Mazda CX-6e review

You climb into an atypical Mazda cabin to quickly set the stall for a different experience. There’s no starter button; simply nudge the right-hand stalk into D and pull away. Its 255bhp and 214lb ft peaks are fairly modest for a crossover that weighs 2,130kg without a driver installed, and its acceleration claim lags behind those of its rivals which flagrantly chase short-lived, neck-whupping highs. Mazda reckons 0-62mph in 7.9 seconds on the entry, 19in wheel option, or 8.1s if you’ve gone for the bougie 21s. As a lot of customers likely will. Both hit a 115mph top speed.

Hit it they do. Mazda had the good grace to launch the CX-6e in Germany, with kilometres of derestricted Autobahn on hand. While the car accelerates with little drama off the line, the linear progression of its pace continues right until UK national speed limits and then comfortably beyond.

And all, improbably, with little impact on the wonderful refinement inside. This is a hushed and calming car to spend big journeys in. Albeit with some subtly piped synthesised sound to accompany your acceleration. Some of the engineers wish it was louder, and admit that future, more powerful versions of the CX-6e (purely hypothetical for now, of course) might explore this facet further. For now it feels very neatly integrated and proves a useful barometer.

How does it handle?

There’s a smooth swagger to the CX-6e, one that comes from its rear-mounted motor and fairly even weight distribution. Mazda Europe went to town on retuning the Chinese-market EZ-60 and we get a delightfully intuitive steering setup as a result. It’s a low-effort car to potter around town in and it’s easy to build your pace on a more enthralling rural road.

Just don’t expect the chassis beneath to excitably wake up with greater commitment – this is a car that prioritises comfort and ease of use above all else. Mazdas have always been good at that; they just used to give us a bit more engagement too.

It rides well on German roads, albeit with a rigid response to bumpier urban roads on the top-spec 21in wheels. We’re intrigued to try the entry 19s on even gnarlier British roads to see if that’s the sweeter setup. Likewise a car without the awkward to use (but no doubt very aerodynamic) side cameras, to see if refinement drops with a bigger pair of lugs sticking out.

Are there driving modes?

You have three modes to choose from: Normal, Sport and Individual. The latter allows you to combine the sharper throttle and sweeter steering, though it’s not like you suddenly uncork another 100bhp by activating it. Most drivers will be happy in the default setting.

There are four levels of brake regen (none of them a pure one-pedal setup, oddly) and sadly no paddles through which to toggle them. Like much of the CX-6e’s functionality, they lie deep within the sub-menus of that enormous touchscreen. As is the deactivation of its various ADAS systems.

And how is the active safety stuff?

Very active indeed. We’re genuinely happy to leave systems in place when they’re good. None of us go rooting around for the ABS or airbag fuses, do we? But the overly watchful eye of the distraction and fatigue sensors (it told us to pull over after one, stifled yawn) and the way the steering wheel writhes against your inputs through roadworks and impromptu contraflows isn’t fun at all. Mazda turned down the intensity of the original, Chinese market ADAS setup. It could do with further attention still. It’s a calming car once the tech is shushed, though…