2026 Mazda 6e Review: Is this Chinese-built newcomer with a famous name a viable alternative to the Tesla Model 3 and BYD Seal?
The Mazda6 was once a popular alternative to the likes of the Holden Commodore and Ford Falcon.
Now Mazda is hoping the 6e can rekindle the love for mid-sized Mazda sedans.
The 6e is very different to any Mazda6 – or the earlier 626.
That’s because the 6e is powered exclusively by electricity and, in a major shift for the brand, it’s built in China.
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Think of it as Mazda’s answer to the Tesla Model 3 and BYD Seal, aimed squarely at a medium-sedan segment that’s increasingly embracing EVs.
Mazda’s first EV, the MX-30, felt more like a tentative step into electrification. The 6e, however, is a more serious attempt at giving the brand a true EV contender.
It’s due in Australian showrooms around March or April 2026, and we’ve had an early taste, driving a German-sourced example at the former Holden proving ground at Lang Lang in Victoria. Apart from the left-hand-drive layout, it’s close to the car we’ll see here.
2026 Mazda 6e price and equipment
Mazda hasn’t released full details about the 6e just yet, other than to say pricing will kick off below $55,000.
That makes it competitive with the Tesla Model 3 (from $54,900 plus on-road costs) and BYD Seal (from $49,888 plus on-roads).
It’s also safe to assume it’ll be suitably loaded with gear.
Mazda says it is aiming for the middle to upper end of the market, so don’t expect a 6e with only basic levels of equipment.
The single left-hand drive example we tested had leather and suede-like finishes as well as heated and ventilated electrically operated front seats, a dual sunroof and 19-inch alloy wheels.
There was also a head-up display, digital instrument cluster and 14.6-inch central infotainment screen.
2026 Mazda 6e: What we think
First things first: the Mazda 6e is arguably more Changan than Mazda.
While it looks like a Mazda – the Japanese brand’s designers have added its own lights, grille and various details – the 6e is built by Chinese giant Changan as part of a joint venture between the two car makers.
While Changan models aren’t sold here yet, one of the Changan brands – Deepal – has been on sale here for about a year.
Beneath the skin, the 6e shares plenty with the Deepal L07 sedan, which is closely related to the S07 SUV already on sale in Australia.
Sure, Mazda has applied its distinctive design to the 6e, but beneath the skin is a lot more Changan than anything from its home-town of Hiroshima.
Lashings of classy looking leather on the seats and suede-like trim emblazoned across the dash reinforce the Mazda DNA.
Stepping from a current CX-80, for example, there’s an instant family resemblance, right down to the hues and liberal use of chrome highlights.
Elsewhere, though, it’s easy to see the Changan influence in the 6e, especially when it comes to technology.
There’s no start button, with the car instead coming to life once it detects the key and a human in the driver’s seat.
There’s a big emphasis on tech and screens, more so than in any Mazda to date.
The infotainment screen that dominates the dash has functionality similar to that in many of the newer Chinese cars.
You swipe from the top to access a collection of apps, including Apple CarPlay and Android Auto.
Click on the main icons down the bottom to access commonly used functions, including volume adjustment and seat heating/cooling.
And you scan through more than a dozen main menu buttons down the left-hand side.
Such emphasis on pixels has come at a cost to functionality – and goes against recent moves by Mazda to resist relying too much on touchscreens.
Other than some touch buttons on the steering wheel the cabin is mostly devoid of physical buttons and dials. It seems the 6e has caught some of the modern EV tech bug – and not always for the better.
Simple tasks such as adjusting the ventilation or volume require swipes and taps rather than the press of a button or twist of a dial.
Those in the rear enjoy generous knee and footroom, but the high-ish floor means the seating position can feel slightly knees-up for taller passengers.
Those in the back can also adjust the ventilation, plus there are controls to open the dual sunroof covers and slide the passenger seat forward to maximise kneeroom. Kids will no doubt have fun with that!
While its rump has coupe-like design elements, the boot opens to a broad space with a 60/40-split-folding back seat for flexibility.
From the driver’s seat the 6e positions the major controls nicely.
Once seated and belted and the key is sensed the car comes to life. A stalk on the steering wheel selects Drive, Reverse and Park.
Our car used a single electric motor driving the rear wheels, something a Mazda6 never did.
The motor makes 190kW (local torque figures are yet to be confirmed) which equals a smooth and easily accessible surge of energy. The 6e should zip around the suburbs with ease.
Sure, the e-motor is having to work harder in a car that is hundreds of kilograms heavier than a Mazda6.
Acceleration is acceptable but does without some of the feistiness we’ve come to expect from the EVs.
Perhaps that’s a good thing for the target buyer, which to some extent is previous Mazda6 owners.
The 6e has an air of sensible and normal to it.
Mazda did a lot of work tuning the 6e to drive more like a Mazda than a Deepal.
But engineers also concede there were limitations on how much could be done, something that comes through in the driving experience.
Steering is light and faithful. The suspension is impressively supple, making for a smooth ride. And the body is respectably controlled over successive bumps.
A low centre of gravity instils the 6e with a sense of cornering security, something reinforced by sticky 19-inch Michelin tyres.
But it doesn’t dart towards a corner with the assertiveness of its predecessor. And the steering lacks the tactility and solidity we’ve come to expect from Mazdas.
In short, it doesn’t quite have the zoom zoom Mazda has spent years defining.
Overall, the 6e is quiet and comfortable, although our car had a rustle of wind noise from the driver’s window and an occasional buzz from the dash over rough roads.
Given the quality elsewhere and the early build status of our test car, we’d expect such minor inconsistencies to be sorted by the time the 6e hits dealerships in 2026.
Our test car had a slightly larger battery capacity than the 78kWh unit set to be fitted to Australian-delivered cars. They will get a claimed range beyond 500km between charges, which is thoroughly acceptable.
Mazda claims a 30-80 percent DC fast charge in as little as 15 minutes.
2026 Mazda 6e: Verdict
The Mazda 6e finally launches the Japanese brand into the EV era, albeit with plenty of Chinese influence.
It’s a decent electric sedan, albeit one that doesn’t ooze as much Mazda character as some may yearn for.
There is EV goodness here but the 6e lacks some of the agility the brand has a well-earned reputation for. And the reliance on tech is OTT, especially for Mazda.
But the Mazda 6e’s influence goes way beyond its seemingly modest sales aspirations.
In an era where electric propulsion is getting serious, the proud Japanese brand that has been one of Australia’s most popular for decades, has strategically leant on China to help it compete in a fast-changing automotive world.
It took you a while Mazda, but welcome to a new era.
Score: 3.5/5
Mazda 6e specifications
Price: From as low as $50,000 plus on-road costs
Basics: EV, 5 seats, 4 doors, sedan, RWD
Range: TBA, but more than 500km
Battery capacity: 78kWh
Battery warranty: TBA
Energy consumption: TBA
Motors: 1 rear 190kW
AC charging: TBA
DC charging: TBA
0-100km/h: NA
