The Mazda MZR DIDI Turbo engine of the 3 MPS is a 2,261cc four-cylinder unit that produces 260hp at 5,500rpm and 280lb ft of torque at 3,000rpm. Both first and second generation models share the same engine, limited-slip differential and six-speed manual gearbox. They also share a 0-62mph time of 6.1 seconds and 155mph top speed.
Pace is guaranteed with 260hp
Most of the engine's internals are as reliable as you'd expect of a Mazda, but there are two key areas to check before buying. The first is the engine's timing chain and VVT (variable valve timing) actuator. If the actuator wears, it can allow play in the timing chain that can eventually lead to a complete engine failure. However, you should be able to hear the rattle of a failing actuator long before it lets go. A replacement should be fitted as part of a timing chain service, so expect a complete kit to cost around £400 plus fitting. The good news is that any competent garage can carry out this work.
The timing chain itself can also stretch, so again listen out for any rattles when the engine is cold. The MPS engine is not the quietest at the best of times, so it pays to check a few cars before committing to buy to get a good idea of what a well maintained car looks, feels and sounds like.
The other major engine component to check out is the turbocharger. This Borg Warner K04 unit suffers from worn seals that will need to be replaced. They only cost £30 for a DIY kit, but you will have to factor in labour if you're not confident doing this work yourself. To check for worn turbo seals, leave the car idling for 10 minutes, then rev it see if there are clouds of smoke from the exhaust. Billowing smoke is a giveaway and you should either factor this into the price you pay or look elsewhere.
Worn turbo seals are common, but cheap to replace
A rough engine idle is most likely to be the throttle body needs a clean inside, though the engine can also run a little roughly if it's been left standing for a few weeks. Make sure the car has been serviced every 9,000 miles, including a major inspection at 54,000 miles that includes brake fluid and gearbox oil changes. The tappets should be checked at 72,000 miles.
While you're at it, check the service record, which is held digitally by Mazda, that any recall work has been carried out. There was a recall for engine mounting bolts that could fail and let the gearbox to drop and pull out the driveshaft.
Another point to bear in mind with the Mazda's engine is emissions, which put the car in the £490 per annum bracket. You will also be best to run the car on premium unleaded and you can expect 350 miles on a full tank of motorway cruising or 250 miles of town driving.
As for the six-speed manual gearbox, it's a tough customer, but the change from first to second can get notchy. The limited-slip differential may grumble when the steering is on full lock, but it's not something to worry about too much as it's more likely to signal the gearbox oil needs to be changed. Be sure to use high quality transmission oil that is available from Mazda or Ford dealers, or an aftermarket equivalent. It means paying more for the oil but it will help relieve any notchiness in the gear shift and prolong the differential's life.
Aftermarket tuning is popular among MPS owners and 300hp is relatively easy and cheap to attain with an exhaust and air filter, plus a remapped ECU to suit. British firm BBR offered three stages of tune for the 3 MPS, ranging from 290 to 350hp. A supplementary option was to replace the original turbo with a Garret hybrid GT28 unit that could take the 2.3-litre-engine to 400hp.
PHer's view:
"It doesn't do too well with "traffic light grand prix". However, it has a huge amount of torque which is limited in the first couple of gears so as soon as you're on a roll, the car can pretty much reign in most things out on the road."
Jon Flaum