Mazda 6e practical test: Beautiful and bulky
There's no question that the all-electric Mazda 6e is a feast for the eyes. The flat silhouette, the front with its bright bar, the coupé-like roofline and the striking rear with the continuous light strip always turn heads. It is not without reason that it was named "World Car Design of the Year" this year. But for all its stylistic aplomb, the electric Mazda also shows in the practical test that beauty does not automatically go hand in hand with the best suitability for everyday use.
This starts with the space on offer. You sit well in the front, but the doors are narrow, getting in is not particularly comfortable and very tall people should tuck their heads in when getting in at the back due to the flat roof line. Legroom is also tight in the rear seats, as is the trunk behind them, which at 336 liters is simply too small for a saloon almost 4.92 meters long. At least there is still a 72-liter trunk under the front hood. But after all, people and luggage shouldn't be too heavy either, as the car, which weighs just under two tons, is not allowed to carry more than 350 kilograms in total.
However, the weakness is particularly evident in the cockpit. Mazda has given the dashboard a neat, high-quality look, but the controls are far too much in the infotainment area. At first glance, the digital 10.25-inch instrument cluster plus augmented reality head-up display and the 14.6-inch central screen appear advanced and contemporary. However, basic functions such as windshield wipers, mirrors and air conditioning are hidden in convoluted menus that cannot be operated intuitively or without distraction while driving. And the touch logic is more reminiscent of a tablet than a car that you want to use at 130 km/h.
What is even more annoying is that the weaknesses are not limited to individual special functions, but affect the entire user experience. The volume is laboriously controlled via the display, the voice control does not respond reliably, and even the integration of CarPlay or Android Auto does not solve these basic problems. Mazda has installed a system here that requires a lot of explanation, although it should actually simplify things. Those who drive the car every day will learn to live with it. Those who expect fast, clear ergonomics will be annoyed.
On the road, however, the 6e shows its better side. The tested version with 190 kW or 258 hp and rear-wheel drive accelerates without drama, but with vigor. The sprint to 100 km/h is achieved in 7.6 seconds, with a top speed of 175 km/h. The steering is smooth and precise, albeit without much feedback. The chassis is tuned for comfort, but not soft. It copes well with transverse joints, edges and bad roads, without squeezing the occupants. At the same time, it keeps the body so quiet that the Mazda Stromer never feels nervous, even when cornering quickly. The battery is positioned low to the ground, ensuring a favorable center of gravity. Anyone driving the sedan across country or on the highway will experience a car that invites you to glide along rather than chase curves. The acoustics also match this. The Mazda 6e is pleasingly quiet, has a pleasantly muffled ride and thus conveys an almost noble sense of travel comfort, allowing even longer journeys to be completed in a relaxed manner.
In terms of range and consumption, the Mazda 6e is on a solid level. With the 68.8-kWh battery, a nominal range of 479 kilometers is said to be possible; in everyday practice, realistic values of around 400 kilometers were achieved, and even more with a cautious driving style. Mazda specifies consumption of 16.6 kWh in the WLTP mix; we averaged around 18 kWh per 100 kilometers. We only rarely reached the maximum charging power of up to 165 kW at DC fast chargers; on average, it was around 130 kW depending on the battery level. Not ample, but still better than the Long Range variant with an 80 kWh battery, which only achieves 90 kW. For AC charging, both variants are limited to 11 kW.
In terms of price, the Mazda 6e is once again convincing. The entry-level price for the basic "Takumi" version we drove is 44,900 euros. This makes the car cheaper than its conventionally powered predecessor. The equipment is already lavish in this base version and includes extras such as an electric tailgate, panoramic glass roof, Sony sound system and 19-inch rims as well as the complete safety and assistance package. The next higher "Takumi Plus" model costs €2,000 more and also offers two-tone leather upholstery, electric sun blinds and other visual and material upgrades. The Long Range variant with an 80 kWh battery and 245 hp starts at 46,500 euros. It offers more range, but charges significantly slower with a maximum of 90 kW. This is hardly practical for long distances. The smaller battery is therefore clearly the better choice.
All in all, the Mazda 6e is a car with very clear strengths and very clear weaknesses. It looks excellent, drives pleasantly and gives a classy impression in the interior. However, it is too complicated to operate, basic functions are too often hidden in the touchscreen and the trunk volume and payload are too small. The price-performance ratio, on the other hand, is right. For around 45,000 euros, you get an elegant mid-range electric car with plenty of standard equipment. (aum)
Data Mazda 6e
Length x width x height (m): 4.92 x 1.89 x 1.49
Wheelbase (m): 2.90
Drive: Electric, 190 kW (258 hp), front-wheel drive, automatic transmission
Max. Torque: 320 Nm
Top speed: 175 km/h
Acceleration 0 to 100 km/h: 7.6 sec.
WLTP average consumption: 16.6 kWh
Battery capacity: 68.8 kWh
Range (WLTP): max. 479 km
Max. Charging power: 11 kW AC/ 165 kW DC
Unladen weight / payload: 2037 kg / 350 kg
Trunk volume: 336-1074 liters + 72 liters (frunk)
Towing capacity: 1500 kg
Price: from 44,900 euros
More info for topic: Mazda 6e
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