The V6 is small but fast-paced – the Mazda MX-3 is 30 years old

Japanese sports couples experienced their heyday in the late ’80s and early’ 90s. During this period of optimism, Mazda’s MX-5, which has now become an icon, included the MX-6 and the MX-3, which use the technical bases of the RX-7 and 323 (BG). is. The generosity of the current compact model range is shown by the fact that in addition to the 3- and 4-door versions, the 5-door F-version with tilting lamp, which also features sports coupes, was produced, and we didn’t even mention the impressive Xedos 6 and 9 at the time. These Mazdas, at the time, gained recognition for their mere existence and made it clear that the Japanese had everything they needed to mention them on the same page as the largest European automakers. In fact, they already had their own fan base at the time, who preferred to get in a Japanese car than anything else. German companies have chosen Mazda to join the fleet alongside Volkswagen models, hence the “Mein Auto zerstört deutsche Arbeitsplätze” (my car destroys German jobs) as a somewhat mocking interpretation of the brand name.

The interior design was striking, yet the radio was extra, as was the airbag and sunroof. There were sports seats in the front, but in the back row only the seat was shaped

Regarded as a small car manufacturer, Mazda was present in every category and in almost every market. No wonder they gained so much sympathy at the time, as they designed a unique look for each new model while also providing the right technical content. It’s true that the MX-3 coupe was an entry-level, front-wheel-drive, front-wheel-drive engine, but it was precisely the cunning of the engineers that they were able to carve an adventurous car out of this ordinary line-up. The novelty, which debuted at the 1991 Frankfurt Motor Show, got a wheelbase of 2455 mm for its 4220 mm length, so not only was it spacious enough for 4 passengers, but the wheels also got into the corners of the body. Its center of gravity and weight were also considered low. Although one of its number one rivals, the Honda CRX, weighed in at roughly 200kg less than it did, more sacrifices were made than the Honda, with the Mazda voting for a heavier but safer design.

The MX-3 was offered under different names in different markets and was also available in Japan as a model of the Eunos sub-brand Presso

In light of today’s mass data, a value below 1.2 tonnes is more than favorable. Its European base engine, the 1.6-liter, 16-valve, SOHC 4-cylinder 88-horsepower engine, delivered a really big throw, with the smallest displacement of the 1.8-liter V6 DOHC engine available in 1991, delivering 133 horsepower. . Although it had to spin up to 6,800, its special feature was that it could spin up to 7,000, and the injection only banned fuel at 7,800! The fancy name Variable Resonance Induction System (VRIS) was developed to change the length of the intake manifold using butterfly valves, which helped push the torque curve, with an engine torque of 157 Nm coupled with a 5-speed manual transmission made of aluminum block and cylinder head. The Wankel engine, which has caused a huge loss of material and prestige to almost every manufacturer in the world, has been part of Mazda’s identity. They put so much energy into perfecting that they won Le Mans with this technology in 1991, and the RX-7, which is at the top of the coupe range, was powered by a rotary engine. they offered an alternative to MX-3 customers.

Japan has to pay less for a 1.8-liter, 24-valve, 133-horsepower V6 due to its small displacement

A special, yet similarly simple chassis was also designed for the young target audience. The front MacPherson strut suspension at the rear is paired with a solution called Twin Trapezoidal Link (TTL). In corners, its geometry changed as a result of lateral force, as if equipped with electronically controlled four-wheel steering, without the possibility of cornering at unusually high speeds without incorporating heavy and expensive components. Both the trade press and customers were convinced by the lifelike behavior of the pretty coupe, and the MX-3’s driveability was made more direct by the variable power steering. The ABS was an extra extra for the first time, but after the 1994 upgrade, it went with a base price along with the two airbags. It was discontinued in North America at the time, but in Asia and Europe it was well-deserved to last until 1998.


Under the glass dome, a 289-liter expandable trunk was created

Not only 7 years after its introduction, but even from a 30-year perspective, it has the least aggressive design due to its rounded lines. He didn’t even have to say goodbye without a successor because time ran out over him, but rather because of the economic crisis that hit Japan, they decided at Mazda to get rid of all the low-profit stratum models. However, the ambitions have not been given up by the brand, as a small producer it is still trying to break pepper under the noses of the big ones.

One of the first series that Mazda tried its luck in Europe was the mid-range 818. In the first year, the most special version of the limousine and coupe model, later available with a station wagon body, the 1971 RX-3 was fitted with a two-disc Wankel engine. Known in Japan as the Savanna, the latest generation of the 10A rotary engine is equipped with 982 cubic inches, a peak power output of 105 horsepower at 7,000 rpm and a peak torque of 135 Nm from 3,500.

The oil crisis of 1973 and the bad reputation of the Wankel engine made it difficult to sell high-performance and heavy-duty RX-3s in Europe, and in some markets it was still possible to buy stock from the 1973 series in 1975.

Source: Autó-Motor by

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