Eunos 800 Sp Dressed To Thrill
The Age
Saturday April 4, 1998
Mazda has introduced a limited-edition version of its Eunos 800 in a bid to lift the car's image, reports Alastair Doak.
Is there a better way of getting a car noticed than fitting bigger wheels and tyres and sticking a big, fat exhaust pipe out the back? Mazda obviously doesn't think so as it has followed this formula in a bid to lift the image of its slow-selling Eunos 800.
The 800 was the second model in Mazda's ambitious, expensive and ultimately doomed attempt at establishing its own upmarket brand to rival Toyota and its Lexus.
The 800 SP was conceived when the luxury market was booming around the world, but by the time the car arrived here in 1994, the yen was gathering strength and nobody was much intested in a large, luxury, rebadged Mazda.
Offered in standard, 2.5-litre V6 guise, or with a more powerful 2.3-litre Miller cycle supercharged engine, the car never sold in big numbers. Originally badged as the Eunos 800, Mazda finally killed its stand-alone Eunos outlets almost two years ago and put Mazda badges on the car.
Since then, sales have slipped even further, which brings us back to the 800 SP. It has been developed by the team that put together Mazda's string of RX-7 endurance wins at the Bathurst 12-hour.
The high-profile sporty philosophy used to reinvigorate 800 sales is instantly recognisable with the big, 17-inch Antera alloys. The car also sits 35mm lower, as the car's standard springs have been replaced by shorter - but not stiffer - coils.
At the back, the large-diameter, stainless-steel exhaust pipe looks impressive while the grille, which is now painted black or body color, also adds to the sporty look. Inside, you get stainless-steel scuff plates.
Only 30 SPs are planned and each model gets a special badge with a build number placed on the rump of the car and on the passenger side of the dashboard. It's a shame, then, that this badge is no more than a cheap-looking sticker.
Drive the 800 SP hard and the race-track experience of the team that worked on the suspension shines through. This is a far more civilised car to punt, with it staying flat in corners. It has also shaken off the confidence-sapping float and general sloppiness of the standard model.
The big tyres improve grip, with the SP feeling quite nimble and balanced. It's not as sophistciated as a BMW 5-Series but its a big improvement.
The nimble feel is helped by a four-wheel steering system that makes turn-in quick and efficient. It also makes prowling city streets easy with 2.8 turns of lock and a turning circle of just 10 metres.
The steering system has been left untouched, but, thanks to more rubber on the road, its weight has increased - making it far more pleasant to use.
Lack of wheel adjustment - it can be adjusted for reach but not rake - means either compromising your position or blocking the top of the dials with the wheel rim.
The more finely tuned dynamics do come at a price, with the car's ride a little on the harsh side at low speed. The shorter springs and big tyres transmit both noise and bump /thump into the cabin. Those expecting a more sophisticated luxury car ride, which some of its rivals can achieve despite similar tyre/firm suspension set-ups, will be disappointed.
Mazda investigated lifting power and torque but the base engine proved to be pretty efficient. It would have taken a big investment to get more than 149kW and 282Nm out of the supercharged engine.
Performance is good but not ultra fast, and the four-speed automatic does a reasonable job, but it's not the most modern or efficient box available. A standard traction control system helps the front tyres deliver power to the ground.
The big exhaust pipe may not have done anything to boost power but it does deliver a more sporty exhaust note, which sounds rather nice. However, this tasty tune sounds a little flat and droning inside the cabin. On a long drive, it could be painful.
Inside, as with other 800 models, you get a comfortable, well-appointed - if slightly ageing - interior. It's best seen as a four-seater, and rear headroom is a little tight. The boot is on the shallow side and the car does not have a split/fold rear seat.
At $79,900, the SP costs $7290 more than the standard model, which seems reasonable value considering how much a decent set of alloys and tyres costs.
The changes to the car give the 800 a much-sportier edge. It's a shame then that the ride is not a little more sophisticated and that extra performance is not part of the SP equation.
Airbags - yes
Anti-lock brakes - yes
Power seats - yes
Cruise control - yes
Adjustable steering - yes
Air-conditioning - yes, climate control
Central locking - yes, remote
Power mirrors/windows - yes
Security - yes, alarm
Sound system - AM/FM radio cassette, CD stacker, 5 speakers
Split/fold rear seat - no
Cup Holders - yes, one
NUTS 'N' BOLTS
MAZDA EUNOS 800 SP
HOW MUCH? $79,900
INSURANCE $628 premium, $400 excess (AAMI, wholly owned, 30-plus, rating 1, medium-risk suburb).
WARRANTY 3 years/unlimited km.
ENGINE 2.254-litre, supercharged, DOHC per bank, 24-valve V6, 149kW at 5500rpm and 282Nm at 4000rpm.
TRANSMISSION Four-speed automatic.
STEERING Rack and pinion, four-wheel, turning circle 10m, 2.8 turns lock-to-lock.
BRAKES ventilated discs front, disc rear.
SUSPENSION Independent, multi-link.
HOW BIG? Length 4820mm; width 1770mm; height 1395mm; wheelbase 2750mm.
HOW HEAVY? 1569kg.
HOW THIRSTY? 10.5l/100km city; 6.6l/100km highway (Federal Government test), premium unleaded, fuel tank 68 litres.
HOW IT RATES The big alloys, large exhaust and lowered body look good; but a more supple ride, less exhaust drone and more power would be welcome.
SCORE (out of 5) ***
Audi A6 2.4 ***
BMW 523i ****
Volvo S70 T5 ****
5 Dream wheels 4 Better than average 3 On the ball 2 Just transport 1 Very ordinary
© 1998 The Age