In the ninth decade of the 20th century, Mazda had it well thought out. The common models 121, 323 and 626 were intended for the common people who wanted more, had the opportunity to reach for the luxury cars Xedos 6, and especially the Xedos 9. And for those who did not need space and at the same time wanted to keep operating costs at the level of the aforementioned touring models, could choose the smaller MX-3 coupe, based on the 323 series, or the larger reviewed MX-6 coupe, which for a change was technically based on the successful round Mazda 626 GE series. The former dream of the emerging business sphere in post-communist Czechoslovakia.
Look for bigger
The Mazda MX-6 was powered by only two power units throughout its production period. A smaller gasoline two-liter four-cylinder engine with an output of 85 kW and the largest version of the well-known aluminum six-cylinder Mazda K series with a volume of 2.5 liters. The former policy of the Czech importer of Mazda, the Auto Palace company, was such that it decided to offer only a larger engine in the handsome coupe on our market. We also recommend looking for it, because with it you will not only get more dynamics, but above all a much more engaging ride.
The output of 123 kW at 5600/min as well as the maximum torque of 217 Nm at 4800 revolutions per minute is no longer impressive today. But this coupe is not just about dynamics. The engine still fascinates today with its sound, reminiscent of a turbine, but especially the largest version, thanks to large cylinders and a longer stroke, runs significantly better at low and medium speeds, which is also contributed by the original filling system using the VRIS (Variable Resonance Induction System) cylinder resonance filling effect and whose the basis is a pair of pneumatically controlled flaps. Forget about such flexibility in the smallest version of the 1.8-liter engine for the smaller MX-3 coupe, however it also uses the VRIS system. The average two-liter from the 323F BA or both xedos is noticeably better, but it does not have two and a half. The latter is clearly the most successful of the former K-series six-cylinders (the rare special version of the 2.3 MCE with a Miller cycle and a Lysholm compressor was only in the Xedos 9).
However, the MX-6 was never strictly a sports car. For that, it would need a stiffer body, but also a sportier chassis. With a smaller emikstroika, you will have much more fun in the corners, but traveling with it for longer distances requires a considerable amount of denial and fandom. Just the extremely light gears. Even today, you can travel across Europe in the MX-6 without experiencing any discomfort. Even today, the car still offers low noise thanks to the sensibly chosen five-speed gearbox, solid comfort is provided by the really excellent size front seats, which contrast sharply with those in the original MX-3 (it was better since the modernization). You only have to travel with a maximum of two. In the back, it’s so for small children, even for short trips. However, compared to the original 626, the MX-6 is even sharper, because, on the other hand, its American sibling Ford Probe 2nd generation (both cars were made on a parallel line) seems sharper, but at the same time it is not as pleasant for longer trips.
The closest thing to the character of the MX-6 is the Opel Calibra, which was also not very sporty and also offered a six-cylinder engine. And it had its basis in the middle class model (Vectra A). Nevertheless, it can be said that the Mazda coupe offers better driving characteristics, and especially handling. And that’s thanks to the chassis.
Something is from 626
The MX-6 chassis was quite advanced for its time. At the front, the manufacturer used a modified McPherson strut with a bizarrely twisted front axle, at the back, a solution that all larger Mazdas from the 80s and 90s had in various variations, namely the TTL (Twin Trapezoidal Link) suspension. It was essentially a three-element suspension, where on each side a pair of parallel transverse arms was complemented by one longitudinal one.
The press of the time may have criticized the excessive similarity with the 626 GE model, but today we can consider it an advantage. “Thus, not only the arms of both axles fit the 626, but also the two subframes or, if you prefer, the axle box,” Miroslav Dufek, whose company Audo Dufek in Měchenice, just outside Prague, has been specializing in Mazdas for years. For example, a complete exhaust can also be used from the popular mid-range Mazda. The listed parts can still be found today without any problems at many general spare parts dealers.
It’s worse with original parts. For example, the bodywork was completely unique with side doors without frames or a short trunk lid. Nothing was taken over from the 626, except of course some supporting parts, for example the stringers in the engine compartment.
Unlike the aforementioned caliber, whose interior is completely identical to the Vectra A and therefore not very attractive, the MX-6 received a completely original and still attractive cabin. Perhaps only the instrument panel is the same as in the 626. Today this is a huge problem, which also applies to other components, for example the mandatory door seal, which can fall apart after years, is a pain in the ass when finding a new one. And you won’t buy anything at the junkyard, because the MX-6 is already very old, which also applies to the 626 GE.
Unfortunately, you will definitely need the bodywork parts over time, because, as you can probably guess, corrosion is a problem. In this case, the reason is only age, as Mazdas from the 90s had a solid level of rust protection, and thus resisted rust significantly longer than models produced after 2001, when the manufacturer began to skimp on corrosion protection. So what rusts most often? According to Miroslav Dufek, the edges of the mudguards (especially the rear ones), the edges of the doors and the hood, but unfortunately also the thresholds and the floor in the rear, are the first to rust. And years later, unfortunately, also the beams. Corrosion of technological parts that have not undergone additional protection by a careful owner is quite typical. These are wheel suspension parts (axles, arms), but also various metal parts in the engine compartment (screws, clips, clamps and others). In essence, we can say that many things can be ripe.
When looking for an MX-6, it is absolutely necessary to buy the best-preserved piece that you find in the ad. Thinking that you will put the car back together is a challenge and maybe an adventure for some, but it is better not to get into it.
Why isn’t he so quiet?
Therefore, the main enemy of today’s rare Mazda is body corrosion. But what about mechanics? While the chassis is quite problem-free, including parts, the engines, especially the recommended six-cylinder, require regular service for longer survival, but also some knowledge of its specifics. The engine is all aluminum with cast steel cylinder liners. “Mazda six-cylinders from the K series are quite susceptible to careless handling. They also quite commonly show increased oil consumption, so if you don’t check it regularly, one day the engine will seize up. The level sensor is missing, the red oil light set to low oil pressure only lights up when the engine is already knocking like a bell. It’s possible to repair a six-cylinder, but it’s definitely not cheap.” says Miroslav Dufek. Unfortunately, this is not the only problem. “You can also encounter baked piston rings. This happens if someone starts the engine cold, or on the contrary does not let it cool down after a brisk drive, similar to turbocharged engines. adds Dufek.
In order to survive longer, the engine requires the owner to adhere to certain principles, which was already the case with new cars, and naturally even more so today after many years.
Many of these six-cylinders are no longer as quiet as they were when new. There can be surprisingly more reasons. If knocking, or rather clicking, comes from the cylinder heads, the cause may be clogged hydraulic valve lifters. This is a very common problem with engines from the 1990s, and the main cause, in addition to poor maintenance, is also the use of increasingly thinner oils, which many people prolong their changes.
If the tappets do not work as they should, and therefore do not limit the clearance, this can result in fatal problems in the form of wear of the cams or burning of the valve seats. In the case of the six-cylinder Mazda, however, the so-called friction springs, which define the clearance in the teeth of two adjacent timing wheels (one for the intake, the other for the exhaust camshaft), which are in constant engagement with each other, start to knock earlier. This is a so-called scissor (seasers) transmission, widely used by other Asian engine brands in the 90s. Its advantage is ensuring very quiet operation, that is, if it works as it should.
Another specific defect for six-cylinder engines is leaking head covers. At first glance, this is a problem that can be solved cheaply, but only until you find out that it leaks much more often in the rear row of cylinders. Since it is further from the bow, and in addition, there is a complicated intake through them, disassembling the lid together with replacing the seals will take even an experienced mechanic several hours of work.
The biggest problem is…
… Mazda MX-6 can be found at all. At the time of writing the article, there were two pieces in the Czech advertisement. Both with six cylinders. We then found three in European advertising, but all with a smaller two-liter.
The disadvantage of the Mazda is the fact that, unlike the vast majority of competitors from that time, its price does not increase much. You can buy really nice cars for prices around one hundred thousand crowns, which is affordable and contrasts sharply with the prices of some competitors, which sometimes seem utopian. The reason for this is the low public awareness of the model and also the fact that, even when new, this car did not impress many customers. For example, the smaller MX-3 coupe sold better.
Service advice
Both engines have a timing belt. Change it after driving 100,000 km, it is not fixed in time. The pulleys should also be changed with the belt every second change, the condition of which can be evaluated by a knowledgeable mechanic. Change oil SAE 5W-30 or 10W-30, API SG after 10,000 km or after a year, although Mazda prescribed after 15,000 km or after a year. Especially important for a six-cylinder. Limitation of valve clearance is hydraulic.
A glitch that immobilizes you
All the defects and problems described above are annoying, but the car usually does not stop, that is, unless you seize the engine due to a small amount of oil. A specific glitch that can completely immobilize you is hidden in the distributor. It works with two optical sensors with a coil. “If the low speed one fails, you won’t start the engine. It’s better if the high speed sensor goes out of service. Then you start the engine, only it won’t turn over.” explains Dufek. If you use the overhaul, the repair of the distributor will cost some 5,000 to 6,000 crowns. “The six-cylinder is also sensitive to spark plugs. They get along best with the Japanese Denso or NGK. Who uses a Bosch, even if it is a prescribed tear-off???!!!, can face irregularities in the operation of the engine.” concludes the talk about the MX-6 Dufek.
