

Where the 6 really falls short, however, is under the bonnet. Neither the 162bhp 2.0-litre nor the larger 2.5-litre nat-asp unit are as smooth, refined or quiet as you’d expect, and both feel a little out of sorts.

Presumably economy suffers, too?

You’d be surprised. Mazda has done a good job of keeping efficiency in check despite these heftier petrol engines – the top spec 191bhp petrol will still deliver 38.2 mpg combined, while the upper 2.0-litre manual petrol can manage 42.2mpg. CO2 emissions creep up slightly: 167g/km from the 2.5-litre plays 152g/km, meaning a 2 per cent jump in BIK, or £500 a year. You’ve been warned, company car drivers.

Other points to note? Sport, GT Sport and Kuro trims get 19in alloys as standard, which look good, sure, but do make a noticeable difference to road noise, which is intrusive in the cabin, as is the wind noise round the mirrors. Still, specced with the fantastic 11-speaker Bose audio system (standard on all but SE-L trim levels) you can drown out most of the noise.

# data.attributes.field_cars_driving.processed
Whisper it, but cars in this class – cars that will trek between business parks on motorways and bookend each day with a school run – don’t need to be especially tasty to drive. With the 6, however, Mazda has attempted to throw the rulebook out the window.

Initially there’s plenty of promise. Settling in, you’re sat low, the wheel is a good size, the gearstick has a nice short throw and weight to it, the seats are plenty supportive – it all gives off a hint that Mazda also makes a two-seater sports car. MI5, or something?

Does it ride like an MX-5 too, then?

It’s firmer than you might expect – a little bumpy around town perhaps, but a comfortable motorway cruiser nonetheless, and certainly fine for most folk. The steering itself is quite light, which is a shame, but it gives you enough confidence to chuck it around country lanes, though only perhaps when you haven’t got the family in tow.

Where the 6 really falls short, however, is under the bonnet. Neither the 162bhp 2.0-litre nor the larger 2.5-litre nat-asp unit are as smooth, refined or quiet as you’d expect, and both feel a little out of sorts.

Presumably economy suffers, too?

You’d be surprised. Mazda has done a good job of keeping efficiency in check despite these heftier petrol engines – the top spec 191bhp petrol will still deliver 38.2 mpg combined, while the upper 2.0-litre manual petrol can manage 42.2mpg. CO2 emissions creep up slightly: 167g/km from the 2.5-litre plays 152g/km, meaning a 2 per cent jump in BIK, or £500 a year. You’ve been warned, company car drivers.

Other points to note? Sport, GT Sport and Kuro trims get 19in alloys as standard, which look good, sure, but do make a noticeable difference to road noise, which is intrusive in the cabin, as is the wind noise round the mirrors. Still, specced with the fantastic 11-speaker Bose audio system (standard on all but SE-L trim levels) you can drown out most of the noise.

# data.attributes.field_cars_inside.value
Inside is pleasing in its simplicity, which in a world of Tesla-style touchscreens is hugely refreshing. All models consist of just the one freestanding-style eight-inch central unit – do you need anything bigger, really? – plus a strip of physical buttons underneath dedicated to the climate controls. One day we’ll look back on this and ask where we went wrong.

Strangely, the touchscreen is auto disabled with no warning when on the move, meaning you have to use the BMW-style rotary control knob. Fair enough, but seems a random decision these days. Can’t be just us that assumed the infotainment system had frozen, surely... and another thing: what’s wrong the passenger using the touchscreen when on the move?

Still, it’s easy to get comfortable with every model coming equipped with front adjustable seat height and lumbar support, plus a height-adjustable steering wheel. Storage is good throughout, with plenty of smart cubbies in the front, but still no obvious space to prop your phone up – though with wireless Apple CarPlay and Android Auto this isn’t too much of an issue.

Both front and rear passengers get central armrests, hidden within which you’ll find USB ports to keep the kids happy on long journeys. Nice touch, but the front was a little too short for our liking – we’d have liked it to slide forward as currently it’s not quite long enough to rest your elbow on – while a pull-down tab would have been handy in the rear.

You also get 60/40 split-folding rear seats, while a 480-litre boot space in the saloon plays 522 in the tourer – decent enough, but not as big as its Volkswagen Passat (585) and Skoda Superb (625) competitors – but they do conveniently fold flush with the boot floor. The tourer also features roof rails as standard for transporting roof boxes and surfboards.

On a side note, not that you’ll spend much – if any – time sat in the back seats, but the rear headrests are disappointingly hard. Six footers also beware if sat back there; there’s not a huge amount of headroom, meaning you will have to slouch. Not fun. When the front seats get such comfort, it’s a shame that rear passengers might feel such discomfort.

# data.attributes.field_cars_inside.processed
Inside is pleasing in its simplicity, which in a world of Tesla-style touchscreens is hugely refreshing. All models consist of just the one freestanding-style eight-inch central unit – do you need anything bigger, really? – plus a strip of physical buttons underneath dedicated to the climate controls. One day we’ll look back on this and ask where we went wrong.

Strangely, the touchscreen is auto disabled with no warning when on the move, meaning you have to use the BMW-style rotary control knob. Fair enough, but seems a random decision these days. Can’t be just us that assumed the infotainment system had frozen, surely... and another thing: what’s wrong the passenger using the touchscreen when on the move?

Still, it’s easy to get comfortable with every model coming equipped with front adjustable seat height and lumbar support, plus a height-adjustable steering wheel. Storage is good throughout, with plenty of smart cubbies in the front, but still no obvious space to prop your phone up – though with wireless Apple CarPlay and Android Auto this isn’t too much of an issue.

Both front and rear passengers get central armrests, hidden within which you’ll find USB ports to keep the kids happy on long journeys. Nice touch, but the front was a little too short for our liking – we’d have liked it to slide forward as currently it’s not quite long enough to rest your elbow on – while a pull-down tab would have been handy in the rear.

You also get 60/40 split-folding rear seats, while a 480-litre boot space in the saloon plays 522 in the tourer – decent enough, but not as big as its Volkswagen Passat (585) and Skoda Superb (625) competitors – but they do conveniently fold flush with the boot floor. The tourer also features roof rails as standard for transporting roof boxes and surfboards.

On a side note, not that you’ll spend much – if any – time sat in the back seats, but the rear headrests are disappointingly hard. Six footers also beware if sat back there; there’s not a huge amount of headroom, meaning you will have to slouch. Not fun. When the front seats get such comfort, it’s a shame that rear passengers might feel such discomfort.

# data.attributes.field_cars_owning.value
A quick reminder of prices, then: SE-L starts at £24,990, Sport starts at £27,790, while GT Sport starts at £32,370. Or, from a quick look around, from £350, £375, and £442 respectively on a three-year agreement with a six-month initial payment.

Across all trim levels, there’s plenty of useful features including a head-up display, featuring speed limits, nav directions and information about the cruise control or speed limiter, DAB radio, plus Apple CarPlay and Android Auto. And thank goodness: we’d suggest sticking to the latter for the satnav, the in-built system is hugely frustrating; difficult to navigate and sent us to the wrong destination in central London on more than one occasion. Painful.

Sport trim, meanwhile, also adds heated front seats and steering wheel, powered lumbar adjustment, reversing camera, and the excellent 11-speaker Bose audio system, while GT sport trim adds a sunroof – eats into headroom a surprising amount, be warned – plus Nappa leather coating on the dash, seats and armrests. No more scratchy plastics.

Which would we choose? We’d probably recommend going for the 2.0-litre 162bhp manual in Sport trim. You won’t win any races off the lights, sure, but this is a family saloon not a DTM racer. It’s also impressively efficient – a real-life 44.8mpg figure (higher than Mazda’s claimed 42.2mpg, need we remind you) is not to be sniffed at as a commuter. And you’ll get plenty of luxury options including that fine Bose audio system to drown out the road and wind noise. Peak 6, basically.

Oh, and on a final note: there’s a three-year (or 60,000 mile) warranty, with extended cover optionally available, but Mazdas are generally reliable enough that you ought not to worry.

# data.attributes.field_cars_owning.processed
A quick reminder of prices, then: SE-L starts at £24,990, Sport starts at £27,790, while GT Sport starts at £32,370. Or, from a quick look around, from £350, £375, and £442 respectively on a three-year agreement with a six-month initial payment.

Across all trim levels, there’s plenty of useful features including a head-up display, featuring speed limits, nav directions and information about the cruise control or speed limiter, DAB radio, plus Apple CarPlay and Android Auto. And thank goodness: we’d suggest sticking to the latter for the satnav, the in-built system is hugely frustrating; difficult to navigate and sent us to the wrong destination in central London on more than one occasion. Painful.

Sport trim, meanwhile, also adds heated front seats and steering wheel, powered lumbar adjustment, reversing camera, and the excellent 11-speaker Bose audio system, while GT sport trim adds a sunroof – eats into headroom a surprising amount, be warned – plus Nappa leather coating on the dash, seats and armrests. No more scratchy plastics.

Which would we choose? We’d probably recommend going for the 2.0-litre 162bhp manual in Sport trim. You won’t win any races off the lights, sure, but this is a family saloon not a DTM racer. It’s also impressively efficient – a real-life 44.8mpg figure (higher than Mazda’s claimed 42.2mpg, need we remind you) is not to be sniffed at as a commuter. And you’ll get plenty of luxury options including that fine Bose audio system to drown out the road and wind noise. Peak 6, basically.

Oh, and on a final note: there’s a three-year (or 60,000 mile) warranty, with extended cover optionally available, but Mazdas are generally reliable enough that you ought not to worry.

# data.attributes.field_cars_stand_first
The 6 is still around but with this market dwindling, is there yet life left in Mazda's long-running family motor?

# data.attributes.field_cars_verdict.value
It’s a competent enough thing, the 6, but times have changed and we can’t help but scratch our heads as to who would buy a near-enough 10-year-old car, despite its many, many facelifts. Mazda’s done impressively well to keep it in the ring for as long as it has, but it sadly feels like the end is nigh, a la Ford’s Mondeo.

While style, ride and comfort are all perfectly good enough for a family saloon, it simply falls too short on the engine front. The lack of turbocharger means the 2.0-litres feels underpowered, while the 2.5-litre lacks the finesse it badly needs. But hey, if you’re after a relatively affordable family barge, then it’ll do just fine.

# data.attributes.field_cars_verdict.processed
It’s a competent enough thing, the 6, but times have changed and we can’t help but scratch our heads as to who would buy a near-enough 10-year-old car, despite its many, many facelifts. Mazda’s done impressively well to keep it in the ring for as long as it has, but it sadly feels like the end is nigh, a la Ford’s Mondeo.

While style, ride and comfort are all perfectly good enough for a family saloon, it simply falls too short on the engine front. The lack of turbocharger means the 2.0-litres feels underpowered, while the 2.5-litre lacks the finesse it badly needs. But hey, if you’re after a relatively affordable family barge, then it’ll do just fine.

# data.attributes.field_cars_verdict_against
Nat-asp motor lacks torque, slightly firm ride, rear seat comfort

# data.attributes.field_cars_verdict_for
Mature styling, simplistic interior and a tech list as long as your arm

# data.attributes.field_cars_verdict_text
A perfectly adequate family barge, but a weak petrol engine line up and changing consumer preferences means likely for not much longer

# data.attributes.field_cars_what_is_it.value
The 6 is Mazda’s handsome, commodious, sharp-driving… rep-mobile, really. And that’s the problem. Biggish saloons/estates without German badges just aren’t in demand now they’ve been squeezed out by crossovers, more affordable SUVs and the pesky Germans themselves undercutting the masses. Case in point? Ford used to sell over 100,000 Mondeos in Britain entirely – as of next year, it will be phased out entirely.

Sad times. So is the 6 the next best thing?

Mazda wants you to think so, with the 6 up against the likes of the Volkswagen Passat and Skoda Superb. Having been on sale since 2012 (impressive by anyone’s standards), it’s had numerous facelifts over the years to keep it going – the most recent in 2018 – and the Japanese manufacturer reckons there’s still life left it in yet.

Having quietly phased out the diesel engine at the end of 2020, there’s now a choice of three petrol engines, a 2.0-litre with 143bhp or 162bhp, or the top-of-the-range 2.5-litre with 191bhp. It’s a bold move from Mazda to keep on with the naturally aspirated fight, especially with a hefty 2.5-litre, and we applaud its tenacity.

Sadly, they don’t quite deliver. With no turbochargers, the 2.0-litre petrol engines just feel too underpowered for a barge of this size, while the larger 2.5-litre sounds raspy and strained, and doesn’t match up to the promise of its healthy power output. Head over to the Driving tab for the full lowdown.

Ah. The interior must feel pretty dated, too?

Given that this a car that will celebrate its tenth birthday next year, a little, but the good news is that every 6 comes generously equipped. All specs get an eight-inch colour touchscreen infotainment system, DAB radio, CarPlay and Android Auto, heated wing mirrors, keyless entry, parking sensors, privacy glass… we could go on. It’s a comfortable place to be. More on that over on the Interior tab.

There are three specs, starting with basic SE-L, into Sport, and then top-spec GT Sport. The former, starting from £24,990, is available with the lesser powered 2.0-litre with either a manual or auto gearbox (manual only in the tourer), while the Sport trim, starting from £27,790, comes with the mid-spec 162bhp powertrain in manual guise only. Top-of-the-tree GT Sport, meanwhile, which starts at £32,370, is auto only. Purists look elsewhere…

Will there be a farewell edition?

There already has been, sort of. Introduced earlier this year, it’s called the Kuro Edition, and it’s restricted to 100 examples in the UK – 50 saloons, 50 tourers. It’s based on the Sport spec but features Polymetal Grey Metallic paint, contrasting black alloy wheels and door mirrors, a burgundy interior and a fancy name to impress the neighbours. Is it worth the extra £1.5k for the privilege? No, in short.

# data.attributes.field_cars_what_is_it.processed
The 6 is Mazda’s handsome, commodious, sharp-driving… rep-mobile, really. And that’s the problem. Biggish saloons/estates without German badges just aren’t in demand now they’ve been squeezed out by crossovers, more affordable SUVs and the pesky Germans themselves undercutting the masses. Case in point? Ford used to sell over 100,000 Mondeos in Britain entirely – as of next year, it will be phased out entirely.

Sad times. So is the 6 the next best thing?

Mazda wants you to think so, with the 6 up against the likes of the Volkswagen Passat and Skoda Superb. Having been on sale since 2012 (impressive by anyone’s standards), it’s had numerous facelifts over the years to keep it going – the most recent in 2018 – and the Japanese manufacturer reckons there’s still life left it in yet.

Having quietly phased out the diesel engine at the end of 2020, there’s now a choice of three petrol engines, a 2.0-litre with 143bhp or 162bhp, or the top-of-the-range 2.5-litre with 191bhp. It’s a bold move from Mazda to keep on with the naturally aspirated fight, especially with a hefty 2.5-litre, and we applaud its tenacity.

Sadly, they don’t quite deliver. With no turbochargers, the 2.0-litre petrol engines just feel too underpowered for a barge of this size, while the larger 2.5-litre sounds raspy and strained, and doesn’t match up to the promise of its healthy power output. Head over to the Driving tab for the full lowdown.

Ah. The interior must feel pretty dated, too?

Given that this a car that will celebrate its tenth birthday next year, a little, but the good news is that every 6 comes generously equipped. All specs get an eight-inch colour touchscreen infotainment system, DAB radio, CarPlay and Android Auto, heated wing mirrors, keyless entry, parking sensors, privacy glass… we could go on. It’s a comfortable place to be. More on that over on the Interior tab.

There are three specs, starting with basic SE-L, into Sport, and then top-spec GT Sport. The former, starting from £24,990, is available with the lesser powered 2.0-litre with either a manual or auto gearbox (manual only in the tourer), while the Sport trim, starting from £27,790, comes with the mid-spec 162bhp powertrain in manual guise only. Top-of-the-tree GT Sport, meanwhile, which starts at £32,370, is auto only. Purists look elsewhere…

Will there be a farewell edition?

There already has been, sort of. Introduced earlier this year, it’s called the Kuro Edition, and it’s restricted to 100 examples in the UK – 50 saloons, 50 tourers. It’s based on the Sport spec but features Polymetal Grey Metallic paint, contrasting black alloy wheels and door mirrors, a burgundy interior and a fancy name to impress the neighbours. Is it worth the extra £1.5k for the privilege? No, in short.

# data.attributes.field_cars_what_we_say
A perfectly adequate family barge, but a weak petrol engine line up and changing consumer preferences means likely for not much longer

# data.attributes.field_cars_wildcard_text
Good looking, spacious and well equipped... and it comes as a Shooting Brake, too