1967–1970 (FA2)

The new Familia appeared in November 1967 with the same pushrod 987 cc engine as used in the previous generation sedans. It was sold as the "Mazda 1000" in some markets. In July 1968 the rotary-engined version (R100) was introduced, along with a new coupé bodywork which was also available with the 1200 cc piston engine.^[13] After an April 1970 facelift (called the "Familia Presto" in the domestic Japanese market), the slightly different OHC "PC" 1-liter engine was also offered. A larger 1169 cc straight-four engined version came along in February 1968, becoming the "Mazda 1200" for export. In this form, the car was first exhibited in Europe at the 1968 Paris Motor Show in the autumn of that year.^[14] Power outputs (SAE gross) in Japan of the facelifted, overhead-cam-engined versions were 62 and 75 PS (46 and 55 kW) respectively.^[15] The Van (wagon) model was available with either three or five doors, although most export markets only received the five-door version.

• 
  1967–1970 Mazda 1200 4-door sedan (Europe)
• 
  1967–1970 Mazda 1200 3-door wagon (Australia)
• 
  Mazda Familia 1300 pickup long bed

1970–1973 (Familia Presto FA3 series 1)

From April 1970, the Presto nameplate was added into the entire Familia range, "Presto" means "quick" in Italian.^[16] Brand new overhead camshaft 1.3-liter TC engine also appeared, derived from the smaller 1.0-liter OHC engine already seen in the first generation Familia coupé. At the same time, the range received a light facelift including a chrome strip around the front grille. Unlike the truck, the vans also used the "Familia Presto" name. Chassis codes are SPCV for the 1.0-litre and STBV for the 1.3-litre, with power outputs as for the sedan/coupé. Standard and Deluxe versions were available, with the Deluxe also offering five-door bodywork.^[17]

The Familia was exported as the "Mazda 1300", and replaced the previous generation 1200 model in most markets. In Finland, the Familia Presto was marketed as the "Mazda Marella." The sedan and coupé were updated in 1972 in Japan and in the autumn of 1973 for export market, but the truck and wagon/van versions continued with little change. The vans and pickup trucks actually soldiered on until 1978, by which time a wagon version of the succeeding FA4 Familia (323/GLC) had been introduced. The later pickup versions were also available in a long-wheelbase version, and still featured an 85 PS (63 kW) (SAE gross) version of the 1.3-litre TC engine, unaffected by the tighter Japanese emissions standards for passenger cars.^[12]

The "1200" was offered in the United States in 1971 and again for the 1973 model year. US-market models had round sealed-beam headlamps mounted in pill-shaped bezels fitting the original openings. The 1971 version was the first piston-powered Familia sold in the United States and arrived in two- and four-door forms alongside its rotary Mazda R100 coupé counterpart. It was replaced by the somewhat larger 808 (Grand Familia) the next year. The 1200 model returned for 1973 as the base-model economy Mazda. The company then focused on performance for the next two years, dropping the economy car. After the gas crisis they returned to the economy sector with the Mizer in 1976, a rebadged 808/818.

Engine (US):

• 1971, 1973 – 1.2 L (1169 cc) I4, 58 hp (43 kW; 59 PS) / 69 lb⋅ft (94 N⋅m)

• 
  1970–1972 Mazda 1300 4-door sedan (Europe)
• 
  1970–1972 Mazda 1300 coupé (Australia)
• 
  Post-1970 Mazda 1000 truck (Europe)
• 
  1972–1973 Mazda 1300 4-door sedan (Europe)
• 
  Rear view of late model Mazda 1300 sedan (Europe)
• 
  1973–1978 Mazda 1300 5-door wagon

The pickup models were built until 1991 for markets such as South Africa, Zimbabwe, and the Philippines.^[18] In South Africa, the little bakkie was sold as the "Mazda F-1000" or "F-1300".^[19] In Thailand, a version of the pickup was produced in small numbers until the late 1990s as the Familia Super Cab.^[20]

Engines (export power outputs, DIN):

• 1968–1973 – 1.0 L (985 cc) PB I4, 50 hp (37 kW; 51 PS) / 56 lb⋅ft (76 N⋅m)
• 1968–1970 – 1.2 L (1169 cc) TB I4, 58 hp (43 kW; 59 PS) / 69 lb⋅ft (94 N⋅m)
• 1970–1973 – 1.3 L (1272 cc) TC I4, 2-barrel, 69 hp (51 kW; 70 PS) / 67 lb⋅ft (91 N⋅m)

The pickup received the BPB55, BTA55/65, or FA2T55/65/66 model codes respectively when fitted with the OHV 1.0 or 1.2, or the OHC 1.3.^[18] FA2T55 was a short bed with 500 kg (1,100 lb) max load, 65 was a long bed with the same capacity, while the 66 upped that to 600 kg (1,300 lb). All three models were available as either Standard or Deluxe.^[21] The 1000 Van (Japanese terminology for the station wagon, which was intended for commercial use there) received either BPCV or BPBV chassis codes, signifying three- or five-door versions.^[22] The Familia Presto Van, with OHC engines, received chassis numbers MP3xV/SP3xV for the 1000 (3-door/5-door) and MT2xV/ST2xV for the 1200. The five-door Van range was gradually expanded downwards as the three-door models dropped in popularity.^[23] The Familia Presto Van continued largely unchanged until the summer of 1978, aside from the 1.3 losing two horsepower along the way.^[24]

• 
  1980s Mazda Familia Super Cab truck (Thailand)
• 
  1990s Mazda Familia Super Cab truck (Thailand)

Familia Rotary/R100

In July 1968 Mazda added a Familia Rotary model to the range, offered in both two-door coupé and four-door sedan variants.^[13][11] Sedan models were given an additional "SS" nameplate. The Familia Rotary was powered by a 982 cc 10A rotary engine^[11] and the coupé version was sold outside Japan as the "Mazda R100".^[25] After an April 1970 update (known colloquially in Australia as the Series 2) it was known as the "Familia Presto Rotary" in Japan as the Presto nameplate was added into the entire Familia range. Power was rated at just 100 PS (74 kW) due to a small carburetor (thus the "R100" name). The rotary engined R100 has a unique front end design, with a more prominent pointed hood, grille, and bumper. The rear also gained its own design with twin round tail lights, which became for a time a signature design element for the rotary engined versions of Mazda's cars. Inside, the cars were more sumptuously appointed with plusher seats and chrome plated accents, full sized interior door trim panels, a floor mounted handbrake lever, and a unique cockpit styled dashboard with full instrumentation. Mazda referred to this dashboard as the "T-Dash", and fitted it to top spec piston engined variants of the Familia on the Japanese market as well as the rotary models.

In Japan, the installation of a rotary engine gave Japanese buyers a financial advantage when it came time to pay the annual road tax in that they bought a car that was more powerful than a traditional inline engine, but without having the penalty for having an engine in the higher 1.0-litre tax bracket. This was the only generation of the Familia that had the rotary engine offered. When Mazda updated the rotary engine to single distributor design in late 1973 with a raft of improvements to improve reliability and fuel economy, the smaller 10A engine was discontinued. Upgrading the Familia Rotary to the 12A engine would have cost the car its tax advantage in Japan, and the decision to discontinue it was made, despite the Familia body continuing production for some years to follow.

The R100 was one of the first Mazda cars imported into the United States for the new Mazda Motors of America, sold in model years 1971 and 1972. Due to US regulations it was released in North America with round headlights fitted in place of the rectangular lights fitted in all other markets. It was a surprising hit with the American public, though sales were limited to some Northwestern states initially.^[26]

Following on the success of the Cosmo Sports at Nürburgring in 1968, Mazda decided to race another rotary car. The Familia Rotary coupé won its first outing, at the Grand Prix of Singapore, in April 1969. Next, the company took on the touring car endurance challenge at Spa, the Spa 24 Hours. For 1969, Mazda entered a pair of Familia Rotary coupés. The cars came fifth and sixth the first year after a quartet of Porsche 911s. The Familia also placed fifth at the Marathon de la Route at Nürburgring in 1969, the same race that the Cosmo had bowed at the previous year. Finally, Mazda took the Familia home for the Suzuka All-Japan Grand Cup, where it won easily. For 1970, the Familia placed eighth at the RAC Tourist Trophy in June, followed by a fourth place at the West German Touring Car race in July. At Spa, four Familias were present, battling with BMW Alpinas, and Alfa Romeos for the podium. This time, three of the Mazdas retired, with the fourth claiming the fifth position. Mazda also turned its attention to Le Mans in 1970 with rotary-powered prototypes. The company finally won that race 21 years later with the 787B.

• 
  Mazda Familia Rotary (R100) coupé (Japan)
• 
  Rear view
• 
  Mazda Familia Presto Rotary 4-door sedan (Japan)
• 
  Rear view

Kia Brisa

From October 1974 until 1981, Kia Motors manufactured a pick up variant of the second generation Familia as the "Kia Brisa" at their first integrated automobile manufacturing facility, the Sohari Plant in Gwangmyeong, South Korea.^[27] Production originally commenced in 1973 in the form of the Brisa B-1000 pickup truck, but passenger car production (originally as the "Brisa S-1000") only commenced later.^[28] Brisa comes from the Spanish/Portuguese word for "breeze". The Brisa was equipped with a 62 PS (46 kW) 1.0-liter Mazda engine, a bigger 1.3-liter engine was later added to the line up.^[29] Production came to an end after the new military dictator Chun Doo-hwan enforced industry consolidation, meaning Kia had to give up passenger cars and focus entirely on light trucks.^[29]

The original version of the Brisa received a slightly different front end from the original Familia, featuring twin headlights. Later, single headlights were used. In total, 31,017 Brisa passenger cars were built.^[30] Including the pickups increases the totals to 75,987,^[29] of which a total of 1,526 were exported.^[28] Exports, Kia's first, began with a shipment of 31 Brisa B-1000 pickups to Qatar in 1975.^[29][31] The Brisa (along with the pickup model, called "Master") was also exported to Colombia^[32] and Greece^[33]

• 
  Kia Brisa S-1000 (pre-facelift)
• 
  Kia Brisa S-1000 (facelift)
• 
  rear view (facelift)
• 
  Kia Master pickup truck
• 
  rear view

Mazda Grand Familia/Savanna/808/818/RX-3

Mazda 818 sedan

In September 1971, Mazda introduced the "Mazda Grand Familia" and the Mazda Savanna to better compete with the Toyota Corolla, and the Nissan Sunny in North America. The Grand Familia/Savanna was intended to replace the smaller Familia. But with the advent of the 1970s energy crisis, the Familia began to experience an increase in sales due to better fuel economy, so the Familia remained in Japan and Europe, and Mazda decided to offer the Grand Familia and Savanna as larger, performance enhanced alternatives. It is better known by its export market names Mazda 808, 818, and RX-3. The Grand Familia was also built by Kia with the 1272 cc engine from October 1975,^[28] originally as the Brisa II and later as the K303.

1973–1977 (Familia Presto FA3 series 2)

Familia Presto (FA3 series 2)
1973–1976 Mazda Familia Presto 4-door sedan (Japan)
Overview
Also called	Mazda 1000/1300 Mazda Marella (Finland)
Production	1973–1977
Assembly	Japan: Hiroshima Assembly, Hiroshima
Body and chassis
Body style	2/4-door sedan 2-door coupé (Japan)
Layout	Front-engine, rear-wheel-drive
Powertrain
Engine	985 cc PC I4 1272 cc TC I4
Transmission	4-speed manual transmission 3-speed automatic transmission (JDM 1.3 L sedan only)[34]
Dimensions
Wheelbase	2,260 mm (89 in)
Length	3,855 mm (152 in)
Width	1,540 mm (61 in)
Height	1,350 mm (53 in) (coupé) 1,385 mm (55 in) (sedan)
Curb weight	755–845 kg (1,664–1,863 lb)

Mazda 1000 2-door sedan (Europe)

Mazda 1300 4-door sedan (Australia)

A facelifted version of the Familia Presto was announced in September 1973, a month before the 1973 oil crisis.^[16][35] It was basically an updated version of the 1970 Familia Presto, reintroduced with 60 mm wider bodywork and reworked front and rear designs. It was promoted and marketed as the "Widebody" in Japan.^[16] These changes were made only to the sedans and coupé, while the van/wagon and trucks remained in production and retaining the original narrower bodywork with minor changes. The Familia Presto continued using the "Mazda 1000/1300" name in most export markets, "Mazda Marella" name was also retained in Finland.

The Rotary Presto sedan/coupé was discontinued in Japan, having been replaced by the larger Grand Familia-based Mazda Savannah. The piston-engined 1000/1300 and rotary-engined R100 coupés were also replaced by 808/818/RX-3 coupé for export market. This generation was not available in North America and replaced by the bigger 808/Mizer/RX-3. Developed to meet new stricter emissions standards in the domestic market, the Presto featured the 1272 cc TC engine or the by now familiar, pushrod 1.0-litre PB unit. Power outputs in Japan (JIS gross) are 62 PS (46 kW; 61 hp) and 87 PS (64 kW; 86 hp) respectively, 50 PS (37 kW; 49 hp) and 66 PS (49 kW; 65 hp) (DIN) for export markets.^[34]

Production of the second generation Familia ended in January 1977, but not before another minor facelift and emissions scrubbing had taken place in February 1976.^[36] This changes were not applied for export market. After this change, only the larger engine with lean-burn technology was available in the home market, now with 72 PS (53 kW; 71 hp) (JIS gross) and labelled Familia Presto 1300AP (for "Anti Pollution").^[36]

Export markets

The front-wheel-drive 323 was introduced in Europe in September 1980, nearly simultaneously to its cousin and competitor the Ford Escort. The four-door sedan version followed in January 1981, and one month later automatic-equipped models became available to European buyers.^[63]

1981–1982 Mazda GLC (North American version of the 323)

1983-1985 Mazda GLC 4-door sedan

GLC (1981–1985)

The equivalent American Mazda GLC (Great Little Car) appeared in the 1981 model year, although the rear-wheel drive wagon also continued to be offered.^[64] It was only offered with a single engine – the twin-barrel 1.5-liter with 68 hp (51 kW)—and lasted through 1985, after which it was replaced by the next-generation Mazda 323. With this, the GLC nameplate was retired. The BD was the only front-wheel drive Mazda vehicle using the GLC name. Originally it was offered with three- or five-door bodywork, in standard, Custom, Custom L, or Sport equipment levels. The five-door only came as a Custom and was sold only in Hawaii and Puerto Rico.^[64] All cars received exposed rectangular sealed-beam units. The later four-door sedan, introduced for 1983, was available in Custom, Custom L, and Sport models.

The Sport received blacked out trim, a steering wheel borrowed from the RX-7, full instrumentation, and a special rear interior which closely integrates the side trim with the rear seat design^[65] – an early iteration of a design philosophy taken to its extreme with the 1988 Persona and the 1990 Eunos Cosmo. Unlike the sporting 323s in other markets, the Sport only received special hubcaps, rather than alloy wheels.^[66] For 1982, the Sport was made to live up to its name a little bit more, with the installation of a front anti-roll bar and cast aluminum wheels.^[67] The five-door GLC gained a fully carpeted trunk for 1982.^[67]

Export markets

The 1985 Familia spawned a Ford Laser twin sold in the Asia-Pacific. The Laser sedan and wagon were nearly identical to the Familia but with a Ford grille. By contrast the Laser hatchback model, which was sold in the U.S. as the Mercury Tracer used completely different panels from the Familia's.

Engines (European models unless otherwise noted):

• 1985–1987 – 1.1 L (1,100 cc) E1, 2 barrel, 8-valve, 55 PS (40 kW; 54 hp) / 59 lb⋅ft (80 N⋅m)
• 1985–1987 – 1.3 L (1,296 cc) E3, 2 barrel, 8-valve, 68 PS (50 kW; 67 hp) / 71 lb⋅ft (96 N⋅m) – 60 PS (44 kW; 59 hp) in some markets, 65 PS in Switzerland
• 1987–1989 – 1.3 L (1,323 cc) B3, 2 barrel, 8-valve, 66 PS (49 kW; 65 hp) / 74 lb⋅ft (100 N⋅m)
• 1987–1989 – 1.5 L (1,498 cc) B5, 2 barrel, 12-valve, 73 PS (54 kW; 72 hp) / 81 lb⋅ft (110 N⋅m)
• 1985–1989 – 1.6 L (1,597 cc) B6, 8-valve, 85 PS (63 kW; 84 hp) / 90 lb⋅ft (122 N⋅m)
• 1985–1989 – 1.6 L (1,597 cc) B6T, turbo, 16-valve, 140 PS (103 kW; 138 hp) / 138 lb⋅ft (187 N⋅m)
• 1988–1991 – 2.0 L (2,000 cc) FE-SOHC, EFi, 8-valve, 118 PS (87 kW; 116 hp) / 131 lb⋅ft (178 N⋅m) (South Africa only)
• 1991–1994 – 2.0 L (2,000 cc) FE-DOHC, EFi, 16-valve, 146 PS (107 kW; 144 hp) / 136 lb⋅ft (184 N⋅m) (South Africa only)
• 1986–199? – 1.7 L (1,720 cc) PN, diesel, 8-valve, 57 PS (42 kW; 56 hp)

United States

The new 323 arrived in the United States for the 1986 model year and continued to be available through 1989. The naming practice was now aligned with most of Mazda's export markets, with the 323 badge replacing GLC. For 1987 the wagon version was added to the lineup, with the same mechanicals as the hatchbacks and sedans.^[72] In 1988, Mazda added a turbocharged option in the GT and GTX model as well as four-wheel drive in the GTX model. The GTX was the first four-wheel drive passenger car Mazda offered in the United States. The GT and GTX featured a turbocharged and intercooled 1.6 liter 16-valve DOHC 4-cylinder engine rated at 132 hp (98 kW) and only was available with a 5-speed manual transmission.

South Africa

The model remained in production in South Africa, as an entry-level model until 2003.^[73] It was also sold there as the "Midge", the "Sting", and as the "Ford Tonic". A locally designed pick-up based on the Familia front end, called the Rustler was also produced, and sold as the "Ford Bantam". From 1991 to 1994 Samcor also produced and sold the 323 with the 2.0 L 16-valve DOHC FE engine from the Mazda 626 and badged it "200i". Along with the 2.0 L 16-valve DOHC engine there were upgrades to the suspension and braking system. Still, the 1.6-liter GT-Ae homologation car was more powerful.

This South African built model was also sold in Australia between 1989 and 1991 with minor changes, the most noticeable one being the front indicators having a clear color rather than the normal amber. These models were labeled BF as opposed to the next generation's BG.

Sao Penza

The South African-made model was exported to the United Kingdom between 1991 and 1993 as the "Sao Penza" and fitted with a 1.3-liter fuel-injected engine.^[74] The importer was Automotive Holdings, a subsidiary of Mazda Cars Ltd, the official Mazda UK importer. It was a rebadged version of the Mazda 323, imported from South Africa, where the 1985 model was still assembled by Samcor (now Ford Motor Company of South Africa), although it had ceased to be imported to the UK in 1989.^[75] Both four-door saloon and five-door hatchback versions were available, with fairly basic specifications.

It went on sale in the United Kingdom in July 1991, with 1200 vehicles expected to be sold that year.^[76] Marketed as "Japanese technology you can afford", it was sold at £7,500 – around £2,000 cheaper than the equivalent version of the new Mazda 323.^[74] However, it struggled to compete in a segment of the market dominated by South Korean and Eastern European models.^[77] Its prices were not low enough to attract strong sales and it was withdrawn from sale in 1993.^[78] Just over 1,000 were sold and as of 2019 there is just one MOT'd car left on the road (a blue 1.3L 5-door) ^[79][80]

The car uses the 1.3 L (1,324 cc) Mazda B3 four-cylinder engine. Maximum power is 65 hp (48 kW) at 5500 rpm, providing a top speed of 150 km/h (93 mph).^[81]

Familia Infini

The Mazda Familia Infini was produced from 1989 until 1990 as a special Japan only special sport trim line of the four-door Familia.^[86][87] Much of the Infini trim is similar to the American LX version, equipped with the 1.8 DOHC BP-ZE engine and close ratio LSD 5-speed manual transmission. The Infini was upgraded with a viscous limited-slip differential, stiffer suspension package, and bonnet/headlight style similar to the 323 hatchbacks. In 1994, these were facelifts were adopted on all Familia sedan models. The Infini came only in dark green color with unique Infini trim grille, rear spoiler, "lightweight" carpet, without sound deadener, and with Infini (∞) logos on horn button, front grille, wheel caps, and bootlid. There were also unique factory front clear indicators, a Momo steering wheel, BBS 15-inch rims, suede interior with GTX style seat trim, leather gearboot & knob, front and rear strut braces, 22-mm sway bars front and rear, rear tie bar, and a 7,100 rpm redline tachometer, as well as 250 millimetres (9.8 in) four-wheel disc brakes. Around 1,000 Infinis were produced, and preceded Mazda's ɛ̃fini Japanese dealership network.

Familia GT-X, GT-R and GT-Ae

For Group A rallying, Mazda made two main homolgation models. The JDM GTX model was released in 1990 and featured four-wheel drive, viscous limited-slip differentials and a turbocharged 1.8 L BP engine. In the U.S. the Protegé came with a 1.8 L SOHC non-turbocharged engine, along with 4WD which produced 185 PS (136 kW).

The JDM only GT-R model was released in 1992, featuring a number of enhancements over the GTX model: an aggressive front bumper, grill and bonnet vents, updated rear bumper, wheel flares, stiffer suspension and anti-roll bars with thicker cross members, and homologated five-stud wheel hubs with larger brakes. The interior was fitted with leather and suede seats, and had the option of replacing the cupholder with a 3-gauge cluster. In addition, the GTR has stronger connecting rods and pistons, larger oil squirters, larger nose crank, larger oil cooler, sodium filled valves, a baffled inlet manifold, larger injectors (from 360cc (black) to 440cc (orange)), removed boost cut, front-mounted intercooler, and an IHI VJ-23 ball bearing water-cooled turbocharger. Power was increased to 210 PS (154 kW).

300 special version GT-R's were produced known as GT-Ae's. These shared the power output of the GT-R, but were 30 kg (66 lb) lighter, fitted with closer ratio gearboxes, and featured a larger top spoiler with a gap between the hatch and the spoiler to direct air to the new lower spoiler. The wiring for ABS, air conditioning, power mirrors, power windows, power locks, and sunroof was removed. Instead of using the GTR's leather interior, the lighter cloth interior of the GTX was used.

Astina/323F

A sporty, five-door fastback version was called the Familia Astina in Japan. Elsewhere, it was called 323F and 323 Astina. A luxury version was also sold in Japan as the Eunos 100. The car was produced from 1989 until 1994 before being replaced by the Lantis. A key feature of the Astina/F is the distinct front end with its pop-up headlights. There were carbureted or fuel injected SOHC versions available of the 1.5-, 1.6- and 1.8-liter engines, as well as a version of the 1.8 with DOHC and fuel injection. Unlike the standard Familia saloons and three-door hatchback, the Astina never came from the factory with a turbo or with four-wheel drive.

Taillight arrangement varies from market to market, the main difference being the third brake light in the spoiler and two brake lights per cluster (Japanese spec), rather than one.

In the UK the 323F was launched with 1.6L 16v in either LX, GLX or GLXi trim or as 1.8i 16vGT. In Indonesia it is called Astina GT and RX3 (Special model made in Indonesia like as front & rear bumper and side skirt) with BP05 engine 1.8L

• 
  1989–1994 323F (Europe)
• 
  1989–1994 323F (Europe)
• 
  1989-1994 323F GT (Europe)

Familia Neo/323C/323 Neo

The Familia Neo started production for the Japanese domestic market in 1994 (axed in 1996), and was also sold as the 323C in Europe and the 323 Neo in Canada. Ford released a rebadged version which was mechanically the same although different bumpers, headlights and bonnet were fitted, badged as the Ford Laser Lynx in Japan and Australia, and the Ford Aztec in Taiwan. This model was only available as the Ford Laser-Lynx in the Australian market, as Mazda already had the 323 Astina Hatch filling the gap for a hatchback in the Mazda range. To contradict this, Mazda Australia also offered two 323 sedans, the Astina/Lantis hardtop and the 323 Protegé until production of both models ceased in 1998.

It featured a rear hatch with a divided glass, much like the Honda CR-X. Aesthetically the Familia Neo was very close in looks to a Mazda Lantis/323F and equated to a three-door version and also shared the Lantis suspension. The top specced Familia Neo was fitted with a DOHC 1839 cc BP-ZE engine which produced around 114–135 PS (84–99 kW) (depending on the market), and this was the same engine fitted to the base model Mazda Lantis. It was also sold for a single year (1995) in Canada as 323 Neo GS. In Europe it was named Mazda 323C (for coupé), available for sale until September 1998^[94] and it was equipped with 1.3 L SOHC, 1.5 L DOHC 16V, and 1.8 L DOHC 16V engine.

• 
  Mazda Familia Neo coupé (Japan)
• 
  Mazda 323C coupé (Europe)
• 
  Mazda 323C coupé (Europe)
• 
  Mazda 323 Neo (Canada)
• 
  Mazda 323 Neo (Canada)

Engines

Petrol:

• 1.3 L (1,323 cc) B3-ME, I4 16-valve SOHC, FI, 73–84 PS (54–62 kW; 72–83 hp) / 104–110 N⋅m (77–81 lb⋅ft) (1994–2000)
• 1.5 L (1,489 cc) Z5-DE, I4 16-valve DOHC, FI, 88–110 PS (65–81 kW; 87–108 hp) / 130–137 N⋅m (96–101 lb⋅ft) (1994–2000)
• 1.5 L (1,489 cc) Z5-DEL, I4 16-valve DOHC, FI, lean burn, 94 PS (69 kW; 93 hp) / 132 N⋅m (97 lb⋅ft) (1996–1998)
• 1.5 L (1,498 cc) B5-ZE, I4 16-valve DOHC, FI, 125 PS (92 kW; 123 hp) / 129 N⋅m (95 lb⋅ft) (1994–1996)
• 1.6 L (1,597 cc) B6D, I4 16-valve DOHC, FI, 115 PS (85 kW; 113 hp) / 140 N⋅m (103 lb⋅ft) (1996–1998)
• 1.8 L (1,839 cc) BP-ZE, I4 16-valve DOHC, FI, 114–140 PS (84–103 kW; 112–138 hp) / 157–163 N⋅m (116–120 lb⋅ft) (1995–2000)

Diesel:

• 1.7 L (1,686 cc) 4EE1-T, I4 8-valve SOHC, turbo-diesel, 82–88 PS (60–65 kW; 81–87 hp) / 167–168 N⋅m (123–124 lb⋅ft) (1995–1998)
• 2.0 L (1,998 cc) RF, I4 8-valve SOHC, 71 PS (52 kW; 70 hp) / 128 N⋅m (94 lb⋅ft) (1996–1999)

Lantis/Astina/323F

Mazda Lantis 5-door hatchback (Japan)

A five-door hatchback and four-door sedan, both featuring pillarless doors and distinct sheetmetal from other 323s, was sold in Japan as the Mazda Lantis, in Australia, New Zealand and South Africa as the Mazda 323 Astina, in Colombia as the Mazda Allegro and in Europe as the Mazda 323F.

They were built on platforms distinct from the other 323s and actually appeared nearly a year before the new Familia, in September 1993.^[89] The bodyshape was designed by former Porsche designers. The Lantis was on the CB, a minor update of the CA that underpinned the luxury Mazda Xedos 6 and Eunos 500. The European 323F was designated BA, but was actually almost identical to the CB, and had little to do with other B platforms. These models were sold with the 1.5 L 1.6L and 1.8 L engines seen in the rest of the 323 range, as well as a 2.0 L (KF) V6 shared with the Eunos 500. The 2.0L V6 still remains one of the smallest V6 engines put into a production car.

Facelift

2001–2003 Mazda Protegé LX sedan (US)

In 2001, the entire line was facelifted with new styling, a revised suspension, and a new audio system. For North America, ES models received rear disc brakes and a stiffer suspension. The 1.8 L engine was increased to 2.0 L for the ES models, and was optional on the LX model, becoming the 2.0LX. The standard 2001 Protegé LX engine was the carryover 1.6 L ZM-DE.

A 2.0-liter, gasoline engine appeared in 2001 on the Japanese market Sport 20. In 1999, Ford of Japan ceased to market Mazda-based models, and the Ford Laser, along with the Ixion, Telstar, and Festiva, was discontinued.

Mazdaspeed Protegé

For the 2001 model year in North America, Mazda introduced the limited-edition Protegé MP3 featuring a new sport-tuned suspension, 17-inch Racing Hart wheels, and a 10 hp (7 kW; 10 PS) gain for a total of 140 hp (104 kW; 142 PS), which was achieved through a tuned factory ECU which advances ignition timing requiring high octane rating gasoline, cat-back exhaust by Racing Beat, and removal of the Mazda VTCS system. The MP3 also came from the factory with a complete 450-watt Kenwood powered MP3 stereo with 10-inch (250 mm) powered subwoofer. A total of 1,500 were produced – 1,000 finished in blue, and 500 painted yellow.

2001 saw the North American introduction of the hatchback, called Protegé5 with the same 2.0 L engine offering 130 hp (97 kW; 132 PS) / 135 lb⋅ft (183 N⋅m) this year and a slightly revised interior. In 2002, most Protegés (including the 5) received the 2.0 L engine, although the SE in Canada had the 1.6 L.

In 2003, Mazdaspeed introduced the Mazdaspeed Protegé, an update to the Protegé MP3 that had a 170 hp (127 kW; 172 PS) / 160 lb⋅ft (217 N⋅m) turbocharged engine, shared the MP3's full Racing Beat suspension, redesigned 17-inch (430 mm) wheels, larger four-wheel disc brakes, and a Kenwood stereo system that included an amplifier along with a rear-deck mounted 8-inch (200 mm) sub. Mazda then followed with a mid year change dubbed the "2003.5." This model included a different aero-kit, the same 17-inch (430 mm) Racing Hart wheels, but with a darker color, and custom interior pieces. In total, there were 4,500 Mazdaspeed Protegé models produced of which 1,750 were painted Black/Orange for first version and 2,750 of the mid-year model that were finished in Yellow/Titanium/Blue/Silver.

The 2003 ES model received a tiptronic automatic transmission as an option, as well as a new wheel design appearing on models with the 15-inch (380 mm) alloy rim option. This was also the last year of production for the Protegé.

Post-2003

Production ended on 2 October 2003 and the whole Familia line were replaced by the Mazda3 in the same month. The eighth generation Familia continued to be produced by Ford Lio Ho in Taiwan as the "Mazda Isamu Genki" until 2008 (sold as hatch and sedan and with little or no styling differences to the original 1998 production model). It was also badged as the "Ford Activa", which, unlike the Ford Laser, had no styling changes from the 323, except for the badges. In Southeast Asia, a version of the last Laser continued to be assembled in Indonesia, Malaysia, and the Philippines as the Ford Lynx.

This generation remained in production in some South American countries (Ecuador, Colombia, and Venezuela), badged as the Mazda Allegro. Each Allegro keep in the styling of the last generation 323/Protegé/Astina/Familia. In Colombia, production of the Mazda 323 continued until 2003, built by its local subsidiary, the Compañía Colombiana Automotriz.

Chinese company FAW Haima Automobile Co., Ltd. produces a restyled version of the Familia/323 called Haima Family. It is equipped with a 1.6 L gasoline engine mated with a five-speed manual or a four-speed automatic gearbox. Another version called the Haima Happin went on sale for the 2010–2012 model years. The Happin was equipped with a 1.3 L engine and a five-speed manual gearbox.

Engines (includes all models from 1998 to 2003)

• 1.3 L B3-ME SOHC I4
• 1.5 L ZL-DE DOHC I4
• 1.5 L ZL-VE S-VT I4
• 1.6 L ZM-DE DOHC I4
• 1.8 L FP-DE DOHC I4
• 2.0 L FS, 130 hp (97 kW; 132 PS) / 135 lb⋅ft (183 N⋅m)
• 2.0 L FS-ZE (2001 Sport 20)
• 2.0 L RF Diesel

Gallery

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  Pre-facelift Mazda 323 Protegé sedan, 1998-2001
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  Pre-facelift Mazda 323 Protegé sedan, 1998-2001
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  Facelift Mazda 323 Protegé SP20 sedan, 2002-2003
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  Facelift Mazda 323 Protegé SP20 sedan, 2002-2003
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  Pre-facelift Mazda 323F hatchback, 1999-2001
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  Pre-facelift Mazda 323F hatchback, 1999-2001
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  Facelift Mazda 323F hatchback, 2002-2003
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  Facelift Mazda 323F hatchback, 2002-2003
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  Haima Family front (China)
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  Haima Family rear (China)
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  Haima Happin front (China)
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  Haima Happin rear (China)