1993 Mazda 626 ES (Cronos/GE) - MotorWeek Retro

"Super Sedan" Fifth Generation International (GE; 1992–1997) Mazda Cronos For the first time for a Mazda, the 626 began manufacturing 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-litre V6 engine debuted to rave reviews. Though the 626's manual transmission was highly regarded, U.S.-built four-cylinder 626s from 1994 onwards used the widely used Ford CD4E automatic transmission (designated by Mazda as LA4A-EL), which replaced the 1993 model's Japanese sourced transmission, which continued on in the V6 model. The CD4E was manufactured in Batavia, Ohio under ZF Batavia, a joint venture between Ford and ZF Friedrichshafen AG. In service in the Mazda 626, the transmission was reputed to have a higher failure rate than in other applications.[citation needed] It is widely known to transmission specialists that the CD4E overheats due to a poorly designed valve body and torque converter.[citation needed] Mazda issued relevant Technical Service Bulletins (0400502, 01598, 003/97K, 006/95) regarding the transmission and torque converter. The CD4E was produced until 2008 at Batavia and was never officially recalled in any application. 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 centre portion), chrome grille fairing (attached to the hood), and the introduction of the on Board Diagnostics II revision (OBD-II). The 2.5 L (2,497 cc) KL family uses an 84.5 mm × 74.2 mm (3.33 in × 2.92 in) bore and stroke. It includes the Japan-only KL-ZE, which produced 200 hp (149 kW; 203 PS) and 165 lb⋅ft (224 N⋅m). Another variant, the KL-DE (also known as the KL-03 outside the US, and fitted to 2.5-litre Ford Probes) was the worldwide version, with 164–174 bhp (122–130 kW; 166–176 PS) in various applications. In 1998 a revised version of the KL known as the KL-G4 was used in the 626. It featured solid lifters, a cast crankshaft to reduce rotating mass and a reworked intake system. The distributor was replaced with a Ford EDIS coil-pack ignition. Mazda introduced a key technology with these engines, known as the Variable Resonance Induction System (VRIS). A series of two butterfly valves coupled with electronically controlled actuators varied the volume and length of a resonant chamber within the intake manifold. The valves actuate at particular engine frequencies (i.e. rpms) to produce optimal torque/horsepower output at any given engine speed. The valve operates to create three specific first-order resonant frequencies that increase cylinder air charge. All three resonances are used from 0 to 6250 rpm (6800 for the KL-ZE). Above that threshold, the first primary resonant chamber is again used, but at this engine speed the pressure wave from the second-order resonant frequency aids in charging the cylinder. ‎@RetroCarReviews RETRO CAR REVIEW'S & ROAD TEST'S