lowest displacement V6 engines ever fitted to a production vehicle, with a 1.8 L V6. The MX-3 is becoming a rare car, so modifications for it can be difficult to find unless one knows where to look since it has not been manufactured in North America since 1996. Since the MX-3 has two engine classes, I4 and V6, many of the engine performance modifications are dependent upon what platform is installed. There is now a decent range of body modifications for the MX-3 along with performance brakes and suspension. Most extensive modification must be entirely custom fabricated due to limited availability. The MX-3 RS with the 4-cylinder engine can upgrade to the BP 132 hp (98 kW), B6-T 147 hp (110 kW), BP-T 179 hp (133 kW) and BPD-T 206 hp (154 kW) engines. This can bring its low power up to a very healthy rating and transform into stiff competition for many modern performance vehicles on the road today. Swapping of the 4-cylinder RS engines can be slightly more complicated than the V6 GS mainly due to ECU, wiring harness, and MAF combinations as well as motor mounts. V6 swaps require specific ECU, intake manifold, and VAF sensor combinations, but there are far less variables to deal with. Many improvements can be made after the engine swap and during the engine tuning process to find the best combination of engine peripherals. 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, or the Japanese-spec KL-ZE 199 hp (148 kW), found in such vehicles as the Efini MS-8, Xedos 9, & Eunos 800. Upgrading to this engine size added the unofficial GSR trim to the MX-3. A 2.0L V6 KF-ZE is also available, but this swap can prove to be quite difficult due to the unavailability of required components. For this reason, this particular engine swap is not often attempted.