Mazda MX-6
Overview
Manufacturer	Mazda
Production	1987–1997
Assembly	Japan:Hiroshima/Hofu United States:Flat Rock, Michigan (AAI)
Body and chassis
Class	Mid-sizesports car
Body style	2-doorcoupé
Layout	Front-engine, front-wheel-drive
Platform	Mazda G platform
Related	Mazda Capella Ford Probe
Chronology
Predecessor	Mazda 626 coupé (GC)

TheMazda MX-6 is afront-engine, front-wheel-drivecoupé manufactured and marketed byMazda from 1987 to 1997 across two generations.^[1]

Mechanically identical to theFord Probe, theCapella/626 and its hatchback platform mate, theFord Telstar, these cars shared theGD (1988–1992) andGE (1993–1997) platforms. The MX-6 replaced the 626 Coupé, although it continued to share the same chassis.

The MX-6, 626, and Ford Probe were manufactured atjoint-venture plants either byAutoAlliance inFlat Rock, Michigan, for the North American market, and by Mazda Japan for Asian and European markets.

First generation
Overview
Model code	GD
Also called	Mazda 626 Coupé Mazda Capella C2
Production	1987–1992
Designer	Hiroshi Yamamoto (1985)
Body and chassis
Related	Mazda Capella/626 (GD) Ford Probe
Powertrain
Engine	1789 ccF8I4 1789 ccF8DOHC I4 1998 ccFE I4 1998 ccFE-DOHC DOHC I4 2184 ccF2 I4 2184 ccF2Tturbo I4
Transmission	5-speedmanual 4-speedautomatic
Dimensions
Wheelbase	2,515 mm (99.0 in)
Length	4,495 mm (177.0 in)
Width	1,690 mm (66.5 in)
Height	1,360 mm (53.5 in)

The first-generation MX-6 appeared in 1987 and lasted until 1992 in the United States. In some markets, the model years were from 1987 to 1991. It was based on a series of futuristic sports compact concept cars of the early 1980s. It was a large coupé, based on theMazda GD platform, and was powered by theinline-fourMazda F engines. It used the Mazda G4A-EL four-speed electronic-shift automatic transmission.

The US market made use of theF2 2.2-liter engine, with the base engine producing 110 hp (82 kW). Theturbocharged option produces 145 hp (108 kW). European and Japanese market versions were shipped with either the 1.8 LF8 or the 2.0 LFE orFE-DOHCDOHC engines.

The MX-6 was produced with two transmission options, a five-speed manual transmission or a four-speedautomatic with overdrive. The MX-6 was known to be a very reliable car, mechanically.^{[citation needed]}

This generation was available in several trim levels, which differed depending on the market in which the vehicle was sold. In the United States, the MX-6 was available inDX,LX,LE, andGT trim levels:

• DX was the "bare bones" model, offering the base 110 hp (82 kW) and 130 lb⋅ft (176 N⋅m) F2 2.2 L engine and few options, but most MX-6s sold in the US were equipped withair conditioning.
• LX added power windows, power locks, and power mirrors, as well as an optional electricmoonroof.
• LE was a rare "Luxury or Leather Edition" model that was the same as the LX, but included leather seating surfaces and a leather-wrapped shift knob on manual transmission-equipped vehicles.
• GT included all options from the LX, but also stepped up to theF2T 2.2 Lturbocharged,intercooled engine, which put out 145 hp (108 kW) and 190 lb⋅ft (258 N⋅m) of torque delivering a significant performance boost. It also had four-wheel disc brakes withABS as optional, and three-way electronically adjustablesuspension, dubbed AAS.

In 1989, Mazda offered a special four-wheel steering (commonly abbreviated 4WS) option on MX-6 GTs destined for the U.S. This system consisted of an electronically controlled rear steering rack that turned the rear wheels opposite to the fronts at low speeds to improve cornering, and turned the rear wheels with the fronts at high speeds to improve highway lane change maneuvering. This option was available through all years for GT models in other markets.

European specification vehicles shipped as the626 Coupé and commonly received either the 1.8 LSOHC F8 or 2.0 L SOHCFE engine inGLX models, or the 2.0 LFE-DOHC engine in theirGT models. 4WS was a common option for European 626 Coupés. Australian vehicles were almost always equipped with the 2.2 L turbocharged F2T engine as the US models, as well as 4WS. They also carried the MX-6 name of the American models.

Japanese specification vehicles were shipped as theCapella C2 and were available in several trims, most notablyGT-R (FE-DOHC and 4WS),GT-X (FE-DOHC and AAS), orGT-S (F8 and 4WS or AAS). In other parts of East Asia, the MX-6 name was also used.^[2]

New Zealand received vehicles in either European or Australian specification, selectable on order. As such, New Zealand-market GTs can have either theF2T 2.2 L turbocharged engine or the FE-DOHC 2.0 LDOHC, with optional 4WS.

Second generation
Overview
Model code	GE
Also called	Mazda MX-6 Mystère (Canada)
Production	1991–1997
Designer	Yasuo Aoyagi (1989)
Body and chassis
Related	Mazda 626/Cronos/ɛ̃fini MS-6 (GE) Mazda Xedos 6/Eunos 500 Ford Probe
Powertrain
Engine	2.0 LFS-DEI4 2.0 LKF-ZEV6 2.5LKL-DE/KL-ZE V6
Transmission	5-speedmanual 4-speedautomatic
Dimensions
Wheelbase	102.8 in (2,611 mm)
Length	177.5 in (4,508 mm)
Width	68.9 in (1,750 mm)
Height	51.6 in (1,311 mm)
Curb weight	2,775 lb (1,259 kg)

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Mazda launched the second generation MX-6 using theGE platform, shared by the 626 and Ford rebadged cars, theFord Probe and theFord Telstar.

It was released in three distinct variants worldwide, known as A-spec, E-spec, and J-spec, which relates to their destined markets – U.S., Europe, and Japan, respectively.

The A-spec variant for the North American market was manufactured alongside the Ford Probe andMazda 626 from 1992 as a 1993 model byAutoAlliance International inFlat Rock, Michigan. Three trim levels were available on the A-spec models:

• RS – Base model, fitted with theFS-DE 2.0 DOHCI4 engine, making 118 hp (88 kW).^[1]
• LS – Luxury model, fitted with theKL-DE 2.5 DOHCV6 engine, making 164 hp (122 kW). It was also equipped with alloy wheels, a low rear spoiler, an optional CD player, foglights, and leather or cloth interior.^[1]
• LS M-edition – A special edition based on the LS, including different, all-red tail lights, chrome scuff plates, an in-dash three-disc CD changer, gold alloy wheels (same design as LS), all gold badges, and M-edition embroidered on the front seats and floor mats. M-editions only came in three paint colors: a trim exclusive burgundy, black, and white. All had cream leather interiors and special gold pinstriping. The A-spec models never received 4WS.^[1]

In 1995, the second generation MX-6 was refreshed with different five-spoke alloy wheels, and emissions changes. Another major change after 1995 was the addition of OBD-II to the car. With this addition, the 164 hp (122 kW) was decreased to 160 hp (120 kW) for every year thereafter. Known as the "GE2", this model ran until 1997. Unlike the first generation, the second-generation MX-6 only had one model with a different moniker – the Canadian MX-6 Mystère.

Built from 1991 in Japan, for Australia, New Zealand, and Europe, compared to the A-spec, the E-spec has different headlights (a two-piece projector setup giving far greater lighting) and taillights, different front and rear bumpers, fog lights, wing-mirrors (power and heated), steering wheel, interior trim, and alloys as standard. The side indicator lights were mounted behind the front wheels, and no corner bumper lights were used. It also came with optional air conditioning and leather interior (standard from '96), and the MX-6's main act – the 4WS system (not available in the UK). The engine was the same as the U.S. version (although not limited by lower-octane fuels) – the KL-DE 2.5 DOHC V6 engine, making 165 PS (121 kW) and with the higher octane fuels used in Europe as standard, slightly lower mileage but with greater performance.

In Australia, the MX-6 was released in November 1991. Only one trim was available. Equipped with the KL-DE 2.5 DOHC V6 engine, sunroof, 4WS, etc., with the only remaining options being leather and electric seats. September 1994 was the release of the GE2 update model. Like Mazda Australia did with the GD2, now two choices were available – the 4WS, all-options MX-6, or the 2WS version. They both had new wheels, interior trim, and steering wheel, but only the 4WS version got the sunroof, CD player, leather (which actually only became standard in late '96), and the digitalclimate control. The MX-6 lasted until 1997, with the last few rolling out of dealers in 1998. The last one rolled off the assembly line on June 20, 1997.

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This version was also released in 1991, and is very similar to the E-spec (as they are built in the same place), but with minor changes. The version sold in Japan was exclusive to Japanese Mazda dealerships, and was notbadge engineered and sold at otherMazda Japanese dealerships, unlike the MX-3, the MX-5, and the RX-7 coupes. One-piece headlights were fitted, with indicators incorporated in the fog light housing, as well as a different rear bumper with smaller registration plate cutout, similar to the A-spec. Almost everything was an option, but the 4WS was available, as well as the digital climate control, electric folding mirrors, larger centre console, and of course, theMazdaspeed body add-ons – a subtle lip kit with Supra-style high-rise rear spoiler.

Engine choice was the KL-ZE 2.5 DOHC V6 making 200 PS (147 kW), a high-compression version of the KL-DE, or theKF-ZE 2.0 DOHC V6 making 160 PS (118 kW); all of the K-series engines in the MX-6 were based on the same engine block and included those found in the Ford Probe, Xedos 6, and MX-3 V6 models. The KLZE had about 40 more horsepower than the KLDE versions for a few reasons. Although the displacement was the same, the KLZE had more durations on the cams, higher compression due to a different shape of pistons, and the intake manifold was different on the ZE. The KL-ZE intake manifold runners were shorter and wider than the KL-DE manifold. Also, the heads on the KL-ZE were ported and shaped differently. Not only was the ZE higher in compression, but it was also a higher-revving engine. The only flaws in the KL-ZE design were the weaker valve springs on the intake valves. This is usually corrected by using the KL-DE springs, keepers, and retainers which are stronger.

Four-wheel steering was used from 1987 to 1998 on both MX-6 GT and GE models. Four-wheel steering (4WS) was available on both the first-generation and second-generation MX-6 models, although the North American market only received it for the 1989 GT model. South African MX-6s never received 4WS.

According to Mazda, the system provided:

• Superior cornering stability
• Improved steering responsiveness and precision
• High-speed straight-line stability
• Notable improvement in rapid lane-changing maneuvers
• Smaller turning radius and tight-space maneuverability at low vehicle speed range

The system electronically controlled a rear rack that was behind the rear wheels. At low speeds (up to 35 km/h), the rear wheels move in the opposite direction from the front wheels, aiding parking and U-turns by lowering the turning circle. Above these speeds, the rear wheels move in the same direction as the front, meaning control during high-speed maneuvers such as lane changes or cornering was improved. Either way, the turning angle of the rear wheels was slight at just 5°, a measurement Mazda determined to be optimally effective and natural to human sensitivity.

• When the engine is turned off, the rear wheels straighten up. They change back to the angle of the front wheels when the engine is restarted. This is caused by the 4WS control unit powering down, and the fail-safe system overriding the rear rack.
• If the system ever faults, as a fail-safe, the rear wheels lock straight to allow the vehicle normal 2WS functionality.

On 16 October 2018, Mazda filed a trademark application with the Japanese Patent Office for the Mazda MX-6 nameplate which can be used for "automobiles and parts and accessories thereof," hinting that the manufacturer may release a new generation MX-6 in the near future.^[3][4][5]

• Patrick Bedard. "Mazda MX-6 LS".Car and Driver (August 1992):55–59.
• Mazda Australia 4WS explanation and history

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