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Mazda Bravo V6
WORDS BY GLENN WRIGHT
PHOTOGRAPHY BY MAZDA
Can Mazda squeeze a few more sales out of the ageing Bravo by shoehorning a Ford V6 under the bonnet?
One-quarter of all utes and one-fifth of all 4WDs in Australia are V6 powered. Up until now, Mazda Bravos only came with a four-cylinder petrol or diesel powerplant. It’s not a fair fight and Mazda is being left behind in one of the fastest-growing 4WD sectors in the country.
Ford owns a 33.4 percent controlling share in Mazda and has decided to add its existing 4.0L V6 to the B Series dual-cab and Freestyle-cab utes now named Bravo V6 in a last-ditch attempt to squeeze more sales from an outdated design.
The so-called new Mazda Bravo V6 engine has been around in the Ford Courier V6 for a while now. It is Euro Step 3 compliant but lacks the power of its competitors and uses outdated single-camshaft technology. The rest of the Mazda Bravo is pretty much old news as well, about six years old in fact. As human bodies age, they tend to lose their appeal and it is no different with the Mazda Bravo's. Even with the V6 engine, how does Mazda expect the poor old Bravo to compete with vehicles that have been around for less than 12 months?
Since the late ‘60s, Mazda has sold around 97,000 B Series utes. Recent sales figures courtesy of Vfacts show a drop in the level of interest in the Mazda workhorse. In November 2005, the Courier held 6.4 percent of the off-road ute market and the Mazda B Series had only 2.7 percent. Combined sales of these two Ford-influenced models weren’t even close to those of the Triton or Navara and not even a third as many as the new HiLux.
Instead of a new design Bravo, we are given the old B Series with a bulge in the bonnet to accommodate the taller V6 engine. Mazda admits the Bravo isn’t an all-new vehicle but merely an engine upgrade utilising an existing Ford V6 engine and other components Ford had lying around to squeeze a few more years out of the outdated design. In addition to the upsized engine, the V6 Bravo features an increase in ground clearance and upgraded front brakes to cope with the extra grunt. |
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The Ford Courier has always been a replica of the Mazda, but now the Mazda becomes a Ford clone with its specification becoming the same as that of the current Courier V6.
The V6 Bravo falls short of the class-leading HiLux with average fit and finish and lacks power and refinement. Inside the Bravo you are surrounded by oodles of plastic that cheapens the appearance of the vehicle. The front seating position is good but the Freestyle cab rear seats are too small for human cargo. The dash is bland and includes very few accessories such as a retro-looking stereo. A dash-mounted pullout handbrake is very 1970s and awkward to operate. On the plus side, the rear cargo load space is one of the largest in its class.
The Bravo V6 comes in either a dual-cab or freestyle-cab layout and is a multi-cultural affair when it comes to assembly, as is the Courier. The V6 Ford engine is sourced from Germany while most other components are assembled in Thailand. The Thai-made components are sent to South Africa where the engine is added to the chassis and the build process is completed.
BLACKTOP CRUISING
At freeway speeds, the in-cabin wind noise is very intrusive from around the A-pillars. The five-speed auto changes gear smoothly and quickly yet features no +/- semi-manual mode. The manual gearbox is notchy and detracts from the driving experience.
While the V6 engine is not on par with the HiLux and Navara, it is powerful and torquey enough for overtaking manoeuvres and pulls a load competently. An annoying feature of the Bravo’s steering is the noticeable free play in the straight-ahead position on road, and a spongy ride from the shocks detracts from the Mazda’s agility.
UNSEALED AND LOW-RANGE
The Ford V6 puts out enough lowdown torque - aided by the engine’s variable intake runner length - to be capable of climbing steep hills off-road and the ample low-range reduction is good enough to ease it down the other side with confidence.
The front diff gave out some horrible clunks when pushing the Mazda over wombat holes and the rear limited-slip diff lacked the ability to limit wheel-slip very well. In spite of this, the front independent suspension offers good wheel travel and the live rear axle articulates well to keep the wheels on the ground.
Selecting low-range was a hit-and-miss affair as we found in the Courier last year. With the transmission in neutral, you twist the dial to select low-range and a light comes on the dash to suggest you have been successful. However, when you drive off you find that you are still in high-range and it took me several attempts to actually access low-range.
The bulge in the bonnet is the V6’s trademark and allows room for the taller engine.
Underbonnet space allows room for second batteries and shower units should you be in the mood to customise the Bravo. The low-hanging front-mounted auto-cooler is well protected by a steel guard, while underneath the vital components are well tucked-up and protected from harm. All-terrain Michelins offer more traction on gravel and in mild, slippery conditions than most original equipment tyres, which boosts the Mazda’s off-road performance.
On undulating gravel roads, the rear springs squeak constantly on the new ute, but hopefully after some settling in this will fade. A wide track keeps the Bravo feeling stable and surefooted on gravel roads.
PARTING THOUGHT
Imitation is the greatest form of flattery, but the Ford Courier V6 - which was one of our least favourite vehicles in the 2005 Ute of the Year contest - which the Bravo has now become, deserves very few compliments.
Because of Ford’s vast portfolio of car companies, it wouldn’t have cost it too much to add the Ford V6 to the outdated Bravo and may help sell a few more units, which makes it worthwhile. If you are really keen to own a V6 Bravo/Courier, shop between both Ford and Mazda dealers for the best deal, but for the extra few grand I’d buy a V6 Navara or HiLux.
SPECS
MODEL: 2005 Mazda Bravo
MADE: Thailand/South Africa
BODY: 4-Door Utility Dual-cab and Freestyle cab with suicide doors
CHASSIS: Separate ladder-frame
OVERALL LENGTH: 5135mm
WIDTH: 1878mm
HEIGHT: 1770mm
WHEELBASE: 3000mm
LOADSPACE LENGTH: 1753mm
LOADSPACE WIDTH: 1536mm
LOADSPACE HEIGHT: 405mm
ENGINE: 4.0L V6 Petrol, SOHC, 12 valves, variable intake length system
DISPLACEMENT: 4009cc
BORE/STROKE: 100.4mmx84.4mm
COMPRESSION RATIO: 9.7:1
MAX POWER: 154kW@5250
MAX TORQUE: 323Nm@3000
GEARBOX: 5-speed auto or 5-speed manual
RATIOS: manual auto
3.401 2.470
2.048 1.860
1.312 1.470
1.000 1.000
0.791 0.750
Rev: 3.401 2.110
Final Drv: 4.100
Low-Range: 2.48
4WD SYSTEM: Part-time 4WD via electronic switch
SUSPENSION: Front - IFS with torsion bars. Rear - live axle with leaf springs
SAFETY: Two front airbags
BRAKES: Front - upgraded ventilated discs. Rear - drums
WHEELS: 15x7in steel or alloy
TYRES: 245/75R15
OFF-ROAD STATS: App/Ramp-over/Dep angles - 38/24/28
GROUND CLEARANCE: 205mm
WADING DEPTH: 600mm
KERB WEIGHT: 1831kg
PAYLOAD: 1040kg
TOWING CAPACITY: 1800kg braked, 700kg unbraked
FUEL CAPACITY: 85L
QUOTED FUEL ECONOMY COMBINED CYCLE: 13.7L/100km
PRICE RRP:
Freestyle Cab Chassis DX+ 5MT $37,590
Freestyle Cab Utility DX+ 5MT $38,790
Freestyle Cab Utility SDX 5AT $40,840
Dual Cab Utility DX 5MT $39,090
Dual Cab Utility SDX 5MT $41,840
Dual Cab Utility SDX 5AT $41,840
Standard air-con and auto at no extra cost
Mazda offer factory bullbars and canopies for 4WD dual-cabs
WARRANTY: 3 year, 100,000km |
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