Mazda’s SKYACTIV gas saving approach has clearly fueled sales of the compact CX-5 crossover. Well now Mazda is focusing their new thinking at the mid-size sedan realm with an all-new Mazda6. But no matter how innovative, it won’t be easy to get traction in a segment dominated by Camry and Accord. But, as the Hyundai Sonata, Ford Fusion, and Nissan Altima have recently shown, noteworthy designs can make a dent. So is it the Mazda6’s turn? Let’s find out.

The 2014 MAZDA6 is the 3rd generation of Mazda’s mid-sizer. And while sales have never been huge, that’s mostly because the 6 strived to offer something unique. This also marks the 2nd vehicle to get the full SKYACTIV treatment, which emphasizes light weight and increased powertrain efficiency over electric-assist or alternative fuels to raise fuel economy. And it introduces further new technology dubbed i-ELOOP, which is a capacitor-based regenerative braking system that feeds power to electrical components during normal braking. 

Feeding power to the 6’s front wheels is the CX-5’s new SKYACTIV-G 2.5-liter I4 with fuel sipping goodies, super-high 13:1 compression ratio, direct injection, variable timing, and reduced friction, all helping to produce 184-horsepower and 185 lb-ft. of torque. Both a 6-speed manual and a 6-speed automatic are available. Still to come is the promised SKYACTIV-D diesel, making its way to our shores later this year. 

The design and size of the interior usually makes or breaks a family sedan. It clearly hurt the previous Mazda6. The new car is clearly roomier, with a driver focused layout that looks handsome and orderly. The BMW-inspired, low dash features controls that are all easy to operate. Optional is an iDrive-like “commander-switch” that manages the rather small 5.8-inch radio and nav display. But, its buttons are mostly the same as those that surround the touch screen or are on the steering wheel, so we don’t feel it’s any more convenient. 

The three pod gauge cluster has a large tach left, speedometer center, and an info display on the right. But, with only a coolant light, it not as sporty as it appears. Radar Cruise, Blind Spot Monitoring, and Forward Obstruction Warning are new options.

The front seat bottoms seemed thin, but overall comfort is good whether covered in leather in the Grand Touring model or in cloth as in the base Sport model. There’s minimal steering wheel rake so you sit lower than most family sedans. More MX-5 than CX-5 and we liked it.

Thanks to a longer wheelbase, rear seat room is no longer a Mazda6 handicap. Rear legroom is up almost an inch and now comparable to Camry and Accord. Cargo capacity actually falls a bit however, to 14.8 cubic-ft. We spent time in both the quite luxurious Grand Touring model and the base Sport and found them to each have a different personality. 

The Sport with its manual trans was clearly the most fun; the shifter is almost Miata-like, and gives the car a more engaging and entertaining personality. 

Not that the Grand Tourer is a snoozer. Its automatic is much improved, though the SKYACTIV-DRIVE transmission is in a real hurry to shift up as soon as possible to maximize fuel economy. 

Like just about every other updated chassis the new 6 gets stiffer and lighter, and like most Mazda’s when driven at a slightly aggressive pace it feels very willing-and-able with sharp turn-ins and responsive steering. It’s only when you keep pushing that you’re reminded that even though the suspension feels firmer than Camry and Accord, this really is a family sedan. Further reminders come from Dynamic Stability Control that was a little too eager to engage. 

Going SKYACTIV on the ¼-mile in our Grand Touring auto-equipped Mazda6 was not exactly thrilling, but not exactly slow either; 0-60 is dispatched in 8.2-seconds, with 16.4-seconds and 87 miles-per-hour to finish the entire quarter mile.

While it won’t supplant the Ford Fusion as best looking in the segment, we are fans of the 6’s slick looking, swoopy sheet-metal. 19-inch wheels are standard on Touring and Grand Touring models, and even the base Sport model features 17s.

The SKYACTIV approach does indeed payoff in Government Fuel Economy Ratings; 26-City, 38-Highway, and 30-Combined for the automatic. That’s 2 MPG Highway better than a similar Camry I4, and the same as Accord. We averaged a fine 33.9 on Regular grade. The Energy Impact Score is thus better than average; 11.0-barrels of annual oil use and yearly CO2 emissions of 4.8-tons. 

Prices for the Mazda6 are up just slightly over last year, starting at $21,675.

The 2014 Mazda6 has stayed true to its roots of driving enjoyment, while taking care of most size and equipment issues. We see SKYACTIV economy gains also as a plus. Still, it won’t topple Camry or Accord. But, is new “6” now a more desirable alternative to the brown paper bag family sedan? You bet your sweet “Zoom-Zoom” it is.

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