New Mazda 6e review: fine EV is just lacking the fun factor
There's a lot to like about the new 6e, but it's missing some crucial Mazda touches
Verdict
Mazda is known for making cars that appeal to keen drivers, but strangely we think passengers will enjoy the 6e the most. The cabin has real quality to it, plus plenty of space, and it’s refined too. The range figures are amongst the best in this class and it’s hard to argue with the pricing. It’s a shame the typical Mazda driving traits and usability aren’t here to be enjoyed.
You may have heard the term ‘China speed’ when referring to the incredible pace at which Chinese cars can go through conceptualisation, development and production. However, it appears no one has told Mazda.
Yes, Mazda is a Japanese company, but its new 6e is the result of a 50:50 joint venture with China’s Changan Automobile. We first saw the 6e in late 2024 and were told to expect a wait before it arrived in the UK, despite it already being on sale in China at that point. Finally, that wait is over and it looks as if those 18 months have done the Mazda 6e good.
Mazda was going to launch the 6e with the option of 68.8kWh or 80kWh batteries, but now there’s just one, a new 78kWh pack. Despite the smaller capacity, it offers a longer range than the old 80kWh unit: 348 miles. That’s more than the entry-level versions of the Tesla Model 3 (332 miles), Polestar 2 (344 miles) and MG IM5 (304 miles).
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Cash £11,949Why are we comparing the 6e to those entry-level variants? Well, the Mazda 6e costs a competitive £38,995 in Takumi spec, rising only to £39,995 for the range-topping Takumi Plus, which brings tan Nappa leather and artificial suede cloth inside. That makes the Mazda around £1,000 more expensive than the Tesla, but cheaper than the MG and far cheaper than the Polestar.
The 6e is only the second pure-electric Mazda after the MX-30, but it’s still recognisable as a Mazda, taking on the next evolution of the brand’s ‘Kodo Soul of Motion’ design philosophy. What that means is there’s smooth surfacing (highlighted by our test car’s Soul Red paint), a typically wide grille that’s been blanked off for aero efficiency, and new glowing wing-like light signatures beside it. The rear features a full-width lightbar with four circles that references the RX-7 sports car and all versions sit on 19-inch wheels. All this, along with being nearly five metres long, gives the 6e plenty of road presence.
Open up the doors using the flush-fitting handles and you’ll find an interior that's completely different to Mazdas of old. Ergonomics were always one the company’s best attributes with plenty of physical controls and simple, easy-to-use touchscreens. But as a result of the Chinese influence, the new 6e has gone big with its touchscreen (14.6 inches to be exact) and got rid of pretty much all the buttons and switchgear.
At first, this feels like a massive step backwards for usability, having to delve into the menu on the screen for things such as the climate controls and audio functions. But spend a bit of time with the 6e and the straight-forward infotainment layout is pretty easy to operate on the move. There are also two ‘favourite’ buttons on the steering wheel, which we would absolutely recommend drivers save for the headlight and windscreen wiper switches.
One other part of the interior we weren’t so keen on was the head-up display. If you’re using the integrated sat-nav, there’ll be some distracting arrows flying around telling you where to go at junctions and roundabouts. Otherwise, it’s generally fine, though.
Something we’ve always enjoyed in Mazdas is the level of cabin quality and happily that’s not been lost with the 6e. In fact it’s positively luxurious inside - especially with the Takumi Plus trim of our test car. The overall fit and finish is excellent too.
Being on the larger side of the executive saloon class, the 6e feels bright and airy inside - helped by the panoramic sunroof. Cabin space is generally very good, although a slightly raised floor in the back means your knees rest a little higher than you might like. The sloped roofline to the rear also restricts the view out. The centre console has two wireless smartphone chargers and two cup-holders, which is nothing special - but the cubby under the armrest is opened via a button down the side of centre console, which is pretty well hidden.
Mazda quotes 466 litres of boot capacity, which is enough for several suitcases or two golf bags. There’s also a 72-litre ‘frunk’, which is plastic-lined and includes a handy drain plug – perfect for storing dirty boots and being hosed down afterwards.
What Mazdas are really known for is their driving dynamics. Things such as steering feel, body control and powertrain responsiveness have long been hallmarks of the company’s models, although it doesn’t take long in the 6e to notice these elements seem to be less of a priority.
The fundamentals sound promising: an electric motor at the rear (making this the first rear-driven Mazda in this class since the 626 of the late seventies), a 47:53 weight distribution and suspension, power steering and braking all “carefully calibrated by the team at Mazda Research Europe to match UK preferences” according to the firm.
At 2,015kg, the Mazda 6e is a hefty car, although the light steering in Normal mode makes it easy to pilot around tight urban streets. We found the ride at low speeds a little fidgety, but it’s never what you’d call uncomfortable - and helped massively by the squidgy, cosseting seats that come with heating and ventilation functions as standard.
There are four regenerative braking settings, but the strongest can’t quite provide one-pedal driving and the weakest gives an almost cruise control-like feel. The second weakest was our favourite because it felt the closest to traditional engine braking. The actual brake pedal feel is particularly well calibrated too.
Not so well calibrated – surprisingly for a Mazda – is the steering. Switch from Normal to Sport and there’s a bit more weight, but it’s terribly vague and artificial, not giving you the confidence to approach corners with any kind of enthusiasm. If you do, then you’ll notice far more body roll than in rivals such as the Model 3 or even the slightly jacked-up Polestar 2.
While the motor powers the rear wheels, the 6e doesn’t feel particularly rear-driven, even if you turn the traction control off. That might be to do with the fact that it pumps out ‘only’ 290Nm of torque. However, it does provide smooth progress and in the real world no one will have any issues with a 7.3-second 0-62mph time.
You might think the lack of composure in the bends would make for a sumptuous ride in the 6e, but if you hit a drain cover or pothole, there’s a stumble from the chassis that the previous-generation Mazda6 would deal with ease.
We found the 6e did its best work on long motorway stints. Even for an EV it’s especially quiet and the ride settles at motorway speeds. Mazda has apparently already tweaked the lane-keep assist to make it less intrusive, but from our experience it could probably do with slackening off even more. Diving into the menu to switch it off every time you get in is a faff as well.
We found out that, on a long drive, the Mazda would comfortably return more than 300 miles of range and get quite close to its claimed maximum if you baby it around town. Like any EV, if you drive with any kind of verve, the efficiency drops significantly, but the Mazda’s maximum charging speed of 200kW puts it above the average in this class.
| Model: | Mazda 6e |
| Price: | £38,995 |
| Powertrain: | 78kWh battery, 1x e-motor |
| Transmission: | Single-speed automatic |
| Power/torque: | 254bhp/290Nm |
| 0-62mph: | 7.3 seconds |
| Top speed: | 109mph |
| Range: | 348 miles |
| Max charging: | 200kW (10-80% in 24 mins) |
| Size (L/W/H): | 4,921/1,890/1,485mm |
| On sale: | Now |
