Short Test - 2014 Mazda 6 Touring

Needless to say, I've been waiting a long time to see this car in the flesh, let alone drive it. Having seen pictures of the production 2014 Mazda 6 adhering so well to the original Takeri concept (read my First Impressions here), there was little doubt that it would drive as well as it looks. Mazda's stubborn (but faithful) attitude of building products for the buyer who relishes a curvy road is one that, in my opinion, makes the Japanese automaker distinguished from the other big time players. Sure Mazda's products don't sell in the same volume as Honda or Toyota, but Mazda's refusal to make their products generic means that they must be content to sit behind the segment leaders. However, with the introduction of Mazda's SkyActiv suite of gas-sipping technologies, the little Hiroshima-based company aims to appeal to current efficiency minded climate while still selling to the enthusiast driver.

But this time with a dash of style.

2014 Mazda 6 Touring (next to its daddy)

Since I've already covered the basics of 2014 Mazda 6's design, I'll be brief by saying that pictures don't do this car justice. The styling, while not in the four door coupe stance as the Hyundai Sonata, is equally as striking. The wheelbase is longer by just over an inch and, thanks to platform technology shared with the CX-5 crossover, the 6 is an especially light car. Some 300lbs easier on the scales than its predecessor depending on the trim level. The stance is dynamic and, at a glance, the proportions give a hint of RWD even though the 6 is strictly a FWD vehicle. The dash-to-axle ratio can be thanked for that as well as the minimal front/rear overhangs. With my first generation 6 sitting beside it, the differences are quite stark but in good ways. Whereas the 2002-2007 model looks quite sporty (especially with the spoiler attached), the 2014 6 still has an air of sportiness about it, but also a higher level of finesse and authority. The exterior lines have much more depth and intricacy rather than the smooth, round and simple design of the first generation. The size difference is also apparent, the newer car casting a larger shadow and wider stance compared to the older car.

Getting inside, the interior features higher grade materials and great build quality. Compared to other sedans in the segment, the 2014 Mazda 6 dash appears simple and not as stylish (especially compared to the exterior) but the upside here is that all the controls are easy to reach and have a no-nonsense logic to manipulation (a great example being the three large knobs for the climate control system). The steering wheel is thick-rimmed and features EPAS (Electronic Power Assist Steering). Despite this there's no sense of vagueness, although just off center steering feel is a tad numb. The large gauges are legible and features a small display between the speedometer and tachometer for reference to vehicle information such as fuel mileage, range, radio info and maintenance logs. The cabin is quite roomy with rear seat space good for someone of my height (just under 6ft). Both cockpits of the older and newer 6 models share a common simplistic theme to the controls and driver-seating positions. Outfitted with leather, and high quality materials, you'd be fooled into thinking the 2014 Mazda 6 was a luxury vehicle at a glance. Indeed, everywhere the fingers are likely to roam, the materials are soft to the touch and and don't feel cheap or chintzy when operated.

Initially, all new Mazda 6 sedans will be powered by a 2.5L SkyActiv-G (for gasoline) four cylinder engine. Featuring an aluminum block with lightweight, low friction internals, direct fuel injection, variable valve timing and a sky (no pun) high compression ratio of 13.0:1, the engine generates 184hp and 185lb-ft of torque, useful gains over the smaller 2.0L version in the CX-5 crossover (which will also get the larger mill in mid 2013). Power is routed to the front wheels through two new SkyActiv automatic or manual transmissions, both equipped with six speeds. An optional 2.2L SkyActiv-D diesel four cylinder with 178hp and 310lb-ft of torque will be available later in 2013, but don't expect a V6 option (although I was told by an insider that Mazda was secretly working on one). My tester for the day was a Touring model, the mid-grade flavor of the Mazda 6 hierarchy equipped with the six speed automatic and painted Soul Red (a $300 optional color).

Out on the road, the Mazda 6 proved quite peppy and responsive. The 2.5L engine might 'only' have 185hp, but the six speed automatic knew exactly how to dole out the power. Through a series of challenging turns, the transmission, kept the engine in its sweet spot and was quick to summon a downshift if it thought I was approaching a turn. The manual shift function was a bit slow in responding to driver calls for shifts but the transmission is so intuitive at learning one's driving style that this is a non-issue: leave it in D and let it do the shifting.  The suspension was taut and firm, but remarkable in smoothing out rough patches just enough that the ride didn't seem skittish or harsh. Turn-in response was also quick and direct, the nose going exactly where it's pointed. Braking was also quite good, a quick stomp on the binders returned good feel and short stops. It's good that Mazda preserved the playfulness of the first generation Mazda 6, something that was almost absent in its larger 2008 successor. In this regard, the 2014 Mazda 6 and my 2006 model are quite similar. However, when it was time to settle down on the highway, the 2014 proved that it is leagues ahead of my car in terms of refinement. The ride was a bit more composed than my car and the cabin was much quieter, the transmission loafing the engine at around 2500rpm at under 70mph. I was able to carry on a conversation with Andres, my guide for the day, without having to elevate my voice which was quite a habit in my car. The seats were comfortable and supportive in the right areas and were multi-adjustable, also offering heated and cooled functions. The cockpit feel of my car is present and accounted for in the 2014 Mazda 6 where everything falls readily to hand.

EPA fuel economy for the 2014 Mazda 6 rates at 26 city/38 highway for the automatic model (25/37 for the manual), really good numbers for a mid-sized sedan and rivaling numbers for the Nissan's 2013 Altima. Pricing for the base model Mazda 6 Sport starts at an aggressive $20,880 when equipped with a manual transmission (only available on this model) while an extra $1615 ditches the manual for the automatic transmission. The Sport comes very well equipped with a laundry list of standard items such as variable intermittent wipers, a 6 speaker AM/FM/CD/MP3 audio system with inputs for auxiliary, iPod or USB sources, halogen daytime running lights with auto on/off headlights, tilt and telescoping steering wheel as well as push button start. Step up to the Touring model, like my tester, for $24,495 and add advanced features such as Blind Spot monitoring with Rear Cross Traffic alert, Bluetooth wireless for phone and audio-streaming, Pandora streaming  and HD radio, dual zone climate control, 19" aluminum wheels (up from 17"), a 5.8" touchscreen interface with SMS text audio delivery/reply and rear seat heat with A/C vents. The luxuriously appointed Grand Touring model ups the list for $29,495 featuring Bi-Xenon headlights with LED daytime running lights, a Tom Tom navigation system with traffic alerts, a full leather interior, steering wheel mounted paddles for the automatic transmission, an upgrade 11 speaker Bose audio system with Centerpoint technology, SiriusXM satellite radio, a power moonroof and Smart City Brake, an ingenious system similar to Volvo's that automatically stops the car at slow speeds if an object are person is detected in front of the car.

If the lack of initial engine choices isn't a deal breaker, the 2014 Mazda 6 offers a very compelling and stylish alternative to the other mid-sized competitors. The sole gas engine is competitive in terms of power and efficiency and features such as a stylish exterior, roomy interior, an impressive equipment list and innovative safety touches stack up well in the segment. But if fun-to-drive is at the top of list, then Zoom Zoom is the only way to go.





Special thanks to Andres Molina and South Motors Mazda for allowing me the opportunity to test the 2014 Mazda 6. They are great people to work with and can be reached at 866-441-1733.

Quick Spin - 2012 BMW 328i

2012 BMW 328i Modern Line

The King of compact sports sedans is back.

The BMW 3 Series, arguably the most sporting of luxury sedans, has carried the torch as "The Ultimate Driving Machine" for the company since the 2002 model of the 1970s. Known for its compact size, yet playful nature, this model evolved into what we now call the 3 Series. With each generation, the 3 has gotten bigger, more powerful and more technologically complex. As we know the car today, it has been an all six cylinder lineup. The turbine smoothness and sonorous snarl of the inline six cylinder has been a BMW calling card for the 3 Series, from base model all the way up the last generation of the fire-breathing M3. Today however, the economic and environmental climate has changed and so too have automakers' take on efficiency. In response to this new challenge for environmental awareness and increased efficiency, BMW has chucked the naturally aspirated 3.0 inline six from the base model of its new F30 3 Series and introduced a new turbocharged 2.0 four cylinder. Outgunning the old six in terms of power and efficiency, the new four chucks out 240hp and 260lb-ft of torque, improvements of 10hp and an astounding 35lb-ft of torque. As part of BMW's 'Efficient Dynamics' program, the 328i is equipped with a host of technologies to deliver not only outstanding performance, but outstanding fuel economy as well. Available transmissions include a 6 speed manual transmission and a new 8 speed automatic. Of course if you need your inline six fix, the up-level 335i aims to please. Equipped with the 300hp/300lb-ft of torque N55 turbocharged 3.0 inline six, that flows its power through either the 6 speed manual or a 6 speed automatic, you won't have a want for more speed and power (and for the crazies, the 414hp V8 M3 is always there though based on the now obsolete E90 chassis).

2012 BMW 328i Interior

In remaking its most important model, BMW decided against a drastic restyle (remember the Bangle era?) and instead focused on a subtle yet noticeable surfacing of the exterior. The old E90 model was a handsome car that has aged well but in order to be more distinctive, BMW applied a slightly bolder approach. The signature twin kidney grill is more pronounced and the headlights now flow into it, the other signature BMW look - the "angel eye" driving lights - have a squatter appearance with the headlight fixtures flowing further back into the fenders. The lower intake is now a full length piece that also incorporates the fog lights. The new 3, always panned for cramped rear accommodations, features a longer wheelbase and slightly wider tracks front and rear. This translates into better interior room for four with more legroom for rear seat occupants (3 rear passengers is still a squeeze but at least they won't riot as before). German cars have always been known for stark, cold interiors and BMW is probably the best known (or most infamous) for this. My tester was a Modern Line 328i decked out in sumptuous leather called "Dakota Oyster" with a nice "Fineline Pure" wood trim (seriously, who comes up with these names?). The seats felt good and offered great support and finding a good driving position was made easy by the full powered 8 way adjustable seat and tilt/telescoping (unpowered) leather steering wheel. The interior felt rich and nicely complimented the Mineral Grey Metallic paint of the exterior. The iDrive system (ridiculed for years by the journalist community for its too-complex operation) has been further revised and is now simpler to operate. Climate controls are now separate items and no longer do you need to dive into menus just to tune the radio or adjust the volume settings. It must be noted here that the old ordering system is no more. BMW now offers the new 3 Series in four distinct "lines": Base, Modern, Luxury and Sport. Base models allow for a bit more personalization of equipment and features, Modern comes with more features standard while Luxury comes with yet more features as well as exterior revisions (chromed kidney grill and lower fascia, different wheels) to distinguish them from lesser models. Sport Line models feature large 19" wheels with summer tires and altered suspension settings as well as a blacked out grill and fascia.














 On start up, one expects to hear the whine and steady, smooth idle of an inline six under the long aluminum hood. Surprising then that, even with the knowledge of an inline four present, that the idle would shock me as it did. The turbocharged 2.0 four comes with direct injection and its clatter, although quiet was almost diesel-like, the *tick-tick* of the direct fuel injectors working away at the cylinders.  The 328i always starts up in Economy mode along with Auto Start/Stop engaged. This system is controlled by the 328i's electronic brain and, after learning the driver's habits, shuts down the engine to conserve fuel at appropriate times when the car comes to a complete stop. Once the brake pedal is released, the engine fires back up allowing the driver to continue on his way. The 8 speed auto also receives a remap of its shift points and, once underway, will quickly shoot for top gear. In order to encourage efficient driving, a display in the instrument panel tracks in real time how economical your driving is and will actively coach you, even by applying opposite pressure on the gas pedal to ensure smooth slow take offs from a stop. The start/stop feature was unnerving at first and was hardly subtle in its operation but one gets used to the sensation of the engine firing up and shutting off after a while. The computer is smart enough to know when the car is in heavy traffic and will not shut off the engine unless the car is stopped for periods longer than 5-10 seconds. Or you can completely shut the feature off by pressing a button if it annoys you. I certainly did. Fuel economy ratings for the 328i are 24 city/32 highway (revised by the EPA from previous numbers of 24 city/36 highway).

2012 BMW 328i Modern Line's 8" Central Screen

Driving through the Coral Springs area, the car rode comfortably and absorbed bumps that would have otherwise been felt in the old car. BMW has pretty much perfected the ride/handling balance of its cars but tribute should also be given to the new electronic dampers fitted to 328i. In Comfort mode, the ride was almost limo smooth but not floaty, the new electric power steering was quick but almost devoid of feel and communication, quite unlike the last car's hydraulic steering which was chatty by comparison. The 8 speed slurred through its ratios but was still quick to downshift a few gears when prodded. The turbo four is tuned for almost zero lag and delivers its torque across a broad RPM range and as such, passing maneuvers were effortless. At a traffic light, I switched to Sport mode and the change in the 328i's character was, in a word, noticeable. I could feel the electronically adjustable dampers stiffen, the engine's note change to a more aggressive idle while the computer remapped the transmission's shift points. The change was also noted on the 328i's 8 inch central screen by showing the damper setting and tune of the engine. It was as if the whole car went into attack mode, ready to pounce on the Audi A4 driver that was in front. The light went green and a stab of the throttle was met by instant thrust. Where the old car necessitated revving the engine to get power (a joy in itself), the new turbo four doesn't require it, exhibiting right-this-second torque delivery. Through a turn, the 328i exhibited almost no roll and remained flat as I negotiated a series of quick left to right lane changes to get around slower traffic. This car is remarkably quick off the line and the A4 that was in front a few seconds ago? A red blip in my rear view mirror. Sensing the aggressive driving (don't try this at home kids!) the 8 speed learned my style and properly held gears all the way to redline. Manual shifting produced quick enough shifts but leave the transmission in auto and it's intelligent enough to know which gears are sufficient for the task at hand.  A race track or autocross would've been the proper place to wring out the 328i but even here on public roads, it's good to know that despite the car's nod to comfort, BMW hasn't neutered its playfulness. Lightweight materials in its construction play a role here and is yet another effort to increase the car's efficiency. Fitted as it was with the equipment onboard, the 328i weighs barely more than its predecessor. An aluminum hood and trunk lid, aluminum intensive suspension components and ultra high strength steel construction all contribute to the 328i's minimal weight gain. The engine itself, which is some 50lbs lighter than the heavier inline six it replaces, also serves to lighten the weight over the front wheels, increasing the car's quick turn-in behavior.

328i Modern Line's 18" wheels

Throughout the drive I faced a bit of a conundrum: I was actually having more fun here than I anticipated. Not once did I yearn for the excessive power of the 335i's 300hp/300lb-ft of torque, turbocharged 3.0 inline six. Having driven the old 328i, the old naturally aspirated inline six sounded sweet throughout the RPM range (in fact, it relishes revving right up to the fuel cutoff point), but I always felt that it needed more power. With the new model, you lose the turbine-like quality of the six but gain such an impressive amount of torque with almost no lag that the tradeoff is very reasonable. Besides, unlike the old six that made power right up to redline, the four is pretty much out of breath by 6000 RPM, though it does emit a pleasant bark from its twin tailpipes, not the sound one expects from a BMW but sporting and aggressive all the same. In fact, I would imagine that the heavier engined 335i's transient responses might be slowed somewhat by the increase in weight over its front wheels. So good is the 328i's power and torque delivery that, equipped with the requisite M Sport package (larger wheels, stiffer suspension), this might be a better sports sedan than the more powerful 335i. Put both on a racetrack and, while the 335i will hold the straight line acceleration advantage, the 328i driver will always catch up in the turns. I'm even starting to suspect BMW has underrated the 328i's power rating.

With each generation of new car getting larger and more complex, it's good to see BMW holding the line with its new 3 Series. Yes the new 328i may be a bit larger than the car it replaces, but BMW has worked hard to preserve the spirit and playful nature that makes the 3 Series such an exciting car to drive. Sure the naturally aspirated inline six is gone from the lineup in a nod to increased fuel efficiency, but the smaller, more powerful turbocharged four more than makes up for that.

Now price isn't the only reason to go for the base model and you won't be disappointed.


Special thanks to Aaron Shapiro and the BMW team as well Vista BMW of Coconut Creek, FL for facilitating this test. BMW is a proud sponsor of the US Olympic Team and I was fortunate to meet Terese Terranova, a double gold medalist in the 1986-87 Paralympics in Seoul, Korea. Find more information about her numerous accomplishments here.