European and Japanese market versions were shipped with either the 1.8 L F8 or the 2.0 L FE or FE-DOHC DOHC engines.

[citation needed] This generation was available in several trim levels, which differed depending on the market in which the vehicle was sold.

In the United States, the MX-6 was available in DX, LX, LE, and GT trim levels: In 1989, Mazda offered a special four-wheel steering (commonly abbreviated 4WS) option on MX-6 GTs destined for the U.S.

It was released in three distinct variants worldwide, known as A-spec, E-spec, and J-spec, which relates to their destined markets – U.S., Europe, and Japan, respectively.

The A-spec variant for the North American market was manufactured alongside the Ford Probe and Mazda 626 from 1992 as a 1993 model by AutoAlliance International in Flat Rock, Michigan.

Three trim levels were available on the A-spec models: In 1995, the second generation MX-6 was refreshed with different five-spoke alloy wheels, and emissions changes.

Built from 1991 in Japan, for Australia, New Zealand, and Europe, compared to the A-spec, the E-spec has different headlights (a two-piece projector setup giving far greater lighting) and taillights, different front and rear bumpers, fog lights, wing-mirrors (power and heated), steering wheel, interior trim, and alloys as standard.

It also came with optional air conditioning and leather interior (standard from '96), and the MX-6's main act – the 4WS system (not available in the UK).

Equipped with the KL-DE 2.5 DOHC V6 engine, sunroof, 4WS, etc., with the only remaining options being leather and electric seats.

One-piece headlights were fitted, with indicators incorporated in the fog light housing, as well as a different rear bumper with smaller registration plate cutout, similar to the A-spec.

Almost everything was an option, but the 4WS was available, as well as the digital climate control, electric folding mirrors, larger centre console, and of course, the Mazdaspeed body add-ons – a subtle lip kit with Supra-style high-rise rear spoiler.

Above these speeds, the rear wheels move in the same direction as the front, meaning control during high-speed maneuvers such as lane changes or cornering was improved.

Either way, the turning angle of the rear wheels was slight at just 5°, a measurement Mazda determined to be optimally effective and natural to human sensitivity.