Mazda 6e: Is This Still a Mazda or a Chinese Deepal L07?

The Mazda 6e is provoking a debate among fans of the brand. Is it still a Mazda, they ask? And the simple answer is no. The electric ‘6’ is, in reality, a Chinese Deepal L07 falling under the portfolio of the large state-owned automaker Changan. Changan is Mazda’s partner in China, and the collaboration also recently produced the CX-6e SUV.

Mazda’s move was, in part, a necessity. The company needs to reduce fleet emissions, but a fully in-house developed electric vehicle is still years away. Until then, it’s relying on naturalized Chinese models. However, unless you’re a dedicated follower of Chinese automotive brands, the exterior design is remarkably convincing. Mazda’s designers have meticulously crafted the 6e’s appearance, incorporating the brand’s signature front fascia and rear lights with a semi-circular optical design. These are further enhanced by a light bar connecting the taillights, overseen by a retractable spoiler that improves aerodynamics and can be controlled manually or automatically based on speed.

During a week-long test, the car garnered significant visual attention, particularly in its signature Soul Red paint and standard 19-inch wheels.

But Mazdas have always evoked emotion not just through their appearance, but also through the driving experience. And this is where the 6e falters somewhat. However, if you set aside the past and the enthusiastic expectations of drivers accustomed to Mazda’s combustion engines, the electric liftback is actually a good car and a very decent EV.

The Changan platform features rear-wheel drive, and the European model is available with either 190 kW and a 68.8 kWh battery or 180 kW with an 80 kWh battery. The test vehicle was equipped with the former, for a good reason. While the smaller battery can be charged to 80 percent in a claimed 24 minutes at a maximum rate of 165 kW, the larger battery is limited to 90 kW, taking a lengthy 47 minutes to reach 80 percent. Many potential buyers will gladly sacrifice the additional 73 kilometers of range (479 km vs. 552 km) to avoid that charging time.

In testing, the 6e didn’t quite reach the advertised 165 kW peak charging rate. The maximum achieved with a 200 kW charger was 110 kW, even with pre-conditioning activated. However, the charging curve is relatively linear. Connected to the charger with 4 percent battery remaining, the rate initially hovered around 97 kW, quickly climbing to the observed 110 kW. It remained above 105 kW until nearly 80 percent, before dropping below 90 kW. Reaching 80 percent took 34 minutes in the test – slightly longer than the manufacturer’s claim, but influenced by sub-freezing temperatures.

Pre-conditioning activates automatically when a charger is set as a destination in the navigation system, or can be manually activated. However, manual activation requires specifying a desired start time, and won’t engage if less than 20 minutes away.

Consumption… Surprisingly Efficient

Perhaps the most surprising aspect of the test was the energy consumption. Despite its aerodynamic shape, the 6e achieved an average of 15.8 kWh/100 km on a mixed route of country roads and city driving, a very pleasant surprise, especially given the winter conditions.

On the highway, at speeds up to 130 km/h, expect consumption between 23 and 24 kWh/100 km. Pushing the car to its limits in Germany will bring that figure closer to 27 kWh/100 km. However, these figures were recorded in sub-zero temperatures. Over the course of a week and nearly 500 kilometers, the onboard computer showed an average of 22.7 kWh/100 km, translating to a range of around 300 kilometers on a single charge. This falls short of the claimed 479 km (based on 16.6 kWh/100 km), but the adverse weather conditions must be considered. The majority of the test route was also on the highway.

The driving dynamics of the Mazda 6e, however, won’t please traditionalists. Despite the rear-wheel-drive layout, the steering lacks feedback and the suspension is tuned for comfort. Mazda has significantly refined the handling compared to other Chinese-origin vehicles – having driven many Chinese cars, the 6e demonstrably handles better than most. But it simply isn’t a Mazda in the traditional sense.

On snow, the car exhibited mild oversteer even with stability control engaged, but it wasn’t alarming and manageable for most drivers. More concerning was the highway driving experience. The car felt unstable in a straight line, requiring constant minor steering corrections. Disabling the lane-keeping assist helped, but wasn’t sufficient. This may be partially attributable to the Nokian tires.

The 190 kW motor is adequate for the nearly two-ton, five-meter-long car. The comfort-focused tuning results in smooth acceleration rather than the instant kick typical of electric vehicles. The regenerative braking system is commendable, with adjustable levels and the option to disable it entirely, allowing for pleasant coasting. However, a one-pedal driving mode is notably absent.

A Chinese Interior

The Chinese origins are most apparent in the interior. While Mazda previously favored physical controls and a smaller touchscreen, the 6e features virtually no physical buttons, relying instead on a 14.6-inch central display.

The display has a pleasant resolution and responsive touch, but functions like adjusting wiper intensity are accessed through it. The traditional stalk is absent; it controls lights, and activating individual wipes requires navigating the menu. For continuous operation, you must delve deeper. The automatic function isn’t particularly accurate. Similarly, the heated steering wheel is buried several layers deep in the system, or can be activated via voice command, requiring a somewhat illogical specification of the desired activation time.

Some translations within the system are also imperfect, and the heating and air conditioning operate differently than European drivers are accustomed to. The system needs to be set to around 27 degrees Celsius before it begins to heat the cabin; a universal 22 degrees Celsius setting doesn’t function.

The small display in front of the driver showing essential information is a welcome feature, as is the head-up display. A wireless phone charging pad and the choice of materials and build quality – although the beige leather might be difficult to keep clean – are also positives.

Rear passengers have ample legroom, but headroom is limited for those around 180 centimeters tall. The battery pack under the floor raises the knee position, and the seat cushion could offer more thigh support. The trunk offers a generous 466 liters, but the opening is relatively low. A 72-liter frunk provides additional storage for charging cables.

The extensive equipment list, particularly in the Takumi Plus trim, is a strong selling point, including dual-zone automatic climate control, a 14.6-inch navigation display, a Sony audio system with 14 speakers, a 360-degree camera, a heated leather steering wheel, heated and ventilated front seats, heated rear seats, an electric driver’s seat, a head-up display, wireless phone charging, leather and Alcantara upholstery, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, an electric tailgate, a heat pump, a panoramic sunroof, and LED headlights.

The base price of the Mazda 6e with the smaller battery is 1,069,900 Czech Koruna. Currently, the Takumi Plus trim is available at the same price, making it a compelling offer. The variant with the larger battery costs 1,104,900 Czech Koruna, but comes with the slower charging speed.

the Mazda 6e is a pleasant and comfortable companion that looks good, has a spacious and luxurious interior – albeit with some ergonomic quirks – and actually offers very good consumption and price. However, and partly due to the average driving dynamics, it simply isn’t a Mazda, but another somewhat generic Chinese car. While enjoyable to drive, it’s easily forgotten after a few days.