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.

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.

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.

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.

Remove screws labeled #1 first to remove the OBD-II plug, then screws labeled #2 to remove bracket, then remove cable end from bracket.

Remove #1 screws, remove OBD-II interface, then #2 screws. If your cable's metal sheath has pulled through the retainer (like this), then you need a new hood cable bracket.

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.

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.

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.

dx.com/p/pp2000-v23-25-lexia-3-v46-citroen-peugeot-car-di...

- Color: Black

- Material: ABS + copper

- Compatible with Citreon cars including C1, C2, C3, C4, C6, C8 , C-Crosser, Nemo Berlingo,

Jumpy, Jumper, AX, Saxo, BX, etc.

- Diagnostics is performed via OBD-II connector (which is located near steering wheel) or via

manufacturer-specific connector (only older cars, pre-2001)

- Unlike other universal car scanner tools which only read fault codes, this software performs

nearly all the functions like the original dealer diagnostic tool. It contains K-Line

multiplexor, CAN-BUS interfaces and SAE J1850 bus (both PWM and VPW)

- Function:

- Read identification: Displays complete identification of control unit, e.g. part number,

software/hardware version, manufacturer, etc...

- Read fault codes: Displays all stored and pending fault codes with complete description (e.g.

"Rail pressure - too low pressure"). Program supports report printing or copy to clipboard.

- Clear fault codes: This function clears all stored fault codes and other diagnostic

information.

- Auto-scan (complete car scan/test): Detects all ECUs (electronic control units) installed in

car and reads all diagnostic fault codes.

- Measured Values: Program displays live Data like Engine Speed, Battery voltage, Oxygen

Sensor, Coolant Temperature, etc. Values can be displayed in graph, 9 values at once, or full

listing (all measured values). Logging to file is also supported, which allows offline

analysis.

- Actuator test: Actuator test activates particular actuator (e.g. turn on fuel pump,

lock/unlock wheel, lock/unlock doors, cut off fuel, etc.)

- Language: English / German / French / Japanese / Russian / Spanish / Portuguese / Swedish /

Turkish / Dutch / Polish / Italian / Hungary / Greek / Czech

- Hardware required: Intel Celeron/Pentium III 400 MHz, 128 MB RAM, 50MB free HDD space and USB

1.1 port (USB 2.0 recommended)

- OS required: Windows 98 SR2 / 2000 / XP

- Package includes:

- 1 x Main unit with extension OBD2 cable (120cm-cable)

- 1 x Long 9pin to USB cable (120cm)

- 1 x Short 9pin to USB cable (20cm)

- 1 x OBD2 cable (100cm)

- 1 x 16pin to Clip Cable (135cm)

- 1 x Instruction for Installation and Activation DVD for PP2000

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.

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.

Air- und Fuelpressure sowie Tankinhalt sind ohne Funktion. Die Batteriespannung wird falsch angezeigt.

----

Air- and Fuel Pressure, Fuel Level are without function. Voltage is wrong.

Konfiguration des OBD-DIAG 4000. Für den Land Rover Discovery 3 muss das Protokoll fest auf CAN 29/500 gestellt werden.

----

Protocol has to be set to 7 CAN 29/500

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.

Erlaubt das Setzen einer ID im OBD-DIAG AGV 4000

----

Set an ID in the OBD-DIAG AGV 4000

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.

Geschwindigkeit und Drehzahl ziemlich grob dargestellt

Diese Software kann lediglich Geschwindigkeit und Drehzahl anzeigen.

----

Shows only Speed and Rev

Die Software sieht gut aus, unterstützt aber leider das Protokoll des Land Rover Discovery 3 nicht.

----

Nice software, but does not support the Land Rover Discovery 3s Protocol.

This is going to be the first time that I’ve written or presented anything related to the YJ at This-Old-Jeep.com. For a long time I simply didn’t like the looks of them- the new sorta funky and modern looking dash that was a long ways from the simple flat dash that generations of jeeps had succeeded in just being awesome machines with, the padding everywhere, the just plain... modernity of the YJ that truly set it apart from any of its predecessors. But worst of all were the square headlights that replaced the familiar and comfortable face of every jeep since 1940. But in reality, those were some of the things that have allowed the jeep to continue until today. It succeeded by adapting as we all must evolve. Nowadays, a couple of years back I had the realization that I sort of liked the YJ, it was finally become ‘classic’ looking in the intervening years! And so today, we have the last of the brochures from the car enthusiast website, a “web magazine/blog” Lov2xlr8.

On May 13, 1986 the newly named moniker of ‘Wrangler’ made its debut. Aside from the newly designed front end sheet metal that carried the square headlights there were many other details that were subtly new. The rear gate was new as was the swing away tire carrier. The hood was now beveled with rounded edges that was supported by the new front grill. Little touches like flexible fender flares and built in splash shields that wrapped back from the front fenders were added. The soft top was entirely new making it a truly better design that incorporated half doors and soft uppers. As well now you could remove the side and rear windows for a bikini top.

The AMC 258-6 was still doing the power chores as an option for the YJ with the 4 cylinder 2.5 liter as the standard. Also, the Sahara edition showed up as a special edition with leather wrapped wheel and heavier carpeting and other khaki trim. It all went for a base price of $8795. As far as it was from the original CJ2-A that debuted in 1945 with two color choices, the 1987 YJ Laredo also had a mere two color choices available- Olympic white and Classic black (though other additional colors were available as extra cost add-ons...)

The YJ went on with small changes here and there, but the biggest to come was the introduction of the new 4.0, the newly designed high output 180 horsepower fuel injected straight six that replaced the AMC design, the 4.2 liter/ 258 cu. inch six. The YJ went on along with the begrudging respect from Jeep fans eventually gaining standard stuff today like OBD II systems and anti-lock brakes, a newly designed cage and third eye brake light. It continued until 1997 when it was replaced the all new TJ, which is a whole other story! One little detail that I didn’t know until I was doing the research for this article was the fact that there was no actual 1996 YJ. It continued instead an ‘old’ tradition of retitling the previous year’s 1995 built jeeps as a 1996. Check out the full albums here- this-old-jeep.com/These_Old_Jeep_Dealer_Items/Pages/1987-...

Well, this wraps up the 1980’s and other than a few miscellaneous ads, the end of material from Lv2xlr8. I’m not sure right now what I’ll present next week, but I’ll figure out something. Or drop me an email at thisoldjeepdotcom@gmail.com or at our Facebook page- www.facebook.com/pages/This-Old-Jeepcom/267384621718 with a suggestion. Tell a friend about us too and Like us. We’re nearly at 1,000 likes! Have a great summer weekend and come back for more of the best of the jeep since 1940!

PS2 HAEVY DUTY can diagnose VOLVO, SCANIA, MAN, IVECO,MERCEDES BENZ,ISUZU,MACK, COMMINS,HINO,FUSO at present, and will add DAF, Renault , ERF,SINOTRUCK,NISSAN UD etc in the near future!

PS2 Heavy automobile computer diagnostic tool is a major product which our company developed recently. Our technicians in programming and R&D section play a technical leading role in this business. Most engineers have rich experiences for designing platform and software. Therefore, our custom will feel the outstanding and powerful performance of the product.

As for the design of PS2, our technicians perfectly mix appearances with practicality. With jumbo size, true-color, full touching screen and simple body, customers will operate PS2 more intuitively and easily. The capability of the built-in highly processing chip could reach 400MHZ. Its ability is superior to the common used ARM7 chip. Such excellent performance of the chip and the superior diagnostic module will guarantee the accuracy and real-time function. The demonstration for data stream of PS2 shows its accuracy and rapidity which will enhance the convenience of our guests.

In the compatible aspect of data agreement, PS2 comprehensively supports all protocols and all modes for the OBD II. The built-in CAN BUS chip supports all CAN BUS agreements. The forward-looking design of PS2 meets the need not only for the present but also for the future automobile main-line examination. The drivers of diagnostic module can be updated through the internet. The formidable compatibility reduces the equipped adapter. PS2 is easy to handle and users will experience the unique design from our R&D team.

We also provides wireless communication version of PS2. The servicemen can sits in the office to carry on the functional test. The VAG connector could meet the various requests from customers. All test procedures places on a high-capacity SD card which facilitates the updating procedure. The mulit-language edition will satisfy the demands from our customer around the world.

As a result of massive field test, PS2 becomes a matured and integrated product. Excellence is our motto. We make every effort to develop and to innovate our product which enables PS2 to become an reliable automobile diagnostic equipment. The speedy test, the accuracy and the user-friendly design of SP2 help us to enjoy the support of all customers!

PS2 is a high-tech and professional automobile diagnostic tool. Please follow the instruction to use the product. If you have any problems or questions related to the operation, please contact post-sale Technical service department for further instruction.

Power switch: Uses for starting and closing of main engine

USB connection: Uses this connection to carry on the data synchronization with PC.

VGA connection: Uses this connection to link the external monitor (800×600 pixels)

Main test connection: Uses the testing line to carry on the vehicles diagnosis.

power connection: Uses for the exterior power supply

touching pen: Uses in clicking on the touching-screen.

4. functions of VCI diagnostic box:

The box is bridging the PS2 mainframe and the automobile diagnostic base. It is called lower position machine. This diagnostic box has two connections, the DB15 connection and the OBD II connection. The main testing line connects the PS2 mainframe with the DB15 adapter. The OBDII connection could link with the testing adapter (PS2 with OBDII diagnostic base could directly link with automobile connection base)

Because the blue-teeth communication module is installed in the VCI diagnosis box, the PS2 mainframe could proceed the diagnosis without the main testing line. The on-line diagnosis should be changed to the wireless diagnosis mode on the menu.serial port: Uses in the main body debugging.

SD card slot: uses for SD cardPower switch: Uses for starting and closing of main engine

USB connection: Uses this connection to carry on the data synchronization with PC.

VGA connection: Uses this connection to link the external monitor (800×600 pixels)

Main test connection: Uses the testing line to carry on the vehicles diagnosis.

power connection: Uses for the exterior power supply

touching pen: Uses in clicking on the touching-screen.

5. PS2 technical parameters:

operating system: WINCE 5.0 operating platforms

CPU: SAMSUNG 32 bits processors, basic frequency is 400MHZ random memory: SDRAM 64M

programming memory: FLASH 64M

exterior memory: supports SD card slot-in and slot-out

mainframe power supply: DC12V/24V

mainframe power: 25W

printer: Mini high-speed thermal sensitive printer

screen: 8 inches real-color touch-screens, 800×600 with LED back-light

machine composition: mainframe, testing adapter, group of lines, manual and outside box

temperature: -20-50

relative humidity: <90%

mainframe battery: rechargeable battery 3500m/Ah

wireless communication: blue-teeth

overall size: 305.2×215.2×85mm

weight: 10KG

www.auto-ecu-tool.com

Chart liefert nur die Drehzahl

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The Charts show only the Rev

Messing with the Freematics OBD-II Adapter for Arduino. Didn't get to do too much due to time but I had it reading some basic data from the vehicle.

KESS OBD TUNING

Keterangan:

KESS OBD Tuning Kit

1. fungsi sama seperti Galletto 1260 dan KWP2000 +

2.it digunakan untuk membaca eeprom dan flash dari ECU dengan OBD

KESS OBD Tuning Kit

Keterangan:

KESS OBD Tuning Kit

Produk ini memiliki fungsi sama seperti Galletto 1260 dan KWP2000 +,

itu digunakan untuk membaca eeprom dan flash dari ECU dengan obd2 untuk dukungan tuning

.ItU mobil jenis mobil yang paling Chip dan dengan harga yang wajar.

Mendukung mobil daftar:

Alfa

Alfa Romeo 1.9 JTD 150CV BOSCH 16V EDC16 + DAPAT 2,0

ALFA 145 1400 16V 103CV BOSCH M1.5.5 OBDII

ALFA 145 1600 16V 120CV BOSCH M1.5.5 OBDII

ALFA 145 1900 JTD 105CV BOSCH EDC 15C 29F400 PSOP OBDII

ALFA 145 2000 16V 155CV BOSCH M1.5.5 OBDII

ALFA 146 1900 JTD 105CV BOSCH EDC 15C 29F400 PSOP OBDII

ALFA 147 1600 16V 105CV BOSCH ME7.3.1 Tabel

ALFA 147 1600 16V 120CV BOSCH ME7.3.1 Tabel

ALFA 147 1900 JTD 100CV BOSCH EDC 15C7 29F400 PSOP OBDII

ALFA 147 1900 JTD 115CV BOSCH EDC 15C7 29F400 PSOP OBDII

ALFA 147 1900 JTD 120CV BOSCH EDC 16C39-4.5x M58BW016 OBDII

ALFA 147 1900 JTD 126CV BOSCH 16V EDC 16C8 29BL802CB SSOP OBDII

ALFA 147 1900 JTD 140CV BOSCH 16V EDC 16C8 29BL802CB SSOP OBDII

ALFA 147 1900 JTD 150CV BOSCH 16V EDC 16C8 29BL802CB SSOP OBDII

ALFA 147 2000 16V 150CV BOSCH ME7.3.1 Tabel

ALFA 147 2000 16V 150CV SELESPEED BOSCH ME7.3.1 Tabel

BMW

BMW M3 E46 343 CV SIEMENS MS 52 OBD II

BMW M3 E46 343 CV SIEMENS MS 54 OBD II

BMW M5 E39 394 CV SIEMENS MS 52 OBD II

BMW M5 E39 394 CV SIEMENS MS 54 OBD II

BMW 320 2000 24V 150CV SIEMENS E46 MS 42 29F400 PSOP OBDII

BMW 320 2000 D 136CV E46 BOSCH EDC 15m 29F010 PLCC OBDII

BMW 320 2200 24V 170CV SIEMENS E46 MS 43 29F400 PSOP OBDII

BMW 323 2500 24V 170CV SIEMENS E46 MS 42 29F400 PSOP OBDII

BMW 325 2500 24V 192CV SIEMENS E36 MS 43 29F400 PSOP OBDII

BMW 328 2800 24V 193CV SIEMENS E46 MS 43 29F400 PSOP OBDII

BMW 328 2800 24V 193CV SIEMENS E46 MS 42 29F400 PSOP OBDII

BMW 330 3000 24V 231CV SIEMENS E46 MS 43 29F400 PSOP OBDII

BMW 330 3000 D 186CV E46 BOSCH EDC 15C4 29F400 PSOP OBDII

BMW

BMW M3 E46 343 CV SIEMENS MS 52 OBD II

BMW M3 E46 343 CV SIEMENS MS 54 OBD II

BMW M5 E39 394 CV SIEMENS MS 52 OBD II

BMW M5 E39 394 CV SIEMENS MS 54 OBD II

BMW 320 2000 24V 150CV SIEMENS E46 MS 42 29F400 PSOP OBDII

BMW 320 2000 D 136CV E46 BOSCH EDC 15m 29F010 PLCC OBDII

BMW 320 2200 24V 170CV SIEMENS E46 MS 43 29F400 PSOP OBDII

BMW 323 2500 24V 170CV SIEMENS E46 MS 42 29F400 PSOP OBDII

BMW 325 2500 24V 192CV SIEMENS E36 MS 43 29F400 PSOP OBDII

BMW 328 2800 24V 193CV SIEMENS E46 MS 43 29F400 PSOP OBDII

BMW 328 2800 24V 193CV SIEMENS E46 MS 42 29F400 PSOP OBDII

BMW 330 3000 24V 231CV SIEMENS E46 MS 43 29F400 PSOP OBDII

BMW 330 3000 D 186CV E46 BOSCH EDC 15C4 29F400 PSOP OBDII

Chevrolet

CHEVROLET CAPTIVA 2000 VCDI 16V 150CV BOSCH EDC 16C39 M58BW016 BISA + 2.0

CHEVROLET OMEGA V6 3600 254CV BOSCH ME9.X BISA + 2.0

Chrysler

CHRYSLER PT CRUISER 2200 121CV CRD BOSCH EDC 15C2 29F400 PSOP OBDII

CHRYSLER VOYAGER 2500 CRD BOSCH 142CV EDC 15C2 29F400 PSOP OBDII

Citroen

Citroen Berlingo 1600 16V 109CV BOSCH ME7.4.6 29F400 PSOP OBDII

Citroen Berlingo 1600 IPM 110CV BOSCH EDC 16C34 M58BW016 OBDII

Citroen Berlingo 2000 IPM 90CV BOSCH EDC 15C2 29F400 PSOP OBDII

Citroen Berlingo 2000 IPM 90CV SIEMENS SID801 29F400 PSOP OBDII

Citroen C1 1.4 HDI 54 CV SIEMENS SID 805/806

CITROEN C1 1400 IPM 55CV SIEMENS SID804 29F400 PSOP OBDII

Citroen C2 1400 8V 73CV JOHNSON Valeo

Menghindari

DODGE NITRO 2800 CRD BOSCH 177CV EDC 16CP31-8.x M58BW016 BISA + 2.0

DODGE Avenger 2.0 CRD BOSCH 140CV EDC16U31-4.7x + 2.0 M58BW016 BISA

DODGE kaliber 2 0,0 CRD BOSCH 140CV EDC16U31-4.7x + 2.0 M58BW016 BISA

DODGE JOURNEY 2.0 CRD BOSCH 140CV EDC16U31-4.7x + 2.0 M58BW016 BISA

Ferrari

FERRARI MODENA 360 3600 V8 400CV BOSCH ME7.3 Tabel

BOOTMODE FERRARI SIEMENS C167 BOSCH ME7.5 29F800 PSOP Tabel

Persetujuan

Fiat 500 1.4 16V Tjet 135 CV BOSCH ME7.9.10 BISA

Fiat 500 1.2 8V 69CV Marelli IAW 5SF BISA 2,0

FIAT 500 1200 8V 69CV Marelli IAW 5SF Menulis Saja

FIAT 500 1400 16V 100CV BOSCH ME7.9.10 BISA + 2.0

FIAT 500 Abarth 1,4 T jet 150CV BOSCH ME7.9.10 BISA + 2.0

Suzuki

Suzuki Grand Vitara 2000 TD 110CV BOSCH EDC 15C2 29F400 PSOP OBDII

SUZUKI IGNIS 1300 DDIS 70CV Magneti Marelli MJ OBDII

Suzuki Jimny 1.5 DDIS DCM DELPHI 1.2

SUZUKI JIMMY DCI 1500 65CV DELPHI DDCR 29F200 PSOP OBDII

SUZUKI SWIFT 1300 DDIS 70CV Magneti Marelli MJ OBDII

SUZUKI Vitara 2000 IPM 90CV BOSCH EDC 15C2 29F400 PSOP OBDII

SUZUKI Vitara 2000 IPM 110CV BOSCH EDC 15C2 29F400 PSOP OBDII

Toyota

TOYOTA YARIS D-4D 1400 75CV BOSCH EDC 15C9 29F400 PSOP OBDII

BOOTMODE Toyota Aygo ST10275 BOSCH BOSCH M7.9.5 Tabel

Vauxhall

Vauxhall VX220 2000 16V TURBO 200CV BOSCH ME1.5.5 29F400 PSOP OBDII

Description :

KESS OBD Tuning Kit

1. a similar function as galletto 1260 and KWP2000+

2.it is used to read eeprom and flash from ECU by obd

KESS OBD Tuning Kit

Description:

KESS OBD Tuning Kit

This product have a similar function as galletto 1260 and KWP2000+

,it is used to read eeprom and flash from ECU by obd2 for car chip tuning

.It support most car type and with a reasonable price.

Support car list:

Alfa

Alfa Romeo 1.9 JTD 16V 150CV BOSCH EDC16+ CAN +2.0

ALFA 145 1400 16V 103CV BOSCH M1.5.5 OBDII

ALFA 145 1600 16V 120CV BOSCH M1.5.5 OBDII

ALFA 145 1900 JTD 105CV BOSCH EDC 15C 29F400 PSOP OBDII

ALFA 145 2000 16V 155CV BOSCH M1.5.5 OBDII

ALFA 146 1900 JTD 105CV BOSCH EDC 15C 29F400 PSOP OBDII

ALFA 147 1600 16V 105CV BOSCH ME7.3.1 Table

ALFA 147 1600 16V 120CV BOSCH ME7.3.1 Table

ALFA 147 1900 JTD 100CV BOSCH EDC 15C7 29F400 PSOP OBDII

ALFA 147 1900 JTD 115CV BOSCH EDC 15C7 29F400 PSOP OBDII

ALFA 147 1900 JTD 120CV BOSCH EDC 16C39-4.5X M58BW016 OBDII

ALFA 147 1900 JTD 16V 126CV BOSCH EDC 16C8 29BL802CB SSOP OBDII

ALFA 147 1900 JTD 16V 140CV BOSCH EDC 16C8 29BL802CB SSOP OBDII

ALFA 147 1900 JTD 16V 150CV BOSCH EDC 16C8 29BL802CB SSOP OBDII

ALFA 147 2000 16V 150CV BOSCH ME7.3.1 Table

ALFA 147 2000 16V 150CV SELESPEED BOSCH ME7.3.1 Table

BMW

BMW M3 E46 343 CV SIEMENS MS 52 OBD II

BMW M3 E46 343 CV SIEMENS MS 54 OBD II

BMW M5 E39 394 CV SIEMENS MS 52 OBD II

BMW M5 E39 394 CV SIEMENS MS 54 OBD II

BMW 320 2000 24V 150CV E46 SIEMENS MS 42 29F400 PSOP OBDII

BMW 320 2000 D 136CV E46 BOSCH EDC 15M 29F010 PLCC OBDII

BMW 320 2200 24V 170CV E46 SIEMENS MS 43 29F400 PSOP OBDII

BMW 323 2500 24V 170CV E46 SIEMENS MS 42 29F400 PSOP OBDII

BMW 325 2500 24V 192CV E36 SIEMENS MS 43 29F400 PSOP OBDII

BMW 328 2800 24V 193CV E46 SIEMENS MS 43 29F400 PSOP OBDII

BMW 328 2800 24V 193CV E46 SIEMENS MS 42 29F400 PSOP OBDII

BMW 330 3000 24V 231CV E46 SIEMENS MS 43 29F400 PSOP OBDII

BMW 330 3000 D 186CV E46 BOSCH EDC 15C4 29F400 PSOP OBDII

BMW

BMW M3 E46 343 CV SIEMENS MS 52 OBD II

BMW M3 E46 343 CV SIEMENS MS 54 OBD II

BMW M5 E39 394 CV SIEMENS MS 52 OBD II

BMW M5 E39 394 CV SIEMENS MS 54 OBD II

BMW 320 2000 24V 150CV E46 SIEMENS MS 42 29F400 PSOP OBDII

BMW 320 2000 D 136CV E46 BOSCH EDC 15M 29F010 PLCC OBDII

BMW 320 2200 24V 170CV E46 SIEMENS MS 43 29F400 PSOP OBDII

BMW 323 2500 24V 170CV E46 SIEMENS MS 42 29F400 PSOP OBDII

BMW 325 2500 24V 192CV E36 SIEMENS MS 43 29F400 PSOP OBDII

BMW 328 2800 24V 193CV E46 SIEMENS MS 43 29F400 PSOP OBDII

BMW 328 2800 24V 193CV E46 SIEMENS MS 42 29F400 PSOP OBDII

BMW 330 3000 24V 231CV E46 SIEMENS MS 43 29F400 PSOP OBDII

BMW 330 3000 D 186CV E46 BOSCH EDC 15C4 29F400 PSOP OBDII

Chevrolet

CHEVROLET CAPTIVA 2000 VCDI 16V 150CV BOSCH EDC 16C39 M58BW016 CAN + 2.0

CHEVROLET OMEGA 3600 V6 254CV BOSCH ME9.X CAN + 2.0

Chrysler

CHRYSLER PT CRUISER 2200 CRD 121CV BOSCH EDC 15C2 29F400 PSOP OBDII

CHRYSLER VOYAGER 2500 CRD 142CV BOSCH EDC 15C2 29F400 PSOP OBDII

Citroen

CITROEN BERLINGO 1600 16V 109CV BOSCH ME7.4.6 29F400 PSOP OBDII

CITROEN BERLINGO 1600 HDI 110CV BOSCH EDC 16C34 M58BW016 OBDII

CITROEN BERLINGO 2000 HDI 90CV BOSCH EDC 15C2 29F400 PSOP OBDII

CITROEN BERLINGO 2000 HDI 90CV SIEMENS SID801 29F400 PSOP OBDII

Citroen C1 1.4 HDI 54 CV SIEMENS SID 805/806

CITROEN C1 1400 HDI 55CV SIEMENS SID804 29F400 PSOP OBDII

Citroen C2 1400 8V 73CV JOHNSON VALEO

Dodge

DODGE NITRO 2800 CRD 177CV BOSCH EDC 16CP31-8.X M58BW016 CAN + 2.0

DODGE AVENGER 2.0 CRD 140CV BOSCH EDC16U31-4.7x M58BW016 CAN + 2.0

DODGE CALIBER 2 .0 CRD 140CV BOSCH EDC16U31-4.7x M58BW016 CAN + 2.0

DODGE JOURNEY 2.0 CRD 140CV BOSCH EDC16U31-4.7x M58BW016 CAN + 2.0

Ferrari

FERRARI 360 MODENA 3600 V8 400CV BOSCH ME7.3 Table

BOOTMODE FERRARI SIEMENS C167 BOSCH ME7.5 29F800 PSOP Table

Fiat

Fiat 500 1.4 16V Tjet 135 CV BOSCH ME7.9.10 CAN

Fiat 500 1.2 8V 69CV MARELLI IAW 5SF CAN +2.0

FIAT 500 1200 8V 69CV MARELLI IAW 5SF Write Only

FIAT 500 1400 16V 100CV BOSCH ME7.9.10 CAN + 2.0

FIAT 500 Abarth 1.4 T-jet 150CV BOSCH ME7.9.10 CAN + 2.0

Suzuki

SUZUKI GRAND VITARA 2000 TD 110CV BOSCH EDC 15C2 29F400 PSOP OBDII

SUZUKI IGNIS 1300 DDIS 70CV MAGNETI MARELLI MJ OBDII

Suzuki Jimny 1.5 DDIS DELPHI DCM 1.2

SUZUKI JIMMY 1500 DCI 65CV DELPHI DDCR 29F200 PSOP OBDII

SUZUKI SWIFT 1300 DDIS 70CV MAGNETI MARELLI MJ OBDII

SUZUKI VITARA 2000 HDI 90CV BOSCH EDC 15C2 29F400 PSOP OBDII

SUZUKI VITARA 2000 HDI 110CV BOSCH EDC 15C2 29F400 PSOP OBDII

Toyota

TOYOTA YARIS 1400 D-4D 75CV BOSCH EDC 15C9 29F400 PSOP OBDII

BOOTMODE TOYOTA AYGO BOSCH ST10275 BOSCH M7.9.5 Table

Vauxhall

VAUXHALL VX220 2000 16V TURBO 200CV BOSCH ME1.5.5 29F400 PSOP OBDII

moDiag zeigt auch die Fahrgestellnummer an.

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moDiag is showing the VIN too.

Drehzahl oder Geschwindigkeit

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Rev or Speed

Werte in gelben Spalten werden nicht geliefert. Die Spalten lassen sich manuell ausblenden.

The manual for installing the gauges begin with a warning and disclaimer in bold font about how important it is to watch the road and other drivers when driving.

I giggled at the obvious, installed them and took Doris for a ride.

By then, I had stopped giggling and realized they had a good point,

I stare way too much and too long at the gauges.

Have to change the settings to some less interesting data output I think.

Per Klick werden nur die vom Fahrzeug gelieferten Werte angezeigt. Wirklich viele sind es aber nicht.

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moDiag shows only the few values which are delivered by the car.

Geschwindigkeit und Drehzahl sind OK, der Benzinstand wird nicht angezeigt und die Kühlwassertemperatur ist zum Glück falsch.