[6] Project Manager Tadayuki Hayashi had also used to be an avid motorcyclist and enjoyed engines with a peaky power delivery - the little V6 delivered its peak torque at an unusually high 5,300 rpm.

Aside from emissions equipment and varying power claims due to myriad ratings methods, the differences are negligible.

As the Japanese asset price bubble effects became noticeable, Mazda had to cut back models that weren't selling well and the MX-3 was cancelled.

For the rear suspension of the MX-3, Mazda used its proprietary Twin-Trapezoidal Link (TTL) technology, delivering benefits associated with active four-wheel steering systems while lighter and less mechanically complicated.

Most special edition models came in the color "raspberry metallic"; however, there was also "blaze" red, "brilliant" black, and "laguna" blue.

[11] Swapping of the four-cylinder RS engines is slightly more complicated than the V6 GS mainly due to ECU, wiring harness, and MAF combinations as well as motor mounts.

The V6 swaps require specific ECU, intake manifold, and VAF sensor combinations, but there are far fewer variables to deal with.

The most common engine swap for MX-3 GS owners with the V6 engine is a 2.5 L V6, either a North American-spec KL-DE 168 hp (125 kW), found most commonly in the 1993–1997 Ford Probe GT, the 1993–1997 Mazda MX-6 LS, or the 1993–2002 Mazda 626 LX or ES, and the Japanese-spec KL-ZE 200 hp (149 kW), found in such vehicles as the Efini MS-8, Xedos 9, and Eunos 800.

[11][12] The GS, apart from the engine has dual tip exhaust, a tighter steering ratio, four disc brakes and front and rear spoiler.