1999 Mazda 626 Review

Mazda shuffles models and equipment for its slick 1999 626 sedan. The 626 was revamped for 1998 to make it more attractive in the dog-eat-dog market for mid-size cars.

The $17,665-$22,245 626 often is lost in shadows cast by rival models from larger automakers that can afford to give them far more publicity. Still, the word must be out that the front-drive 626 is above-average because sales are projected to hit 100,000 cars this year, up from 85,000 last year.

The 1998 626 was styled to resembled Mazda's stylish top-line Millenia sedan and was made larger, with a roomier interior. For 1999, the base DX model has been dropped so even the entry level 626 LX model is well-equipped. And there's a new, economical four-cylinder version of the top-line ES model.

Newly standard for all models are a keyless entry system, variable intermittent wipers and power antenna. There's a new manual driver's seat adjustment except for the ES V-6, which has a power driver's seat.

Look for unique small touches on the 626, such as oscillating center vents. After all, Mazda is the automaker that offered the innovative rotary engine.

The quiet, refined 626 is among the top mid-size cars, especially with its smooth 2.5-liter, 170-horsepower V-6. The 626 engine has dual overhead camshafts and four valves per cylinder.

The dual-overhead-cam, 2-liter four-cylinder generates 125 horsepower and provides decent performance with the standard five-speed manual transmission. But it's rather sluggish with the four-speed automatic.

The V-6 performs well with either transmission but provides very lively acceleration with the manual, which is notchy when rushed but works with a nice clutch. The V-6/manual combination causes the engine to rev at a high 3,200 r.p.m. at 65 m.p.h., but doesn't feel strained and provides 27 m.p.g. on highways. The city figure is 21. The four-cylinder provides in the mid- to high 20s in the city and 29-33 on the highway.

The 626 steering is fast and precise, with good road feedback and the right amount of power assist on highways. Handling is sporty. The ride is smooth even on rough roads. And the easily modulated brake pedal helps allow quick, sure stops.

Front seats are very supportive under the thighs and on the sides, but the rear seats offer just average comfort. Gauges can be read at a glance and controls have a high-quality feel. It's easy to get in and out. And doors close with a reassuring thunk in this solidly built, nicely painted sedan.

The quiet 626 interior is spacious, with the rear-seat having a very impressive amount of room. The trunk is large, although the opening is rather awkwardly shaped and the lid has old-fashioned hinges instead of struts.

The hood is held up by an old-fashioned prop rod, which shows cost-cutting. So does the lack of a lock or remote control for the fuel-filler door.

But the 626 generally is a standout sedan. They probably couldn't make enough to meet demand if the car had the Toyota or Honda nameplate.