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Sixth-generation Mazda 626 sedan Overview Manufacturer Production 1970–2002 Body and chassis (1970–1987) (1987–2002) Chronology Successor The Mazda Capella is a that was manufactured by from 1970 to 2002. Sold in the under the Capella name, the vehicle was also commonly known in other major markets as the Mazda 626., Mazda's partner at the time, would also use the Capella platform to create the.
4,345,279 of the 626 and Telstar models were sold worldwide. Designed to compete against Japanese mid-size stalwarts such as the, and, the Capella would be succeeded by the (Atenza) in 2002. The car was named after, the brightest star in the, the in the night sky and the third-brightest in the northern, after. Hatchback (pre-facelift) For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. In this generation, there was no station wagon version in this line-up. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead.
Both were slightly narrower than the export 626 saloons and hatchbacks to meet Japanese tax restrictions. Built on the, the hatchback-only MS-6 was launched under the brand, as a separate car from the sedan-only Cronos, as Mazda was at the beginning of an ambitious five-brand expansion plan of doubling sales. Including the (sold at Japanese Ford dealerships called Autorama), the coupe, and the, a total of five cars were spawned off the same platform, launched under four different brands in Japan over a two-year period. All of these models ended their production run prematurely, most likely due to the difficulties involved in promoting so many new nameplates as the Japanese economy began to feel the effects of the recession resulting from the from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two.
![Oshibok Oshibok](http://auto-guardian.ru/video/image/st19.jpg)
The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, used a car's width as a key determinant. The Cronos and its siblings all exceed the critical 1,700 mm (66.9 in) level in width. The series GE platform shared the same width dimension as the luxury brand and, sharing the 2.5-liter V6. Moving in accord with early-1990s, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the. This car was introduced in 1994 as the new sedan.
Export Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. European sales of the new 626 began in January 1992. The 626 was again magazine's for a second time in 1992. The European (E-spec) and Asian (JDM) models had many differences versus the North American (A-spec) models. These include: raised turn signal side markers vs the A-Spec flush mounted side markers, small fog lights with silver bezels vs the A-Spec full fitting fog lights, different interior cloth patterns, projector headlamps (glass lenses), a 1.8-liter FP engine, and a hatchback model. Europe also received a diesel-engined version, using the 'Comprex' pressure-wave supercharged RF engine seen in the previous generation JDM Capella. Power in Europe is 75 PS (55 kW) ECE at 4000 rpm, while the Japanese model claims 82 PS (60 kW) JIS at the same engine speed.
European models were also available in a model with four-wheel steering until a mid-1994 lineup adjustment. This was only offered in the hatchback with the 2.5-liter V6 and a manual transmission and not many were sold. For the first time for a Mazda, the 626 began manufacturing in the US at on 1 September 1992 for the 1993 model year.
The car was originally known as the '626 Cronos' in Canada, but dropped the Cronos for the 1996 model year. Mazda's 2.5-liter debuted to rave reviews. Though the 626's manual transmission was highly regarded, four-cylinder 626s from 1994 onwards used the automatic transmission (designated by Mazda as LA4A-EL), which was an attempt to solve some of the 1993 model's transmission related issues. The CD4E was manufactured in Batavia, Ohio under the partnership name of, a joint venture between Ford.
![Oshibok Oshibok](https://etlib.ru/Templates/storage/q_a/Maslo/Mazda/b6aa15519b.jpg)
It wasn't until a few years after the fourth generation of the Mazda 626 was produced that it became known for its extremely high failure rate, thus making the change in 1994 to the CD4E an irrelevant one. It is widely known to transmission specialists that the CD4E overheats due to a poorly designed valve body and torque converter. Mazda issued a couple of (0400502, 01598, 003/97K, 006/95) regarding the transmission and torque converter. Dealerships were briefly instructed to install an external transmission cooler, but at cost to the owner and only if requested.
The CD4E was produced until 2008 at Batavia. No recall was ever issued for a single year of the CD4E, causing a loss of confidence from the general public in years to come. In 1994, a passenger side airbag was added, whilst some models of the 1994 and 1995 Mazda 626 2.0L automatics were outfitted with Ford's EEC-IV diagnostic system.
In North America, the V6 spread to the LX trim in addition to the leather ES trim. New for 1996 and 1997 models were a redesigned hood (raised center portion), chrome grille fairing (attached to the hood), and the introduction of the on Board Diagnostics II revision (OBD-II). In Colombia the car was named 626 (Japanese for 'holiday') to differentiate from the past version that was sold at the same time. Mazda New Zealand assembled this generation for four years with few changes. Ford's variants (since 1987 all built in the same Ford-Mazda joint venture Vehicle Assemblers of New Zealand (VANZ) factory in Wiri, South Auckland) had minor styling and equipment differences (the top Telstar hatchback had an electric sunroof) and anti-lock brakes were now standard on some models, for which factory engineers had to build a special test rig at the end of the assembly line. These were also the first 626/Telstar models to have factory fitted air conditioning, though only standard on the top Limited (626) and TX5 XRi (Telstar) five-door hatchbacks. Japan (CG; 1994–1997) CG Overview Also called Production 1994–1997 Assembly Japan: Body and chassis 4-door Powertrain 1.8 L 2.0 L I4 5-speed 4-speed Dimensions 2,610 mm (102.8 in) Length 4,595 mm (180.9 in) Width 1,695 mm (66.7 in) Height 1,395 mm (54.9 in) As explained above, the Capella label in Japan was only used after 1991 for the lingering GV series wagon and van.
This changed when the new, more compact CG series Capella launched in August 1994. It was built on the designed for the upscale. This vehicle lasted only until 1997, and the Capella name returned to the G platform at this time. Available only with a four-door saloon bodywork, it received 1.8- or 2.0-liter. The slightly reduced width dimension of this series was due to the fact that the Japanese Government taxes exterior dimensions and engine displacement that exceed.
This factor is a key component in all vehicles sold in Japan, and this generation vehicle was introduced so as to encourage sales of the Capella against rival Japanese products. Another factor was that Japan was entering an economic recession due to the effects of the ', and all Japanese industries were experiencing a decline in manufactured products. The sporting models of previous Capellas were now sold under other nameplates, and the CG received 115 PS (85 kW) in 1.8 form and 125 PS (92 kW) in the 2.0-liter.
Four-wheel drive was available with the larger engine only. Equipment levels were Li-S, Li, and Gi for the 1.8. The 2.0 was sold as the Zi or as the Fi when equipped with four-wheel drive. In August 1997 the Capella was replaced by the new GF model, which was the same as the 626 outside of North America. Hatchback (facelift) North America (1997–2002) The North American market 626, introduced in 1997 for the 1998 model year was different from those sold in other countries.
The Michigan-built 626 resembled its predecessor, lacking the aggression which could be seen in the 626/Capella as built for the rest of the world. It was also considerably larger and heavier. LX and ES models were available, with both 2.0L and 2.5L V6 engines. Unusual amongst its competitors, the V6 was available with a manual transmission.
From 1998 through 1999 the 626 was given an engine overhaul to give it better pedal feel. However, as most car reviews attested, it is a bland vehicle with softer handling and fewer features than the 1993–1997 version. Here is one such quote from Edmunds: 'A bland, bread-and-butter sedan that's not big enough for families and not sporty enough for enthusiasts.' Along with a nearly invisible facelift, front side airbags were new options for 2000, as were larger wheels, four-wheel discs, and rear heat ducts. The four-cylinder engine was also upgraded by 5 hp (3.7 kW). The final Mazda 626 rolled off the Flat Rock, Michigan assembly plant on 30 August 2002 but in Colombia they were still being produced until 2006. Model Years Engine Power Torque Base 1998–1999 2.0 L I4 125 hp (93 kW) 127 lb⋅ft (172 N⋅m) 2000–2002 2.0 L I4 130 hp (97 kW) 135 lb⋅ft (183 N⋅m) V6 1998–2002 2.5 L 170 hp (127 kW) 163 lb⋅ft (221 N⋅m).