In 1992 it had launched the Eunos brand, upmarket cars built in a specially constructed plant at Hofu, Japan, each model boasting trim and finish quality that made some of their Mazda cousins look like poor relations.

The concept was similar to Toyota's marketing of Lexus, with only one dealer appointed in each state, but not enough buyers were won over by that prestige so early last year it was announced that Eunos cars would be available through the Mazda dealer network - and wearing Mazda badges.

While the 1996 Mazda 929 flagship went for retrostyling with its new bulkier look, the range-topping Eunos 800 retained the sleekly flowing lines that once seemed almost a Mazda trademark, and the lustrous paint on those sensual curves indicates that Eunos cars are still painted and baked while the entire body turns on a big rotisserie.

Heftiest pricetag of $85,000 is for the Mazda-Eunos 800 M with its innovative "Miller Cycle" engine, or for those who would prefer to spend around $15,000 less there is the `ordinary' Mazda-Eunos 800 with auto climate control, power-assisted everything (including the leather seats), ABS braking, alloy wheels and a 2.5 litre quad-cam V6.

Actually just 75mm shorter than a Mazda 929, 25mm narrower and 25mm lower, the 800 offers similar dimensions in most respects except headroom; the "stately" 929 has more skullspace for rear passengers, though no passengers carried during our few days in the Eunos found cause for complaint..

ts 2.5 litre V6 gives the Eunos 800 performance
with a smooth edge.

The cabin is a rather pleasant environment, with all the plushness expected in this price category, and the driver is particularly well catered for with all controls ideally located and a leather-wrapped steering wheel that is both tilt and reach adjustable, plus a good range of adjustments in the power assisted seats. It seems a bit strange, though, that the driving perch lacks lumbar adjustment or a memory setting ability.

Entering the car at night reveals that its interior light has a comfortably long delay, and night driving was most enjoyable thanks to its rather impressive headlights, with one of the best low-beam settings I have encountered and a high beam that lit up country roads perfectly.

Low NVH levels are a strength of the 800 with insulation that mutes even the rumble of the coarsest chip bitumen to an acceptable murmer, a subtle rustle of wind around the exterior mirrors and the engine might scarcely exist in terms of noise, leaving occupants to enjoy the single disk CD player. A 4-speaker system that will satisfy most needs, it could probably be upgraded easily for those who take their music more seriously.

The engine makes its presence known with a slightly less dignified roar from under the hood if pedalled vigorously, as most of its power and torque arrive at higher rpm, but if driven with the restraint expected in a car of this nature it purrs quietly through its gears without drama.

And while it is certainly no sportscar, with handling dynamics aimed more at comfort, the 800 manages to retain a degree of agility that makes it an easy car to control both in city traffic and on the open road, with steering power assistance that retains good `feel' at higher speeds.

Three different readings of fuel consumption came within a gnat's whatnot of each other, so we felt safe in assuming that 10.2 L/100km (28mpg) could be accepted as an average consumption figure.

It seems there may still be some people unaware who builds Eunos, like the fellow who spotted the badges and asked me "Is Mazda doing a badge-swap with Eunos now ?", but of course taking a previously exclusive model into mainstream dealerships will reveal it to a great many more.

To badly misquote Shakespeare; What's in a name ? Or where you buy it ?...