Some of you may be wondering why the Mazda Millenia S was even in this test. It doesn't originate from a luxury marque, nor does it make claims to sportiness.

Actually, the Millenia was designed as the entrant for Mazda's foray into the luxury car market. Under the auspices of Amati, which was supposed to be to Mazda what Lexus is to Toyota and Acura is to Honda, Mazda had hopes of latching onto the meteoric rise of the Japanese premium car. That plan folded, but Mazda offered up the Millenia as its flagship sedan to the public under the prosaic Mazda nameplate. Since 1995, the underpinnings of the Millenia have not undergone a significant revision; structurally, the car was updated for 2001.

The Millenia's horsepower rating fits into the parameters of our test. The V6 engine displaces a mere 2.3 liters, but delivers 210 ponies at 5,300 rpm and 210 foot-pounds of torque at 3,500 rpm. This is due to the advanced supercharged Miller-cycle engine, which utilizes a Lysholm compressor and delayed intake-valve timing to rush more fuel and air into the combustion chamber for increased power. Mazda says the engine's small size promotes fuel efficiency, but our car logged the worst fuel economy at 16 mpg.

Acceleration wasn't great, either. The Millenia lumbered along, providing 0-to-60-mph acceleration runs in 9.1 seconds. We had previously clocked another Millenia S at 8.2 seconds, and inquired of our road test coordinator as to the disparity. He replied that many factors affect performance testing and surmised that the supercharged engine was likely affected by weather conditions; the previous run was done on a chilly winter day of 49 degrees, whereas the runs for the comparison test were done on a day with temperatures in the mid to upper 70s. This is one of the shortcomings of a turbocharged or supercharged engine; optimum performance is dependant on cool temperatures.

The front wheels receive power through a four-speed automatic transmission, which is without an automanual feature. It would have been a nice feature to have, as the engine lacks power in the lower rev ranges. The transmission is also occasionally indecisive for second-to-third-gear upshifts and downshifts, mulling over which one to choose. Pressing the "Hold" button allows the tranny to drop out of overdrive, and once we got the revs in the mid-range, the supercharger seemed the most effective, but the engine's horsepower peak at 5,300 rpm and its rev limiter at 6,000 rpm leaves a rather narrow range in which to enjoy much of a sense of propulsion.

For 2001, Mazda reinforced the sidesills of the Millenia, resulting in a 35 percent increase in torsional rigidity over the erstwhile version. While it does feel much improved and handles lateral movement and body roll surprisingly well, its fore and aft movement was excessive, exhibiting float over dips, suspension hop over undulating pavement and crashing over bumps. Steering received mixed reviews, with no one feeling strongly one way or the other about its feel or responsiveness.

The car exhibited more noise than others in the category, with our editors commenting about the loud engine, wind noise from the A-pillar, a low-frequency suspension thrum and a constant buzz emitting from the floorboard. Tire rumble was also disproportionately loud over most surfaces, but the Dunlop P215/50R17 SP Sport 5000 rubber covering the 17-inch wheels was outstanding in both handling and grip.

The brakes were confidence-inspiring, with discs at every corner and standard ABS. The S version gets EBD (Electronic Brake force Distribution), which senses passenger load to appropriately dole out the correct amount of stopping power. Our test car achieved the second shortest stopping distance of the test, requiring only 123 feet for the 60-to-0-mph deceleration run. As mentioned before, however, braking was accompanied by an excessive amount of dive; the car also squatted upon acceleration.

The Millenia S was the cheapest car in the test — but not by much. Ringing in at $33,360, it bested the next least-expensive car by only $350. That kind of cash lands it as a contender in the entry-level luxury realm. For the money, the Millenia does provide a decent array of standard equipment, with fairly supple interior leather, steering wheel-mounted stereo controls, an auto-tilt steering wheel for facilitated ingress/egress, comfortable power seats and a sunroof. But it lacks the upper-crust content of a luxury sedan; it didn't have 8 of the 10 features that we consider important in a car of this class, even as an option.

It did have an in-dash CD changer, a $500 option, and heated seats, which were included in the Four-Seasons package. We all appreciated the simple operation of the secondary controls, from the tuning knob of the stereo to the simple-to-use climate controls, although the temperature display location at the top of the dash required the eyes to look away from the road for longer than necessary. The buttons themselves exhibited a nice, solid quality heft. Aside from slight variations in gap panels, such as a poorly affixed passenger airbag cover and a front grille that was somewhat off-center, the Millenia was tightly constructed, with typical Japanese quality all around.

Trunk space proved to be shallow but spacious with 13 cubic feet of volume, a flat floor and a ski pass-through. Gooseneck hinges betray its dated platform, as does the lack of a shoulder belt for the rear center passengers, the only one in the test. Rear seat accommodations elicited little complaint from our tall editors, who had 34.1 inches of legroom, but they felt claustrophobic because of the overly thick C-pillars. The handle of a reverse-facing baby seat fits very tightly, so you'll need to make sure that the leveling is in the correct position, but there's not much lateral movement once the seat is properly secured.

Don't take the car's ninth-place finish to mean that it's a bad car. In fact, we were pleasantly surprised by its ability to handle itself. But Mazda will pull the plug on this aging platform in a year or two and will instead opt to make the upcoming RX-8 its flagship model. This means that there are lots of opportunities to get rebates and incentives that lower the price. It also means that the resale value won't be as high; on the other hand, you can probably pick up a used version for a song.

But against its given competitors, right here, right now, it trailed heavily in both the luxury and performance aspects.

It's not personal, Sonny. It's strictly business.

Second Opinions:

Senior Road Test Editor Neil Dunlop says:
Although the Mazda Millenia S makes a good effort, it does not compete well with the other entries in the entry-level luxury sedan market because it's inconsistent. Its supercharged engine is a nice touch with lots of boost high in the powerband, but it's bereft of low-end torque. The powertrain is also marred by the transmission, which is reluctant and clunky during routine driving and under duress — not too sporting at all.

The Millenia was surprisingly competent on twisty roads, despite its rather numb and light steering feel while driving in the city. Likewise, the suspension seemed more at home while the car was being tossed around than when it was ferrying passengers to the movies. At sedate speeds, it felt light and floaty, but got more taut as speed and corners grew more severe. Combined with the supercharger's high-speed sweet zone, the Millenia provides decent fun when pushed.

The serene and sedate cabin is made with high-quality materials and looks like near luxury, but execution is a little off. The steering wheel blocks the climate controls, and the gearshift is in the way of the audio system, which is set too low on the center stack. And I think the secondary switchgear is small, imprecise and chintzy.

The Millenia seems well put together, but Mazda took no chances in its design or engineering. Perhaps the automaker's lack of a luxury marque, like Toyota's Lexus, Honda's Acura or Nissan's Infiniti, makes the company think it can't compete by name alone (Who thinks Mazda when they think luxury sedan?). But with a little more daring, the Millenia could steal a lot of sales from the other Japanese luxury brands and maybe even the Europeans, too.

Senior Editor Brent Romans says:
Does Mazda sell any Millenias? I know it's been around for more than five years now, but I can't remember the last time I saw one on the road. They might as well be the ghosts of the near-luxury sedan market, passing through our lives without our ever knowing. Look at the manufacturers represented in this test. Every one of them has at least a smidge of premium brand image except Mazda. While I'm not one to base my purchasing decisions heavily on the perceived image of a car, I know people who do. That's a major problem for Mazda.

The other is that its car is simply dull. Yes, it has decent power, decent handling and a decent interior. And if somebody gave one to me, I probably wouldn't go as far as making it a Seinfield "re-gift." But when you're spending more than $30,000, don't you deserve something a little better than just "decent"?

If you really want one, wait a couple of years. The Millenia has a poor resale value, and you'll be able to pick one up at a Kmart "blue light special" price.

Editor-in-Chief Christian Wardlaw says:
Surprise, surprise, the seven-year old Mazda Millenia didn't prove to be the clear-cut underdog we all surmised it to be. Still, it is obvious that the time has come for a complete redesign of this slick-looking flagship.

Starting with the drivetrain, it's Mazda tradition to employ some wonky kind of powerplant in its image cars. Millenia S gets a supercharged Miller cycle engine. While techy types love this kind of thing, general consumers interested in luxury cars don't care what's under the hood, as long as it's smooth and powerful. The 2.3-liter blown six under the Millenia's hood is neither. The transmission, which is hesitant to downshift between 20 and 40 mph, doesn't help, and the hotter the day, the more sluggish the Millenia feels around town.

Aside from this error in judgment, Mazda has created a decent performer, with strong brakes and a suspension that virtually eliminates body roll in corners. On downhill runs, the Mazda shines. Sadly, on the straight and narrow, Mazda's attempt to give the Millenia a smooth yet controlled ride reminds me more of a Buick than a BMW.

Inside, comfort is average front and rear. Wind and road noise are minor irritants, but our test car exhibited lots of rattles and squeaks. The driver seat also wiggled on its moorings. At least interior materials are of top quality, and the Millenia, notably devoid of luxury-car goodies, is quite simple to understand and operate.

The way I see it, the Millenia had three problems: First, it's an old car that fails to offer today's luxury buyers enough doo-dads to keep them happy. Second, the engine has got to go. Give us a larger displacement, naturally aspirated V6 or the rotary from the upcoming RX-8. Match this to a decent transmission that knows how to downshift. Finally, it's a Mazda. Luxury car buyers buy luxury cars, in part, for the image associated with the brand. Mazda isn't a premium brand.

No matter, this car's days are numbered. Once the RX-8 debuts, along with the larger and more powerful 2003 626 sedan, the Millenia will have no place in Mazda's zoom-zoom lineup.

But it will make one hell of used car bargain a couple of years from now.

Stereo Evaluation - 2001 Mazda Millenia S