Rev to Your Heart's Content
The sound of Mazda's Renesis rotary engine and the willingness of it to rev its way into the stratosphere immediately distinguish the RX-8 from
any other sports car. The petit, 1.3 litre rotary engine does not use an assortment of reciprocating pistons to deliver a stout 232 horsepower and 159 foot-pounds of torque to the rear wheels. Rather it follows a design that utilizes a couple of triangular-shaped rotors spinning within an oblong housing, creating an intake, combustion and exhaust phase with each revolution. German engineer, Felix Wankel originally invented the rotary engine in 1960 or so; since then it has undergone considerable refinement- most of it under the tutelage of Mazda engineers.
While finishing-off high school in the mid-70s, I owned a 1973 Mazda RX-3 wagon. Yup, it could pretty well demolish big block American V8s while producing an exhaust "woosh" that rivaled a Boeing 747 nose-up at take-off. Although Mazda's rotary powerplant had a reputation back then
for disposing of engine seals like used Starbucks cups, my example dutifully sustained the continuous abuse associated with 17-year old punks with new driver's licences and more bravado than intellect.
Fast forward to 2006 and the rotary mill becomes bulletproof, although quite fuel-thirsty by today's standards, with the RX-8 achieving only 12.8 and 9.2 litres per 100 kilometres of city and highway driving respectively with a 6-speed manual gearbox. But hey, if you want outstanding fuel economy, park your "sports car dreams" and do your stylin in a Yaris. Along with its greed for the nectar comes plenty of performance tingle as the unique-sounding rotary engine whirls its way to a 9,000 rpm redline with more enthusiasm than a crazed whippet. In fact the turbine-like mill surpasses its redline so quickly and effortlessly that Mazda equipped the RX-8 with an audible signal to warn drivers of the rapidly approaching no-go zone. They also placed a huge analogue tachometer front-and-centre in the gauge cluster to keep drivers visually locked-onto the runaway rpm needle.
The RX-8's ground speed is communicated via a digital readout positioned inside the tachometer's face. Clearly Mazda has prioritized engine speed
communication over road speed! Still, the speedo is easy to read at it climbs from 0 to 96 kph in just 6.0 brief seconds under full acceleration (according to Mazda literature). Whether the 6-second rating is overly optimistic is debatable, what's not in dispute is the thrust generated by the rotary mill as it surpasses 5,000 rpm on its way to 9,000 rpm while delivering impressive acceleration from any speed. Even without using the upper half of its rev band, the RX-8 has no difficulty in providing spirited performance thanks to the production of strong, low-end torque. The presence of abundant low-end pulling power minimizes the need to repeatedly gear-down when wishing to reposition oneself in traffic.
Helping my GT tester live up to the 6-second claim was Mazda's 6-speed manual gearbox. Its notchy, short-throw stick was a joy to administer
although the narrow spacing between 1st, 3rd and 5th and 2nd, 4th and 6th gears required some getting used to before instinct took over. Unlike many traditional sport coupes, the RX-8's cabin is somewhat elongated, providing a 2+2 architecture. Clamshell configured doors allow decent rear seat access without stigmatizing the RX-8 with the look of four conventional doors. When the front buckets are placed mid-track, reasonable legroom exists in the rear however this is not to say that large adults would ride complaint-free in coach class. Place them up front though and the complaints are sure cease. Legroom in the front perches is excellent for this segment of vehicle. Headroom is also generous bearing in mind conventional sports car dimensions. Mazda has paid close attention to the design, layout and build quality of the RX-8's premium-level cabin, making it an inspiring locale from which to form a bond with the road. And with or without Mazda's Dynamic Stability Control (DSC) system activated, that's a tough bond to break indeed.
DSC with traction control is standard equipment on the optional GT model but regrettably not available on the more basic GS line. Despite this GS-shortcoming, the RX-8 must be pushed remarkably hard to disengage
its wheels from the pavement. Despite the lack of GS-level DSC, all RX-8s receive a full complement of airbags as standard equipment, including dual front, dual front side, and dual front and rear curtain airbags; that's a lot of inflatable protection for such a compact cabin- well done Mazda! The lightweight RX-8 (1,389 kg / 3,055 lbs with auto trans.) utilizes a sport-tuned suspension setup incorporating an independent double wishbone arrangement at the front and a multi-link format out back, making the svelte runner surefooted, composed and predictable in the corners. Gas-filled shock absorbers all around along with front and rear stabilizer bars keep the handling dynamics tight without rendering a punishing ride, at least not punishing in so far as sports cars go.
Very responsive, direct-drive electronically assisted steering is quick to react to driver inputs while transmitting back decisively clear road feel. Add to that a full set of ventilated, antilock disc brakes augmented with
Electronic Brake-Force Distribution (EBFD) and you've got a serious handling machine with menacing stopping power. Brake-feel is as near perfect as humanly possible, delivering linear, predictable performance time after time. Completing the RX-8's performance infrastructure is a stiff, monocoque frame and a rigid body structure that combine to hold it all in place when the road roughens or the G-forces pull. Not only is the body structure granite solid, it serves as eye candy as well. I particularly admire the RX-8's pronounced front fenders, long nose and short rear deck. Unfortunately the stubby rear end provides only a narrow portal into the RX-8's otherwise spacious trunk. Further restricting cargo capacity is the inability to fold the rear seat backs down; obviously Mazda focused on building a pulse-quickening sports car not a utilitarian "Costco" runner. That said I would give the RX-8 higher marks in overall refinement if road and wind noise were less intrusive at highway speed. When combined with the drone of the engine, ambient noise levels at high speed can become tiresome.
Despite a few minor irritants reducing its gloss, Mazda has done a commendable job of delivering a "true" sports car with functional rear seating. The RX-8 is an extremely agile, visually stimulating piece that derives its exhilarating performance from a unique, remarkably simple powerplant. The Renesis rotary engine tucked beneath the RX-8's scalloped hood gives the car the internal fortitude to be confidently different in a homogenous mechanized world.
Impressive:
9,000 rpm redline
Eager rotary engine
Tight, balanced, predictable handling
Useable/accessible rear seat
Unimpressive:
Gasoholic
Small trunk opening
Dynamic Stability Control not available on GS
Rear seats don't fold down
RX8 GT Article
Linear Mode
