Motor Trend Mid-Size Sedan Test Comparison - Mazda6 Wins

Believe it or not, some midsize sedan buyers view these four- doors as exciting signs of hope, evidence that the fun isn’t over just because kids and jobs now consume 23 hours of the day. Despite their prevalence—at least that of the Accord and Camry, which sold more than 300,000 and 400,000 units in 2012, respectively—the three family sedans here are injected with a shot of sport aimed at enlivening the daily doldrums of commuting, errand running, and passenger hauling. If you can zip from light to light a little quicker or take the freeway on-ramp a bit more aggressively—anything to brighten your day—why not, right? With that in mind, we gathered the all-new Mazda6 and Honda Accord Sport, as well as the best-selling veteran, the Toyota Camry SE, to see which one delivered the most effective spoonful of sport medicine. Each boasts a stout four-cylinder, a seamless automatic, an athletic body kit, and a sport-tuned chassis, designed to collectively stimulate the senses and soothe the soul. We tried to get a Fusion SE, but Ford claimed it couldn’t source one. And the top-dog VW Passat? With the new EA888 turbo I-4 poised for 2014 duty and a dedicated sport trim still a distinct possibility (see the Passat Performance Concept from this year’s Detroit auto show), the Chattanooga champ was relegated to Round 2 and a face-off with this test’s winner. But let’s focus on Round 1… Toyota Camry SE The SE accounts for about 40 percent of Camry sales, which equates to around 160,000 units annually. That’s nearly five times as many 6s as Mazda sold last year. SE drivers are treated to the same 2.5-liter, 178-hp, 170-lb-ft I-4 that powers most Camrys not wearing V-6 or Hybrid badging, but the six-speed automatic (the only tranny offered) comes with paddle shifters and an S mode that delivers quicker shifts and downshift throttle blips. Nice. The chassis receives firmer springs and dampers, stiffer lower front-control arms, strut tower and trunk-mounted braces, and 17-inch alloys wearing 215/55 rubber. Outside, there are SE-specific side skirts, mesh upper grille, black headlamp bezels, and rear spoiler. Inside, a three-spoke steering wheel and thicker bolstered sport seats round out the package. Problem is, the aesthetic parts are more appealing than the finished product. Styling, inside and out, was deemed dated, with the slab-sided exterior and ’80s-esque interior drawing criticism. And this Camry is only two years old. At the track, the SE put down the slowest acceleration numbers of the group, despite being the lightest car at 3207 pounds. Zero to 60 mph came in 8.1 seconds, with another 8.1 required to reach the quarter mile (16.2 at 87.0 mph). At 0.81 g, lateral acceleration, was acceptable, certainly in light of the modest rubber, and the figure-eight run of 27.6 at 0.61 g was back of the pack, but solid nonetheless. The one objective performance test in which the Camry didn’t play the caboose was 60-to-0 braking—it stopped 1 foot shorter than the Mazda. Over our evaluation loop in Tehachapi, California, the Camry revealed more faults than strengths, notably a stiff ride, numb steering, and a confidence-detracting chassis. Says associate editor Rory Jurnecka, “From the first dip coming out of the parking lot, the Camry makes its stiff ride known. Unfortunately, it’s all for naught—a stiff ride alone does not a sporty car make. It’s amazing that the Mazda rides better on 19s.” Associate editor Scott Evans: “The body rolls much more than the other two, and the suspension doesn’t handle the inertia well. Even a moderately quick steering input gets you thrown around in your seat. Steering is a little too slow to be fun on the back roads and has little feel in it whatsoever.” On the plus side, the Toyota offers a big back seat, an attractive price tag, excellent visibility, and the best observed fuel economy during our 270-mile trip by 0.1 mpg. The Camry SE has a lot going for it, no doubt, but sporty, engaging, and fun aren’t three of its attributes. Honda Accord Sport Now, I could just tell you the Accord Sport is a furlong ahead of the Camry and a nose behind the Mazda, but what fun is that? With a 2.4-liter “Earth Dreams” I-4 (Take that, Mazda “Skyactiv”) and the group’s only CVT automatic, the Honda entered the arena as the most powerful (189 hp), but also the heaviest (3324 pounds), the widest (72.8 inches), and the most cavernous (103.6 cubic feet of passenger volume and 15.8 cubic feet of cargo volume). Inside and out, the Accord is a sizable sedan, though it’s still a smidge shorter in length and height than the Mazda and Toyota, respectively. That’s surprising, given that the Honda feels the biggest. But that’s only when it’s standing still. Floor the throttle, and the CVT quickly pushes the revs into the VTEC sweet spot, propelling the Sport from 0 to 60 in 7.6 seconds and through the quarter mile in 15.9 at 89.8 mph. Unlike the Camry, which always feels its size, the Accord shrinks when the rolling gets brisk, a sense that holds especially true on a winding road, where the Honda’s 0.87 g of lateral grip and 117-foot 60-0 stopping power give it the at-the-limit edge. Evans: “Body is well-controlled, with no abrupt movements. Good grip and good control on rebound; keeps the movements in check.” Further, the electric power steering, while a tad artificial compared with the Mazda’s, serves up a linear helm, and the CVT’s S mode and standard paddle shifters make optimum use of the 2.4’s lively corral. And with an EPA combined rating of 29 mpg, the Accord trails the tops-in-test ’6 by 1 mpg. Nits? Navigation and satellite radio aren’t on the Sport model’s options list. In D mode, the CVT can feel lethargic under moderate throttle. Wind and tire noise still aren’t as hushed as we’d like, though this is easily the quietest Accord to date. And the cabin could be a little snazzier. “The seat material looks cheap, and the layout is bland,” says Jurnecka. More than that, the Honda trails the Mazda’s class-leading virtues­—the ride, steering, and handling all fall subjectively short. That said, if space is a priority— and for many families, it’s number one—the Accord and its “limo back seat,” per Evans, is tough to beat, as is its $24,980 as-tested price, which includes 18-inch alloys, rear decklid spoiler, Bluetooth, Pandora radio, backup camera, leather-wrapped steering wheel, and a 10-way power driver seat. Then there’s the Accord’s Top Safety Pick+ from IIHS, a badge of honor for passing the ominous small-offset test. (BTW, the ’6 also received “+” status. The Camry did not.) Evans said it best: “The Accord is really good, but the Mazda’s just a little better.” Mazda6 OK, let’s address the elephant in the room: the Mazda6 GT's hefty $31,190 as-tested price. Had we had our druthers, we would have gotten a $25,290 Touring fitted with a $350 rear lip spoiler. Truth is, none of the GT’s exclusives—leather, bi-xenon headlamps, paddle shifters, et al.—gave it an advantage on the scorecard. And since the Touring and GT are dynamically identical, we were willing to overlook the GT’s hefty price tag. The Mazda’s performance stats, however, were completely relevant. Outpacing the Accord’s acceleration numbers by a couple tenths (0-60 in 7.4, quarter mile in 15.7 at 88.6) and splitting the others’ handling figures (0.84 g lat accel, 27.1 at 0.63 figure eight), the Mazda’s objective results placed at or near the top. Subjectively? It quickly earned reserved parking on the pinnacle. Evans: “Engine’s got plenty of zip. Never had to floor it, and it never felt weak or made the car feel heavy. Everything about this car is smooth and fluid. The way the steering comes off center, the way the suspension eases the chassis into corners, the way the throttle picks up, the way the brakes engage, the way it handles transitions. It’s perfect.” Jurnecka: “The steering is sublime, especially for this class. Weighting is just spot-on, and there’s a great amount of feel and precision. ‘Little’ things like this really make a huge difference in how a car feels.” The Mazda imparts a sense of gracefulness and driver-connectedness that is deficient in the others. Some of that uncanny sense can be attributed to the intimate feel from behind the wheel. The ’6 proved the most comfortable and ergonomically sound, providing the preferred command center whether sitting still and fiddling with the controls or weaving aggressively through a twisty road. The Mazda fits you, not vice versa. The dash layout and interior materials are straightforward and understated, and the 5.8-inch nav screen (standard on GT, optional on Touring) is small by modern standards, but it’s cleanly presented and easy to operate. The back seat, too, was judged tops in comfort and support, though there’s no denying it trails the Camry and Accord in overall roominess. Nevertheless, the made-in-Japan Mazda6 is the best driver’s car here. To us, there’s no better dose of sport medicine.