First Drive: 1989 Mazda MX-6 4WS

Editor's Note: AsMazdacelebrates its 90th anniversary, we've gone through the archives to bring you a look at several classic Mazdas from the 70s and 80s.

No-one would deny we're in the midst of a golden age of automotive technology, but sometimes sorting through the wealth of new-think can be tough on consumers. Take the latest innovation to hit the U.S. market, 4-wheel steering. While Japanese buyers, a group that literally venerates change, have been standing in line to glom onto 4ws cars like they were 20% T-bills, Americans have been a good deal less enthusiastic about them. Their continuing circumspection revolves around finding a suitable answer to the question: Is this high-tech or why-tech? Given the old adage "Pioneers suffer but settlers prosper" and the new axiom "Setting trends takes guts," two Japanese automakers currently are hoping to favorably resolve the issue.

Honda was the first to test the U.S. marketing waters with its '88 Prelude Si 4WS. Strong demand for all Preludes and a clever packaging job by Honda was enough to ensure that even the pricier 4WS models became hot sellers. Shortly thereafter, Mazda stepped into the 4-wheel-steer arena. Unfortunately, the car it chose to showcase this technological advance was the family-oriented 626 sedan. This proved a classic exercise in futility, as fewer than 850 4WS models were purchased.

For 1989, Mazda has done some serious rethinking of the program, and the result is the MX-6 GT 4WS. Introduced last year, the sporty 2-door competitor to the likes of the Prelude Si, Nissan 240SX, and Toyota Celica GT-S was felt to be a far more appropriate bellwether vehicle. The transition was fairly painless, since the MX-6 and 626 share the same basic front-drive platform. The turbocharged GT variant, hottest member of the MX-6 cadre, was selected as the prime candidate. Unlike the other MX-6 models (and their Ford Probe counterparts) produced at Mazda's new assembly plant in Flat Rock, Michigan, the 4WS variant is imported from the main Toyo Kogyo production plant in Hiroshima, Japan. The reason is simple: Even under the most favorable conditions, sales volume will be modest. Mazda is a tad hazy on specific numbers, but the firm believes that fewer than 15% of the roughly 40,000 MX-6s it expects to sell here in 1989 will be of the 4WS variety

All MX-6s are powered by a free-revving electronically fuel-injected SOHC 12-valve 2184cc four. While the DX and LX models carry a naturally aspirated version that makes 110 hp at 4700 rpm and 130 lb-ft of torque at 3000 rpm, the top-gun GT comes with a turbocharged and intercooled variant that develops a healthy 145 hp at 4300 rpm and a pavement-churning 190 lb-ft of torque at 3500 rpm. Hard-boiled commuter types may elect to match this screamer with the optional 4-speed automatic transmission. But our tester came the only way any self-respecting GT should, with the smooth-shifting 5-speed manual gearbox.

Although exhibiting a modest amount of turbo lag, Mazda's forcefed 2.2-liter possesses good overall responsiveness. Perceptible boost is produced just past 2000 rpm, but the afterburner doesn't really kick in until 3000 rpm. From there, the engine pulls smoothly and smartly to its 6000-rpm redline. Protecting its delicate innards from the overly-enthusiastic is a rev limiter that cuts in promptly at 6400 rpm. The 4WS hardware adds 183 lb to the standard GT's 2705-lb curb weight. Even with this extra baggage, it blasted from 0-60 mph in 7.43 sec and blew through the quarter mile in 15.70 sec at 91.2 mph. The GT's brisk performance potential has a surprisingly modest effect on fuel economy. The manually shifted version earns 21/28 mpg city/highway from the EPA, and our tester averaged an impressive 22.4 mpg in mixed driving that was heavily skewed toward banzai running.

Beneath its sleek (0.32 Cd) skin, the MX-6's fully independent coil spring suspension is identical to the current 626 platform. Front underpinnings are standard MacPherson struts with single lower control arms. The rear uses Mazda's twin lateral links with single trailing arms. Body roll is curtailed by stabilizer bars fore and aft. Front-steer MX-6s offer optional three-way electronically variable shock absorbers, but the 4WS is only available with conventional single-setting hydraulic dampers. Though all the mechanicals are also a common design with the Ford Probe, the MX-6 uses softer springs, shocks, and bushings to achieve a more refined touring feel. This translates into a greater degree of dive, squat, and pitch, but endows the car with a noticeably more compliant ride quality than its American cousin.

All MX-6s are fitted with power-assisted rack-and-pinion steering. On 2WS cars, the boost varies according to engine rpm. The unit on the GT 4WS responds to vehicle speed. In both cases, the feel is precise and the assist level well suited to the need. Mazda's proprietary 4WS linkage uses a combination of hydraulic and mechanical elements to control the rear wheels. The actual amount of rear steer is determined by both vehicle speed and front wheel deflection. At 22 mph, the rear wheels point straight ahead regardless of the position of the fronts. Below that speed, they countersteer. Above 22 mph, they turn in phase with the front wheels. Total deflection is limited to 50 in either case. The system also has a built-in fail-safe mode. If a problem occurs, the rear wheels simply return to, and lock in, the center position.

The supplemental steering hardware imparts a measure of added stability in high-speed lane changes and allows the car to track cleanly through tighter corners that would have a front-steer MX-6 scrubbing all four tires. For most people, however, the biggest benefit will come in the form of improved low-speed maneuverability. The 4WS' compact 31.5-ft turning circle is 3.8 ft less than that of its conventional counterpart. That may not sound like much, but it makes it a whole lot easier to slice through rush-hour traffic snarls, negotiate crowded parking lots, or slip into narrow driveways.

Mazda has suitably upgraded the GT's wheel and tire package with alloy rims and 195/60HR15 steel-belted radials -- sticky Bridgestone Potenza RE71s on our car -- in place of the standard 185170SR14 rubber on stamped wheels. Like the non-turbo models, the GT possesses laudable trailing throttle manners. Lifting in a corner tucks the nose predictably and slides the tail. Pressed to the max, the MX-6 GT displays modest push, although the Potenzas' benign breakaway characteristics coupled with the all-wheel-steering input allow the car to be pitched and caught with gusto.

One facet of "handling" where the T-charged MX-6 does merit some criticism is the amount of torque steer it generates in the lower gears. The additional twist of the turbo engine can make the GT a handful in 1st and 2nd. Full-throttle blasts cause the front end to bob and weave like a middleweight on amphetamines as the engine comes onto boost.

One of the few options offered for the MX-6 is anti-lock brakes, a $1000 extra well worth the price. While our tester did not have ABS binders, its 10.4-in. front and 10.2-in. rear power discs proved eminently capable, hauling the MX-6 down from 60-0 mph in 130 ft and from 30-0 mph in 42 ft. Although it was possible to lock up all four wheels in maximum-effort stops, modulation is good under normal use and straight-line stability excellent in either case.

The MX-6's interior is well finished and decidedly driver friendly. The well-contoured sport buckets provide excellent comfort, and the adjustable side bolsters and multi-position lumbar support keep one properly braced during more spirited driving. Save for a boost gauge, the MX-6 GT offers a full complement of highly legible white-on-black analog instruments. The standard tilt steering column and height adjustable seat assure that any size driver will enjoy excellent visibility both of the dash and outside, although the power sunroof does cut into head room. Rear quarters are spacious for a coupe. While six-footers may find things a bit cramped, a pair of average-sized adults will be able to travel in relative comfort. About the only aspect of the interior we found worthy of a rethink was the armrest storage bin located between the front seats. With a tenuous anchor point and a flimsy latching mechanism (ours required some emergency reconstructive surgery), it has a look and feel out of character with the rest of the passenger compartment.

Those intending to use the MX-6 as a part-time beast of burden will find it most accommodating. The decklid cutout dips to near bumper level, and the lockable 60/40 split-folding rear seatbacks can be flopped to open its already spacious 15.4-cu-ft trunk into a cavernous 37.7-cu-ft cargo bay. Extended treks over both freeways and back roads showed the MX-6 GT 4WS to be an amiable long-distance runner. Despite its sporty suspension and tires, the car's basic NVH characteristics are impressive, with squeaks and rattles non-existent.

The MX-6 GT includes a huge list of luxury and convenience features in its $15,499 base price. Our tester, which also had the optional air conditioning and floormats, bottom-lined at $17,057, including $1200 for the 4WS package. As we noted at the outset, there's still some question whether the relative merits of all-wheel steering can be effectively communicated to American car buyers. The task has been hampered because manufacturers are hesitant to tout it as a safety feature due to concerns about potential product liability claims. But the presence in the U.S. of both the MX-6 and the Prelude, along with the prospects of seeing even more Japanese players introduced here within the next few years, indicates a commitment at least to giving the proposition a legitimate shot. Frankly, anti-lock brakes offer a greater benefit/dollar return ratio. But for those who think trendy and can make use of its high- and low-speed handling advantages, the MX-6 GT 4WS stands as a stylish and attractive transport module.