Here’s a quiz for you. What is the best selling Mazda in the USA? Protege. What’s the equivalent in Japan? Familia. And Europe? 323, but it is a hatchback instead of sedan. So what’s the hatchback version of Familia? Familia S-wagon. Its equivalent in Asia Pacific? 323 Astina. What about USA? nil. The American never like hatchbacks. 

Memorizing all these nameplates is quite a challenge, but not to the extent that memorizing all the engines available. Basically, Japanese versions have the most powerful and efficient engines, including 1498 c.c. twin-cam variable-valve timing unit good for 130 hp, 1840 c.c. dohc with 135 hp and range-topping Sport 20’s 2.0-litre 170 hp. North American versions have 1.6-litre dohc 105 hp and 1.8-litre dohc 122 hp. European versions are the least powerful, including 1.5-litre 88 hp and 1.8-litre dohc 114 hp. 

No matter which version, the 323 (let’s use this name representing all versions) is just an ordinary car aims at ordinary people. It won’t surprise you, but it doesn’t have unforgivable flaws like some European hatchbacks either (say, an Alfa 145). You know a reliable car like this is what most road users really need, but you can’t help thinking about a bit more than that, say, a dynamic behaviour matching Ford Focus or Opel Astra, or a classy feel in the league of Volkswagen Golf or Seat Leon. Make it clear, desirability is what the Mazda 323 lack of. 

Some people like its styling, especially is the S-wagon (hatchback) which is loaded with all the optional body-color-matching aerodynamic kits and beautiful alloy wheels. However, the fundamental styling theme is rather conservative and bias towards the ease of production rather than sophistication. If you have an eagle-sharp sight, you’ll notice the front bumper is not tightly assembled into the body, because of large design tolerance rather than fit and finish problem. The nose looks dull. Thick and black plastic side window frames look more like the products of the 80s. 

The same goes for the cabin - There is nothing wrong but also nothing impressive. All the plastics are in light grey. The generic center console is quite pretty, but the rest of the dashboard is boring. The grade of plastic material is not as poor as some rivals, such as Nissan and Opel, but the lack of design isn’t easy to overcome. Space in front is quite good, at the back is just average. 

The 323's floorpan is essentially identical to the domestic and European 626, with the same wheelbase and also rides on struts up front and TTL at the rear. TTL (twin-trapezoidal links) is basically a MacPherson strut with two long lateral lower control arms. It’s fully independent, but it doesn’t have the passive rear-wheel steer ability as the popular torsion beam axle. In fact, the 323 handles and rides just so-so. Admittedly, most of the problems come from the steering (too light and rubbery) and gearchange (obstructive). Engines, except the European 1.3 and 1.5-litre, are up to class average but no more. 

Obviously, the 323 and its derivatives are not designed with enthusiastic driver in mind. 
 

Protege MP3

With 140hp from a 2-litre engine, the USA-bounded Protege MP3 is the hottest version of the 323 range this side of the 170hp Japanese S-wagon Sport. Considering its so-so power to weight ratio and 0-60mph time of 8-and-a-half seconds, it is not exactly a pocket rocket. Nor a hot hatch, because it is actually a 3-box rather than a hatch.  

First to be explained is its strange name - MP3. It implies the car has the first standard-fitted MP3 player supplied by Kenwood. The player can read CD as well as MP3 files recorded on CD-R/W. Although the audio system makes good sound, its controls are difficult to use and its panel displays flashy graphics like many after-market products.  

In fact, the car is tuned by after-market tuner Racing Beat in the USA. It fits a tower brace to the front struts, Tokico shock absorbers, stiffer springs for lower ride height, thicker anti-roll bars, 17-inch wheels with ZR low-profile tyres, stronger brakes and a quicker steering rack taken from the European 323. As a result, the company claims cornering power is up by 30% (don't know how this is measured).  

The engine received far less concerned. Minor revisions to breathing and reprogrammed the ECU results in just 10 horsepower increase from the standard Protege 2.0, although Racing Beat's exhaust does make a lovely note. Comparison with the Japanese 170hp engine found its lack of VVT and its low compression ratio of 9.1:1 (to drink 91RON fuel) account for most of the lost power. Of course, Japan's looser emission regulations and the way they measure power are also influential. 

Despite of average engine and performance, the MP3 is still fun to drive - not because of the audio, but because the tuning has transformed the car's handling. Steering is sharp and quite communicative. Gearchange is short-throw and crisp, letting you enjoy squeezing the limited power from the engine. The suspensions setup is not very stiff, allowing a smooth ride without ruining body control. Yes, it is not as rock steady as Type R, and it has slight tendency to understeer, but it is composed and fluent to handle. Because of the power shortage, you can push the car very hard in corners without worrying losing control. 
 

Mazdaspeed Protege

Last time Mazda created a Protege MP3 with good handling but insufficient power. This time they promise more power with the Mazdaspeed Protege. As the new label "Mazdaspeed" implies, the limited edition - 2000 units will be built - Mazdaspeed Protege boosts more power by turbocharging. Callaway, the Corvette expert, was employed to do the modifications. It’s a simple job, just add a small Garret T25 turbine and an intercooler from Mazda’s parts bin and run the engine at slightly less than 0.5 bar. In other words, this is a low-pressure turbocharging thus the engine doesn’t need any expensive modifications.  

Low-pressure turbocharging results in 170 horsepower and 160 lbft of torque, too unremarkable for a 2.0-litre 16V turbo engine. However, the torque is delivered early and across a wide band - 95% of maximum is available from 2500 to 6500rpm, thus the car accelerates from 0 to 60mph in just 6.9 seconds. Press on, however, its lack of top-end power is immediately revealed by the unremarkable time of 18 seconds to 100mph. Ford Focus RS is about 2 seconds quicker. 

The chassis, as in MP3, is the work of tuner Racing Beat. Compare with the MP3, the Mazdaspeed version has stiffer suspensions, wider tyres, bigger brakes and a limited-slip differential to deal with torque steer. Anyway, the modifications are not as successful as the MP3. Even with LSD, there is still a fair amount of torque steer at lower gears. Steering feel is also deteriorated, because to handle the higher power Mazda fits an American-spec. steering rack instead of the European one used in MP3. Yes, the turbo car is more stable in corner and generates higher grip, but it is in the price of ride quality and communication. In contrast, the MP3 feels more involving and agile thus easier to handle, also rides more supple. 

So, this is not a good pocket rocket. The reason behind this low-budget project is clear: to keep people interested in the aging Protege range.