Mazda 6 2.2 Skyactiv-D – Old familiar

Today’s tested car reminds me of an old acquaintance. I recently tested from the outside exactly the same vehicle with one “small” difference. At that time it was a Mazda 6 with a 2.5-liter petrol engine, now I drive a diesel two-two. The equipment and color match, but since I tried the last Mazda with winter 17 ”footwear, at least the original nineteen will stand out in the newly taken photos. The equipment is the same – Revolution Top, the diesel version just lacks an additional white leather interior.

Since I described the exterior and interior in detail last time, I will now focus on the differences between the engines, comparing the consumption and benefits of buying one or the other version.


When I get in the car, I am surrounded by a dark interior. The seats are upholstered in black flexible perforated leather. The interior door trim, the center panel and the area around the center console are covered in brown leather, which will enliven the ubiquitous black at least a little.

It is not possible to deny the interior a certain dose of elegance, but white leather looks clearly more luxurious, illuminates the interior and adds freshness. However, black is definitely more practical and does not need to be cleaned often. However, normal skin care as such will require the interior in both cases. I personally lean towards the white variant.

Compared to the petrol version, there is only one piece of equipment, and that is the switch to sports driving mode.

On the road

After starting the engine, similarly to the Skyactiv petrol engine, the idle speed is kept just below 2000 for a while, after a while it falls to a lower level. When cold, the engine runs roughly, after warming up it becomes noticeably quiet. He can still be heard enough in the interior at idle, but on the other hand he doesn’t make himself aware of the vibrations.

Specifically, it is the more powerful of the two offered Bi-turbo diesel engines with a capacity of 2,191 cm3, 129 kW at 4,500 rpm and 420 torque at 2,000 rpm. The unit has a rotating, almost gasoline character. The power is not served in a step, but smoothly and gradually. The massive pull starts just below 2,000 rpm and its gradation eases around 3,500. Then it is constant up to just 5,000 rpm. For these reasons, although the mentioned performance is not perceived as emotional, the view of the fast-rising hand of the speedometer can convince you of the sufficient dynamics of the car.

The turbocharger delay is relatively small, mainly due to double supercharging. In conjunction with a fast and logical transmission, it can lend the vehicle sufficient and almost immediate acceleration. Of course, there is one BUT, but it will be of interest to more sporty drivers when driving on district roads full of curves. If you need to slow down, for example when braking before a curve and then trying to leave it quickly, there will be a problem. The sixth gear is engaged, the speed is at 1300, the engine bubbles and nothing happens when the accelerator is depressed. Then the transmission shifts to a lower gear and the turbo engages. This situation deprives the driver of the feeling of sporty driving. The solution is to temporarily take the gear into your own hands and downshift to the appropriate gear before the turn and go through the turn at the desired speed.

With the petrol version, it is possible to choose a sports mode that keeps the speed at a higher level and thus ensures immediate acceleration without having to reach the steering levers.

Another disadvantage is the slightly higher weight of the tested vehicle compared to the gasoline. According to the technical certificate, the difference is only 71 kg (according to official technical data, even only 55 kg), the whole difference logically falls on the front axle, as these are vehicles with the same equipment.

This makes the car slightly less manoeuvrable, which turns faster into an understeer skid in an effort to make a sharp corner. However, the car lets you know almost in advance and is also easy to control. Overall, the driving characteristics of both the diesel version are balanced and still above average within the middle class and can be relied on even when dealing with unexpected circumstances. The brakes have a gradual onset and their effect is smooth. For sharper braking, it is necessary to press the brake pedal properly. At the same time, the front of the car sinks more emotionally than its petrol sibling, which I also attribute to heavier weight.

I’ve also noticed noticeably stiffer steering, either at low or higher speeds. I don’t know if it’s the intention or it’s only due to the weight on the front axle, but at least in the city it was easier for me to manipulate the previous car. However, the steering is still direct, with some feedback and a smooth booster effect throughout the steering wheel. I mention this feature in my tests because some power steering at other car brands feel a passage through the middle position, which at least bothers me a lot.

The automatic transmission is the same concept in every newer Mazda model. It is a transmission with a hydrodynamic torque converter with an extremely wide bridging range of six gears. It reacts relatively quickly and gently. It works almost perfectly in the petrol version and I had no reservations about its work. In the case of diesel, however, I would welcome either a slightly longer 5th and 6th degree, or simply more degrees. At highway speeds, the engine runs at unnecessarily high speeds and is therefore noisier.

More specifically (in 6th gear):

Speed ​​in km / h RPM Note
13023002.5 benzín 2500 otáčok/min.
160necelých 3000

The only ailment of the machine is a hasty reaction to kickdown, when sometimes it lowers to a lower level than necessary, the speed runs to a value of about 4300, when it quickly reaches 5000 and the machine shifts higher in a short time. Shifting to this speed is suitable for a petrol engine, it is counterproductive for a diesel engine and does not help a situation where immediate and full acceleration is required. Rather, the accelerator pedal is pressed gently above its lower position to help the accelerator accelerate to avoid kickdown.


When testing this Mazda 6, I deliberately chose the same routes I drove with her petrol twin. At the same time, I tried to drive in the same style and at a similar speed. I was interested in the difference in consumption and thus the (in) advantage of diesel engine compared to gasoline.

I moved around the city with an consumption of 8-9 liters in mixed traffic, which roughly corresponds to the gasoline version. I did not exceed 6 liters when driving fast on district roads with slightly exceeding the speed limits. I did not exceed 6.7 liters during the aggressive and uneconomical driving with a sharp run from the end of the villages, overtaking, braking, but still adhering to the speed limits.

In normal highway traffic at speeds of 100 – 130 km / h, I kept consumption at 5.4. At a steady speed (according to the speedometer) of 140 km / h, consumption climbed to 7 liters. A higher speed of 150 – 160 km / h will increase the engine’s appetite by another liter.

Average consumption stabilized at 6.4 l / 100 km. Driving accounted for 60% of the highway, 35% of the district and the rest of the city traffic. It is necessary to take into account the use of air conditioning in this period (as opposed to the tested gasoline two and a polka).

The (in) advantage of buying a diesel engine

The difference in consumption between the currently tested diesel Mazda 6 and its petrol sibling is 1.3 liters per 100 km. Let’s calculate if and when the purchase of a diesel engine pays off.

I based on current average fuel prices:

Diesel: € 1,269

Petrol 95: € 1,386

With an estimated annual mileage of 25,000 km, the fuel costs for a diesel engine will be € 2,030 and for a petrol engine € 2,668.

The difference in the price of these models is 1600 EUR. As a result, the difference in price begins to “return” after about two and a half years, or driving about 75,000 km. When calculating the benefits of each version, it is necessary to take into account the slightly higher service costs and a certain greater versatility of the gasoline engine, where it is not necessary to take into account the regular regeneration of the particulate filter and the associated necessary minimization of driving in urban traffic.


Despite its relatively long time, the third-generation Mazda 6 is still a “sin” car on the market. In conjunction with individual motors, it focuses on different types of conductors. With each unit, the vehicle offers excellent driving characteristics, decent comfort and does not forget the practical side. The absence of a sports mode in the tested engine indicates the focus of the car. It is intended for drivers who are satisfied with the diesel characteristics of the engine, drive mostly long motorway routes and do not want to test the chassis limits on curved district roads. At the same time, they will enjoy lower vehicle operating costs and less frequent gas station visits.

For the rest of us, there is a version with a 2.5-liter petrol engine.