Photo by Mario James
The sleek 2008 Mazda 6 fetching a price of $2.6 million at Executive Motors.

Mario James, Gleaner Writer

Many different kinds of people make up the world. In the auto world, though, this extensive list can be narrowed down to three types: those who drive because it is convenient, those who love to drive, and those who are absolutely rabid about cars.

To design and build a product that satisfies any two of those urges is nigh impossible. People's expectations change with time, and what constitutes decent basic transportation for the first (and largest in numbers) of the above-mentioned list almost assuredly will not satisfy the second, moreso the third set. It is a rare car that really is both economical and fun to drive.

Then there is the lightning strike; the high-odds favourite that romps home the winner. The vehicle that totally satisfies. Usually, this all-encompassing product is a creature of the times that spawned it; a successful fusion of contemporary design trends, technology, liveability and 'go-ability' that becomes tomorrow's benchmark. Conversely, the combination of the elements necessary for such a car usually come about by luck!

Is the Mazda 6 such a trendsetting car? Is it automotive nirvana? In the three or so hours that I had it, I could not make a definitive judgement (too many features left untested, too many miles undriven). But it comes very, very close.

Three elements

The Mazda does three things very well.

One, driving position. This is where the Mazda design philosophy begins. The most comfortable position for the driver is an almost supine position, where he can be most relaxed, the controls offer themselves to him, so proper is their placement; controls are where they are expected to be, and fall to the hand without thought. Space abounds throughout the interior. It is a five-seater that can actually carry five normal-size adults in comfort.

The seat can be adjusted for fore and aft positioning height and rake, for those who want that on-top-of-the-world feeling. But for this tester, the seating arrangement was just right; hands at ten-to-two, elbows slightly bent in a position just behind the knee, legs almost straight, with just enough play for pedal dancing ... perfect.

Two, steering. The steering on the Mazda 6 has electric motor assist. For the record, this is how it should be done. It is so surgical in its application. Resolution has reached heretofore unattainable levels. The driver can now ride small swatches of asphalt between close potholes without dropping in them! This is the most intuitive steering this tester has ever had the pleasure of twirling.

Three, balance. It is how the product comes together that defines the overall experience. The ride in this sports sedan is not the plushest, not by a long shot. It telegraphs too much road noise into the cabin, and putting it in deep holes will jar the insides and evoke rattles that are out of place in a new car.

But cornering is this car's forte. Body roll is almost non-existent, turn in instantaneous. The car just does not hesitate; if called on to adjust the line mid-curve, the chassis does so without slop or slip. Its unequal wishbone front suspension and its 'E-Type' multi-link rear seem to always be making the best use of the available tyre footprint; Mazda 6 rolls on 17-inch alloys, shod with 215-50-17 Bridgestones.

Record of sorts

It is the complete package; four wheel drifts were easily attainable, with the nose adjustable by the throttle. Weight distribution must be as close to 50/50 as one can get. The brakes are also other-worldly. Deceleration forces greater than 1.0 g were seen by this tester, and the Mazda 6 has set a record of sorts, as it is the only vehicle this tester has driven that has made it from The View on upper Mannings Hill Road all the way down the hill without the brake fluid boiling, having shadowed the brake pedal with my left foot all the way down. The brakes are floating calliper disc all the way 'round.

The only letdown with this car is the engine. For a 2-litre, the car produces enough power (roughly 150 horse). But the torque spec, a modest 137 lb/ft, is a bit anaemic, and comes at high revs (4,000 rpm). The five-speed automatic (tip tronic) transmission works well enough, but does not switch cogs instantaneously, allowing the revs to fall past the torque peak. This was evident in passing around the hills of St Andrew. Change - up at 6,500 rpm, which is red-line for this engine, rewards the driver with silky smooth shifts and enough poke to get around trucks lumbering up Long Lane with aplomb. Mistime the shift, though, and the car will bog.

Fun to drive

Still, Mazda has come to market with a package that has, for the price, come oh-so-close to the exalted automotive Valhalla. Looked at from a perspective of balance, the engine, though it might not be the gruntiest in the paddock, is still very flexible and contributes to the overall 'rightness' of the car. Like the legendary Miata, this vehicle sets the bar on the 'fun to drive' factor so high that most manufacturers will have trouble stepping up to the plate. Having four doors and an expansive boot only magnifies its excellence.

mario.james@gleanerjm.com