View allAll Photos Tagged hatchback
" Dave R Spottedlaurel Well spotted, I thought it was something American. This must be the one that was up for sale a few times last year and had been converted into a hatch with Rover 800 bits"
This is a car, called the TRS Ninja, which I made for so far the only Automation/BeamNG competition I've entered. You might think that it was a pretty straightforward affair since once the car is done it's done... right?
Wrong. Once exported to BeamNG, half the parts had a fuzzy white outline around them which I couldn't get rid of because that was the newest glitch that had decided to occur between the two games that week (with every Automation or Beam update something new breaks, this time it was fixture edges and tail lights). I had to live with that as I had no choice, BUT when imported back into Automation the body morphs would reset and some of the details and figures would change, meaning it was no longer within the parameters of the challenge it was made for.
After a long and annoying process of importing, exporting, making copies of cars in Automation and in BeamNG's mod folder I got a car that, once exported to Beam and then imported back into Automation retained its body mouldings and the performance figures had changed a fraction, but were still within what they needed to be. So that's what I had in the end, but I will not be impressed if the car that makes it into the challenge breaks itself upon importing to Automation.
For the actual car, all I can remember is it's a 4 cylinder turbo front wheel drive! But as you can see, it has all the important features like pop-up headlights, an intercooler and yellow pin-striping around the edges of the wheel rims. It's got brakes too, and door handles, and a differential which I think is of the limited slip variety. Flat out it does somewhere in the region of 120mph.
Seen in Pamphill, Dorset.
Registration number: G743 CLJ
✓ Taxed
Tax due: 01 April 2017
✓ MOT
Vehicle details
Vehicle make VOLKSWAGEN
Date of first registration 10 November 1989
Year of manufacture 1989
Cylinder capacity (cc) 1272cc
Fuel type PETROL
Export marker No
Vehicle status Tax not due
Vehicle colour RED
Number of owners: 3
Current owner since Feb 2012
Mileage at last MOT: 80,369
Mileage since previous MOT: 4,461
Britax Adventure high back booster behind driver, Britax Two Way Elite in middle(agreed on fixed position for both front seats) & Mothercare's Joie Steadi behind passenger seat.
MOC Hatchback, nothing fancy. First created in MLCad, then built with real bricks.The cool young guy who owns it seems happy with his choice of car.
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.
motorchase.com/wp-content/uploads/2016/03/fiat_tipo_hatch...
A Fiat nos deu um exemplo razoavelmente bom de demanda e preço. O Fiat Tipo com carroceria sedã foi apresentado ao preço promocional de 12.500 euros. E suas vendas estão impressionando todo mundo. Agora a Fiat liberou o preço de lançamento para o hatchback, também promocional. E ele é mais caro q...
motorchase.com/pt/2016/03/o-novo-fiat-tipo-hatchback-cust...
MOC Hatchback, nothing fancy. First created in MLCad, then built with real bricks. The cool young guy who owns it seems happy with his choice of car.
An FSO Warszawa in the less common hatchback version in the Technical Museum Krakow (Poland). 5.9.007
Here is a picture of my Subaru Impreza WRX STI Type UK Hatchback. The car is on 18in Prodrive GT1 alloys in Gold of course. The car is fitted with a HT Autos Front Splitter and Rally Armour mudflaps. This picture is taken on the A939 between Tomintoul to Granton on Spey.