A much talked-about model over the past year, the Mazda 6e marks the electric comeback of the Japanese flagship, featuring the brand’s signature refined Kodo Design, well-crafted interiors, and a very interesting driving dynamic focused on comfort.
New Mazda 6e: our tops & flops
The Mazda 6e is Japan’s answer to Tesla—and it’s Mazda itself saying so. And indeed, it boasts several killer features, starting with the design, a build quality that Tesla can only dream of, and the pleasure of driving. It’s the brand’s new flagship, marking the electric comeback of a model much loved in Denmark as well, although this time developed together with Changan Auto.
Mazda, however, has added its own touch: the Kodo Design is at its finest here, the interior quality is truly high-end, and the suspension work ensures that the weight of the car is barely noticeable, making it very agile—helped by a sharp and precise steering setup, though the brakes could be sharper. Rear-wheel drive adds an extra dose of fun, with 258 hp and a 0-100 km/h time of 7.6 seconds—not exactly jaw-dropping, but perfectly adequate.
This second attempt is definitely more successful, though not without compromises or even some questionable choices. Forget the classic Mazda approach—here, every physical button has disappeared. The software, even if customized with Mazda fonts and logos, is entirely Changan’s. Everything is controlled from the screen, even the mirrors and the steering wheel, with only the seats and the front trunk (which is actually very nice and spacious) still relying on mechanical controls.
Then there’s the charging issue. My version, with a 68.8 kWh battery and 479 km range, supports 165 kW DC charging—far more than most rivals—recovering 80% in just 24 minutes. But the 80 kWh version cuts power down to 245 hp and charging speed to just 90 kW, taking as much as 47 minutes to get to 80%. In short, the regular 6e is well-balanced, solidly built, superbly quiet, and with all that space, it’s perfect for long journeys.
What we like
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Very well-crafted interior
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Dynamic driving feel and well-tuned suspension
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The standard 6e has an excellent charging curve
What we don’t like
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The Long Range version makes little sense
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Complete absence of physical buttons
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Gesture controls are not particularly effective
Prices in Scandinavia
New Mazda 6e: the Ultimate Expression of Kodo Design
Since its debut at the 2024 Beijing Auto Show as the Mazda EZ-6, the 6e has impressed many. Though it is based on a Deepal sedan (from Changan Auto), its styling has been radically transformed to appear far more refined and elegant, both outside and inside.
The proportions echo those of the previous 6e, with a particularly pronounced hood—not just for looks, since it hides a generous front trunk—and a short, almost fastback-style rear with an active spoiler that can be opened or closed manually from the cabin or left to operate automatically based on speed.
The front features wide, slim headlights and a full LED texture across the closed-off grille, including the logo, creating a dramatic visual effect at night. The rear light design, with its distinctive three-dimensional shapes, pays homage to two Mazda icons: the current Mazda3 and the last generation RX-7, specifically echoing the RX-7’s connected, arched taillight design.
The traditional Mazda color palette remains, including the Melting Copper seen on this test car (introduced with the CX-80), the famous Soul Red Crystal, and even a decent matte gray. It’s definitely a stylish sedan: although it may not look it, it measures a full 4.9 meters in length, with a fastback-like shape allowing for a minimum trunk capacity of 466 liters, with a very usable load area—especially considering that charging cables and smaller bags can be stored in the large front trunk.
Controlled by gestures
Inside, Mazda’s touch can be felt in the choice of materials. The tested Takumi Plus trim features Nappa leather with brown suede-like fabric accents and a panoramic sunroof with an electrically operated sunshade. The only other available trim, Takumi, offers more traditional fabric interiors in white or black.
The car is very comfortable, but the dashboard layout is completely new and clearly shows the Chinese origins of the project: there are no physical buttons at all, with everything controlled via touchscreens. The infotainment system has been lightly customized by Mazda, mainly with its fonts and logos. From the central display—which is smooth but could be further improved—you control everything: climate, mirrors, sunroof shade, and even driving settings and ADAS features.
There are also some apps, including a camera app for group selfies—a feature already seen on some Chinese brands. In addition, there’s a voice assistant, and the same selfie camera is used for gesture controls: the car can learn various gestures to answer calls, play or pause music, and more. However, the system is a bit clunky and not always intuitive.
First class comfort
Mazda also put its touch on the suspension and handling. Power stands at 258 hp in the tested 6e (245 hp in the Long Range) with a single rear-mounted electric motor—my personal favorite setup. It’s lively but not mind-blowing (0-100 km/h in 7.6 seconds), but despite the weight of over 2 tons, Mazda has done an excellent job of making the car feel agile, with near-perfect weight distribution (47% front, 53% rear) and well-calibrated suspension.
The steering is good—precise for the category—and paired with a well-sized steering wheel, while the brakes could be sharper, especially in emergency situations. That said, I personally prefer a softer pedal feel to overly sensitive brakes that lock up too easily.
There are three drive modes (selectable from the steering wheel): Normal, Sport (the most fun), and Individual, which allows customization of regenerative braking. However, at this stage, there doesn’t seem to be a true One-Pedal Drive option. Even the controls are new: on the right, there’s the gear selector, which also includes cruise control (activated by pushing it down again), and on the left, the wiper stalk, which can also operate automatically but still requires access to the central display.
To be fair, there are two stars on the left spoke of the wheel—two customizable buttons that allow quick access to frequently used menus, helping reduce distraction. I also appreciated that the safety systems are much less intrusive than in other Mazdas, though the typical button to deactivate them all—usually to the left of the steering wheel—is missing.
Comfortable, with a relatively high seating position for a sedan, the Mazda 6e is also impressively quiet. On the Autobahn, we pushed it to 180 km/h (Mazda claims a top speed of 175 km/h), and aerodynamic noise remained minimal.
Standard range is the only one with sense
The Mazda 6e comes in two configurations: 258 hp with a 68.8 kWh battery and 479 km of range (the version I tested), and 245 hp with an 80 kWh battery and 552 km of range—the Long Range. For me, the Long Range version makes the least sense, and here’s why.
The version I drove offers one of the best charging performances in its class: 165 kW peak DC charging, with 10–80% in just 24 minutes—a really good time unmatched at this price point. Only vehicles with 800-volt architecture (which cost around €30,000 more) can slightly outperform it. The Long Range, on the other hand, drops charging power to just 90 kW, with a claimed 10–80% time of 47 minutes.
Apparently, this difference is due to different battery chemistries, but honestly, the charging time still feels excessive. Additionally, the range difference between the two versions isn’t significant enough to justify, in my view, choosing the Long Range—especially on highways, where both versions would likely cover similar distances.
