626 —THE RIGHT FORMULA FOR MAZDA’S FORTUNES
Four decades ago, the 626 was making quite an impression in New Zealand
Mazda’s second generation 626 from the late ’70s is fading into obscurity now, yet it did much to strengthen the image and appeal of a growing Japanese brand. Promoting it as a ‘driver’s car’ may have been drawing a long bow, but the easy manners and well-balanced styling soon won people over and expanding sales helped the brand bounce back following the financial pain of the rotary adventure.
A rear-driven, live-axled Ford Cortina competitor, the CB series Mazda was labelled Montrose in Britain when the distributor advertised the car as ‘the Cortina replacement is already here’. The 626 launched in New Zealand in July 1979 to wide applause and a strong endorsement from the media, and local assembly struggled to meet demand. It was also offered in two-door coupe form but only fully built-up from Japan, with a requirement for an overseas funds deposit.
In addition to Auckland, the 2-litre 626 sedan was also assembled in Indonesia and, of course, Mazda’s head factory in Hiroshima. Base four-speed manual models retailed for $9,650, with the automatic at $10,240, while the high specification Limited ($10,450) had the bonus of a fivespeed manual transmission. When the final units were assembled in February 1981, the entry level 626 was $11,650 and the Limited an extra $1,100.
The facelift model was last assembled here in July 1983, by which time the four-speed was $14,497, the auto $16,222, and the Limited Anniversary $16,425. A cassette tape deck, fog lamps, and alloy wheels distinguished the Anniversary version celebrating a decade of local Mazda assembly.
Pricing was kept competitive, thanks to a significant rationalisation programme. In late 1970 Toyo Kogyo was producing no fewer than 11 ranges of Mazda car models. Three years later that had slimmed down to just five — the 323, 626, 929L, RX5, and RX7. Waiting lists grew in 1979, frustrating dealers and customers. There were CKD shipping delays from Japan and the Otahuhu plant had difficulty rebuilding its depleted labour force. Kiwi sales of the CB 626 reached a high of 2109 in 1980 before declining to 1581 the following year, and 1348 in 1982 when the 626 was voted Japanese Car of the Year.
LOCALLY SOURCED WOOL
Still, the early 626 had captured good market share and the Limited boasted several extra features, including halogen headlamps, wider wheels, low-profile tyres, driver’s glove box,
safety check panel, and rev counter. Limiteds also had New Zealandgrown wool seat inserts that had first been tried on the Mazda 808 in 1977. Mazda claimed the wool was less prone to picking up dirt than many fabrics and was initially proving extremely hard wearing.
Yet further down the track there was some negative customer reaction to the wool and when the 626 was facelifted in late 1980, it was replaced with velour trim. Spot the facelift model by flush-fitting headlamps, large polyurethane covered black bumpers with bright inserts, wrap around bodywork front and rear, larger tail lights, and lamps detailed in black instead of chrome.
The facelift cars also have better seating, improved ventilation, and a revised fascia, while all versions came with remote control boot openers and cut-pile carpet. Engine noise was also reduced with a redesigned cross-member, but the 1970cm3 4-cylinder MA series engine remained unchanged. The single overhead camshaft unit has an aluminium crossflow cylinder head, developing 66kw at 4,800 rpm, and 155Nm at 2500 revs. This seems a modest output yet the 626 engine torque was higher than any other 2-litre car assembled in New Zealand at the time.
Economy was also strong with the 626 winning the 2-litre class in the 1979 Australian Total Oil Economy Run. A five-speed version achieved 7.84 litres/100 km (36.03 miles per gallon), while a four-speed 626 was just fractionally thirstier.
SWING LOW
Good handling and a comfortable ride were high priorities and Mazda engineers set out to achieve this through a low centre of gravity and ideal weight distribution. They carefully considered positioning of ancillaries like the battery and fuel tank, and even the positioning of small brackets. Passenger floor levels were even evaluated to determine the optimum contribution.
All 626s had split rear folding seats and more rear seat legroom than most medium challengers like the Cortina, Datsun 180B, and Toyota Corona, but could not challenge the spacious frontdrive Austin Princess. The 626 boasted higher gearing and more engine torque than any of its 2-litre rivals and was the first in its class in the local market to have a digital clock.
Extensive wind tunnel testing during evolution of the model produced a highly efficient shape, although this was hardly demonstrated by the pre-facelift open headlight treatment. Windscreen posts are flush — a notable feature at the time — the engine has a partial undertray and the rear window was designed to reduce the trailing vortex, thus reducing drag. Mazda claimed the drag coefficient of 0.42 for the 626 saloon was exceptionally low for the class.
Recirculating ball steering has no power assistance but the slow five turns of the steering wheel from lock to lock mean little effort is required. Many owners initially thought the car had power steering, a consequence of the low reduction ratio when the car ran straight and a higher reduction ratio at parking or slow speeds. Coil springs are fitted front and rear and there are Macpherson struts up front and an anti-roll bar, while the rear suspension comprises trailing links and a Panhard rod.
Spot the facelift model by flush-fitting headlamps, large polyurethane covered black bumpers with bright inserts
BREAKING THE MOULD
In 1979 Paul Frere, one-time prominent Belgian racing driver, a highly respected judge of cars, and chairman of the International Association of Automobile Journalists, praised the 626 after evaluating the car. “The conditions created by the typical fast, but badly surfaced, French secondary roads are among the most difficult to deal with, and for a rigid axle, rear wheel drive car, I don’t think that the ride/handling compromises achieved in the 626 could be much bettered,” said Frere.
At the time he reckoned the Opel Record (which underpinned the Holden Commodore) was the best European car of that description and the Mazda was not far from equalling it. “Even when thrashing the car about, roll angles remain commendably small, and there is just the right amount of understeer which makes the car safe and relaxing to drive without making it feel clumsy or unwieldy,” said Frere, who concluded the 626 was right up to scratch with comparable European models, an unaccustomed verdict in the ’70s.
In New Zealand, the less hidebound media recognised the model as one of the new breed of Japanese cars engineered to match, if not outdo, mainstream Euros. The clean, functional styling with a large glass area looked more the product of a German or Italian car maker and the excellent road manners were making the 626 a class leader.
Local journalists voted the 626 the top medium-size car of the year for New Zealand buyers, while the Auckland Star newspaper’s motoring editor Jon Addison said the 626 heralded a new era in Japanese cars. “The 626 is as relaxed and stable at 80 km/h as some other cars are at 50 km/h. If you felt the Japanese would never learn about handling and roadholding, responsiveness and feel, this is the car that is going to prove you wrong,” wrote Addison.
More than four decades on and early 626s are thin on the ground, and examples on offer are anything but cheap. Early Japanese cars in good order of any description are becoming increasingly prized and more valuable. Of recent 626 listings, the lowest asking price was $15,000 for a 1982 model, while there were several on the market between $20k and $30k, including one fitted out with a 12A rotary motor. The rarer, better finished Japanese assembled two-door 626 coupes hold their value well but are even harder to find.
THIRD GENERATION FRONT-DRIVE 626
Mazda made further advances with the third generation GC series 626, a completely new front-drive car that also marked the introduction of the good-looking, wedge-shaped 626 Sporthatch five-door with its 0.35 coefficient of drag. This highly specified model was the most lavishly equipped Mazda to be assembled locally and the first New Zealandassembled model to be fitted with cruise control as standard. Japanese Mazda executives joined local journalists on a 1000km drive from Auckland to Cape Reinga in the far north and back again.
With an overall length of 4430mm, the GC was a larger car than the 4290mm CB and its 2-litre overhead cam motor packed more punch with 76kw. Front suspension was again by Macpherson struts, but the independent rear suspension comprised twin trapezoidal links with
Early Japanese cars in good order of any description are becoming increasingly prized and valuable. Of recent 626 listings, the lowest asking price was $15,000 for a 1982 model
coil springs, and there were roll bars at both ends. By now Mazda was associated with Ford Asia Pacific and the GC also appeared with different styling as a Ford Telstar.
This was one car made by two manufacturers but the concept and execution were the responsibility of Mazda. Ford’s influence was little more than five per cent. The Mazda name was no longer the impediment Ford might have hoped to cash in on and sales of Kiwi assembled 626s raced away in 1984, reaching a high of 2873 for the year.
The award-winning GC paid particular attention to reducing driver fatigue and the front seat adjustment attended to tilt, rake, lumbar support, cushion and backrest contour. Mazda claimed the velour fabric exceeded normal automotive standards for long life and ultra-violet ray resistance. Sporthatch interior dimensions were also up on the outgoing 626 coupe, and there was extra sound deadening.
A higher level of equipment was introduced with the GC 626 GLX sedan, which launched at $17,595 in July 1983, while the Sporthatch was $21,495, a retail new price that rose to $24,673 less than two years later. The GLX came with a 60/40 split folding rear seat, tinted glass all round, soft-feel steering wheel, and the choice of blue or beige interiors. While larger than its predecessor, the GLX is 100kg lighter and because of the different nose section, the GC sedan has an overall length slightly less than the Sporthatch.
By 1984 four variants of 626 were assembled by Mazda New Zealand, including two engine sizes (1789cm3 and 1998cm3), and the choice of the Sporthatch and sedan. Imported in modest quantities was a two-door 626 coupe (or hardtop), fitted with a shock absorber system that could be electrically adjusted on the dashboard.
AN UNDEMONSTRATIVE ACCOLADE
A facelift range in 1985 saw the option of fuel injection that gave an 18 per cent power increase to 88kw, and a 10 per cent hike in torque. The third generation 626s enjoyed a five-year lifespan while the last of the New Zealand cars were assembled in March 1988.
Bear in mind the age of any early 626 and keep a sharp eye out for rust around rear and side windows, rocker cover oil leaks, steering rack issues, and suspension bush failures. However, in true Japanese tradition, these Mazdas are generally extremely reliable.
Look back on the cars you have owned and, more often than not, it’s the problems encountered that are remembered rather than the positives. I owned from new a locally built 626 Limited sedan for a year in 1979 and can scarcely remember much about the car — almost certainly confirming an impeccable record of reliability. As such, it was a refreshing change from the hassles of owning several European vehicles in the previous few years.