2017.5 Mazda6 Sedan Adds Available Leather to the Core of Mazda’s Midsize Mix

2017.5 Mazda6 Sedan Adds Available Leather to the Core of Mazda’s Midsize Mix

2017.5 Mazda6 Sedan Adds Available Leather to the Core of Mazda’s Midsize Mix

  • Award-winning Mazda6 midsize sedan adds available leather seating surfaces and an 8-way power driver’s seat with Touring Premium Package for 2017.5 model year
  • Entry Mazda6 Sport models now come standard with Blind Spot Monitoring and Rear Cross-Traffic Alert
  • 2017.5 Mazda6 prices remain identical to 2017 Mazda6’s
  • 2017 Mazda6 added a host of refinements, including improved sound insulation and available Nappa leather seating surfaces

The Mazda6 midsize sedan returns repackaged for the 2017.5 model year, with the Mazda6 Touring gaining leather seating surfaces, among other trim changes in both entry Mazda6 Sport and mid-trim Mazda6 Touring models, further bolstering Mazda’s award-winning midsize family sedan.

The 2017.5 Mazda6 Sport adds standard Blind Spot Monitoring and Rear Cross-Traffic Alert, furthering Mazda’s continued commitment toward making ever-safer cars and crossover SUVs. In fact, Mazda6 was named a 2017 Insurance Institute for Highway Safety “Top Safety Pick+” recipient—the highest recommendation the non-profit safety agency awards. Mazda6 joins the entire Mazda family of cars and crossover SUVs tested by the IIHS to earn its highest distinction when equipped with optional headlights and equipment and is the only automaker able to make this claim in 2017.

Mazda6 Sport comes standard with 17-inch alloy wheels, cloth seating surfaces, power windows and keyless entry, electronic parking brake and backup camera, among a much longer list of features. The mid-trim Mazda6 Touring’s upgrades to 19-inch wheels and leatherette-upholstered seats. Mazda6 Touring models also add Advanced Keyless Entry, dual-zone automatic climate control, rear HVAC vents, a 6-way power driver’s seat, Smart City Brake Support low-speed automatic braking, automatic headlights and rain-sensing wipers. In addition to the biggest update for 2017.5—the newly available leather seating surfaces—navigation and heated front seats are now standard for the 2017.5 model year.

Available Mazda6 Touring packages include the BOSE®/Moonroof/Satellite Radio Package and the Touring Premium Package, which comes in addition to the aforementioned package. The Touring Premium Package includes LED daytime running lights, self-leveling LED headlights, Adaptive Front-lighting system, an auto-dimming interior rearview mirror, Homelink garage door opener, heated side mirrors and an auto-dimming driver’s side mirror. It also includes black or Parchment-colored leather seating surfaces and an 8-way power driver’s seat with adjustable lumbar support, replacing the black leatherette and 6-way power driver’s seat found in other Touring models.

On the top end of the spectrum, Mazda6 Grand Touring builds on the features in Mazda6 Touring and further includes a full-color Active Driving Display head-up unit, LED interior lamps, LED fog lights, an LED signature grille surround, driver’s memory seat, 6-way power passenger seat, alarm, steering-wheel-mounted paddle shifters, dark-painted alloy wheels, rear lip spoiler, Mazda Radar Cruise Control, Lane Keep Assist, High Beam Control and Smart Brake Support.

The GT Premium Package adds Mazda’s i-ELOOP regenerative braking technology, rear outboard heated seats, heated steering wheel, Nappa leather seating surfaces with contrast piping, bright-finish metallic switches and handles and a hand-stitched “chidori” steering wheel.

All 2017.5 Mazda6 models come equipped with a SKYACTIV-G 2.5-liter engine, paired to a 6-speed manual transmission or 6-speed automatic transmission in Sport and Touring models. The 6-speed automatic transmission is standard in top-trim Mazda6 Grand Touring models.

A 7-inch MAZDA CONNECTTM infotainment interface that pairs Bluetooth phone and audio streaming, USB inputs, radio and diagnostic information into a single interface comes standard.

All of Mazda6’s features are complemented by a host of improvements introduced for 2017, including improved sound insulation, available Nappa leather seating surfaces, standard G-Vectoring Control vehicle dynamics enhancement technology and available Machine Gray Metallic paint. These highlight the Mazda’s designers and engineers efforts to provide the latest improvements and updates as soon as they become available, foregoing the traditional route of simply adding midcycle updates every few model years.

courtesy: insidemazda.mazdausa.com

How Mazda blew it with the 2009 Mazda6

2009-mazda6-side

The manual-equipped four-cylinder Mazda6 impresses most, but then that’s no surprise. I’m one of those jaded auto journos who prefers manuals to automatics.
The snappy six-speed manual is perfectly matched to the 170-hp 2.5L MZR inline-four. The shifter is well positioned and has a nicely weighted feel and crisp action. In terms of lever actuation, it might be the best in the economy group, but I’ll go one step further. I prefer it over BMW’s current crop of latex-sheathed manuals.
I would like a little more clutch effort — but that’s just me being Piloti-wearing punk again. Actual engagement is light and easy, no rough spots or jerkiness (pay attention, Subaru). In fact, the only real misstep, albeit tiny, is the odd tachometer setup. Mazda chose to put seven hash marks between the tach numbers, which means rpms are ticked off in increments of 142.9. Weird. There’s also no redline, other than a bolding of the aforementioned marks after 6000 rpm because all the big numbers on the gauges are already red. Of course, these are all details 99.9 percent of the Mazda6-driving public will miss because only about 3 percent of last-gen Mazda6 buyers checked the manual option. What a shame.
With the CX-9’s 3.7L V-6, the 2009 Mazda6 is now the class leader in displacement, horsepower, and torque. She feels it, too — zipping away from stoplights with tire-chirping glee. I tried inducing torque steer and found it possible only if I cranked the wheel to near lock and floored it.
Kudos and chocolate-covered granola bars to Mazda engineers for also giving the V-6 Mazda6 a proper automatic. I’m not saying the six-speed is all that — since sampling the sensual treats of dual-clutch transmissions, I can’t look at plain-jane automatics the same way — but at least Mazda’s autobox manually shifts as God, inertia, and motorsport intended: forward for downshifts, back for upshifts. This alone puts it worlds apart from the automatics of Honda Accord, Toyota Camry, and Ford Fusion — which offer nothing in the way of manual driving fun.
It isn’t perfect, mind you. In manual mode, it won’t always serve up the downshift you demand — its computer logic no doubt choosing transmission and engine longevity over your need for zinging, engine-braked corner entry. But you’ll never be looking for giddyup — particularly if you find yourself zipping around unfamiliar roads. Just pop it into the very tractable third gear and worry about the road ahead.
Though it receives revised dampers, stabilizer bars, and springs to account for a roughly 200-lb increase over the I-4 model, it’s easy to tell that the V-6 Mazda6 is heavier. Sometimes that’s a good thing; it rides smoother and less nervously over broken pavement. Other times, not so good; while bombing down a set of Malibu twisties, I found the brakes going away. They never faded on the four-banger.
Brakes notwithstanding, there is clearly a lot to like about the Mazda6. So what’s the problem then?
The five-speed auto, four-cylinder-equipped Mazda6 I drove last.
You see, last month, Ron Kiino and I spearheaded a little four-cylinder family sedan shootout. And by little I mean we corraled together 10 of the top players in the segment for one massive test. This Mazda6 would’ve fit right in.
In fact, its looks would’ve put it near the top of the heap, what with its bold front-end styling that borrows so heavily from the RX-8 and CX-9.
The slick, upmarket interior also would’ve put it ahead of the button-crazy Accord and soporific Camry, possibly in a dead heat with the sumptuous Sonata and refined Passat.
In terms of output, the Mazda6’s 170-hp, 2.5L four wouldn’t have matched the Passat’s 200 turbocharged horses, but with fuel economy of 22/30 — it would’ve been better than the average of our group of gas-sippers.
In fact, taken as a complete package and given our bias toward fine-driving, high-content vehicles, I think the 2009 Mazda6 might’ve won our little shootout. Oh, well, guess we’ll never know.
Pity Mazda’s biggest mistake with the Mazda6 was not getting it into our hot hands soon enough.

The manual-equipped four-cylinder Mazda6 impresses most, but then that’s no surprise. I’m one of those jaded auto journos who prefers manuals to automatics.

The snappy six-speed manual is perfectly matched to the 170-hp 2.5L MZR inline-four. The shifter is well positioned and has a nicely weighted feel and crisp action. In terms of lever actuation, it might be the best in the economy group, but I’ll go one step further. I prefer it over BMW’s current crop of latex-sheathed manuals.

I would like a little more clutch effort — but that’s just me being Piloti-wearing punk again. Actual engagement is light and easy, no rough spots or jerkiness (pay attention, Subaru). In fact, the only real misstep, albeit tiny, is the odd tachometer setup. Mazda chose to put seven hash marks between the tach numbers, which means rpms are ticked off in increments of 142.9. Weird. There’s also no redline, other than a bolding of the aforementioned marks after 6000 rpm because all the big numbers on the gauges are already red. Of course, these are all details 99.9 percent of the Mazda6-driving public will miss because only about 3 percent of last-gen Mazda6 buyers checked the manual option. What a shame.

With the CX-9’s 3.7L V-6, the 2009 Mazda6 is now the class leader in displacement, horsepower, and torque. She feels it, too — zipping away from stoplights with tire-chirping glee. I tried inducing torque steer and found it possible only if I cranked the wheel to near lock and floored it.

Kudos and chocolate-covered granola bars to Mazda engineers for also giving the V-6 Mazda6 a proper automatic. I’m not saying the six-speed is all that — since sampling the sensual treats of dual-clutch transmissions, I can’t look at plain-jane automatics the same way — but at least Mazda’s autobox manually shifts as God, inertia, and motorsport intended: forward for downshifts, back for upshifts. This alone puts it worlds apart from the automatics of Honda Accord, Toyota Camry, and Ford Fusion — which offer nothing in the way of manual driving fun.

It isn’t perfect, mind you. In manual mode, it won’t always serve up the downshift you demand — its computer logic no doubt choosing transmission and engine longevity over your need for zinging, engine-braked corner entry. But you’ll never be looking for giddyup — particularly if you find yourself zipping around unfamiliar roads. Just pop it into the very tractable third gear and worry about the road ahead.

Though it receives revised dampers, stabilizer bars, and springs to account for a roughly 200-lb increase over the I-4 model, it’s easy to tell that the V-6 Mazda6 is heavier. Sometimes that’s a good thing; it rides smoother and less nervously over broken pavement. Other times, not so good; while bombing down a set of Malibu twisties, I found the brakes going away. They never faded on the four-banger.

Brakes notwithstanding, there is clearly a lot to like about the Mazda6. So what’s the problem then?

The five-speed auto, four-cylinder-equipped Mazda6 I drove last.

You see, last month, Ron Kiino and I spearheaded a little four-cylinder family sedan shootout. And by little I mean we corraled together 10 of the top players in the segment for one massive test. This Mazda6 would’ve fit right in.

In fact, its looks would’ve put it near the top of the heap, what with its bold front-end styling that borrows so heavily from the RX-8 and CX-9.

The slick, upmarket interior also would’ve put it ahead of the button-crazy Accord and soporific Camry, possibly in a dead heat with the sumptuous Sonata and refined Passat.

In terms of output, the Mazda6’s 170-hp, 2.5L four wouldn’t have matched the Passat’s 200 turbocharged horses, but with fuel economy of 22/30 — it would’ve been better than the average of our group of gas-sippers.

In fact, taken as a complete package and given our bias toward fine-driving, high-content vehicles, I think the 2009 Mazda6 might’ve won our little shootout. Oh, well, guess we’ll never know.

Pity Mazda’s biggest mistake with the Mazda6 was not getting it into our hot hands soon enough.