With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a US-Specification 626 Sedan. This can be identified by the side marker reflectors (front and rear). US models were commonly painted this sand-gold hue, popular at the time, and light tan leather interiors.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

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One of the longest running sports cars of all time, and what has become an icon of the American automotive industry, thanks largely to its constant evolution, changing with the times to stay on top!

The first model, a convertible, was designed by Harley Earl and introduced at the GM Motorama in 1953 as a concept show car. Myron Scott is credited for naming the car after the type of small, manoeuvrable warship called a corvette.

The fourth generation Corvette was the first complete redesign of the Corvette since 1963. Production was to begin for the 1983 model year but quality issues and part delays resulted in only 43 prototypes for the 1983 model year being produced that were never sold. All of the 1983 prototypes were destroyed or serialized to 1984 except one with a white exterior, medium blue interior, 205hp V8, and 4-speed automatic transmission. After extensive testing and modifications were completed, it was initially retired as a display sitting in an external wall over the Bowling Green Assembly Plant's employee entrance. Later this only surviving 1983 prototype was removed, restored and is now on public display at the National Corvette Museum in Bowling Green, Kentucky. It is still owned by GM. On February 12, 2014, it was nearly lost to a sinkhole which opened up under the museum. Eight Corvettes were lost.

Regular fourth generation production began on January 3, 1983; the 1984 model year and delivery to customers began in March 1983. The 1984 model carried over the 5.7L L83 slightly more powerful (by 5bhp) "Crossfire" V8 engine from the final 1982 third generation model. New chassis features were aluminium brake callipers and an all-aluminium suspension for weight savings and rigidity. The new one piece targa top had no centre reinforcement. A new electronic dashboard with digital liquid crystal displays for the speedometer and tachometer was standard. Beginning in 1985, the 230hp L98 engine with tuned port fuel injection became the standard engine.

September 1984 through 1988 Corvettes offered a Doug Nash designed "4+3" transmission – a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards. Since 1981 (when it was last offered), a manual transmission returned to the Corvette starting with production in late-1984. The transmission proved to be problematic and was replaced by a modern ZF 6-speed manual gearbox in 1989.

In 1986, the second Corvette Indy Pace Car was released. It was the first convertible Corvette since 1975. A Centre High Mounted Signal Light (a third centre brake light) was added in 1986 to comply with safety regulations. While the colour of the pace car used in the race was yellow, all 1986 convertibles also had an Indy 500 emblem mounted on the console, making any colour a "pace car edition". In 1987, the B2K twin-turbo option became available from the factory. The Callaway Corvette was a Regular Production Option (RPO B2K). The B2K option coexisted from 1990 to 1991 with the ZR-1 option, which then replaced it. Early B2Ks produced 345hp, while later versions boasted 450hp.

For the 1992 model year, the 300hp LT1 engine was introduced, an increase of 50hp over 1991's L98 engine. This engine featured reverse-flow cooling (the heads were cooled before the block), which allowed for a higher compression ratio of 10.5:1. A new distributor also made its début. Called "Optispark", the distributor was driven directly off the front of the camshaft and mounted in front of the timing cover, just above the crankshaft and harmonic balancer. Also new for 1992 was Acceleration Slip Regulation (ASR), a form of traction control which utilized the Corvette's brakes, spark retard, and throttle close-down to prevent excessive rear wheel spin and possible loss of control. The traction control device could be switched off if desired.

The 1993 Corvette also marked the introduction of the Passive Keyless Entry System, making it the first GM car to feature it. Production of the ZR-1 ended in 1995, after 6,939 cars had been built. 1996 was the final year of C4 production, and featured special models and options, including the Grand Sport and Collector Edition, OBD II (On-Board Diagnostics), run flat tires, and the LT4 engine. The 330 bhp (246 kW) LT4 V8 was available only with a manual transmission, while all 300hp LT1 Corvettes used automatic transmissions.

Chevrolet released the Grand Sport (GS) version in 1996 to mark the end of production of the C4 Corvette. The Grand Sport moniker was a nod to the original Grand Sport model produced in 1963. A total of 1,000 GS Corvettes were produced, 810 as coupés and 190 as convertibles. The 1996 GS came with the high-performance LT4 V8 engine, producing 330hp. The Grand Sport came only in Admiral Blue with a white stripe down the middle, and black wheels and two red stripes on the front left wheel arch.

In total, 366,227 C4 Corvettes were constructed during its 12 year production, of which many still potter about the United States and other parts of the globe even today. Thirsty cars such as this don't often fly so well here in the UK unless you've got the money to back them up, and handling can be something of an issue due to our winding roads. Either way the plucky Corvette's of this 1980's generation still find their way into various amounts of fame, be they in movies or shows, though some don't make it. I seem to recall on one of Jeremy Clarkson's early videos in the mid-1990's that he had a less than stellar opinion of the C4 Corvette (much like any other American car he comes across), and thus chose to destroy a remote controlled one on a desert saltflat using a Helicopter Gunship armed with twin-mounted Miniguns.

Another popular place for these cars is in the High School parking lot apparently. According to several of my very good American friends, up until a few years ago you could pick these cars up 2nd hand for a song, with some teenagers going so far as to buy them as their first car after passing their driving test! Here in the UK we're only able to land ourselves a small hatchback like a Citroen C2 or a Ford Ka, yet in America you can land yourself first time around with a 300hp 80's sports car!

Should make you a hit with the ladies!

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a International-Specification 626 Liftback.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

One of the longest running sports cars of all time, and what has become an icon of the American automotive industry, thanks largely to its constant evolution, changing with the times to stay on top!

The first model, a convertible, was designed by Harley Earl and introduced at the GM Motorama in 1953 as a concept show car. Myron Scott is credited for naming the car after the type of small, manoeuvrable warship called a corvette.

The fourth generation Corvette was the first complete redesign of the Corvette since 1963. Production was to begin for the 1983 model year but quality issues and part delays resulted in only 43 prototypes for the 1983 model year being produced that were never sold. All of the 1983 prototypes were destroyed or serialized to 1984 except one with a white exterior, medium blue interior, 205hp V8, and 4-speed automatic transmission. After extensive testing and modifications were completed, it was initially retired as a display sitting in an external wall over the Bowling Green Assembly Plant's employee entrance. Later this only surviving 1983 prototype was removed, restored and is now on public display at the National Corvette Museum in Bowling Green, Kentucky. It is still owned by GM. On February 12, 2014, it was nearly lost to a sinkhole which opened up under the museum. Eight Corvettes were lost.

Regular fourth generation production began on January 3, 1983; the 1984 model year and delivery to customers began in March 1983. The 1984 model carried over the 5.7L L83 slightly more powerful (by 5bhp) "Crossfire" V8 engine from the final 1982 third generation model. New chassis features were aluminium brake callipers and an all-aluminium suspension for weight savings and rigidity. The new one piece targa top had no centre reinforcement. A new electronic dashboard with digital liquid crystal displays for the speedometer and tachometer was standard. Beginning in 1985, the 230hp L98 engine with tuned port fuel injection became the standard engine.

September 1984 through 1988 Corvettes offered a Doug Nash designed "4+3" transmission – a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards. Since 1981 (when it was last offered), a manual transmission returned to the Corvette starting with production in late-1984. The transmission proved to be problematic and was replaced by a modern ZF 6-speed manual gearbox in 1989.

In 1986, the second Corvette Indy Pace Car was released. It was the first convertible Corvette since 1975. A Centre High Mounted Signal Light (a third centre brake light) was added in 1986 to comply with safety regulations. While the colour of the pace car used in the race was yellow, all 1986 convertibles also had an Indy 500 emblem mounted on the console, making any colour a "pace car edition". In 1987, the B2K twin-turbo option became available from the factory. The Callaway Corvette was a Regular Production Option (RPO B2K). The B2K option coexisted from 1990 to 1991 with the ZR-1 option, which then replaced it. Early B2Ks produced 345hp, while later versions boasted 450hp.

For the 1992 model year, the 300hp LT1 engine was introduced, an increase of 50hp over 1991's L98 engine. This engine featured reverse-flow cooling (the heads were cooled before the block), which allowed for a higher compression ratio of 10.5:1. A new distributor also made its début. Called "Optispark", the distributor was driven directly off the front of the camshaft and mounted in front of the timing cover, just above the crankshaft and harmonic balancer. Also new for 1992 was Acceleration Slip Regulation (ASR), a form of traction control which utilized the Corvette's brakes, spark retard, and throttle close-down to prevent excessive rear wheel spin and possible loss of control. The traction control device could be switched off if desired.

The 1993 Corvette also marked the introduction of the Passive Keyless Entry System, making it the first GM car to feature it. Production of the ZR-1 ended in 1995, after 6,939 cars had been built. 1996 was the final year of C4 production, and featured special models and options, including the Grand Sport and Collector Edition, OBD II (On-Board Diagnostics), run flat tires, and the LT4 engine. The 330 bhp (246 kW) LT4 V8 was available only with a manual transmission, while all 300hp LT1 Corvettes used automatic transmissions.

Chevrolet released the Grand Sport (GS) version in 1996 to mark the end of production of the C4 Corvette. The Grand Sport moniker was a nod to the original Grand Sport model produced in 1963. A total of 1,000 GS Corvettes were produced, 810 as coupés and 190 as convertibles. The 1996 GS came with the high-performance LT4 V8 engine, producing 330hp. The Grand Sport came only in Admiral Blue with a white stripe down the middle, and black wheels and two red stripes on the front left wheel arch.

In total, 366,227 C4 Corvettes were constructed during its 12 year production, of which many still potter about the United States and other parts of the globe even today. Thirsty cars such as this don't often fly so well here in the UK unless you've got the money to back them up, and handling can be something of an issue due to our winding roads. Either way the plucky Corvette's of this 1980's generation still find their way into various amounts of fame, be they in movies or shows, though some don't make it. I seem to recall on one of Jeremy Clarkson's early videos in the mid-1990's that he had a less than stellar opinion of the C4 Corvette (much like any other American car he comes across), and thus chose to destroy a remote controlled one on a desert saltflat using a Helicopter Gunship armed with twin-mounted Miniguns.

Another popular place for these cars is in the High School parking lot apparently. According to several of my very good American friends, up until a few years ago you could pick these cars up 2nd hand for a song, with some teenagers going so far as to buy them as their first car after passing their driving test! Here in the UK we're only able to land ourselves a small hatchback like a Citroen C2 or a Ford Ka, yet in America you can land yourself first time around with a 300hp 80's sports car!

Should make you a hit with the ladies!

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a US-Specification 626 Sedan. This can be identified by the side marker reflectors (front and rear). US models were commonly painted this sand-gold hue, popular at the time, and light tan leather interiors.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a US-Specification 626 Sedan. This can be identified by the side marker reflectors (front and rear). US models were commonly painted this sand-gold hue, popular at the time, and light tan leather interiors.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a International-Specification 626 Liftback.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

The Roadmaster is an automobile that was built by Buick from 1936 to 1958, and again from 1991 to 1996. Roadmasters produced between 1936 and 1958 were built on Buick's longest non-limousine wheelbase and shared their basic structure with entry-level Cadillac and, after 1940, senior Oldsmobiles. Between 1946 and 1957 the Roadmaster served as Buick's flagship, and when it was resurrected for the 1991 through 1996 model years it was the marque's largest vehicle.

For the 1991 model year, the Roadmaster returned to the Buick line after a 33-year absence, taking the place of the Buick Estate Wagon. For the 1992 model year, the Roadmaster line was expanded with the addition of a four-door sedan, the first rear-wheel drive Buick sedan since the 1984 model year.

For the first time in its history, the Buick Roadmaster was based on the GM B platform. Although three inches shorter than its 1990 Estate Wagon

predecessor, the Roadmaster utilized the same 115.9-inch wheelbase in use since the platform was downsized in 1977.

At its 1991 launch, the Roadmaster was produced with a 170hp 5.0L V8. For 1992, this engine was replaced by a 180hp 5.7L V8. To better comply with emissions and fuel-economy standards, for 1994, the Roadmaster was given a new-generation LT1 version of the 5.7L V8, increasing output to 260hp. While the engine was related to the LT1 used in the Chevrolet Corvette, the version used in the Roadmaster (and other B-platform cars) differed in the use of iron heads (for durability), different camshaft tuning (for increased low-end torque), and intake silencers (to decrease drive-by noise in engines used in luxury-brand cars). For 1996, the LT1 became OBD-II compliant.

Sharing its body with the Caprice Estate and Oldsmobile Custom Cruiser, the Roadmaster Estate Wagon shared styling features with both vehicles; the headlights were shared with the Caprice while its 2nd-row "Vista Roof" sunroof was shared with the Custom Cruiser. A standard feature of the Roadmaster Estate was its simulated woodgrain body panel work (though it could be deleted for credit). All three wagons featured an optional rear-facing third-row seat, bringing seating capacity to eight.

The 1996 model year would be the last for the Roadmaster sedan and station wagon, with the final vehicle produced on December 13, 1996. Alongside the Chevrolet Caprice Estate, the discontinuation of the Roadmaster marked the end of the full-size station wagon in North America (Ford had discontinued its Country Squire and Colony Park station wagons in 1991).

During the early 1990s, the full-size Buick line had become crowded in comparison to competing brands. In 1991, Buick had enlarged its LeSabre and Park Avenue lines, with the latter replacing the Electra. Although the Estate Wagon had traditionally been trimmed below the flagship Buick sedan, the introduction of the Roadmaster sedan left some confusion, as the largest sedan was not trimmed as the flagship (the precedent for nearly all marques). Following the discontinuation of the Roadmaster, the Park Avenue was redesigned for 1997, temporarily making it a larger, separate model line than its LeSabre counterpart.

Another factor behind the discontinuation of the GM B-body line would be the growth of the full-size SUV segment. Functionally similar to the B-platform station wagons, the Chevrolet/GMC Suburban offered truck-based durability and four-wheel drive, while SUVs offered GM much higher profit margins over sedans. In 1996, the Arlington Assembly facility in Texas was converted to assemble SUVs and pickup trucks, leaving the B-platform without an assembly line.

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a International-Specification 626 Liftback.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

One of the longest running sports cars of all time, and what has become an icon of the American automotive industry, thanks largely to its constant evolution, changing with the times to stay on top!

The first model, a convertible, was designed by Harley Earl and introduced at the GM Motorama in 1953 as a concept show car. Myron Scott is credited for naming the car after the type of small, manoeuvrable warship called a corvette.

The fourth generation Corvette was the first complete redesign of the Corvette since 1963. Production was to begin for the 1983 model year but quality issues and part delays resulted in only 43 prototypes for the 1983 model year being produced that were never sold. All of the 1983 prototypes were destroyed or serialized to 1984 except one with a white exterior, medium blue interior, 205hp V8, and 4-speed automatic transmission. After extensive testing and modifications were completed, it was initially retired as a display sitting in an external wall over the Bowling Green Assembly Plant's employee entrance. Later this only surviving 1983 prototype was removed, restored and is now on public display at the National Corvette Museum in Bowling Green, Kentucky. It is still owned by GM. On February 12, 2014, it was nearly lost to a sinkhole which opened up under the museum. Eight Corvettes were lost.

Regular fourth generation production began on January 3, 1983; the 1984 model year and delivery to customers began in March 1983. The 1984 model carried over the 5.7L L83 slightly more powerful (by 5bhp) "Crossfire" V8 engine from the final 1982 third generation model. New chassis features were aluminium brake callipers and an all-aluminium suspension for weight savings and rigidity. The new one piece targa top had no centre reinforcement. A new electronic dashboard with digital liquid crystal displays for the speedometer and tachometer was standard. Beginning in 1985, the 230hp L98 engine with tuned port fuel injection became the standard engine.

September 1984 through 1988 Corvettes offered a Doug Nash designed "4+3" transmission – a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards. Since 1981 (when it was last offered), a manual transmission returned to the Corvette starting with production in late-1984. The transmission proved to be problematic and was replaced by a modern ZF 6-speed manual gearbox in 1989.

In 1986, the second Corvette Indy Pace Car was released. It was the first convertible Corvette since 1975. A Centre High Mounted Signal Light (a third centre brake light) was added in 1986 to comply with safety regulations. While the colour of the pace car used in the race was yellow, all 1986 convertibles also had an Indy 500 emblem mounted on the console, making any colour a "pace car edition". In 1987, the B2K twin-turbo option became available from the factory. The Callaway Corvette was a Regular Production Option (RPO B2K). The B2K option coexisted from 1990 to 1991 with the ZR-1 option, which then replaced it. Early B2Ks produced 345hp, while later versions boasted 450hp.

For the 1992 model year, the 300hp LT1 engine was introduced, an increase of 50hp over 1991's L98 engine. This engine featured reverse-flow cooling (the heads were cooled before the block), which allowed for a higher compression ratio of 10.5:1. A new distributor also made its début. Called "Optispark", the distributor was driven directly off the front of the camshaft and mounted in front of the timing cover, just above the crankshaft and harmonic balancer. Also new for 1992 was Acceleration Slip Regulation (ASR), a form of traction control which utilized the Corvette's brakes, spark retard, and throttle close-down to prevent excessive rear wheel spin and possible loss of control. The traction control device could be switched off if desired.

The 1993 Corvette also marked the introduction of the Passive Keyless Entry System, making it the first GM car to feature it. Production of the ZR-1 ended in 1995, after 6,939 cars had been built. 1996 was the final year of C4 production, and featured special models and options, including the Grand Sport and Collector Edition, OBD II (On-Board Diagnostics), run flat tires, and the LT4 engine. The 330 bhp (246 kW) LT4 V8 was available only with a manual transmission, while all 300hp LT1 Corvettes used automatic transmissions.

Chevrolet released the Grand Sport (GS) version in 1996 to mark the end of production of the C4 Corvette. The Grand Sport moniker was a nod to the original Grand Sport model produced in 1963. A total of 1,000 GS Corvettes were produced, 810 as coupés and 190 as convertibles. The 1996 GS came with the high-performance LT4 V8 engine, producing 330hp. The Grand Sport came only in Admiral Blue with a white stripe down the middle, and black wheels and two red stripes on the front left wheel arch.

In total, 366,227 C4 Corvettes were constructed during its 12 year production, of which many still potter about the United States and other parts of the globe even today. Thirsty cars such as this don't often fly so well here in the UK unless you've got the money to back them up, and handling can be something of an issue due to our winding roads. Either way the plucky Corvette's of this 1980's generation still find their way into various amounts of fame, be they in movies or shows, though some don't make it. I seem to recall on one of Jeremy Clarkson's early videos in the mid-1990's that he had a less than stellar opinion of the C4 Corvette (much like any other American car he comes across), and thus chose to destroy a remote controlled one on a desert saltflat using a Helicopter Gunship armed with twin-mounted Miniguns.

Another popular place for these cars is in the High School parking lot apparently. According to several of my very good American friends, up until a few years ago you could pick these cars up 2nd hand for a song, with some teenagers going so far as to buy them as their first car after passing their driving test! Here in the UK we're only able to land ourselves a small hatchback like a Citroen C2 or a Ford Ka, yet in America you can land yourself first time around with a 300hp 80's sports car!

Should make you a hit with the ladies!

ELM 327 USB METAL

Keterangan:

Perangkat Keterangan:

Prosesor: ELM327 USB

OBD-II Protokol: ISO15765-4 (CAN)

ISO14230-4 (KWP2000)

ISO9141-2

J1850 VPW

J1850 PWM

Keluaran protokol: RS232

Baud rate: 9600 atau 38400

Indikator LED: OBD Tx / Rx, Tx RS232 / Rx, Power

Operasi tegangan: 12V, perlindungan internal dari sirkuit pendek / tegangan

Nominal menganggur saat ini: 45 mA

Keterangan:

OBD-II Software untuk ELM327 USB adalah program gratis yang memungkinkan Anda untuk menggunakan PC

Anda dan antarmuka perangkat keras untuk mendapatkan informasi dari komputer mobil Anda.

Program ini sangat user-friendly, dan mudah dipelajari. Hal ini juga sangat mudah untuk menginstal:

cukup ekstrak file ke folder pada hard drive komputer Anda, dan Anda siap untuk pergi. Untuk uninstall program,

cukup hapus seluruh isi folder di mana program berada.

Perangkat lunak ini mendukung dua platform - DOS dan Windows.

Fitur:

Program ini memungkinkan Anda melakukan operasi berikut:

Baca kode diagnostik masalah, baik generik dan produsen-spesifik, dan menampilkan artinya mereka

(lebih dari 3000 definisi kode generik dalam database).

Yang jelas masalah kode dan mematikan MIL ("Periksa Engine" cahaya)

Menampilkan data sensor arus, termasuk:

RPM Engine

Beban Dihitung Nilai

Pendingin Suhu

Sistem Bahan Bakar Status

Kecepatan Kendaraan

Jangka Pendek Bahan Bakar Potong

Panjang Bahan Bakar Potong Jangka

Intake Manifold Tekanan

Waktu interface

Intake Air Temperature

Aliran udara Tingkat

Absolute Throttle Posisi

Oksigen sensor tegangan / trim jangka pendek terkait bahan bakar

Sistem Bahan Bakar Status

Fuel Pressure

Fitur Mendatang:

Data grafik dan penebangan

Bekukan Data Bingkai

Terus menerus dan Non-Kontinu hasil tes Sensor Oksigen

Perangkat lunak bebas:

Scantool.net

GM Modus 22 Memindai Alat oleh Terry

OBD Gauge untuk PalmOS dan Pocket PC oleh Dana Peters

OBD Logger oleh Jonathan Senkerik

OBD-II ScanMaster oleh Wladimir Gurskij (ScanMaster 3,52 - salinan lokal)

obd2crazy.com

OBD2 Scantool oleh Ivan Andrewjeski

OBDII untuk ELM322 oleh David Huffman

pyOBD oleh Donour Sizemore untuk MacOSX dan Linux

RDDTC oleh Pete Calinski

Nyata Memindai dengan Brent Harris

ScanTest untuk Pocket PC oleh Ivan Ganev alias-ser

wOBD oleh WDT

Aavailable mobil:

Benz W203 C200K 2001/02/03 (ISO)

BMW X5 2002 (ISO) Chevrolet Aveo (ISO)

Citroen C3 2004 (ISO)? Daihatsu YRV 2005 (ISO)

Daihatsu YRV Turbo 2006 (ISO)

Fiat Tipo 2002 (ISO)

New Ford ocus 2006? (CAN)

Honda Accord 2006 JDM (ISO)

Honda Accord Euro R 2004 JDM (ISO)

Honda City GD8 (ISO)

Honda Civic ES 1.6A (ISO)

Honda Integra Type R DC5 JDM (ISO)

Honda Jazz 1.4m (ISO)

Hyundai Accent 2004 (ISO)

Hyundai Getz 1.3A 2004 (ISO)

Hyundai Getz 1,6 2004 (ISO)

Hyundai Matrix 2004 (ISO)

Hyundai Santa Fe 2.4A (ISO)

Hyundai Sonata GLS (ISO)

Hyundai Sonata 2005 (ISO)

Hyundai Tuscani FX (ISO)

Kia Carens 2005 (ISO)

Kia Magentis 2005 (ISO)

Kia Rio LS (ISO)

Kia Sorento SUV 2005 (ISO)

Lexus es300 Mazda 2 (CAN)

Mazda 5 (CAN)

Mazda 6 (CAN)

Mazda Premacy 2001 (ISO)

Mazda RX8 (CAN)

Mitsubishi Colt 2003 (ISO)

Mitsubishi Colt Ditambah 2005 (ISO)

Mitsubishi Eclipse (GST ----- Turbo Mobil dapat diuji untuk GS tahun 1995-2000 RS/GS----1994-1996

semua dapat doTurbo Mobil untuk tahun 1996-2000, hanya memiliki kecepatan dan TPScan jelas DTC)

Mitsubishi Lancer Evolution IX 2006 (ISO)

Mitsubishi Pajero 3.5 V6 2006 (ISO)

Nissan Sunny B14 (ISO)

Nissan Sunny FB15 VIP (ISO)

Nissan X-Trail 2.0L 2004 (ISO)

Nissan X-Trail 2.5L 2004 (ISO)

Peugeot 206 2001 COnly dapat menunjukkan RPM

Peugeot 206 (ISO)

Peugeot 307 (ISO)

Peugeot 407 (ISO)

Renault Megane II 2005 (ISO)

Renault Kangoo 2006 (ISO)

Subaru Impreza 1.6TS 2002 (ISO)

Subaru Impreza WRX 2005 (ISO)

Toyota Camry 2.0a 2004 (ISO)

Toyota Camry 2.4A 2005 (ISO)

Toyota Corolla Altis 1.6A 2005 (ISO)

Toyota Corolla G8 GLXi 1999 (ISO)

Toyota Corolla G9 2002 (ISO)

Toyota Vios 2004 (ISO)

Tidak tersedia veichles:

Mazda Protege 323 2003 (OBD-I)

Mitsubishi Lancer 2006 1,6

Nissan Sunny (N16)

Nissan Cefiro (Teana) 2005

Nissan Sentra 1.8 2000/2005

Nissan Cefiro (Teana) 2005

Proton Perdana V6

Subaru Legacy GT 2005

Toyota Camry 2002

Toyota Wish JDM (Missing Pin 5 di DLC)

Toyota IST JDM (Missing Pin 5 di DLC)

Toyota Altis 1.8 2004

Peugeot 206 2000

Suzuki Jimny 1.3 2000

Mesin diesel

Paket termasuk:

Elm327 utama Unit

Satu com INTERFACE

Satu kabel USB

Satu CD perangkat lunak

FAQ: apa perbedaan untuk v1.5 elm327,yang elm327 plastik dan bluetooth elm327 Ada fungsi yang sama untuk mereka,hanya yang berbeda adalah interface tersebut:v1.5elm327 memiliki kedua interface usb com,yang elm327 plastik hanya memiliki INTERFACE usb,dan elm327 bluetooth hanya memiliki kabel tidak,ia bekerja dengan bluetooth.

Description:

Device Description:

Processor: ELM327 USB

OBD-II Protocols: ISO15765-4 (CAN)

ISO14230-4 (KWP2000)

ISO9141-2

J1850 VPW

J1850 PWM

Output protocol: RS232

Baud rate: 9600 or 38400

Indicator LEDs: OBD Tx/Rx, RS232 Tx/Rx, Power

Operating voltage: 12V, internal protection from short circuits/overvoltages

Nominal idle current: 45 mA

Description:

OBD-II Software for ELM327 USB is a free program that allows you to use your PC and a hardware interface to get the information from your car's computer.

The program is very user-friendly, and easy to learn. It is also very easy to install: simply extract the files into a folder on your computer's hard drive, and you're ready to go. To uninstall the program, simply delete the entire contents of the folder where the program resides.

The software supports two platforms - DOS and Windows.

Features:

The program lets you perform the following operations:

Read diagnostic trouble codes, both generic and manufacturer-specific, and display their meaning (over 3000 generic code definitions in the database).

Clear trouble codes and turn off the MIL ("Check Engine" light)

Display current sensor data, including:

Engine RPM

Calculated Load Value

Coolant Temperature

Fuel System Status

Vehicle Speed

Short Term Fuel Trim

Long Term Fuel Trim

Intake Manifold Pressure

Timing Advance

Intake Air Temperature

Air Flow Rate

Absolute Throttle Position

Oxygen sensor voltages/associated short term fuel trims

Fuel System status

Fuel Pressure

Many others...

Upcoming Features:

Data graphing and logging

Freeze Frame data

Continuous and Non-Continuous Oxygen Sensor test results

Free software:

Scantool.net

GM Mode 22 Scan Tool by Terry

OBD Gauge for PalmOS and Pocket PC by Dana Peters

OBD Logger by Jonathan Senkerik

OBD-II ScanMaster by Wladimir Gurskij (ScanMaster 3.52 - local copy)

obd2crazy.com

OBD2 Scantool by Ivan Andrewjeski

OBDII for ELM322 by David Huffman

pyOBD by Donour Sizemore for MacOSX and Linux

RDDTC by Pete Calinski

Real Scan by Brent Harris

ScanTest for Pocket PC by Ivan Ganev aka a-ser

wOBD by WDT

Aavailable cars:

Benz 2001/02/03 W203 C200K (ISO)

BMW X5 2002 (ISO) Chevrolet Aveo (ISO)

Citroen C3 2004 (ISO) ? Daihatsu YRV 2005 (ISO)

Daihatsu YRV Turbo 2006 (ISO)

Fiat Tipo 2002 (ISO)

Ford New?ocus 2006(CAN)

Honda Accord 2006 JDM (ISO)

Honda Accord Euro R 2004 JDM (ISO)

Honda City GD8 (ISO)

Honda Civic ES 1.6A (ISO)

Honda Integra Type R DC5 JDM (ISO)

Honda Jazz 1.4M (ISO)

Hyundai Accent 2004 (ISO)

Hyundai Getz 1.3A 2004 (ISO)

Hyundai Getz 1.6M 2004 (ISO)

Hyundai Matrix 2004 (ISO)

Hyundai Santa Fe 2.4A (ISO)

Hyundai Sonata GLS (ISO)

Hyundai Sonata 2005 (ISO)

Hyundai Tuscani FX (ISO)

Kia Carens 2005 (ISO)

Kia Magentis 2005 (ISO)

Kia Rio LS (ISO)

Kia Sorento SUV 2005 (ISO)

Lexus es300 Mazda 2 (CAN)

Mazda 5 (CAN)

Mazda 6 (CAN)

Mazda Premacy 2001 (ISO)

Mazda RX8 (CAN)

Mitsubishi Colt 2003 (ISO)

Mitsubishi Colt Plus 2005 (ISO)

Mitsubishi Eclipse(GST-----Turbo Car can be tested for the year 1995-2000 ??RS/GS----1994-1996 GS all can do??Turbo Car for the year 1996-2000,only have speed and TPS??can clear the DTCS)

Mitsubishi Lancer Evolution IX 2006 (ISO)

Mitsubishi Pajero 3.5 V6 2006 (ISO)

Nissan Sunny B14 (ISO)

Nissan Sunny VIP FB15 (ISO)

Nissan X-Trail 2.0L 2004 (ISO)

Nissan X-Trail 2.5L 2004 (ISO)

Peugeot 206 2001 ?COnly can show RPM

Peugeot 206 (ISO)

Peugeot 307 (ISO)

Peugeot 407 (ISO)

Renault Megane II 2005 (ISO)

Renault Kangoo 2006 (ISO)

Subaru Impreza 1.6TS 2002 (ISO)

Subaru Impreza WRX 2005 (ISO)

Toyota Camry 2.0A 2004 (ISO)

Toyota Camry 2.4A 2005 (ISO)

Toyota Corolla Altis 1.6A 2005 (ISO)

Toyota Corolla GLXi G8 1999 (ISO)

Toyota Corolla G9 2002 (ISO)

Toyota Vios 2004 (ISO)

Not available veichles:

Mazda 323 Protege 2003 (OBD-I)

Mitsubishi Lancer 1.6M 2006

Nissan Sunny (N16)

Nissan Cefiro (Teana) 2005

Nissan sentra 1.8 2000/2005

Nissan Cefiro (Teana) 2005

Proton Perdana V6

Subaru Legacy GT 2005

Toyota camry 2002

Toyota Wish JDM (Missing Pin 5 in DLC)

Toyota IST JDM (Missing Pin 5 in DLC)

Toyota altis 1.8 2004

Peugeot 206 2000

Suzuki Jimny 1.3 2000

Diesel engine

Package includes:

Elm327 main unit

One com interface

One USB cables

One CD software

FAQ:what is the difference for the v1.5 elm327,the plastic elm327 and the bluetooth elm327 There are the same functions for them,the only different is the interface:the v1.5elm327 has both usb com interface,the plastic elm327 just has usb interface, and the bluetooth elm327 just has no cable ,it works by the bluetooth.

I work as an IT support technician an this is my bag from left to right:

1.Jansport backpack

2.Monster (always have one)

3.Surface Pen (“eraser” is broken)

4.128G Surface Pro 2

5.(under surface) Surface type keyboard 2

6.(under keyboard) Brenthaven surface case

7.32G Nexus 7 (second gen) WiFi only

8.Assorted Precision screwdrivers in an Altoids tin

9.More Precision screwdrivers

10.Piranha sunglasses

11.electrical tape (I'm out of Duct tape)

12.generic flashlight

(Row 2 next to the nexus)

13.Altoids tin (with actual Altoids in it this time)

14.Green Lexar 8G flashdrive with assorted bootable OS’ on it

15.Black Silicon Power USB 3.0 32G flashdrive

16.USB SD card reader w/ 8G SD card

17.My keys with multi tool keychain and Kingston 16G flashdrive

(Starting from the left under the Nexus)

18.six way headphone splitter

19.My Levi wallet

20.WD My Passport 1TB external USB 3.0 HDD

21.generic backup mouse and the bag I keep it in

(Starting from the third row next to the bag beneath the surface

22.dental floss (you never know)

23.HDX ratcheting screwdriver (with about 10 heads in the base)

24.OBD II Bluetooth adapter

25.USB micro cable (phone charging cable)

26.USB 3.0 cable (for my external HDD)

27.Backup headphones (camouflage skullcandy INK’D)

28.My main mouse (generic gaming mouse from amazon)

29.Backup watch (G-SHOCK)

30.Main watch (Pebble smartwatch, I’m usually wearing it)

(Next row from the 2 cables under the bag)

31.DVI to HDMI cable

32.VGA cable

33.OEM surface charger (blew the Microsoft one)

34.The black case (there’s another picture with more description)

35.My Main Headphones (Red Skullcandy INK’D)

36.A regular pen

37.Cat5e Ethernet cable

Not pictured

1. My Galaxy S4 (using it to take the picture)

2. mini display to HDMI converter (On my desk at work)

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

ELM 327 BLUETOOTH

Keterangan:

Baru dikembangkan bluetooth ELM327, mendukung semua OBD-II protokol sebagai berikut:

ISO15765-4 (CAN);

ISO14230-4 (KWP2000)

ISO9141-2

J1850 VPW

J1850 PWM

Fungsi Kode :

1).Membaca diagnostik masalah, baik generik dan produsen-spesifik,dan menampilkan artinya mereka (lebih dari 3000 definisi kode generik dalam database).

2).Clear masalah kode dan mematikan MIL ("Periksa Engine" cahaya)Data

3).Display sensor arus, termasuk:

4).Engine RPM Beban

5).Calculated Nilai

6).Coolant Suhu

7).Fuel Status Sistem

8).Vehicle Kecepatan Potong

9).Short Jangka Bahan Bakar Jangka

10).Long Bahan Bakar Potong

11).Intake Manifold Tekanan

12).Timing Interface

13). Intake Air Temperature Arus

14).Air Tingkat Posisi

15).Absolute

16).Oxygen sensor tegangan / trim jangka pendek terkait bahan bakar

17). Sistem Bahan Bakar Status

18).Fuel Tekanan

Kompatibel kendaraan:

Benz W203 C200K 2001/02/03 (ISO)

BMW X5 2002 (ISO) Chevrolet Aveo (ISO)

Citroen C3 2004 (ISO)? Daihatsu YRV 2005 (ISO)

Daihatsu YRV Turbo 2006 (ISO)

Fiat Tipo 2002 (ISO)

New Ford ocus 2006? (CAN)

Honda Accord 2006 JDM (ISO)

Honda Accord Euro R 2004 JDM (ISO)

Honda City GD8 (ISO)

Honda Civic ES 1.6A (ISO)

Honda Integra Type R DC5 JDM (ISO)

Honda Jazz 1.4m (ISO)

Hyundai Accent 2004 (ISO)

Hyundai Getz 1.3A 2004 (ISO)

Hyundai Getz 1,6 2004 (ISO)

Hyundai Matrix 2004 (ISO)

Hyundai Santa Fe 2.4A (ISO)

Hyundai Sonata GLS (ISO)

Hyundai Sonata 2005 (ISO)

Hyundai Tuscani FX (ISO)

Kia Carens 2005 (ISO)

Kia Magentis 2005 (ISO)

Kia Rio LS (ISO)

Kia Sorento SUV 2005 (ISO)

Lexus es300 Mazda 2 (CAN)

Mazda 5 (CAN)

Mazda 6 (CAN)

Mazda Premacy 2001 (ISO)

Mazda RX8 (CAN)

Mitsubishi Colt 2003 (ISO)

Mitsubishi Colt Ditambah 2005 (ISO)

Mitsubishi Eclipse (GST ----- Turbo Mobil dapat diuji untuk GS tahun 1995-2000 RS/GS----1994-1996

semua dapat doTurbo Mobil untuk tahun 1996-2000, hanya memiliki kecepatan dan TPScan jelas DTC)

Mitsubishi Lancer Evolution IX 2006 (ISO)

Mitsubishi Pajero 3.5 V6 2006 (ISO)

Nissan Sunny B14 (ISO)

Nissan Sunny FB15 VIP (ISO)

Nissan X-Trail 2.0L 2004 (ISO)

Nissan X-Trail 2.5L 2004 (ISO)

Peugeot 206 2001 COnly dapat menunjukkan RPM

Peugeot 206 (ISO)

Peugeot 307 (ISO)

Peugeot 407 (ISO)

Renault Megane II 2005 (ISO)

Renault Kangoo 2006 (ISO)

Subaru Impreza 1.6TS 2002 (ISO)

Subaru Impreza WRX 2005 (ISO)

Toyota Camry 2.0a 2004 (ISO)

Toyota Camry 2.4A 2005 (ISO)

Toyota Corolla Altis 1.6A 2005 (ISO)

Toyota Corolla G8 GLXi 1999 (ISO)

Toyota Corolla G9 2002 (ISO)

Toyota Vios 2004 (ISO)

Tidak tersedia veichles:

Mazda Protege 323 2003 (OBD-I)

Mitsubishi Lancer 2006 1,6

Nissan Sunny (N16)

Nissan Cefiro (Teana) 2005

Nissan Sentra 1.8 2000/2005

Nissan Cefiro (Teana) 2005

Proton Perdana V6

Subaru Legacy GT 2005

Toyota Camry 2002

Toyota Wish JDM (Missing Pin 5 di DLC)

Toyota IST JDM (Missing Pin 5 di DLC)

Toyota Altis 1.8 2004

Peugeot 206 2000

Suzuki Jimny 1.3 2000

Mesin diesel

Apa saja yang termasuk dalam paket:

1pc x ELM327 unit (bluetooth versi)

1pc x CD drive

Perhatian: ELM327 Bluetooth telah ada kabel, ia bekerja melalui bluetooth nirkabel.

Peluncuran alat diagnostik

Profesional alat diagnostik

Auto kunci programmer

Kode pemindai

Mileage alat koreksi

Chip Tuning alat

Airbag ulang kit

ELM Keluarga alat

VAG Diagnostik Kabel dan alat-alat

Layanan Interval ulang

Mobil diagnostik kabel

Auto Data base

Transponder kunci & chip

Injector Cleaner & Roda

Description:

Newly developed bluetooth ELM327,support all OBD-II protocols as follows:

ISO15765-4 (CAN);

ISO14230-4 (KWP2000)

ISO9141-2

J1850 VPW

J1850 PWM

Function:

1.Read diagnostic trouble codes, both generic and manufacturer-specific,and display their meaning (over 3000 generic code definitions in the database).

2.Clear trouble codes and turn off the MIL ("Check Engine" light)

3.Display current sensor data, including:

4.Engine RPM

5.Calculated Load Value

6.Coolant Temperature

7.Fuel System Status

8.Vehicle Speed

9.Short Term Fuel Trim

10.Long Term Fuel Trim

11.Intake Manifold Pressure

12.Timing Advance

13. Intake Air Temperature

14.Air Flow Rate

15.Absolute Throttle Position

16.Oxygen sensor voltages/associated short term fuel trims

17. Fuel System status

18.Fuel Pressure

Compatible vehicles:

Benz 2001/02/03 W203 C200K (ISO)

BMW X5 2002 (ISO) Chevrolet Aveo (ISO)

Citroen C3 2004 (ISO) ? Daihatsu YRV 2005 (ISO)

Daihatsu YRV Turbo 2006 (ISO)

Fiat Tipo 2002 (ISO)

Ford New?ocus 2006(CAN)

Honda Accord 2006 JDM (ISO)

Honda Accord Euro R 2004 JDM (ISO)

Honda City GD8 (ISO)

Honda Civic ES 1.6A (ISO)

Honda Integra Type R DC5 JDM (ISO)

Honda Jazz 1.4M (ISO)

Hyundai Accent 2004 (ISO)

Hyundai Getz 1.3A 2004 (ISO)

Hyundai Getz 1.6M 2004 (ISO)

Hyundai Matrix 2004 (ISO)

Hyundai Santa Fe 2.4A (ISO)

Hyundai Sonata GLS (ISO)

Hyundai Sonata 2005 (ISO)

Hyundai Tuscani FX (ISO)

Kia Carens 2005 (ISO)

Kia Magentis 2005 (ISO)

Kia Rio LS (ISO)

Kia Sorento SUV 2005 (ISO)

Lexus es300 Mazda 2 (CAN)

Mazda 5 (CAN)

Mazda 6 (CAN)

Mazda Premacy 2001 (ISO)

Mazda RX8 (CAN)

Mitsubishi Colt 2003 (ISO)

Mitsubishi Colt Plus 2005 (ISO)

Mitsubishi Eclipse(GST-----Turbo Car can be tested for the year 1995-2000 ??RS/GS----1994-1996 GS

all can do??Turbo Car for the year 1996-2000,only have speed and TPS??can clear the DTCS)

Mitsubishi Lancer Evolution IX 2006 (ISO)

Mitsubishi Pajero 3.5 V6 2006 (ISO)

Nissan Sunny B14 (ISO)

Nissan Sunny VIP FB15 (ISO)

Nissan X-Trail 2.0L 2004 (ISO)

Nissan X-Trail 2.5L 2004 (ISO)

Peugeot 206 2001 ?COnly can show RPM

Peugeot 206 (ISO)

Peugeot 307 (ISO)

Peugeot 407 (ISO)

Renault Megane II 2005 (ISO)

Renault Kangoo 2006 (ISO)

Subaru Impreza 1.6TS 2002 (ISO)

Subaru Impreza WRX 2005 (ISO)

Toyota Camry 2.0A 2004 (ISO)

Toyota Camry 2.4A 2005 (ISO)

Toyota Corolla Altis 1.6A 2005 (ISO)

Toyota Corolla GLXi G8 1999 (ISO)

Toyota Corolla G9 2002 (ISO)

Toyota Vios 2004 (ISO)

Not available veichles:

Mazda 323 Protege 2003 (OBD-I)

Mitsubishi Lancer 1.6M 2006

Nissan Sunny (N16)

Nissan Cefiro (Teana) 2005

Nissan sentra 1.8 2000/2005

Nissan Cefiro (Teana) 2005

Proton Perdana V6

Subaru Legacy GT 2005

Toyota camry 2002

Toyota Wish JDM (Missing Pin 5 in DLC)

Toyota IST JDM (Missing Pin 5 in DLC)

Toyota altis 1.8 2004

Peugeot 206 2000

Suzuki Jimny 1.3 2000

Diesel engine

What is included in package:

1pc x ELM327 unit(bluetooth version)

1pc x CD drive

Attention:The Bluetooth ELM327 has no cable, it works via bluetooth wirelessly.

Launch diagnostic tool

Professional diagnostic tools

Auto key programmer

Code scanner

Mileage correction tools

Chip tuning tool

Airbag reset kit

ELM Family tools

VAG Diagnostic Cables and tools

Service interval reset

Car diagnostic cables

Auto Data base

Transponder key & chips

Injector Cleaner & Wheel

Others

ELM 327 USB PLASTIC

Keterangan:

ELM327 adalah alat berbasis PC scan terbaru.

Mendukung semua OBD-II protokol dan dikirim dengan sejumlah program yang kompatibel.

Merupakan prosesor ELM327. Protokol output (koneksi ke laptop) adalah USB.

Processor: ELM327.

OBD-II Software untuk ELM327 adalah sebuah program gratis yang memungkinkan Anda untuk menggunakan PC Anda dan antarmuka perangkat keras untuk mendapatkan informasi dari komputer mobil Anda.

Program ini sangat user-friendly, dan mudah dipelajari. Hal ini juga sangat mudah untuk menginstal:

cukup ekstrak file ke folder pada hard drive komputer Anda, dan Anda siap untuk pergi.Untuk uninstall program,cukup hapus seluruh isi folder di mana program berada.

Perangkat lunak ini mendukung dua platform - DOS dan Windows.

OBD-II Protokol:

- ISO15765-4 (CAN)

- ISO14230-4 (KWP2000)

- ISO9141-2

- J1850 VPW

- J1850 PWM

Keluaran protokol: RS232

Baud rate: 9600 atau 38400

Indikator LED: OBD Tx / Rx, Tx RS232 / Rx, Power

Operasi tegangan: 12V, perlindungan internal dari sirkuit pendek / tegangan

Nominal menganggur saat ini: 45 mA

Fitur:

Program ini memungkinkan Anda melakukan operasi berikut:

Baca kode diagnostik masalah, baik generik dan produsen-spesifik,dan menampilkan artinya mereka (lebih dari 3000 definisi kode generik dalam database).

Yang jelas masalah kode dan mematikan MIL ("Periksa Engine" cahaya)

Menampilkan data sensor arus, termasuk:

- RPM Engine

- Nilai Beban Dihitung

- Pendingin Suhu

- Sistem Bahan Bakar Status

- Kecepatan Kendaraan

- Jangka Pendek Potong Bahan Bakar

- Potong Fuel Jangka Panjang

- Intake Manifold Tekanan

- Waktu interface

- Intake Air Temperature

- Air Flow Tingkat

- Posisi Throttle Absolute

- Oxygen sensor tegangan / trim jangka pendek terkait bahan bakar

- Sistem Bahan Bakar Status

- Fuel Pressure

Fitur Mendatang:

- Data grafik dan penebangan Freeze Frame Data

- Hasil tes Sensor Kontinyu dan Non-Kontinu Oksigen

Perangkat lunak bebas:

Scantool.net

- GM Modus 22 Memindai Alat oleh Terry

- OBD Gauge untuk PalmOS dan Pocket PC oleh Dana Peters

- OBD Logger oleh Jonathan Senkerik

- OBD-II ScanMaster oleh Wladimir Gurskij (ScanMaster 3,52 - salinan lokal)

- Obd2crazy.com

- OBD2 Scantool oleh Ivan Andrewjeski

- OBDII untuk ELM322 oleh David Huffman

- PyOBD oleh Donour Sizemore untuk MacOSX dan Linux

- RDDTC oleh Pete Calinski

- Real Memindai dengan Brent Harris

- ScanTest untuk Pocket PC oleh Ivan Ganev alias-ser

- WOBD oleh WDT

Aavailable mobil:

Benz W203 C200K 2001/02/03 (ISO)

BMW X5 2002 (ISO) Chevrolet Aveo (ISO)

Citroen C3 2004 (ISO)? Daihatsu YRV 2005 (ISO)

Daihatsu YRV Turbo 2006 (ISO)

Fiat Tipo 2002 (ISO)

New Ford ocus 2006? (CAN)

Honda Accord 2006 JDM (ISO)

Honda Accord Euro R 2004 JDM (ISO)

Honda City GD8 (ISO)

Honda Civic ES 1.6A (ISO)

Honda Integra Type R DC5 JDM (ISO)

Honda Jazz 1.4m (ISO)

Hyundai Accent 2004 (ISO)

Hyundai Getz 1.3A 2004 (ISO)

Hyundai Getz 1,6 2004 (ISO)

Hyundai Matrix 2004 (ISO)

Hyundai Santa Fe 2.4A (ISO)

Hyundai Sonata GLS (ISO)

Hyundai Sonata 2005 (ISO)

Hyundai Tuscani FX (ISO)

Kia Carens 2005 (ISO)

Kia Magentis 2005 (ISO)

Kia Rio LS (ISO)

Kia Sorento SUV 2005 (ISO)

Lexus es300 Mazda 2 (CAN)

Mazda 5 (CAN)

Mazda 6 (CAN)

Mazda Premacy 2001 (ISO)

Mazda RX8 (CAN)

Mitsubishi Colt 2003 (ISO)

Mitsubishi Colt Ditambah 2005 (ISO)

Mitsubishi Eclipse (GST ----- Turbo Mobil dapat diuji untuk

GS tahun 1995-2000 RS/GS----1994-1996 semua dapat doTurbo Mobil untuk tahun 1996-2000,

hanya memiliki kecepatan dan TPScan jelas DTC)

Mitsubishi Lancer Evolution IX 2006 (ISO)

Mitsubishi Pajero 3.5 V6 2006 (ISO)

Nissan Sunny B14 (ISO)

Nissan Sunny FB15 VIP (ISO)

Nissan X-Trail 2.0L 2004 (ISO)

Nissan X-Trail 2.5L 2004 (ISO)

Peugeot 206 2001 COnly dapat menunjukkan RPM

Peugeot 206 (ISO)

Peugeot 307 (ISO)

Peugeot 407 (ISO)

Renault Megane II 2005 (ISO)

Renault Kangoo 2006 (ISO)

Subaru Impreza 1.6TS 2002 (ISO)

Subaru Impreza WRX 2005 (ISO)

Toyota Camry 2.0a 2004 (ISO)

Toyota Camry 2.4A 2005 (ISO)

Toyota Corolla Altis 1.6A 2005 (ISO)

Toyota Corolla G8 GLXi 1999 (ISO)

Toyota Corolla G9 2002 (ISO)

Toyota Vios 2004 (ISO)

Tidak tersedia veichles:

Mazda Protege 323 2003 (OBD-I)

Mitsubishi Lancer 2006 1,6

Nissan Sunny (N16)

Nissan Cefiro (Teana) 2005

Nissan Sentra 1.8 2000/2005

Nissan Cefiro (Teana) 2005

Proton Perdana V6

Subaru Legacy GT 2005

Toyota Camry 2002

Toyota Wish JDM (Missing Pin 5 di DLC)

Toyota IST JDM (Missing Pin 5 di DLC)

Toyota Altis 1.8 2004

Peugeot 206 2000

Suzuki Jimny 1.3 2000

Mesin diesel

Paket termasuk

Satu elm327 interface USB

Satu CD perangkat lunak

Description:

ELM327 is the latest PC-based scan tool.

It supports all OBD-II protocols and is dispatched with a number of compatible programs.

The processor is an ELM327. The output protocol (connection to laptop) is USB.

Processor: ELM327.

OBD-II Software for ELM327 is a free program that allows you to use your PC and a hardware interface

to get the information from your car's computer.

The program is very user-friendly, and easy to learn. It is also very easy to install:

simply extract the files into a folder on your computer's hard drive, and you're ready to go.

To uninstall the program, simply delete the entire contents of the folder where the program resides.

The software supports two platforms - DOS and Windows.

OBD-II Protocols:

- ISO15765-4 (CAN)

- ISO14230-4 (KWP2000)

- ISO9141-2

- J1850 VPW

- J1850 PWM

Output protocol: RS232

Baud rate: 9600 or 38400

Indicator LEDs: OBD Tx/Rx, RS232 Tx/Rx, Power

Operating voltage: 12V, internal protection from short circuits/overvoltages

Nominal idle current: 45 mA

Features:

The program lets you perform the following operations:

Read diagnostic trouble codes, both generic and manufacturer-specific,

and display their meaning (over 3000 generic code definitions in the database).

Clear trouble codes and turn off the MIL ("Check Engine" light)

Display current sensor data, including:

- Engine RPM

- Calculated Load Value

- Coolant Temperature

- Fuel System Status

- Vehicle Speed

- Short Term Fuel Trim

- Long Term Fuel Trim

- Intake Manifold Pressure

- Timing Advance

- Intake Air Temperature

- Air Flow Rate

- Absolute Throttle Position

- Oxygen sensor voltages/associated short term fuel trims

- Fuel System status

- Fuel Pressure

- Many others...

Upcoming Features:

- Data graphing and logging

- Freeze Frame data

- Continuous and Non-Continuous Oxygen Sensor test results

Free software:

Scantool.net

- GM Mode 22 Scan Tool by Terry

- OBD Gauge for PalmOS and Pocket PC by Dana Peters

- OBD Logger by Jonathan Senkerik

- OBD-II ScanMaster by Wladimir Gurskij (ScanMaster 3.52 - local copy)

- obd2crazy.com

- OBD2 Scantool by Ivan Andrewjeski

- OBDII for ELM322 by David Huffman

- pyOBD by Donour Sizemore for MacOSX and Linux

- RDDTC by Pete Calinski

- Real Scan by Brent Harris

- ScanTest for Pocket PC by Ivan Ganev aka a-ser

- wOBD by WDT

Aavailable cars:

Benz 2001/02/03 W203 C200K (ISO)

BMW X5 2002 (ISO) Chevrolet Aveo (ISO)

Citroen C3 2004 (ISO) ? Daihatsu YRV 2005 (ISO)

Daihatsu YRV Turbo 2006 (ISO)

Fiat Tipo 2002 (ISO)

Ford New?ocus 2006(CAN)

Honda Accord 2006 JDM (ISO)

Honda Accord Euro R 2004 JDM (ISO)

Honda City GD8 (ISO)

Honda Civic ES 1.6A (ISO)

Honda Integra Type R DC5 JDM (ISO)

Honda Jazz 1.4M (ISO)

Hyundai Accent 2004 (ISO)

Hyundai Getz 1.3A 2004 (ISO)

Hyundai Getz 1.6M 2004 (ISO)

Hyundai Matrix 2004 (ISO)

Hyundai Santa Fe 2.4A (ISO)

Hyundai Sonata GLS (ISO)

Hyundai Sonata 2005 (ISO)

Hyundai Tuscani FX (ISO)

Kia Carens 2005 (ISO)

Kia Magentis 2005 (ISO)

Kia Rio LS (ISO)

Kia Sorento SUV 2005 (ISO)

Lexus es300 Mazda 2 (CAN)

Mazda 5 (CAN)

Mazda 6 (CAN)

Mazda Premacy 2001 (ISO)

Mazda RX8 (CAN)

Mitsubishi Colt 2003 (ISO)

Mitsubishi Colt Plus 2005 (ISO)

Mitsubishi Eclipse(GST-----Turbo Car can be tested

for the year 1995-2000 ??RS/GS----1994-1996 GS all can do??Turbo Car for the year 1996-2000,only have speed

and TPS??can clear the DTCS)

Mitsubishi Lancer Evolution IX 2006 (ISO)

Mitsubishi Pajero 3.5 V6 2006 (ISO)

Nissan Sunny B14 (ISO)

Nissan Sunny VIP FB15 (ISO)

Nissan X-Trail 2.0L 2004 (ISO)

Nissan X-Trail 2.5L 2004 (ISO)

Peugeot 206 2001 ?COnly can show RPM

Peugeot 206 (ISO)

Peugeot 307 (ISO)

Peugeot 407 (ISO)

Renault Megane II 2005 (ISO)

Renault Kangoo 2006 (ISO)

Subaru Impreza 1.6TS 2002 (ISO)

Subaru Impreza WRX 2005 (ISO)

Toyota Camry 2.0A 2004 (ISO)

Toyota Camry 2.4A 2005 (ISO)

Toyota Corolla Altis 1.6A 2005 (ISO)

Toyota Corolla GLXi G8 1999 (ISO)

Toyota Corolla G9 2002 (ISO)

Toyota Vios 2004 (ISO)

Not available veichles:

Mazda 323 Protege 2003 (OBD-I)

Mitsubishi Lancer 1.6M 2006

Nissan Sunny (N16)

Nissan Cefiro (Teana) 2005

Nissan sentra 1.8 2000/2005

Nissan Cefiro (Teana) 2005

Proton Perdana V6

Subaru Legacy GT 2005

Toyota camry 2002

Toyota Wish JDM (Missing Pin 5 in DLC)

Toyota IST JDM (Missing Pin 5 in DLC)

Toyota altis 1.8 2004

Peugeot 206 2000

Suzuki Jimny 1.3 2000

Diesel engine

Package includes

One elm327 USB interface

One CD software

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a US-Specification 626 Sedan. This can be identified by the side marker reflectors (front and rear). US models were commonly painted this sand-gold hue, popular at the time, and light tan leather interiors.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

Funktioniert leider nicht mit dem Land Rover Discovery 3 und einem OBD-DIAG AGV 4000.

----

Software does not work with the OBD-DIAG AGV 4000.

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Der OBD2-Anschluß liegt etwas unpraktisch im Fussraum.

This is so the plastic piece around it will have enough clearance to be removed -- not completely necessary, but is helpful.

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a International-Specification 626 Liftback.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a US-Specification 626 Sedan. This can be identified by the side marker reflectors (front and rear). US models were commonly painted this sand-gold hue, popular at the time, and light tan leather interiors.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a International-Specification 626 Liftback.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

Of particular interest are pins 6 (RI#) and 9 (DSR#).

Near top corner and near bottom corner pull off straight toward passenger side, then rock the bottom corner toward the passenger side and pull the cover out.

One of the longest running sports cars of all time, and what has become an icon of the American automotive industry, thanks largely to its constant evolution, changing with the times to stay on top!

The first model, a convertible, was designed by Harley Earl and introduced at the GM Motorama in 1953 as a concept show car. Myron Scott is credited for naming the car after the type of small, manoeuvrable warship called a corvette.

The fourth generation Corvette was the first complete redesign of the Corvette since 1963. Production was to begin for the 1983 model year but quality issues and part delays resulted in only 43 prototypes for the 1983 model year being produced that were never sold. All of the 1983 prototypes were destroyed or serialized to 1984 except one with a white exterior, medium blue interior, 205hp V8, and 4-speed automatic transmission. After extensive testing and modifications were completed, it was initially retired as a display sitting in an external wall over the Bowling Green Assembly Plant's employee entrance. Later this only surviving 1983 prototype was removed, restored and is now on public display at the National Corvette Museum in Bowling Green, Kentucky. It is still owned by GM. On February 12, 2014, it was nearly lost to a sinkhole which opened up under the museum. Eight Corvettes were lost.

Regular fourth generation production began on January 3, 1983; the 1984 model year and delivery to customers began in March 1983. The 1984 model carried over the 5.7L L83 slightly more powerful (by 5bhp) "Crossfire" V8 engine from the final 1982 third generation model. New chassis features were aluminium brake callipers and an all-aluminium suspension for weight savings and rigidity. The new one piece targa top had no centre reinforcement. A new electronic dashboard with digital liquid crystal displays for the speedometer and tachometer was standard. Beginning in 1985, the 230hp L98 engine with tuned port fuel injection became the standard engine.

September 1984 through 1988 Corvettes offered a Doug Nash designed "4+3" transmission – a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards. Since 1981 (when it was last offered), a manual transmission returned to the Corvette starting with production in late-1984. The transmission proved to be problematic and was replaced by a modern ZF 6-speed manual gearbox in 1989.

In 1986, the second Corvette Indy Pace Car was released. It was the first convertible Corvette since 1975. A Centre High Mounted Signal Light (a third centre brake light) was added in 1986 to comply with safety regulations. While the colour of the pace car used in the race was yellow, all 1986 convertibles also had an Indy 500 emblem mounted on the console, making any colour a "pace car edition". In 1987, the B2K twin-turbo option became available from the factory. The Callaway Corvette was a Regular Production Option (RPO B2K). The B2K option coexisted from 1990 to 1991 with the ZR-1 option, which then replaced it. Early B2Ks produced 345hp, while later versions boasted 450hp.

For the 1992 model year, the 300hp LT1 engine was introduced, an increase of 50hp over 1991's L98 engine. This engine featured reverse-flow cooling (the heads were cooled before the block), which allowed for a higher compression ratio of 10.5:1. A new distributor also made its début. Called "Optispark", the distributor was driven directly off the front of the camshaft and mounted in front of the timing cover, just above the crankshaft and harmonic balancer. Also new for 1992 was Acceleration Slip Regulation (ASR), a form of traction control which utilized the Corvette's brakes, spark retard, and throttle close-down to prevent excessive rear wheel spin and possible loss of control. The traction control device could be switched off if desired.

The 1993 Corvette also marked the introduction of the Passive Keyless Entry System, making it the first GM car to feature it. Production of the ZR-1 ended in 1995, after 6,939 cars had been built. 1996 was the final year of C4 production, and featured special models and options, including the Grand Sport and Collector Edition, OBD II (On-Board Diagnostics), run flat tires, and the LT4 engine. The 330 bhp (246 kW) LT4 V8 was available only with a manual transmission, while all 300hp LT1 Corvettes used automatic transmissions.

Chevrolet released the Grand Sport (GS) version in 1996 to mark the end of production of the C4 Corvette. The Grand Sport moniker was a nod to the original Grand Sport model produced in 1963. A total of 1,000 GS Corvettes were produced, 810 as coupés and 190 as convertibles. The 1996 GS came with the high-performance LT4 V8 engine, producing 330hp. The Grand Sport came only in Admiral Blue with a white stripe down the middle, and black wheels and two red stripes on the front left wheel arch.

In total, 366,227 C4 Corvettes were constructed during its 12 year production, of which many still potter about the United States and other parts of the globe even today. Thirsty cars such as this don't often fly so well here in the UK unless you've got the money to back them up, and handling can be something of an issue due to our winding roads. Either way the plucky Corvette's of this 1980's generation still find their way into various amounts of fame, be they in movies or shows, though some don't make it. I seem to recall on one of Jeremy Clarkson's early videos in the mid-1990's that he had a less than stellar opinion of the C4 Corvette (much like any other American car he comes across), and thus chose to destroy a remote controlled one on a desert saltflat using a Helicopter Gunship armed with twin-mounted Miniguns.

Another popular place for these cars is in the High School parking lot apparently. According to several of my very good American friends, up until a few years ago you could pick these cars up 2nd hand for a song, with some teenagers going so far as to buy them as their first car after passing their driving test! Here in the UK we're only able to land ourselves a small hatchback like a Citroen C2 or a Ford Ka, yet in America you can land yourself first time around with a 300hp 80's sports car!

Should make you a hit with the ladies!

Bringing pins 6 (RI#) and 9 (DSR#) low by shorting both to the nearest ground, pin 7.

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a International-Specification 626 Liftback.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a International-Specification 626 Liftback.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

www.obdchina.com/maxidas-ds708-scanner-p-6.html

MaxiDAS DS708 Scanner

MaxiDas DS708 is a state of the art multifunction scan tool designed with workshops and mobile mechanics in mind, With the MaxiDas DS708 you have coverage for over 30 manufactures and OEM software levels for many of the vehicles allowing deep diagnosis and inspection, ANYTOOLS offer MaxiDas DS708, if MaxiDas DS708 intestest you,pls contact us. It can do Asian, Euro and American cars. For Toyota, Honda, Nissan and Renault, its functions have reached their original tool funcitions. For Volvo and Mitsubishi, year before 2005, it has reached original functions.Within 3 year, Free update by internet.

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10. Hot Key for Quick Wi-Fi Internet Access

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20. Innovative graph merging for easy and quick detection of intermittent problems;

21. Automatic WIFI Data Logging for quick and accurate technical support and troubleshooting;

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24. Powered by Autel? Uni-SCANTM technology with no need for extra adaptors or "keys" ;

25. Prints out recorded data any time and anywhere with Wi-Fi printing capability.

MaxiDas DS708 Specifications:

Operating System: Windows CE

CPU: ARM9+ARM7 dual processor

Memory: Max. 4 Gigabyte SD card

Communication Interface: OBD, USB，Ethernet

Input Voltage: 8.0-32.0V power provided via vehicle battery

Power Consumption: 8W

Operating Current: 500mA

Display: Backlit, 7″ TFT (800*480 dpi) color display with touchscreen

Operating Temperature: 0 to 60°C (32 to 140 F°)

Storage Temperature: -10 to 70°C (14 to 158 F°)

Operation: Touchscreen and one rubber key (ON/OFF)

Printer Interface: Wi-Fi, USB, Ethernet

Housing: Strong plastic housing with protective rubber boot

Dimension: 282mm (11.10″)*163mm (6.42″)*60mm (2.36″)

Weight: approx. 2Kg (4.41lbs)

Protocols: ISO 9141-2, K/L lins, flashing code, SAE-J1850 VPW, SAE-J1850 PWM, CAN ISO 11898 ISO15765-4, Highspeed, Middlespeed, Lowspeed and Singlewire CAN

Download Autel DS708 PC Suit V1.00.10 Beta

Vehicle Makes (deep OEM level software):

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Asia: Mazda, Honda, Mitsubishi, Toyota, Subaru, Nissan, Hyundai, Scion, Infinity, Lexus, Acura, Kia, Isuzu, Daewoo..and more (incoming Suzuki, Cherry, Great Wall)

Europe: BMW, Benz, Benz Sprinter, Citroen, Opel, Volvo, Peugeot, Renault, VW, Audi, Euro Ford, Landrover, Daicia, Skoda, Seat, Mini, Smart, Jaguar, Alfa Romeo, Fiat, Saab, Maserati, Abarth, Mayback, Bently, Bugatti..and more

USA: Chrysler, Ford, GM

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

[Text from Wikipedia]

en.wikipedia.org/wiki/Toyota_Supra

This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

Top of VAG-COM KKL 409.1 interface - with pin numbering

Bringing pins 6 (RI#) and 9 (DSR#) low by shorting both to the nearest ground, pin 7...successfully faking battery and ignition!!

Fifth generation

International (GE; 1991–1997)

Overview:

Also calledMazda 626

Mazda Cronos (Japan)

ɛ̃fini MS-6

Ford Telstar

Autozam Clef

ProductionNovember 1991 – 1997

AssemblyJapan: Hofu

Colombia: Bogotá

United States: Flat Rock, Michigan (AAI)

DesignerYasuo Aoyagi (1989)

Body and chassis

Body style4-door sedan

5-door hatchback

LayoutTransverse front-engine, front-wheel drive

Transverse front-engine, four-wheel drive

PlatformMazda GE platform

RelatedMazda MX-6

Ford Probe

Powertrain

Engine

1.8 L FP I4

2.0 L FS-DE I4

2.0 L KF-ZE V6

2.5 L KL-DE V6

2.5 L KL-ZE V6

2.0 L RFT Comprex diesel I4

Transmission5-speed manual

4-speed automatic

Dimensions

Wheelbase2,610 mm (102.8 in)

Length4,670–4,695 mm (183.9–184.8 in) (sedan/hatchback)

Width1,750 mm (68.9 in)

Height1,400 mm (55.1 in)

Curb weight1,180–1,340 kg (2,601–2,954 lb) (sedan/hatchback)

For the fifth generation, GE series sedan and hatchback, the Capella name was dropped—although export markets retained the 626 title. Its nameplate replacements, the Mazda Cronos (sedan) and ɛ̃fini MS-6 (hatchback) that launched in November 1991 were pitched to Japanese customers instead. Built on the GE platform, the hatchback-only MS-6 was launched under the ɛ̃fini 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 badge-engineered Ford Telstar (sold at Japanese Ford dealerships called Autorama), the Mazda MX-6 coupe, and the Autozam Clef, 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 as a result of the Japanese asset price bubble from 1985-1991. While the MS-6 shared the Cronos GE platform, it was marketed as the more sporty of the two. The Capella badge lived on with the wagon/van versions on the previous GV series until 1999. Until 1989, Japanese car taxation 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 ɛ̃fini MS-8 and ɛ̃fini MS-6, sharing the 2.5 V6. Moving in accord with early-1990s zeitgeist, Mazda considered width a key factor in the Cronos' sales failure, and proceeded to create a narrower stopgap model from the CG platform. This car was introduced in 1994 as the new CG series Capella sedan.

Export

Nonetheless, the GE Cronos and MS-6 continued to be sold as the Mazda 626 in nearly all export markets. The 626 was again Wheels magazine's Car of the Year 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 L 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.[15]

For the first time for a Mazda, the 626 began overseas manufacture manufacture in the US at Flat Rock, Michigan 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 L V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, Four-cylinder 626s from 1994 onwards used the Ford CD4E 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 by Ford at their Batavia, Ohio facility. The CD4E was manufactured in Batavia, Ohio under the partnership name of ZF Batavia; a joint venture between Ford and ZF Friedrichshafen AG. 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 Technical Service Bulletins (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 Matsuri 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 on the top Limited (626) and TX-5 Ghia (Telstar) five-door hatchbacks.

[Text from Wikipedia]

en.wikipedia.org/wiki/Mazda_Capella

The version shown here is a US-Specification 626 Sedan. This can be identified by the side marker reflectors (front and rear). US models were commonly painted this sand-gold hue, popular at the time, and light tan leather interiors.

This miniland-scale Lego Mazda 626 Capella Sedan (GE - 1991) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.