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

When Mazda was on its knees there was speculation about its ability to survive, but with new found zoom in a completely renewed model range the company is enjoying the best of times and its future appears rock solid. The mid-sized Mazda 6 is one of the new models that has given the company renewed credibility in the market. It has buyers swarming through showroom doors in search of one of the best looking sedans on the market.In many ways Mazda’s rebirth can be tracked back to the MX-5 sports car. It set the company on a new course, and its success gave it the confidence to follow a bold new way based around its sporty ‘zoom, zoom’ theme.There has been the Mazda 2, the Mazda 3, RX8 and the Mazda 6, the mid-sized sedan with the sporty flair. The Mazda 6 and its smaller cousin, the Mazda 3, are now the sporty twins to have if you can’t have the MX-5.With surging fuel prices and the slump in popularity of the traditional big sedans the mid-sized car class has enjoyed resurgence in recent times. The growing popularity of the class, which once seemed doomed, has been driven on by the emergence of some interesting and enjoyable new models such as the Mazda 6.It’s probably due to the obvious popularity of the BMW 3-Series which has enjoyed boom times in the last decade. Carmakers are not dumb, they can see what’s successful, and most car companies now have a 3-Series equivalent in their model range.In Mazda’s case it’s the ‘6’, and it has worked a treat, attracting buyers who either can’t afford a BMW or want something different as the blue and white spinner has become a little too common for some.There is more than a hint of the BMW in the Mazda’s shape, but hey if it works why not borrow it. The borrowing stops when you get the front end, which has the Mazda badge and unique Mazda grille where the Beemer’s kidneys would normally reside.Begged, borrowed, or simply stolen it matters little as the ‘6’ is a good looking car with lithe sporting lines and a stance that suggests it has plenty of sporting potential on the open road.Underneath it sports double wishbone front suspension with a multilink independent rear set-up that gives the ‘6’ sporting handling with impressive response although the ride can be considered hard and little harsh in a normal four-door.The 2.3-litre four-cylinder double overhead camshaft 16-valve engine is a gem; it loves to be revved when it responds with throaty encouragement.Peak power is 122 kW at 6500 revs with maximum torque of 207 Nm at 4000 revs, an indication that it is meant to be revved.Mazda offered a choice of a sweet shifting five-speed manual gearbox and a four-speed automatic transmission.When pressed to perform the ‘6’ would race to 100 km/h in 10 seconds and required 17 seconds for the standing 400-metre sprint. Its top speed was just on 200 km/h.Power rack and pinion steering was standard along with four-wheel discs and ABS anti-skid brakes.Mazda offered an extensive range of models with sedan, hatch and wagon body styles in Limited, Classic, Luxury and Sports variants. All were well equipped, from the entry-level Limited sedan right through to the zippy Sports hatch.The Limited came with power windows and mirrors, full instrumentation, remote central locking, tilt adjustable steering wheel, immobiliser, air-conditioning, cloth trim and CD sound with four speakers.Add alloy wheels, trip computer, auto air, velour trim, leather wrapped steering wheel, cruise, and a CD stacker with six speaker and you had a Classic.Tick the Luxury box and you also got a sunroof, leather trim, power driver’s seat, and Bose premium sound with seven speakers.The Luxury Sports hatch got all of that plus front fog lamps and fold-flat rear seat.When buying a nearly new car you should approach it much like you would if you were buying new.The oldest Mazda 6 is now only four years old so you’re looking at a car that is really in the prime of its life, barely run in. If it appears knocked about or neglected in any way walk on, there are plenty more out there to choose from.Mechanically there is little to go on so far, the majority of complaints about the Mazda 6 relate to brake wear which while high is no higher than any other modern car. You have to get used to machining discs by 30,000 km and replacing them at 50,000-60,000 km.Check for a service record, which will become important when you come to sell later on.With such a new car check for the things that will affect its value, things like small dings in the body, tears or marks on the interior trim, scrapes and gouges on the alloy wheel rims. They’re the things that detract from the newness of a car that still has the new feeling.When test driving make sure the engine runs smoothly and pulls without hesitation, the gearbox changes gear smoothly without any jerking or hesitation, there are no vibrations as the speed increases, and no noises that can’t be explained.An agile chassis with responsive steering, powerful four-wheel disc brakes with anti-skid control and a zesty engine give the ‘6’ driver every chance of avoiding a collision.Dual front airbags with seat belt pretensioners provide a good level of crash protection in the LImited and Classic models, while the Luxury and Sports models also boasted the protection of side and curtain airbags.Before buying his Mazda 6 Steve McCormack had driven Falcons or Commodores to get the interior space needed to accommodate his 195 cm frame. The car he bought was in as-new condition with a mere 30,000 km on the odometer. He says it has plenty of headroom, rear seat room and boot space, and he likes the Mazda’s looks, its comfort and performance. His only gripes are the noise when accelerating and the steering, which he feels is vague.Tony Morgan has owned his Mazda 6 wagon for 12 months and loves everything about it. His highlights are the six-stack CD, steering wheel controls, computer readouts and the feeling of class and comfort. He says the six air bags, anti-skid brakes, and precise handling make it a fun, safe car to drive. He averages 8.6 L/KM and says he’s no light-foot! The Mazda 6 has plenty of get up and go, with a great exhaust growl in the upper revs! Also the tiptronic gearbox, so much fun on the Great Ocean Road! Service and spare parts are reasonable and the car has run faultlessly.Julie Torcasio has loved the Mazda 6 from the day it was released. She took delivery of a 2003 Classic hatch in 2004 which has now done 23,000 km. She says it’s her perfect car, a little bit sporty, but not too big or expensive to run.• Mazda’s new found ‘zoom, zoom’• sweet revving engine• great engine growl• agile, responsive handling• sporty stylingGreat looking sports sedan with lots of zip, responsive handling and good resale potential.

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

In the 1980s carmakers reckoned badge engineering was the key to success, and in some case survival. Model sharing was rife, with Toyotas badged as Holdens, Hondas as Rovers, and Mazdas as Fords.Ford and Mazda formed an alliance, with Ford acquiring a financial stake in the Japanese company, and many of Mazda’s models were ‘badge engineered’ and appeared in Ford showrooms.Among them was the Telstar, Ford’s remake of the Mazda 626, which was on sale at the same time in Mazda showrooms.MODEL WATCHMazda introduced the new front-wheel drive 626 in 1983 to some high praise, winning many friends and a number of awards.While the Mazda was imported Ford built a slightly different version locally, and it too won its share of friends among local car buyers.It was a good looking car, nicely equipped, and came in four-door sedan and five-door hatch versions in both ranges, with the Mazda also offered as a coupe.Power was from a single overhead camshaft four-cylinder engine, which had a carburettor and put out 70 kW and 158 Nm. Buyers could choose between a five-speed manual gearbox or three-speed auto.The base 626 had manual steering and there were a few complaints about the steering effort needed, particularly when parking. Other models, however, had power steering, as well as air-con, cruise, power windows and mirrors, and central locking.It was much the same story over at Ford dealers where you had to put up with manual steering on the base model GL, when the Ghia not only got power steering, but also power mirrors and windows, and radio-cassette sound.A 1985 update brought better ride and handling, improved brakes, and a new dash, with power steering an option on the base models. Another update in 1986 brought with it engines able to run on unleaded fuel.IN THE SHOPAs with any car of the age of the Telstar/Mazda 626 it’s vitally important to approach them with care and your eyes wide open.If they’ve been in regular use since the mid-1980s they will have accumulated well in excess of 200,000 km, some will have done more than 300,000 km, and that generally means trouble is never far away.The best policy is to search for a well kept car with low mileage. One that has a service record that tells you it has been regularly serviced.Walk away from any car that looks as though it has been parked under a tree all its life, has bumps and scrapes on all panels, the seats are ripped and torn, and its oil is black and thick.Look for oil leaks around the engine, particularly from the rocker cover, and perished radiator hoses which can lead to problems if they fail on the job.Make sure all accessories work, power windows and the like can be expensive to fix if they’re not operating.Checking for evidence of a crash is even more important with older cars as the likelihood they have been in a crash is high.Have someone drive the car down the road, back and forth and carefully watch to see it tracks straight and true.Carefully inspect all panels for imperfections, colour mismatches, and varying gaps. Open and close all doors, hatches and bonnet and observe for smooth operation.Finally look for rust, particularly around the rear and side windows.IN A CRASHWell before the advent of airbags occupants in the Telstar/626 have to rely on much more rudimentary protection systems in a crash.Of primary importance are the seat belts, and these should be checked for function and any sign that the belt webbing has deteriorated. It’s really a good idea to replace the belts to be sure you’ve got the best protection possible in a crash.The Telstar/626 was rated on average with the fleet norm in terms of protecting its occupants, but better than the average when it came to protecting the occupants of the other car involved in the crash.OWNERS SAYNeville Kretschme has owned his 1985 2.0-litre manual Telstar GL since 1987 when he bought it with 75,000 km on the clock. It has now done 158,660 km, low for its age, and remains in excellent condition. Overall it has been reliable, Neville having replaced a head gasket, alternator, exhaust system, brakes, rear shock absorbers and a radiator.Lyndall McLean drives the Telstar auto sedan his mother bought new in 1986. It now has 170,000 km on the odo and has been reliable and cheap to run, his only complaint being the heavy non-power steering. Apart from normal services Lyndall has replaced one drive shaft boot, an ignition module, exhaust system, a couple of oil seals and a water pump.Anthony Jones owns a 1985 Mazda 626 Super Deluxe hatch that’s done 210,000 km and it still runs like clockwork. It gets around 9.0 L/100 km on unleaded fuel, is reliable and handles well although he says the suspension is a bit hard and choppy.LOOK FOR• Economical to run• Overall quite reliable• Rust around rear and side windows• Comfortable ride• Reassuring ride and handling• Low odo reading• Verifiable service record• Evidence of crash repairsVERDICTCheap reliable transport for young drivers if you can find a low mileage well cared for example.RATING60/100

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.

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