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Mazda
Mazda6
GJ / GL·
2012-2026
sedan
Value
Price (AUD)
$9k-$50k
Body styles
4-door sedan, 5-door wagon
Drivetrain
Front-wheel drive (FWD)
Origin
Japan
Built in
Japan (Hofu, Yamaguchi)
Overview
The third-generation Mazda6 launched in Australia in late 2012 as the GJ, with major facelifts to the GL series in 2015 (Series 2) and 2018 (GL.II), running on sale here until the nameplate wound down mid-decade. Sold as a sleek KODO-styled sedan and a genuinely handsome wagon across Sport, Touring, GT and Atenza grades, it is one of the better-driving and better-built large-ish family cars of its era - all SkyActiv-G petrol and SkyActiv-D diesel power, no AWD, FWD only, and a conventional 6-speed automatic rather than a CVT or dual-clutch (a real reliability advantage over many rivals). The 2.5L petrol is the sweet spot: smooth, frugal for its size and largely trouble-free. The headline caveat is the 2.2L twin-turbo SkyActiv-D diesel, which is excellent on the open road but earned a poor reputation in stop-start Australian city use for oil dilution from interrupted DPF regens, intake/EGR carbon choking and injector copper-washer failures that can grit up the oil pump - buy a diesel only with a full highway-biased service history. The 2.5T turbo petrol arrived with the 2018 GL.II GT/Atenza and is strong but rare. Takata airbag recalls apply to early cars - verify rectification.
Engines & variants
2.0L SkyActiv-G petrol
Engine
2.0L SkyActiv-G direct-injection DOHC I4 (high 13:1-14:1 compression)
Config
I4 NA
Displacement
1998cc
Power
114kW @ 6000rpm
Torque
200Nm @ 4000rpm
Drivetrain
Front-wheel drive (FWD)
Economy
6.0-7.5 L/100km combined
Transmission
6MT, 6AT
Timing chain / belt / gear
Chain-driven
Pros
- Frugal and clean-running high-compression SkyActiv petrol
- Timing chain, no belt to replace
- Conventional 6-speed auto - no CVT or DSG fragility
- Cheapest way into the GJ and very low running costs
Cons
- Underpowered in a car this size, especially the wagon or loaded
- Only offered on entry Sport grades early on
- Direct-injection intake-valve carbon over high km
- No diesel torque for relaxed touring
Known problems
low
Direct-injection intake valve carbon build-up
Like all direct-injection engines, the SkyActiv-G has no port fuel wash over the back of the intake valves, so carbon slowly accumulates and can cause rough idle and minor power loss at high km.
Fix: Walnut-blast / intake clean if symptomatic; quality fuel and regular oil changes slow it.
low
Carbon / soot in the variable valve timing and idle quality
Some owners report a rough or hunting idle and minor oil weeping from valve cover and cam seals as the engine ages.
Fix: Replace valve cover gasket and cam seals; clean throttle body and PCV system.
2.5L SkyActiv-G petrol
Engine
2.5L SkyActiv-G direct-injection DOHC I4 with balance shafts (13:1 compression for Australia)
Config
I4 NA
Displacement
2488cc
Power
138kW @ 5700rpm
Torque
250Nm @ 3250rpm
Drivetrain
Front-wheel drive (FWD)
Economy
6.6-8.5 L/100km combined
Transmission
6MT, 6AT
Timing chain / belt / gear
Chain-driven
Pros
- The sweet-spot engine: smooth, responsive and frugal for 2.5L
- Excellent reliability record with few documented faults
- Timing chain and a conventional 6-speed auto - no belt, CVT or dual-clutch
- Cylinder deactivation (i-stop / later cylinder-deactivation) aids economy
Cons
- Direct-injection intake-valve carbon over high km
- Cylinder-deactivation models can show slight low-rpm shudder
- Premium fuel preferred for best efficiency on later high-compression tunes
- Not as torquey or economical on the highway as the diesel
Known problems
low
Direct-injection intake valve carbon build-up
Direct injection means carbon accumulates on intake valves over time, occasionally causing a rough idle or hesitation - generally minor on the well-maintained PY.
Fix: Intake/walnut-blast clean if symptomatic; regular oil services and good fuel slow it.
low
Cylinder-deactivation low-speed shudder (later GL)
Later cylinder-deactivation 2.5 engines can transmit a faint shudder through the body at low rpm when running on two cylinders; some owners find it intrusive but it is not a fault.
Fix: Software updates and healthy engine mounts minimise it; otherwise normal behaviour.
low
Water pump / minor oil weeps at age
Higher-km examples can develop a weeping water pump or valve-cover/cam-seal oil seepage.
Fix: Replace water pump and gaskets as part of routine ageing maintenance.
2.5L SkyActiv-G 2.5T turbo petrol
Engine
2.5L SkyActiv-G turbocharged direct-injection DOHC I4 with Dynamic Pressure Turbo
Config
I4 turbo
Displacement
2488cc
Power
170kW @ 5000rpm (on 98 RON)
Torque
420Nm @ 2000rpm
Drivetrain
Front-wheel drive (FWD)
Economy
7.6-9.5 L/100km combined
Transmission
6AT
Timing chain / belt / gear
Chain-driven
Pros
- Strong, effortless 420Nm of torque - the quickest Mazda6
- Refined and quiet; great long-distance cruiser
- Timing chain and conventional 6-speed auto
- Only offered on well-equipped GT/Atenza GL.II grades
Cons
- Rare and commands a price premium used
- Wants 98 RON to make full power and best economy
- Direct-injection carbon and turbo-related complexity vs the NA 2.5
- FWD only - 420Nm can find traction limits in the wet
Known problems
low
Direct-injection carbon build-up
Turbocharged direct injection accumulates intake-valve carbon over time; combined with higher cylinder pressures, clean oil and good fuel matter more here.
Fix: Intake clean if symptomatic; strict oil-service discipline and quality fuel.
medium
Turbo plumbing / boost-related faults at higher km
As with any turbo petrol, boost-control solenoids, intercooler piping and the turbo itself become wear/age items at higher mileage.
Fix: Diagnose boost faults early; replace failed solenoids/hoses; the turbo is generally durable when serviced.
2.2L SkyActiv-D twin-turbo diesel
Engine
2.2L SkyActiv-D common-rail twin-turbo diesel I4 (low 14:1 compression, DPF)
Config
I4 twin-turbo
Displacement
2191cc
Power
129kW @ 4500rpm
Torque
420Nm @ 2000rpm
Drivetrain
Front-wheel drive (FWD)
Economy
5.0-6.5 L/100km combined
Transmission
6MT, 6AT
Timing chain / belt / gear
Chain-driven
Pros
- Outstanding real-world economy and 420Nm of low-down torque
- Genuinely excellent long-distance / highway cruiser
- Low 14:1 compression avoids a separate NOx trap on most markets
- Timing chain and conventional 6-speed auto
Cons
- Oil dilution from interrupted DPF regens in stop-start city driving
- Intake/EGR carbon choking causing limp mode and power loss
- Injector copper-washer failure can grit the oil pump and seize the engine
- A poor choice for short urban trips; needs regular highway running
Known problems
high
Oil dilution / rising oil level from interrupted DPF regens
Stop-start driving interrupts DPF regeneration; post-injected diesel washes past the rings into the sump, raising the oil level (often toward the 'X' dipstick mark) and thinning it. Left unchecked it can cause engine runaway or bearing damage.
Fix: Service every 5,000-7,500km, monitor the oil level, do regular sustained highway runs to complete regens; never top up over-full oil - drain and change.
high
Intake / EGR carbon build-up - limp mode and power loss
The EGR recirculates soot which mixes with oil vapour and bakes into thick sludge in the intake manifold and EGR cooler, choking airflow, triggering limp mode and killing economy and power - the classic 2012-2017 SkyActiv-D complaint.
Fix: Intake manifold and EGR clean/replacement; highway-biased use, quality oil and shorter service intervals slow recurrence.
high
Injector copper-washer failure / oil-pump strainer blockage
When the fuel-injector copper sealing washers fail, combustion gases and soot enter the oil and form abrasive 'carbon grit' that blocks the oil pickup strainer, starving the engine of oil and risking a seizure.
Fix: Replace injector seals proactively, watch oil pressure and condition; a seized engine means rebuild or replacement.
medium
Exhaust camshaft / valvetrain wear
2012-2017 SkyActiv-D engines have documented exhaust camshaft and valvetrain wear, often linked to diluted/contaminated oil and extended service intervals.
Fix: Strict oil-change discipline with the correct specification oil; camshaft replacement if worn.
Common problems (all variants)
high
Takata airbag recall (early GJ)
Early third-gen Mazda6 cars are caught by the global Takata airbag recall, where the inflator can degrade with humidity and rupture, firing metal fragments into the cabin.
Fix: Confirm the Takata recall rectification has been completed at a Mazda dealer (free); check by VIN before purchase.
medium
Front brake judder / warped rotors
GJ/GL front brakes are prone to rotor warping and steering-wheel shudder under braking, a widely reported owner complaint.
Fix: Machine or replace rotors with quality pads; some owners fit upgraded rotors to cure recurrence.
low
Infotainment / MZD Connect glitches and screen wear
MZD Connect can freeze, drop Bluetooth or suffer commander-dial faults; touchscreens can delaminate or develop blotches with heat.
Fix: Software updates resolve many glitches; screen or head-unit replacement for hardware faults.
low
Road noise and minor cabin rattles
Even facelifted cars are criticised for coarse-chip road noise; trim rattles develop with age.
Fix: Quieter tyres and sound-deadening help road noise; re-clip/retrim for rattles.
low
Rear suspension bush and link wear
Rear multilink bushes, sway-bar links and drop links wear with age, causing clunks and vague handling.
Fix: Replace worn bushes and links; a common ageing-suspension refresh.
low
Paint and clear-coat fragility (especially red)
Mazda's thinner factory paint, notably Soul Red, chips and stone-marks easily under Australian conditions.
Fix: Paint protection film / careful detailing; touch-up chips early to prevent rust.