Mazda Problems

The 1980s and ’90s weren’t the most outstanding years in automotive styling terms; the cars coming from most companies had a similar look. Some unkind pundits reckoned their rounded curves and soft shapes suggested they’d been flopped from an upturned jelly mould.That’s a little unfair in the case of the Mazda MX-6 as its lines were smooth and refined and it still looks attractive today, which is a good measure of its design purity.Underneath the GE MX-6 was an advanced car that had a smooth refined engine and a nicely balanced chassis that promised good road holding.MODEL WATCHThe second generation GE MX-6 was launched in Australia even before it went on sale in its homeland.It was quite a step up in size from the car that preceded it, being longer, wider and lower than the outgoing model. Despite its increased size it was actually lighter than its predecessor.The new MX-6, while developed by the same team as the 626, was a unique model and didn’t share a lot of components with its sedan sibling.When launched at the Frankfurt Motor Show in 1991 its fulsome curves and soft shape received mixed reviews. For some it was striking, while others interpreted its smooth simple lines as being bland.Aerodynamically it boasted an efficient 0.32 Cd number, and there was a rear deck lid spoiler to help keep it glued to the road.Under the shapely bonnet lay a 2.5-litre, 24-valve, double overhead camshaft V6 that produced 121 kW at 5600 revs and 213 Nm at 4800 revs.The previous MX-6 had a turbo engine that kicked like a mule when you hit 3000 revs, but the new model was much smoother and more refined, and the V6 engine reflected that.Quieter and smoother, it would nevertheless rev hard when the moment dictated.The addition of a variable intake system meant the V6 was much smoother right through the rev range. At low speeds the longer intake runners delivered plenty of torque for smooth low and medium speed drivability, while at high engine speeds the shortened runners ensured it had plenty of punch.Drive was delivered through the front wheels, after being processed through either a five-speed manual gearbox or a four-speed auto.One of the unique features of the MX-6 was the electronically controlled four-wheel steering. The system determined the correct amount of rear steer from the attitude of the front wheels using a front/rear steering ratio that was optimized according to road speed. At higher speed it worked to make the handling more neutral, while at lower speeds it aided maneuverability and reduced the turning circle.Later, in 1994, Mazda also released a model with two-wheel steering.Inside, the MX-6 had a great driving position. The driver was well supported while being comfortable, and there was a well-placed footrest for the left foot.Mazda’s design team put plenty of work into developing the ergonomics of the interior layout, and it reflects that. The instruments were large and easy-to-read, and the various controls fell to hand pretty well.With four-wheel discs, and ABS on the four-wheel steer model, the MX-6’s braking was powerful and secure.The MX-6 packed plenty of fruit, including alloy wheels air-conditioning, front fog lamps, rear spoiler, central locking, power windows and mirrors, a sunroof, and cruise.In 1994 Mazda added a two-wheel steering model and upgraded the equipment to include a driver’s airbag and a sound system with CD player.IN THE SHOPLittle seems to go wrong with the MX-6, which is probably a refection of its build quality. The problems that do occur are mostly minor and shouldn’t deter anyone from buying one.The most common problem reported is the failure of the air intake tube, while the bypass air control valve and the ignitor occasionally give trouble. If the car won’t start check the ignitor, that’s the most likely cause of the problem.The engine is generally bulletproof, but check for signs of infrequent oil changes. Sludge in the engine can be killer so make sure the oil has been changed on a regular basis.It’s also important that the cam timing belt be changed as recommended.Like the engine the gearbox, driveline and suspension seems to give little trouble. There are odd reports about hard shifts between first and second on autos, but the auto is generally sound.With plenty of zinc-alloy steel used in the body rust isn’t a real problem.IN A CRASHThe MX-6’s balanced chassis, precise steering and powerful brakes provide a potent primary safety package. ABS on the four-wheel steer coupes adds a further layer of safety.All models had a driver’s airbag after the 1994 update.OWNERS SAYSome minor oil leaks after 120,000 km are the only things that Philip Trengrove has had to attend to apart from routine maintenance on his 1992 MX-6. It’s still one of the best looking cars on the road, he says, and it’s performance on the open road or around town is exceptional. For a two-seater coupe it has plenty of room in the rear seat, the turning circle with the four-wheel steering is sensational, and he loves the security of the steel roof and the practicality of the sunroof.Gary and Lois Radley bought their 1996 MX-6 manual two-wheel steer in 2005 when it had done 118,000 km. It has now done 130,000 km. They were sold on the shape and its apparent quality. Its longish wheelbase results in a very smooth ride, even on low profile tyres, and for a front-wheel drive it has very neutral handling. The engine is unbelievable, Gary says. The variable intake manifold enables it to be driven round town in second and fourth only, while it pulls strongly if you plant the foot. Gary also says the fuel economy is excellent.LOOK FOR• smooth torquey engine• good build quality• robust and reliable• enduring looks• quite roomy for two-door coupeTHE BOTTOM LINEWell-built and reliable performance coupe, but looks are now datedRATING78/100

Moving people is the most basic of our motoring needs, and once it was a simple choice between a sedan and a wagon, but today the choices are many and varied. The sedan and wagon are still with us, but the four-wheel drive wagon has become a popular choice for families who might once have bought a wagon, as is the peoplemover that offers a range of seating options with plenty of space to carry the gear that goes with the kids.The first peoplemovers were based on commercial vans and were pretty unsatisfactory devices. They had miserable performance, were uncomfortable, unstable, handled poorly and braked in a fashion.With that ancestry it’s no wonder that peoplemovers got a bad rap, but it’s an unfair one now that carmakers have taken them seriously and produced a generation of cleverly engineered, safe and comfortable vehicles. And if you believe Honda’s advertising for the Odyssey peoplemovers are even sexy.MODEL WATCHToyota was one of the first companies to move away from a commercial base when it purposely designed the swoopy Tarago as a peoplemover. It sparked a whole new generation of similar peoplemovers, including the MPV from Mazda.The MPV isn’t perhaps the best known of the peoplemovers on offer, but it was a solid performer that is still giving its owners good service.Unlike the space-age styled Toyota Tarago there was nothing flashy about the MPV’s looks. It was a basic box on wheels, albeit a big box able to seat eight people, at a squeeze, in three rows of seats.The packaging was conventional with a bonnet at the front and drive through the rear wheels, which in many ways was a compromise that ate into the available interior space.Rather than sliding doors as used by most other people-movers the MPV had four regular swing open doors.If the exterior was a trifle bland it was matched by the interior, which was plain to say the least and awash with dull and dreary grey plastic everywhere you let your eye wander.The MPV’s saving grace, however, was its long list of standard equipment, which meant you had to consider it if you were in the market to buy a peoplemover then, and now if you’re thinking of buying a second hand peoplemover.On the features list were dual-zone air-conditioning, cruise control, airbags and ABS, and you could add to that a V6 engine which gave it a turn of speed lacking in most other models in the class.With 115 kW and 232 Nm on tap from the 3.0-litre single overhead camshaft V6 the MPV could outperform most of its rivals. While it was quick off the line the downside was its fuel consumption. It simply couldn’t match the four-cylinder models at the pump.There was one transmission choice, a smooth four-speed auto with a column shift.When launched in 1993 the MPV was a seven-seater with colour-coded bumpers and door handles, central locking, power front windows and mirrors, and a six-speaker radio-cassette sound system.A revised model range in 1996 saw it grow into an eight-seater with a flexible seating arrangement that can be adapted to the many and varied needs of a family on the move.IN THE SHOPWith the last of the first generation MPVs around 100,000 km and due for a major service it’s imperative that you check for a service record. Cam belts need to be changed so make sure they have been done according to the service schedule.It’s worth taking a close look at the interior. A combination of kids and cloth trim can be a sticky one so look for gum, discarded sweets and their wrappers stuck to seats or in crevices.Take a close look at the exterior for signs of panel damage, mismatched paint, scratches, scrapes and dings etc. from action in the supermarket war zones sometimes called parking lots.Generally the Mazda holds up well in service, the engine and driveline give little trouble and rear drive layout is simple.IN A CRASHWith dual airbags standard and ABS brakes the MPV safety picture is quite bright. Its conventional bonneted layout, with rear wheel drive adds to its safety.OWNERS SAYJo and Garry Hubbard have done 128,000 km in the 1996 MPV they have owned for eight years. They say it has been a very reliable family car able to seat eight in comfort with good performance and handling. Their only criticism is its fuel consumption, which they describe as “average”.LOOK FOR• bland but safe styling• high level of equipment• safe, responsive handling• good performance from V6 engine, but at the expense of fuel economy• seats up to eight• generally robust and reliableTHE BOTTOM LINESolid and reliable family transport with good performance. but at the cost of fuel consumptionRATING70/100

Mazda might not be one of the first carmakers to come to mind when you think of luxury cars. The Japanese company is better known for the well built and competent family cars and sports models it builds, but the 929 released in 1991 challenged that perception.It had classy looks and a stately manner, the sort of car that screamed success. But it also had the refined road manners to back up its claim to a place in the board room parking lot.The rear-wheel drive 929 was a luxury liner in every sense of the term. It was elegantly styled, well appointed with every conceivable feature, and quite capable of lining up alongside cars from other manufacturers that were automatically accorded luxury status.With its sweeping lines and smooth curves the 929’s styling was attractive from all angles. There was little in the way of adornment, and apart from the small chrome grille little was needed when the basic design looked so good.The curves, however, had an impact on interior space that was considered borderline in a car of the 929’s class. The tumblehome of the side glass cut into head and shoulder room, while front seat passengers complained of a lack of legroom.Others complained that the boot was too small, and the solid bulkhead behind the rear seats, while contributing to the structural soundness of the body, meant there was no way of having a ski port to carry longer items of luggage when needed.Power came from a smooth fuel-injected 3.0-litre V6 with double overhead camshafts and four valves per cylinder. Peak power was put at 140 kW at 6000 revs while maximum torque was 270 Nm at 3500 revs.With the right pedal hard on the floor, the 1627 kg 929 would respond by proceeding from rest to 100 km/h in the respectable time of 9.9 seconds, while covering the standard 400-metre sprint in 17.1 seconds on its way to a top speed of 212 km/h. Not sports car times, but quite acceptable for a luxury car.The four-speed auto that came standard was smooth and well matched to the engine, while drive was through the rear wheels.If you peered inside the wheel arches you’d spot independent front suspension by unequal length wishbones, coil springs and shocks, with a multilink independent system at the rear.When pushed the big Mazda turned into corners quite confidently, and held its line as you applied the power on the way out. Once settled it adopted a slight bias towards understeer, which increased the harder you pushed and the body rolled. It was all safe and sound, unless you lifted off when you could find yourself with armfuls of oversteer to sort out.Powerful disc brakes at both ends slowed the 929 with ease, with the aid of standard ABS for added safety.On the road the 929 absorbed rough and rutted roads with commendable ease, while the occupants were treated to a comfortable and compliant ride cosseted in comfy seats trimmed in either cloth or leather.Power adjustment was provided to achieve the best possible driving position, aided by the ability to adjust the height of the steering wheel.It also boasted an impressive array of standard features including air-conditioning, cruise control, CD sound, power windows, power mirrors, central locking. Then there was the car with leather trim, which also had a leather trimmed steering wheel and a power sunroof.The big Mazda is holding up well in service, but like all cars getting on in age they need to be approached with caution.It’s likely most have had two or three owners with the likelihood that later owners have become less interested in keeping them serviced by the book.The 929 is a relatively complex car that needs to be regularly and correctly serviced, so it’s important to ask sellers for a record of service. Check it to confirm who has done the servicing, and talk to them to find out what has happened to the car.The lack of rub strips down the body sides leaves the 929 vulnerable to small dings in parking lots so check the sides for chips, scratches and small dents.With cars nearing the 200,000 km mark you could be up for a major service so keep that in mind on older cars. The last of the model, with 120,000 km or so on the odo should have had a major service and makes a better choice as a result.Remove the dipstick and oil filler cap and check the state of the oil while looking for a build up of sludge, the killer of most modern engines.Same for the auto fluid, which should be clear and red. If it’s not the transmission may need servicing.With no airbags the 929 relies on its safe and secure handling, with ABS on its disc brakes, for crash avoidance, and its mass and strong body structure for crash protection once a collision occurs.Twenty-year-old Darren Pollard always wanted a 929 and finally got his wish when he recently brought his 1992 929 in December. He loves its “Jaguarish” looks, its long list of features, four-wheel steering which makes it a breeze to park, but is not so rapt in the small boot, the way water drips on to occupants when windows are opened when wet, and the cost of parts.• understated but elegant styling• well appointed interior• smooth unfussed performance of V6 engine• superbly supple ride comfort• good value for money• Mazda badge lacks prestige of three-pointed star• safe and secure handlingWell-built, well-equipped, refined luxury car albeit without cache of better known prestige badges. Look for later cars with lower mileage rather than earlier ones with high odo readings.

In a world in which it is becoming increasingly difficult to enjoy driving cars the Mazda MX5 stands out as a beacon of old fashioned fun. Mazda’s little sports car isn’t the most expensive, it isn’t the most powerful, and it certainly isn’t the fastest car on the road, but it has to be the most fun of any currently putting rubber to road. It’s one of those cars that can be enjoyed even while parked at the kerb, a car that puts a smile on your face the moment you see it.The MX5 is a thoroughly modern car, but at the same time it’s a blast from the past, built to the time proven formula that produced some of the great old sports cars. It’s a beguiling blend of cute looks, light weight, an agile chassis and adequate power at an affordable price.Mazda launched the original MX5 in 1989 and gave the sports car a place in the world of modern motoring. Before the MX5 sports cars had virtually disappeared from our roads, it was only the very well heeled who could afford Ferraris and Porsches and the like. Sports car motoring had become the pastime of the rich and famous.The MX5 changed all of that.MODEL WATCHThe MX5 was an instant hit when it arrived in showrooms in 1989. It was snapped up by sports car fans that’d been deprived of their fun for almost 20 years since the last MGB left Leyland’s Sydney production line in the early 1970s. The MX5 was very much the spiritual successor of the old MG.Once the euphoria had died down, however, some found fault with the MX5’s modest performance and rather rubbery chassis. Simply, while they loved the MX5 they wanted more.It was inevitable that the MX5 would evolve as Mazda strove to meet the demands of the market, and ward off the growing number of rivals that were spawned on the back of its runaway success.The MX5’s evolution continued with the 1998 update, which is instantly recognised by its new face.While it looked like its predecessor there was a number of detailed changes that set it apart. It had fixed headlamps in place of the pop-up units that were part of the original model, the gaping mouth was reshaped according to Mazda’s corporate look at the time, the front and rear guards were given new lines that gave the MX5 a tougher look overall.The same 1.8-litre double overhead cam four-cylinder engine could be found under the bonnet, but it was then producing 106 kW at 6500 revs and 165 Nm at 4500 revs to boost the performance of the 1026 kg two-seater roadster.Variable valve timing further boosted power and torque to 113 kW and 181 Nm in October 2000.A locally developed turbocharged model was added to the list to satisfy those with a need for more speed. That engine’s output was up to 157 kW at 6800 revs and made the MX5 a more lively ride.One of the delights of the MX5 from the beginning was the gearshift with its precise short throw that made gear changing fun. In the 1998 update the throw was reduced to make it even more fun.Underneath, the MX5 retained its double wishbone independent suspension, which was enhanced by power-assisted rack and pinion steering and four-wheel disc brakes.The MX-5 was always a responsive little car with an agile chassis, but the body was stiffened in the 1998 update and it became even more responsive.There were a number of changes aimed at improving the MX5’s comfort. A glass rear window replaced the old flexible one making it even easier to operate the roof and eliminating the problem of fogging that eventually claimed the old window. There was also a wind blocker that reduced wind turbulence in the cockpit and made topdown motoring a little more comfortable.IN THE SHOPThere’s not much to be concerned about with the MX5. Check the usual things like a service record to confirm regular maintenance and body condition for evidence of a traffic tangle, but the little roadster generally stands up well.It’s worth taking a close look for evidence of motor sport use, which can be the presence of a roll bar in the cockpit, extra holes drilled in the body, the fitment of a fire extinguisher, or extra bonnet pins or tie-downs.Although the MX5 will cope quite well with amateur competition it’s probably worth walking away from cars that have been used in motor sport and look for one that’s obviously been used in more leisurely pursuits.IN A CRASHDual airbags provided the ultimate crash protection in the MX5, but it shouldn’t come to that given the little roadster’s nimble chassis and powerful four-wheel disc brakes, which were ABS assisted after 2000.OWNERS’ VIEWSGiuseppe Baratti owns an MX5 SE. From when he first saw it he says he wanted one because it looked smarter, was faster and handled better than the non-turbocharged model, while only being marginally more expensive. It inspires confidence in the driver, he says. the steering is quick, gearbox precise, handling sharp, and grip levels ridiculously high. A trip to the shops will never be the same. It has been 100 per cent reliable and running costs are quite reasonable. If you really try, he says, you might convince yourself that the MX5 is a sensible car. But there is only a token effort at practicality, with snug driving position and a tiny boot.Col Nicholl has been driving for 34 years and says he still gets excited when he drives his 1999 10th Anniversary Edition MX5, which he says has become one of the most sort after models since the MX5’s inception in 1989. Col’s is one of 150 sold here and was packed with special features like Innocent Blue Mica paint, black leather/blue suede interior, Bilstein suspension; tower strut brace; ABS; six-speed gearbox, polished alloy wheels, blue soft-top, etc.Kristian Curcio is the proud owner of a 2002 MX5 with 52,000 km on the clock. He bought it one year ago after taking one for a test drive and noticing the perfect balance and road holding, and the magnificent gearbox. The power is not great, but it is very nippy especially when run on 98 RON fuel. It says it looks great and he’s happy with the fuel economy.LOOK FOR• modifications that suggest motor sport use• generally robust and reliable mechanically• avoid grey imports with an unknown history• great handling• modest, but adequate power• small cockpit can be tight• tiny boot• cute head turning looksTHE BOTTOM LINEThe perfect tonic after a boring day in the office, the MX-5 is what sports car motoring is all about.RATING85/100

Mazda burst the small car bubble with a bang when they replaced the ‘jelly bean’ 121 with the innovative but rather bland 121 Metro in 1996. In one fell swoop it changed the perception of small cars from cute little sedans and hatches to more practical wagon-like hatches.The change was dramatic. Mazda had enjoyed considerable success with the cute and bubbly 121 sedan so the switch to the plainly styled boxy wagon couldn’t have been more extreme.At the time the company claimed it was breaking the mould with a totally new type of small car that would become the prototype for small car design in the future. Looking back now, it seems they were right, with a range of upright, wagon-style hatches now on offer from most manufacturers, all of which offer practical transport with the flexibility to carry passengers and packages in a wide range of combinations.MODEL WATCHThe small car market had changed dramatically in the six years after Mazda had introduced the 121 ‘bubble’, and there was a strong demand for hatches when the Metro was launched in October 1996. Without a hatch in its 121 range Mazda faced a major redesign to meet the market demands, but instead of simply doing a hatch version of the ‘bubble’ body the company did a comprehensive makeover on the 121 platform and produced the Metro which went much further than a mere hatch. The resulting Metro was a hatch, a wagon, and even a mini van, all rolled into one.Based on the well proven 121 front-drive platform, the Metro had the same length and wheelbase as the ‘bubble’, but was higher and wider.In the wake of the cute and curvy ‘bubble’ the Metro’s styling was rather bland with just enough rounded edges to soften what is an otherwise severe boxy shape. The boxy shape, however, delivers an airy and roomy interior, which made the Metro so appealing.The upright shape meant there was lots of headroom for adult occupants, but the real appeal was the way the interior could be readily switched around to suit a variety of needs and uses. It could comfortably carry four adults, and still have plenty of usable space for carrying packages or other items. And the seats could be folded and laid flat to make for a very spacious area able to accommodate quite a load for larger and more awkwardly shaped items.Front seat occupants had comfortable bucket seats with plenty of support, which could also be adjusted for height on up-spec models in the range. But it was the rear seat that was the real key to the Metro’s flexibility.A 50/50 split-fold bench, the rear seat had fore-aft and rake adjustment which meant comfort and generous legroom for those in the rear.The interior flexibility came from the ability to fold the seats to create an endless variety of spaces to suit whatever your need. Both front and rear seats could be laid flat, making for a large number of possible uses. Lay all seats flat and you had makeshift overnight accommodation, lay the rear seat flat together with one front seat and you could carry a long slim package, lay the rear seat down and you had a large load space capable of swallowing a pair of mountain bikes.The upright styling also meant good visibility, of the sort that made soft-roaders so popular with city dwellers, and getting in and out was a snap for those of us who are older and less flexible.The Metro’s base power source was a 1.3-litre fuel-injected four-valve four cylinder engine that boasted 55 kW that provided sufficient performance around town without ever threatening to take your breath away. On the top models the power source was a more powerful 1.5-litre which, with 64 kW, was nippier.Transmission choices were a five-speed manual with a precise floor shift or a smooth three-speed auto, while you could choose between the five-speed and a four-speed auto if you bought the 1.5-litre engine.The suspension was by MacPherson Strut at the front and torsion beam at the rear, which allowed the flat floor that is key to the roomy interior.Brakes were a combination of disc front and drum rear, while steering was power-assisted.All models had a driver’s airbag, numerous storage bins, cup holders and a sound system, but air-conditioning was an additional $1870 on top of the base price of $16,650 for the entry level model.Mazda also released a number of ‘Shades’ packs that included air-conditioning as standard along with other features.On the road the 121 Metro was an assured little car with ample performance for round town zip and on-highway hauling. Its ride was comfortable, handling reassuring, and brakes secure.Interior noise levels were criticised when the 121 was first launched, which suggests a lack of insulation material to cut costs in an effort to compete in the ultra-competitive baby car market. The lack of remote control mirrors was also criticised.IN THE SHOPLike all Mazdas the 121 was a quality-built car so they stand up well in service provided they are serviced regularly and are not abused.The 121 Metro was a little more expensive than the Korean cars that boomed in the baby segment with their $13,990 drive away pricing, and people who were prepared to take care of them typically bought that meant the Mazdas.Generally the 121 is well kept and you’ll find few dings and dents on the body. If you happen across car that has some body damage check the rest of the car carefully for signs of abuse.Mechanically the engines are robust and give little trouble, but ask to see the service books and check for a service record that supports the car’s overall condition and its odometer reading. Lift the oil dipstick and check the colour of the oil – if it’s black it’s probably old – and also check inside the oil filler cap for signs of sludge that could mean a lack of servicing.Interior trim is hard wearing if a little plain on the 121 Metro, with quite good quality plastics and trim fabrics, although the trim on earlier ‘bubble’ 121s was prone to discolouration and distortion when subjected to the sun.On the downside, Mazda parts prices are typically higher than other Japanese-sourced cars like Nissans and Mitsubishis.LOOK FOR:• good build quality• roomy interior that is very flexible• bland but functional styling• robust mechanical package• solid body structure• verifiable service history• higher spare parts prices

Mazda has often done things differently. Rather than serve up similar cars to everyone else they have often trodden a different path and come up with something a little more interesting than the run-of-the-mill offerings from their rivals. Their use of the rotary engine is a prime example, the MX5 sports car is another, but it if that’s not enough to convince you, take a look at the new RX8. It was no different back in 1994 when Mazda unveiled its new 323 and redefined what a small car could be.Before that 323 small cars were generally unsophisticated, rather plain cars you bought if you couldn’t afford to run a real car. They were essentially a cheap and cheerful means of transport with little charisma, but the 323 challenged those notions with a package that was stylish and sporty, while at the same time still offering the practicality demanded of a small car as an everyday driver.The styling of the 323 was what grabbed your attention right off the bat. It was low and sleek with fast lines and slim pillars that gave it a pillarless look reminiscent of a sporty coupe rather than a regular three-box sedan that might normally be seen doing duty outside schools or in supermarket parking lots. This was a small car you would just as likely see in the business end of town as in the suburban sprawl.MODEL WATCHThere were three body styles offered, from the entry level four-door Protege sedan, through a practical five door Astina hatch to the stylish V6 Astina four-door hardtop that topped the range.All three models were based on a new platform that had a longer wheelbase, wider track both front and rear, and shorter overhangs at each end.Despite appearances to the contrary the swoopy lines of the 323 didn’t result in a cramped interior. With its cab-forward design and short overhangs the interior space was actually improved over the previous model, with most benefit going to the Protege’s rear seat passengers. Rear seat passengers in the five-door hatch weren’t so fortunate and they had to endure slightly more cramped accommodation. Accommodation for rear seat passengers in the sporty Astina hardtop was quite good.On the road the 323’s enlarged footprint and stiffened body structure resulted in impressive road holding.Under the swoopy skin lay conventional MacPherson Strut front suspension and twin trapezoidal links were employed at the rear. The essential difference between the three models was in the damping rates of the shock absorbers. In addition the sporty Astina hardtop boasted firmer rate springs and sticky low profile tyres on alloy rims that further enhanced its ride and handling.For power the Protege relied on a 1.6-litre twin cam four cylinder engine that had four valves per cylinder and multipoint fuel-injection, and thanks to some improvements in engine management was putting out 80 kW of power at 6000 revs and 143 Nm at 3500 revs.There was also a 1.8-litre version on offer as an option in the Protege and standard in the Astina hatch, and that delivered a little more power and torque with peak power boosted to 92 kW and top torque upped to 160 Nm.The base gearbox on both the Protege and Astina hatch was a sweet shifting five-speed manual, but for an extra spend you could replace the manual cog-swapper with a four-speed auto.All three models in the 323 range were attractive in their own right, but the stunning Astina hardtop that came to symbolise the whole range overwhelmed the Protege sedan and Astina hatch.It’s not surprising really because it was a stunner, and it still looks stunning today. It was low and lean, with a swept back profile that screamed sporty. The slim centre pillar gave the profile an elegant simplicity that evoked images of the sharp pillarless sedans built in America back in the 1950s and ’60s. In short it was a four-door sports sedan, not unlike the RX8 is today.The ride was firm and the handling sporty to match the spirited performance from the 2.0-litre V6 under the sloping bonnet. The V6 was only available in the Astina hardtop, and it was tuned for top-end performance.Its peak power of 104 kW came in at 6000 revs, while its torque peak of 183 Nm was at 5000 revs. While that seems high, and suggests that it’s a high end screamer with little zip available low down in the rev range, the five-speed manual gearbox was well matched to the engine’s characteristics and that meant it was pleasant to drive. If pressed the power would flow freely from low down in the rev range right through to the upper limits which neared 7000 revs.Standard features were central-locking, power mirrors, power steering, radio-cassette. Air-con was an option. Airbags and ABS were standard on the hardtop, but didn’t become available on the other models until 1996.IN THE SHOPEarly 323s will now be approaching 200,000 km so prospective buyers should be aware that the chances of striking problems are increased. Generally Mazdas are quite robust and reliable, and give little trouble, but buyers should be looking for signs that components like clutches, engine drive and timing belts, and exhaust systems may need replacing.Check for signs of hard or uncaring use. Look for bumps and scrapes on the body and bumpers, and wheel trims and alloy wheels for damage that indicates it’s been driven into kerbs. Heavy gouging on alloy wheels could mean damage to the suspension and drive lines that should be checked out.Lift the engine oil filler cap and take a look inside for any build up of sludge that could be a sign of engine wear and a lack of proper maintenance.And always look for a service record, which can provide an indication that the mileage shown on the odometer is correct, as well as an indication of regular servicing.LOOK FOR:• sporty styling that has retained its appeal• solid body structure• robust and reliable mechanicals• good road holding• zippy performance

There’s no denying that the four-wheel drive segment has been the real growth part of the market in the last decade, just about every carmaker has raced on to the bandwagon with their own version of the all-powerful, all-purpose, go anywhere vehicle. Mazda was no different and introduced its Tribute four-wheel drive in 2001.While they all get lumped in together and described as a four-wheel drive there are so many of them now, and vary so widely that it’s wrong to call them all four-wheel drives.The Americans call them SUVs — Sports Utility Vehicles — and that’s probably a better term to describe them as they’re really not four-wheel drives in the traditional sense.The Mazda is really is an all-wheel drive wagon with an intelligent all-wheel drive system and reasonable ground clearance that will capably handle some pretty rough conditions, but in essence it’s an urban wagon conceived for family transport rather than belting around the bush.Because they are expected to be able to do everything SUVs have the toughest design brief of all.Their real purpose in life is to transport the family, with everything a modern family on the moves needs to carry. They must also be comfortable, handle like a sports car on the road, and bound over rocks off the highway. Add now you can add miserly fuel consumption to the long and growing list of demands from buyers of these modern day superhero cars. It really is an impossible brief for designers.The Mazda Tribute fits into the compact SUV class, a medium-sized wagon that delivers quite roomy and comfortable accommodation for a family of five along with the gear they need to carry.Its high ride height provides the broad view of the road, and its safety benefits., That’s one of the appealing features of this type of vehicle.The Mazda’s four-wheel drive system, better described as all-wheel drive, is an on-demand system that is biased towards the front wheels in normal use, but sends drive to the rear wheels when it senses the front wheels slipping.For off-road use there’s a dash-mounted switch that activates a coupling to lock the system in four-wheel drive with the torque split 50-50 front and rear.The system, along with generous ground clearance and approach and departure angles gave the Tribute the capacity to go quite a long way off the black top.Power was delivered by either a 2.0-litre double overhead camshaft, 16-valve four-cylinder engine or a 3.0-litre double overhead camshaft, 24-valve V6.Running at its peak the four cylinder produced 97 kW at 5400 revs, while the V6 boasted 149 kW at its 6000 revs peak.Tribute buyers had the choice of a five-speed manual gearbox or four-speed auto, and all had the on-demand all-wheel drive system.Under the wagon skin the Tribute had a combination of MacPherson Strut front suspension and multilink rear, along with power-assisted rack and pinion steering, which gave it good road manners and a comfortable ride.Mazda offered the Tribute in four models, the Limited 2.0 and 3.0 models, and the Classic and Luxury 3.0 versions.The Limited 2.0 got the four-cylinder engine and manual gearbox, along with steel wheels, tilt steering wheel, velour trim, 60/40 split-fold rear seat, air-conditioning, power windows, remote central locking, CD sound, driver and passenger airbags and immobiliser.When you stepped up to the 3.0 you got the V6 engine and auto trans, and ABS. If you went for the Classic 3.0 you also got alloy wheels, sunroof, roof rails and cruise, but tick the Luxury 3.0 box and you drove away with leather, and rear side airbags.Mazda build quality means there’s not a lot that goes wrong with the Tribute. It’s stitched together quite well so look for things that tell a story of misuse or neglect.Because they’re mostly used for family transport they tend to suffer from high traffic so look for wear on trim, floor coverings and seat belts, and look for damage caused by youngsters playing up.Also look for a service record for a level of confidence the previous owner has taken care of the car. Few will have reached the mileage a timing belt change is needed – that’s only on the four cylinder as the V6 has a chain – so you will be facing that in the next year or two.It’s worth doing the usual checks underneath just to make sure it hasn’t been beaten up off road, but few will have seen anything but the urban black top so there shouldn’t be any trouble there.Reports have been filtering in about problems with the gearbox casing splitting at around 100,000 km.Dual front airbags across the range provide good crash protection in the front seat, with standard side airbags adding protection for rear seat passengers in the Luxury 3.0.Ashley Manning drove a 2003 Tribute Luxury 3.0 for two and a half years and in the 52,000 km he did in it had nothing major go wrong with it apart from two small warranty claims being the sunroof switch and a small coolant leak which were repaired hassle free. He says the standard tyres were a bit weak in the sidewalls and he staked two of them in the time he owned it. He also says the temporary spare was a pain. The performance of the engine was very good, but it was a bit thirsty averaging 12.9 L/100 km. The other gripe with the engine was when you start it hot or stone cold it would rev very high which he didn't like on a frosty morning and the throttle was very sensitive and made it very hard to accelerate smoothly on takeoff at any time. The word luxury was used a bit loosely in the title, having leather seats and two more airbags over the classic model is not a big jump in features to gain the luxury tag. Basically the Tribute did all he ever asked of it and was typically well built being a Mazda. After trying unsuccessfully to sell it privately ended up trading it for $24,500. Some dealers offered as low as $19,000 for it.• roomy and comfortable accommodation• good build quality• thirsty V6• quite capable off-road• resale slipping with fuel crisis putting buyers off• good road view from high vantage pointWell built compact all-wheel drive wagon with the road manners that will see it at home in town and out.

From the moment the Mazda MX5 was launched there were calls for more power, calls that were finally answered in 2002 when the locally developed turbocharged SP went on sale. The MX5’s chassis always seemed as though it could handle more grunt, and the engine appeared capable of being fitted with a turbocharger, so it seemed inevitable that it would eventually be turbocharged.Mazda itself had no plans to turbocharge their sweet little roadster, so it was left to Mazda Australia and its veteran motorsport manager Allan Horsley to see the project through to realityAlthough the SP project was a Mazda Australia initiative it only happened once approval came down from Mazda headquarters.MODEL WATCHThe Mazda MX5 has been one of the great motoring success stories of the last 20 years. It was the car that made owning and driving open top cars socially acceptable again after many years in which they were shunned. It was the car that made motoring fun again.If there was a criticism of the MX5 it was that it lacked power. Not everyone was of the view it should have more grunt, the original 1.6-litre engine was plenty for most owners, but those with more of a motorsport bent wanted more power to exploit the little roadster’s very competent chassis.Mazda first responded by increasing the size of the engine to 1.8-litre, and then refined it with sequential valve timing, but some owners wanted still more.Finally that came early in 2002 when Mazda delivered the first of 100 SP models developed and built right here in Australia.Allan Horsley led the development of the car, but it was built by Prodrive in Melbourne, the company that builds FPV performance Fords in partnership with Ford.The heart of the SP was its turbocharged engine. Mazda took the MX5’s 1.8-litre double overhead camshaft four-cylinder engine and added a turbocharger to boost power by 44 kW and torque by 108 Nm.Boost pressure was set at a conservative 7.5-8.0 psi (0.54 bar) in the interests of engine durability, but peak output still surged to 157 kW at 6800 revs and 289 Nm at 4600 revs.It was enough to have the little two-seater racing to 100 km/h in six seconds, impressive given the standard car required 8.5 secs for the same journey.An air-to-water intercooler was employed to help get the incoming charge to the engine, a big-bore exhaust carried the spent gases away after they were expelled from the engine, larger radiator was installed to handle the extra heat the turbo engine generated and higher flow injectors were used to deliver the fuel the engine needed.Other features of the SP included anti-skid ABS brakes, 16-inch alloys, remote central locking, power windows, CD player, dual airbags, along with special touches like a polished alloy fuel filler cap, gearshift knob, door scuff plates, air vent surrounds, and special SP badges.IN THE SHOPThe main thing to look for when inspecting a Mazda MX5 SP is evidence of competition. Hard driving isn’t necessarily harmful if the car has been well serviced, but if it hasn’t been serviced competition can be detrimental to a car’s health.Look for holes that have been drilled in the body work for things like a roll bar, fire extinguisher, and other equipment under the bonnet.It’s best to reject a car that has clearly had a hard life, but don’t be so concerned about one that has been used for the occasional club event.It’s highly likely that most SPs will have been owned by members of the MX5 club so talk to members about them to ascertain their history before handing over your cash.Lift the oil filler cap and take a look inside the valve covers for sludge, which might suggest a lack of servicing. Turbo engines need more regular oil changes so be suspicious of a car that has sludge in the engine.Inspect brakes for disc wear to avoid the potential cost of replacement, also check tyres for wear as they tend to use them up.Keep an eye on the exhaust while driving looking for any smoke from the engine.IN A CRASHSafety in the MX5 is all about handling and braking. Its agile chassis and responsive steering, along with powerful antiskid disc brakes are a potent recipe when it comes to avoiding collisions.Add to that dual front airbags for that moment a collision becomes unavoidable and you have a strong safety story.OWNER’S VIEWSRob Spargo is a committee member of the Mazda MX5 Club of Victoria and owns SP number 82, bought in 2002 after convincing his wife, an MX5 owner herself, that it would be an investment much like the Falcon GT HO Phase III. It has now done over 83,000 Km and has had a couple of exhaust brackets replaced after they broke, the intercooler piping had to be realigned to correct a build problem, and the power steering pump and blow-off valve have been replaced. Rob says that it is just brilliant as a daily driver and fun machine.LOOK FOR• agile sports car handling• high performance from turbo engine• potential for increase in vale as a classic• be wary of cars used in competition• check history of use• ensure it has been regularly servicedTHE BOTTOM LINEThe MX5 was finally given the power to match the chassis and a great sports car was the result. Good potential for value to increase in the future as it becomes recognised as a classic.RATING75/100

When the Mazda MX5 was launched in 1989 it was like a breath of fresh air to a country starved of sports cars for almost 20 years and it ushered in a new era in fun motoring. Now in its mid-life the original MX5 is a reliable and affordable entry level sports car, particularly for anyone keen to enter motor sport and enjoy events such as the annual Grand Prix Rally and the many other mostly social road rallies that are now so popular.The MX5 changed the way we looked at cars. After a decade or more when cars were viewed as evil polluting monsters it was no longer antisocial to enjoy motoring and the clearest sign of that was the MX5’s instant acceptance by the car buying public.We’d been starved of real sports cars since 1972 when Leyland halted local production of the MGB, the last of the traditional British sports cars, which first hit the roads in 1962. The lack of sports cars meant enthusiasts had to keep the old MG going well beyond its use-by date if they wanted to continue to enjoy the thrill of wind-in-the-hair motoring.Ironically the arrival of the MX5 gave the venerable old MG a new lease on life. Those who held nostalgic memories of the sporty British roadster went looking for another one to rekindle their youth, while others turned to the ageing sportster as a substitute when they couldn’t afford the $29,550 Mazda was asking for the MX5.For a time the price of MGBs climbed as the demand increased and it wasn’t long before clean, original cars were going for $20,000-plus. Restorers were flat-out trying to keep up with the call for fully rebuilt cars, for which they were getting up to $40,000.Underpinning the MGB’s price was the fact that the MX5 defied the natural laws of depreciation and its price on the used car market held up well against the trend. Anyone waiting for the price to fall was left disappointed.It’s only in the last year or so that the price of used MX5s has dipped below $20,000, and ironically the bottom has dropped out of the MGB market as the price of MX5s has dropped. Now with early examples around $15,000, unless you’re a died-in-the-wool MG enthusiast, there’s no reason to buy an MGB with its breathless performance, oil leaks and unreliable British electrics.MODEL WATCHIt’s no secret that Mazda used the MGB for inspiration when they sat down to create the MX5. In the nearly 20 years it was in production the MGB became the biggest selling sports car ever, and in many ways the MX5 is a modern remake of it.When it was first launched the MX5 had a cute innocence with its clean curves, pop-up headlights and youthful proportions.Power was from a double overhead camshaft, fuel-injected 1.6-litre four-cylinder engine that produced 86 kW, and it had a delightful four-speed gearbox and drove through the rear wheels.Suspension was independent front and rear and there were disc brakes on all corners.It was well equipped with power steering, power windows, leather-trimmed steering wheel and gearshift knob, and radio/cassette sound, but air-conditioning was optional. The roof was manual, but simple to use.Performance was brisk with a top speed of 188 km/h and the ability to reach 100 km/h 8.6 seconds from rest, but its nimble chassis was clearly capable of more and Mazda finally succumbed to calls for extra power and installed a larger 1.8-litre engine in November 1993.At the same time the chassis was stiffened, and a new Clubman model, with a limited-slip differential and sports tuned suspension, was added to the range.An all-new model replaced the first generation MX5 in March 1998.IN THE SHOPThe first generation MX5 has stood the test of time well, and few problems are being reported from the trade.One source reported a weakness in the gearbox with second gear synchro needing replacement at around 60,000 km, and noisy input shaft bearings necessitating an $800-$900 rebuild under 100,000 km.Generally it seems there are few problems, but prospective owners should be aware that with the cars having done 100,000-150,000 km on average that they could face some major service items, like clutch replacement, camshaft timing belt replacement, and overhauling the brakes.The first generation MX5 had a plastic rear window and this can become discoloured over time, particularly if it’s been folded when wet, but any trimmer can fit a replacement.