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The 2014 Mazda 6: Soul of Motion

Posted: August 12, 2013 in Fuel Economy, Mazda
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Have you seen the all-new 2014 Mazda 6? If you haven’t you really should. The new 6’s “Kodo” design language instantly vaults it from a forgotten mid-size family sedan to a flashy alternative to the likes of the ho-hum Big Three from Japan – the Toyota Camry, Honda Accord and Nissan Altima.

The 2014 Mazda 6 in Soul Red (its signature color, according to Mazda).

The 2014 Mazda 6 in Soul Red (its signature color, according to Mazda).

Previously joined at the hip with Ford (Ford owned 1/3 of Mazda), the last-generation Mazda 6 was based on the Ford Fusion. Both were rather unremarkable and, by all accounts, the lucrative mid-size market had passed over Mazda.  In 2012, for every Mazda 6 sold, Toyota sold 12 Camrys and Honda sold 10 Accords.

Introduced for the 2013 model year, the Fusion represented a quantum leap forward in styling for mid-size, mid-price family sedans. This is a 2014 Fusion.

Introduced for the 2013 model year, the Fusion represented a quantum leap forward in styling for mid-size, mid-price family sedans. This is a 2014 Fusion.

Last year, Ford shook up the mid-size family sedan segment with its sensational 2013 Fusion. Sporting an Aston-Martin inspired nose and swoopy 4-door “coupe” styling, the Fusion instantly vaulted Ford into mainstream consciousness. Great styling can sell a car without spending a dollar on marketing.

While the rear of the 6 looks similar to other Japanese sedans, it manages to be distinctive with all those creases and curves.

While the rear of the 6 looks similar to other Japanese sedans, it manages to be distinctive with all those creases and curves.

Together with the new Fusion, the 2014 Mazda 6 represents a new paradigm in what was once the blandest segment of the automotive industry: The mid-size family sedan. The corporate fleet car. The airport rental.

The 2014 Mazda 6 in Blue Reflex

The 2014 Mazda 6 in Blue Reflex

Left to its own devices, without the development dollars or meddling influences of outside managers, Mazda’s engineers cooked up the company’s SkyActiv smorgasbord of technologies to create a complete automotive banquet.

The umbrella term “SKYACTIV” (I hate the all-caps) includes the use of ultra-high tensile steel, lighter and stronger wheels, direct gas injection, high compression, lower-friction materials, i-Eloop (yeah, another loopy name) regenerative braking and the new SkyActiv-Drive 6-speed automatic transmission with faster shifts, lower friction and smarter software.

Mazda's 2.5L SKYACTIV-G engine.

Mazda’s 2.5L SKYACTIV-G engine.

All you really need to know is that it works in perfect harmony.  The new 2.5L 4-cylinder Sky-G direct-injected gas engine makes 184 hp and 185 lb-ft of torque. (It’s also the only engine currently available.) Coupled with the 6-speed SkyDrive automatic, the Mazda 6 is rated at 38 mpg on the highway (26/30/38). If you opt for the Grand Touring model with the Technology Package (that includes i-Eloop regenerative braking), all the fuel economy numbers are pushed up by 2 mpg, which allows the Mazda 6 coveted 40 mpg bragging rights.

The styling is muscular and sleek, like a cheetah waiting to pounce. The designers used some slick tricks to make the hood look longer – like a rear-drive car. The roof slopes in like those far more expensive 4-door coupe models such as the Volkswagen CC or the Mercedes-Benz CLS. The taut metal is creased and molded with evocative purpose under Mazda’s Kodo design theme – which Mazda says loosely translates to “Soul of Motion” to showcase the “graceful movement of nature.” Yeah, I can see eyes rolling now.

If you skip all the designer hyper-babble and just step back and enjoy the view, you know it all works beautifully. This great design starts at $21,000 – proving that mass market, mass segment transportation doesn’t have to a boring appliance.

Mazda only has two choices for the interior: Somber Black or Bright Almond (which looks white) . Something in between like grey or tan/saddle would be nice.

Mazda only has two choices for the interior: Somber Black or Bright Almond (which looks white) . Something in between like grey or tan/saddle would be nice.

The Mazda 6 feels and drives lighter than other mid-size sedans. The new electric power steering was light, but communicative and you could easily toss it into curves and turns. The leather-wrapped steering wheel felt great in my hands.

The chassis seemed tight but flexible. It was able to soak up road imperfections with ease and without fluster. I didn’t feel punished like I do when driving a BMW with its rock-hard run-flat tires.

I don’t love everything about the new 6. I found the engine a bit lacking in low-end torque and it had to be pushed hard to move quickly. A turbo would perk up this excellent engine and I’m sure Mazda engineers are working on one (even if they say they aren’t).

Inside, some of the plastics felt cheap, particularly in the base model. The 5.8” full-color touch-screen infotainment and navigation screen worked well, but felt small compared to the 8” MyFord Touch unit in the Ford Fusion or the 8.4” U-Connect screen in my Dodge Charger.

This is the "Almond" interior. It looks off-white in person and while I like it, I think it would show dirt quickly.

This is the “Almond” interior. It looks off-white in person and while I like it, I think it would show dirt quickly.

There were lots of dead buttons and I hate that. Of course the answer to this problem is to pop for the top-of-the-line Grand Touring (GT) model with all the option boxes ticked. Then there are no dead buttons to remind you that something was missing.

I think that the $30,490 GT with the $2,080 Technology package is a real bargain, considering the raft of cool tech all bundled together. In fact, for many years now, Mazda has led the way in loading expensive luxury technology into affordable mainstream products like its volume-leader Mazda 3.

The list of useful, affordable high-tech features is long and impressive:

  • Dual-zone automatic climate control
  • 19-inch aluminum-alloy wheels with premium finish
  • 8-way power-adjustable driver’s seat with power lumbar adjustment and memory settings
  • 4-way power-adjustable passenger’s seat
  • Dual power side mirrors with integrated turn signal indicators
  • Power windows with driver’s one-touch-down/up feature
  • Tilt and telescopic steering wheel (manual)
  • Steering-wheel-mounted audio and cruise controls
  • Advanced front air bags, front side-impact air bags and side-impact air curtains
  • Dynamic Stability Control (DSC)** & Traction Control System (TCS)
  • Auto-dimming rearview mirror with HomeLink
  • Auto-dimming driver’s side mirror
  • Rear seat heat and A/C vents
  • Blind Spot Monitoring System
  • Rear Cross Traffic Alert
  • Hill launch assist
  • Bluetooth® hands-free phone and audio streaming
  • 5.8″ full-color touch-screen display
  • Back-up camera
  • HD Radio
  • Pandora Internet radio
  • SMS text message audio delivery and reply
  • Power sliding glass moonroof
  • Bi-Xenon headlights with auto on/off
  • LED daytime running lights
  • Auto rain-sensing wipers
  • Steering-wheel-mounted paddle shifters
  • Mazda Advanced Keyless Entry with push-button start
  • Navigation system with real-time traffic updates
  • Heated front seats
  • Leather-trimmed seats
  • Bose® Centerpoint® Surround Sound Audio System with 11 speakers (including subwoofer)
  • SiriusXM Satellite Radio with 4-month trial subscription to the Sirius Select Package
  • Smart City Brake Support
  • Advanced Technology Package (Grand Touring trim level) $2,080:
  •      Radar Cruise Control
  •      Forward Obstruction Warning
  •      I-Eloop regenerative braking system with capacitor storage
  •      Lane departure warning
  •      Automatic high beams
  • Remote Engine Start – $575
  • Rear Parking Sensors – $475

There are only a couple of things I’d like to see on this list. Cooled front seats would be nice, particular in warmer climates like we have in Los Angeles. All four windows should be one-touch up/down – it costs nearly pennies.  A thinner smart key would be better for pants pockets.

Do I want it? No, but that’s just me. I’m waiting for a different power plant. Before the end of 2013, Mazda will introduce its first diesel engine in the U.S. market. The all-new SkyActiv-D is reported to be a gem, boasting the world’s lowest-compression ratio. The low compression ratio cuts emissions enough to eliminate the need for expensive exhaust treatments and it meets both European and U.S. standards.

The 2.2 liter engine gets a two-stage turbocharging system with a small turbine that boosts low-end torque while a larger turbo increases high-end horsepower.  It should produce around 173 hp and a whopping 310 lb-ft of torque. The diesel should deliver stellar mpg. Car and Driver reported an estimated highway 43 mpg while Popular Science predicted 56 highway mpg.  With the 6’s 16.4 gallon tank, it could have a hybrid-busting 700+ mile cruising range. That’s what I want!

Why I Desperately Want a Tesla Model S and Why You Should Too

Posted: June 4, 2013 in Environment, Fuel Economy, Hybrids, Electrics and other "Green" Technology, Technology, Tesla Motors
Tags: , ,
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If you’re like me, you’ve been following the rapid ascent of the Tesla Model S in the Los Angeles market.  On my daily commutes and errands, I’m sure to see at least one, and sometimes several Teslas slinking through traffic with those sexy reverse-angled signature LED daytime running lights.

The 2013 Tesla Model S in Blue. Tesla likes to keep the color names simple: Black, White, Silver, Green, Blue, Grey and Brown.

The 2013 Tesla Model S in Blue. Tesla likes to keep the color names simple: Black, White, Silver, Green, Blue, Grey and Brown.

More than any other alternative fuel vehicle, the Tesla is the first all-electric car that has real-world appeal to me. I drive to Palm Springs most weekends and I need cargo space for our family which includes two demanding dachshunds who travel in luxury crates.

The rear of the Model S is beautifully-balanced, understated and elegant.

The rear of the Model S is beautifully-balanced, understated and elegant.

The Tesla Model S, with its large battery pack sandwiched under the floor of the car, achieves a real-world 200+ mile driving range. The base 60 kWh battery pack carries a 208 mile EPA Certified Driving Range while the more popular 85 kWh pack option has a Certified Range of 265 miles.

The 4-door coupe styling is familiar from rivals like the Mercedes CLS and Audi A7. I like the frameless windows.

The 4-door coupe styling is familiar from rivals like the Mercedes CLS and Audi A7. I like the frameless windows.

With electrons to burn, you can zip to San Diego, Santa Barbara, Lake Arrowhead, Big Bear or Palm Springs without any range anxiety. Sure, go ahead, burn extra electrons with the AC blasting, Google Maps navigating and wireless devices charging.  As long as you can plug the Model S in somewhere at your destination, you should have no trouble driving around for the weekend and returning home in complete zero-emission bliss.

Here’s a rundown of the other pure electric vehicles on the market and their EPA certified driving range.

  • Chevrolet Spark EV – 82 miles
  • Honda Fit EV – 82 miles
  • Fiat 500e  – 87 miles
  • Ford Focus Electric – 76 miles
  • Nissan Leaf – 75 miles
  • Mitsubishi i-MiEV – 62 miles
  • Toyota RAV4 EV – 103 miles

None of them could make a 120 mile trip to Palm Springs (or any other So Cal destination city) and, with the exception of the $50,000 Toyota RAV4, they are all too small for my needs.

Charging a Tesla is much faster than you’d think. Using a 240 volt charger, the battery replenishes at the rate of 31 miles per hour. Opt for the Tesla Twin Charger (installed in the car itself) and using the same 240 volt hookup, the battery absorbs enough electrons for 62 mile in one hour. Essentially, a nearly depleted 85 kWh battery can be fully charged in only 4 hours. That’s damn fast for such a large, powerful battery.

The rear doors are slim and attractive. The windows are frameless. Although it was a bit of a squeeze to get in due to the heavily-raked roof line, there was plenty of room due to the flat floors and lack of a transmission tunnel.

The rear doors are slim and attractive. The windows are frameless. Although it was a bit of a squeeze to get in due to the heavily-raked roof line, there was plenty of room due to the flat floors and lack of a transmission tunnel.

Around town, there are very few people who drive more than 200 miles a day. For most people, a 200+ mile range on one charge would be sufficient for 3-5 days of ordinary commuting. And if you can afford a Model S, it’s highly likely that you have a home and/or parking accommodations convenient enough for your own home charging station.

What cars compete with the Tesla Model S? It’s a stylish, luxury, 4-door sports “coupe” design, similar in size to and highly competitive with the Audi A7/S7, the BMW 6-series Gran Coupé, Mercedes-Benz CLS and the Porsche Panamera.

Tesla Model S $69,900 -$94,900 (before federal tax credit of $7,500 and any state credits)
Audi A7/S7 $60,100 – $78,800
BMW 6-series Gran Coupé $77,600 – $91,400
Mercedes-Benz CLS-Class $72,100 – $107,425
Porsche Panamera $78,600 – $161,100

Why would I want to be a pioneer, an early adopter of this new breed of electric vehicle? Why would I give up on my life-long love affair with the internal combustion engine (ICE)?

The Model S in Red. The daytime running lights are very distinctive. Of course, LED DRLs are nearly mandatory on any new luxury vehicle, thanks to manufacturers like Audi and Mercedes-Benz.

The Model S in Red. The daytime running lights are very distinctive. Of course, LED DRLs are nearly mandatory on any new luxury vehicle, thanks to manufacturers like Audi and Mercedes-Benz.

I’ll try to answer the question with another one. I used to own a BlackBerry “smartphone” with a physical keyboard. When Apple introduced the first generation iPhone, I said that “no one would choose that horrible touchscreen over this great physical keyboard,” despite the BlackBerry being such a comparably clunky design.

The instrument panel is a large, horizontal thin film transistor (TFT) full-color display. Lovely stuff.

The instrument panel is a large, horizontal thin film transistor (TFT) full-color display. Lovely stuff. The gear shift and steering wheel control stalks, as well as the switchgear come from Tesla investor Mercedes-Benz. One thing you won’t find in the Model S is a “start” button. The car knows the key is present and it’s ready to go as soon as you sit down in the driver’s seat.

Today, the answer to that question is self-evident. Touchscreens are far and above the preferred keyboard.  But at the time of the iPhone’s introduction, touchscreens were small and not responsive and people weren’t used to them. That is why a hybrid phone made sense until touchscreen technology became so good that a physical keyboard was useless dead weight.  The exception at the time, of course, was the iPhone, which worked well as a pure touchscreen.

The interior of the Model S is a study in simplicity. The instrument panel is a large TFT video display and the gargantuan 17 inch center console tablet controls almost all the functions without physical knobs. Usually I like physical knobs, but in the Tesla, it's iPad-like touchscreen interface proves it can be done and done well.

The interior of the Model S is a study in simplicity. The instrument panel is a large TFT video display and the gargantuan 17 inch center console tablet controls almost all the functions without physical knobs. Usually I like physical knobs, but in the Tesla, it’s iPad-like touchscreen interface proves it can be done and done well.

The Tesla Model S is like the iPhone of the car world.  While it’s not perfect in its initial offering — the original iPhone had trouble with email and was too slow to be a useful computing device; likewise, the Model S is inferior to ICE cars for long trips.

Nice details: The door handles are nestle flush into the body for better aerodynamics. When the driver approaches the door, the car senses the key and the handles extend automatically. Slick touch and it worked perfectly for me.

Nice details: The door handles are nestle flush into the body for better aerodynamics. When the driver approaches the door, the car senses the key and the handles extend automatically. Slick touch and it worked perfectly for me.

The iPhone committed so completely to touchscreen tech that it was able to make something functionally superior to old phone designs, thus proving the future of phone design has arrived. Similarly, the Model S committed so completely to EV tech that it was able to make what Motor Trend, Automobile Magazine, Consumer Reports, and many others have declared is the best car ever made — despite its current limitations on long road trips.

Here are some concrete examples of how Tesla’s commitment to a pure EV allows it to make a car better than anything else on the road:

Design

A lack of ICE components allows a clean slate and every opportunity to take advantage of a singularly electric car. Many find the Model S to be beautiful; the designers were freed from the constraints of the need for air intakes, radiator, exhaust and other “complications” associated with ICE and/or hybrid technology.

Safety

Not having an engine, transmission, gas tank, exhaust system, and countless other drivetrain components allowed Tesla to put crumple zones and reinforcement bars in ideal places, often where an engine component would have been. The result is that the Tesla is one of the safest car on the road, at one point a testing machine was broken by the car!

Interior

Lack of an ICE drivetrain allows the Model S to fit up to 7 people and have more cargo space (58.1 cubic feet, with the rear seats folded) than many SUVs. No plug-in hybrid comes close to that.

Lift the "hood" of the Model S and you will find a large cargo space, like a much larger version of what you'd find on a mid-engine Porsche Boxster.

Lift the “hood” of the Model S and you will find a large cargo space, like a much larger version of what you’d find on a mid-engine Porsche Boxster.

Like the Porsche Panamera and Audi A7, the Model S is a 4-door hatchback design. However, unlike its competitors, the lack of mechanical and exhaust systems permit a cavernous space. Optional rear-facing seating for two small people increases the Model S's passenger capacity from 5 to 7.

Like the Porsche Panamera and Audi A7, the Model S is a 4-door hatchback design. However, unlike its competitors, the lack of mechanical and exhaust systems permit a cavernous space. Optional rear-facing seating for two small people increases the Model S’s passenger capacity from 5 to 7.


Reliability

Lack of moving components allows unprecedented reliability. Several Model S vehicles have gone over 500,000 miles and counting on the original batteries with no issues and less than 20% battery degradation. I’m not aware of a single drivetrain (battery or motor) breakdown in any of the 10,000 plus Model S vehicles on the road.

Service

Much of the Model S is controlled by software. Having a problem with the HD radio? Tesla can fix it through the car’s standard wireless internet connection. The car’s giant center console 17 inch touchscreen is essentially a sophisticated tablet computer. Like your smartphone, it can be updated by remote technicians using on-board diagnostics and downloading software updates and fixes. The Tesla Model S is essentially the first car that can be serviced online.

The brilliant, high-definition Tesla 17 inch touch screen is just amazing in person. Like a tablet computer, it's internet-connected and technical service can be rendered online. Updates are downloaded and installed overnight while you sleep!

The brilliant, high-definition Tesla 17 inch touch screen is just amazing in person. Like a tablet computer, it’s internet-connected and technical service can be rendered online. Updates are downloaded and installed overnight while you sleep!

Cost

Although the Tesla is expensive, it is very comparably priced with other ICE cars in its class (see chart above). Meanwhile every plug-in hybrid is at least $8,000 more than comparable cars in their class. Instead of making two compromised drivetrains, like with hybrid plug-ins, the Tesla just has a single, uncompromised one.

Performance

The lack of ICE components allows for a clean undercarriage and minimal air induction. This translates into a drag coefficient of .24 — currently the lowest on the road! Incredible for a car this size. A MINI Cooper, by comparison, is .35 despite being less than half the size! A Ferrari 458 Italia has a drag coefficient of .33. The fastest production car in the world, a Bugatti Veyron Supersport, has a drag coefficient of .41.

The Model S, like any proper sports sedan, is rear wheel drive. It’s three-phase, four pole AC induction motor is mounted directly between the rear wheels. It uses a single-speed fixed gear transmission.

EV components can be mounted much lower to the ground than ICE components, allowing a sports car like low center of gravity, and therefore sports car like handling, despite being a big, heavy (4,647 lb), full-sized sedan.  Motor Trend clocked the Model S 0-60 mph in 3.9 seconds. The instant torque of a pure EV is compromised by the ICE engine weight and integration of a plug-in hybrid

Tesla Supercharger Stations

Tesla isn’t waiting for governments or third-parties to build a nationwide EV charging network. It has begun building its own Tesla Superchargers to allow Model S (and future Teslas) to drive all over California and even coast-to-coast. It’s even more exciting because use of the Superchargers is free forever to every Tesla Models S owner.  Non-Tesla owners can use the stations, but they must pay.

A rendering of a Tesla Supercharger station.

A rendering of a Tesla Supercharger station.

The 120 kw Supercharger can charge a Model S equipped with the on-board supercharger by 50% in 20 minutes.  According to Tesla, it’s 20x faster and delivers 16x more electricity than other public charging stations.

The Supercharge module is standard on both Model Ses with the 85 kWh battery pack and it’s a $2,000 option on the 60 kWh base models.

According to Tesla’s website, here is the current information on the status of its Supercharger network:

  • Today – 8 stations
  • Summer 2013 – 27 stations
  • Winter 2013 – Coast-to-coast travel
  • 2014 – 80% of the US and Canada
  • 2015 – 98% of the US and Canada

Many owners may still prefer the Tesla on long trips because the fuel is free, the ride is fun, and taking a 45 minute break every 200 hundred miles or so is something they would do anyway.

The Best Car in the World

It may sound like hyperbole, but the Models S has been met with near universal acclaim from the men and women who live and breathe ICE for a living.  It’s a stunning accomplishment given Tesla’s status as a startup company and that the Model S is its freshman entry into a very cutthroat worldwide automotive marketplace.  And as a California native, I can’t help but be proud that Tesla is a Silicon Valley-based company and the Model S is made in an old GM-Toyota joint venture factory in Freemont, CA.

Consumer Reports – never the go-to source for automotive enthusiasts – proclaimed the Model S to be the best car they have EVER tested. It scored an eye-popping rating of 99 out of 100.

If enthusiasts can agree with Consumer Reports about the Tesla Model S, it really must be the Best Car in the World and I want to drive the Best Car in the World. Who wouldn’t?

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