Mazda would continue selling versions of the "AP-series" rear-drive GLC wagon up through 1983. In 1980 there was a new nose with rectangular headlamps and some revisions to the interior. A 65-hp, 1.4-liter engine went into the GLC for 1979, and that inspired a new Sport model.
#YEARS FOR MAZDA PROTEGE HATCHBACK DRIVER#
Car and Driver measured it traipsing from zero to 60 mph in 15.1 seconds and trotting through the quarter-mile in 19.7 seconds at 66.8 mph.ĭuring 1978, a five-door version was added to the line. Add in a five-speed transmission ($120) to replace the four-speed, an AM radio ($69) and 155mm section width Bridgestone radial tires and the total was still only $3,495.īut with 52 horsepower from its carbureted 1.3-liter SOHC engine on tap, it wasn't quick. Initially available only as a three-door, it was priced at $2,945, with the Deluxe model at $3,245. It was what Mazda dealers needed: a cheap, showroom traffic builder. The GLC is clearly the finest old-school minicar going." However, being last does offer one undeniable benefit - the chance to better all previous offerings - and Mazda has used this advantage well. "This time it's Mazda with the spanking new GLC do-everything MaxiMizer - because this is quite likely the last econocar built from the now obsolete front-engine, rear-drive blueprint. "Someone had to be last," wrote Car and Driver's Don Sherman in a test of the GLC. It looked like a contemporary hatchback in the mold of the front-drive Volkswagen Golf or Honda Civic, but the first "Great Little Car" was a primitive rear-driver with a solid rear axle: a Japanese Chevette. By the mid-1970s it was apparent that Mazda was going to have to do something different.īy 1977 Mazda knew it had to make a piston-powered car the heart of its North American line. But while the Wankel was powerful and smooth, it was also thirsty and ill-suited to the realities of commuting. As the company expanded its American presence, it did so on the unique and compelling engineering of the Wankel rotary engine. Mazda dribbled into the American market during 1970 with limited distribution in the states of Washington and Oregon. Car is now in Nevada away from salt.The history of the Mazda 3 starts when it seemed Mazda would never build a car like it.
#YEARS FOR MAZDA PROTEGE HATCHBACK FULL#
The exhaust rusted apart just after the downpipe so it's a little loud but fixing that means a full exhaust replacement. There is now a hole in the back seat floorboard from rust and the seat belt mechanism broke - replaced with junk yard piece. Still runs great, which means in over 155k miles it has never had a mechanical problem. 16 years later, it's now the teenager's car. Repaired the hood and front-end plastics myself summer 2019. Hopefully it doesn't cost too much because this car still has LOTS of useful life in it. I have not had an estimate for repairs yet, but the hood is crumpled, the grille is gone and headlights smashed, but the fenders seem OK. Shortly after 150,000, my son rear-ended another car. It runs perfectly - if it wasn't for rust, it would look and work very much like new. Both passenger side electric locks no longer work. Still no mechanical problems or break-downs. Rust wreaks havoc on these cars, though not as bad as some other cars. The timing belt et al has been changed and the car continues to run great. The worst thing on it by far … is the rust in the rear fender wells.Īfter 105,000 miles, everything else still works great.Īt 150,000, I've replaced the right rear strut because it rusted apart. The passenger side electric door lock stopped working at about 50,000 miles. The sway bar bushings wore out at 85,000 miles and the tubing to the mass air flow sensor cracked, but a redneck duct tape fix still works. It's been a great car, extremely reliable and is still fun to drive. I bought my 2003 Protege ES new based on handling and ride - and looks.
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