HC series (1986–1991)
The 1986 Luce was large and luxurious on the HC platform, now with the 13B turbo engine as one of many engine options. It was still exported as the 929, and differed from the (continued) Cosmo. At its introduction in 1986, it was offered with Mazda's first V6 engine, called the Mazda J engine which came as a 2.0-liter, a 2.0-liter turbo, and a 3.0-liter for top level model
The Luce Royal Classic (and lesser-spec Limited) was more expensive than its 929 counterpart, featuring greater technical innovation. Both were pillarless hardtops. The Royal Classic was factory fitted with a turbocharged 13B Rotary or 2.0-liter V6 engines, electric leather seats, digital speedometer, a cool-box for canned beverages, prominent emblems, electronically adjustable suspension and power options throughout. In order to satisfy Japanese regulations concerning exterior dimensions and engine displacement, this generation vehicle was built in two versions; the 3.0-liter V6 was installed in the longer and wider hardtop bodystyle, and the smaller engines, including the rotary engine, were installed in the shorter and narrower sedan bodystyle. Japanese owners who chose the rotary engine over trim packages with the larger V6 engine received financial benefits in the form of a lower annual road tax bill. It was the larger model that carried over to the next platform that introduced the Mazda Sentia.
1991 was the last year of the Luce nameplate. The Eunos Cosmo was already on sale (JC), and the HD platform spawned the Mazda Sentia (now exported as the 929), and the Efini MS-9, making 1991 the last year for a four-door rotary powered sedan prior to the RX-8. In the 1990s, Mazda sold the body stampings to Kia Motors, who produced the HC series as Kia Potentia between 1992 and 2001, selling it only in South Korea.
The export market 929 was also updated in 1986 (1987 in some markets) with the HC platform and a 3.0-liter V6 engine. The car was produced through 1991, again lagging behind its Japan-market twin, the Mazda Luce, by one year. The 929 began US and Canadian sales in 1987; although predominantly available as a 3.0-liter V6, there were a rare few that made it to the North American market as a four-cylinder 2.2-liter F2 in a RWD configuration. This generation vehicle was sold in North America in sedan bodystyle only beginning with the 1988 model year; the hardtop was not available, nor were the rotary engines. Actor James Garner was used as a spokesman introducing the 929 to North America.[23]
The HC platform came out in two variations during its five-year span that had identical engines and interior but with two distinct body shapes; a pillared four-door sedan or a slightly larger pillarless four-door hardtop. While the pillared model was common in all countries that allowed the importation of the 929 (including the US and Canada), the pillarless model was predominantly seen in the Asian and Australian markets.
The Canadian 929 came with a "Winter Package" option and included heated seats, a higher grade alternator, winter tires and non-recessed windshield wipers. A five-speed manual gearbox was an option, but most North American 929s were two-mode ('power' and 'economy') electronic four-speed automatics. Top speed was 121 mi/h. A 0–60 mph time of 9.2 seconds was recorded using the manual gearbox; the automatics were somewhat slower at 10 seconds.
The first 3.0-liter V6 engine seen in the 1986–1989 929 was a Single Overhead Cam type with 18 valves. When Mazda released the higher-spec 929S model for the 1990–1991 period, the engine was upgraded to a Double Overhead Cam type with 24 valves, slightly increasing fuel economy, performance and reliability. Also in the revised edition came the presence of an anti-lock braking system, ventilated rear disc brakes and a few inconspicuous changes to the exterior. The standard 18-valve SOHC remained in the base model 929.
After mainstream production ended in May 1991, the HC remained in production until January 1996 for taxi applications in Japan.[2]
Engines:
- 1986–1990 2.0 L (1998 cc) FE I4, 1-barrel, 82 PS/152 Nm
- 1986–1990 2.0 L (1998 cc) FE I4, FI, 116 PS/121 lb·ft (164 Nm)
- 1986–1990 2.2 L (2184 cc) F2 I4, 1-barrel, 115 PS/129 lbft
- 1986–1990 2.2 L (2184 cc) F2 I4, FI, 127 PS/141 lbft
- 1986–1990 2.2 L (2184 cc) F2 I4, FI, 136 PS/19.2 kgm (non-catalyzed)[24]
- 2.0 L JFT V6, FI, 110 PS/171 Nm (JDM only)
- 2.0 L JFT V6, FI turbocharged, 146 PS/235 Nm (JDM only)
- 1986–1991 3.0 L (2954 cc) JE V6, FI, 158 PS/182 lb·ft (247 Nm)
- 3.0 L JE V6, FI, 190 PS, 191 lbft
Kia Potentia
When the HC series Luce was replaced with the Mazda Sentia, it continued to be manufactured in South Korea at Kia Hwasung plant as the Kia Potentia. The Potentia was produced from 1992 until 2002 using the 2.0-liter four-cylinder Mazda FE-DOHC engine— which was the same as used in the first generation Kia Sportage's gasoline version — a 2.2-liter four-cylinder, and a 3.0-liter V6. The V6 model was called the President trim level.
In May 1997 the Potentia was given a thorough facelift, with a bulkier, more aggressive front design and heavier looking taillights. Sold as the "New Potentia," this facelift was developed by Kia themselves and was not used by Mazda. The upper versions of the Potentia were replaced by the more expensive Kia Enterprise, which was based on the Mazda Sentia and was introduced in 1997 after the Sentia was cancelled. The New Potentia was realigned in the marketplace and was now offered with a narrower range of engines and transmissions. The manual transmission, always a slow seller in South Korea, was discontinued and the engines were limited to a 2.0-liter four and a 2.5-liter V6. There was also an LPG-powered 2-liter four available. The New Potentia was unable to compete with the more modern Hyundai Grandeur and the Samsung SM5 and was partially replaced by the somewhat smaller Kia Optima beginning in 2000; the Potentia remained in production until May 2002.
