Mazda RX-7

The Mazda RX-7 (also called the Ẽfini RX-7) is a sports car produced by the Japanese automaker Mazda since 1978. The original RX-7 competed in the affordable sports car segment with the likes of the Nissan Fairlady Z. The styling was inspired by the Lotus Elan 2+2. It featured a unique twin-rotor Wankel rotary engine and a sporty front-midship, rear-wheel drive layout, making it well balanced and appropriate for racing. The RX-7 was a direct replacement for the RX-3 (both were sold in Japan as the Savanna) and subsequently replaced all other Mazda rotary cars with the exception of the Cosmo.

The original RX-7 was a true sports coupé design, as opposed to a sports car like the Triumph TR6 or a sedan with sporting intentions. The compact and light-weight Wankel engine, also known as a rotary engine is situated slightly behind the front axle. It was offered in America as a two-seat coupé, with four seats being optional in Japan, Australia, and other parts of the world.

The RX-7 made Car and Driver magazine's Ten Best list five times. In total, 811,634 RX-7s were produced.




First generation (SA/FB)

* Series 1 (1979–1980) is commonly referred to as the "SA22C" from the first alphanumerics of the vehicle identification number- although RX-7 tech site Rotorhead.ca points out that the chassis code used by Mazda was 'P642'. This series of RX-7 had exposed steel bumpers and a high-mounted license plate located in an indented part of the rear of the car, famously criticized by Werner Buhrer of Road & Track magazine as a "Baroque depression."

* Series 2 (1981–1983) had smoothly integrated plastic-covered bumpers, wide black rubber body side moldings, wraparound taillights and updated engine control components. The GSL package provided optional 4-wheel disc brakes and clutch-type rear limited slip differential (LSD). Known as the "FB" in North America after the US Department of Transportation mandated 17 digit Vehicle Identification Number changeover. Elsewhere in the world, the 1981-1985 RX-7 is technically still an 'SA22C' among enthusiasts.

* Series 3 (1984–1985) featured an updated lower front fascia and different instrument cluster (the S3 RX-7 is the only rotary-engined car to not have a centrally mounted tachometer). GSL package was continued into this series, but Mazda introduced the GSL-SE sub-model. The GSL-SE had a fuel injected 1.3 L 13B RE-EGI engine producing 135 hp (101 kW) and 135 lb-ft. GSL-SEs had much the same options as the GSL (clutch-type rear LSD and rear disc brakes), but the brake rotors were larger, allowing Mazda to use the more common lug nuts (versus bolts), and a new bolt pattern of 4x114.3 (4x4.5"). Also, they had upgraded suspension with stiffer springs and shocks, and a new, heavy duty oil cooler.

The 1984 RX-7 S has an estimated 29 highway miles per gallon (12.33 kilometres per litre)/19 estimated city miles per gallon (8.08 k/l). According to Mazda, its rotary engine, licensed by NSU-Wankel allowed the RX-7 S to accelerate from 0 to 50 (80kph) in 6.3 seconds. Kelley Blue Book, in its January-February 1984 issue, noted that a 1981 RX-7 S retained 93.4% of its original sticker price.

The handling and acceleration of the car were noted to be of a high caliber for its day. This generation RX-7 had "live axle" 4-link rear suspension with Watt's linkage, a 50/50 weight ratio, and weighed under 2600 lb (1180 kg). It was the lightest generation of RX-7 ever produced. 12A-powered models accelerated from 0–60 mph in 9.2 s, and turned 0.779 lateral Gs on a skidpad. The 12A engine produced 100 hp (75 kW) at 6000 rpm, allowing the car to reach speeds of over 120 mph (190 km/h). Because of the smoothness inherent in the Wankel rotary engine, little vibration or harshness was experienced at high rpm, so a buzzer was fitted to the tachometer to warn the driver when the 7000 rpm redline was approaching.

Options and models varied from country to country. The gauge layout and interior styling in the Series 3 was only changed for North American versions. Additionally, North America was the only market to have offered the first generation RX-7 with the fuel injected 13B. A turbocharged (but non-intercooled) 12A engine was available for the top-end model of Series 3 in Japan.

Sales were strong, with a total of 474,565 first generation cars produced; 377,878 were sold in the United States alone. In 2004, Sports Car International named this car #7 on its list of Top Sports Cars of the 1970s. In 1983, the RX-7 would appear on Car and Driver magazine's Ten Best list for the first time.



Second generation (FC)


* Series 4 (1986–1988) was available with a naturally aspirated, fuel-injected 13B-VDEI producing 146 hp (108 kW). An optional turbocharged model, known as the Turbo II, had 182 hp (141 kW).

* Series 5 (1989–1992) featured updated styling and better engine management, as well as lighter rotors and a higher compression ratio, 9.7:1 for the naturally aspirated model, and 9.0:1 for the turbo model. The Turbo II monicker was dropped, and the turbocharged model was simply dubbed Turbo. The naturally aspirated Series 5 FC made 160 hp (119 kW), while the Series 5 Turbo made 200 hp (147 kW).

The second generation RX-7 ("FC", VIN begins JM1FC3 or JMZFC1), still known as the "Savanna RX-7" in Japan, featured a complete restyling reminiscent of the Porsche 928. Mazda's stylists, lead by Chief Project Engineer Akio Uchiyama, actually focused more on the Porsche 944 for their inspiration in designing the FC because the new car was being styled primarily for the American market where the majority of first generation RX-7's had been sold. This strategy was chosen after Uchiyama and others on the design team spent time in the United States studying owners of earlier RX-7's and other sports cars popular in the American market. The Porsche 944 was selling particularly well at the time and provided clues as to what sports car enthusiasts might find compelling in future RX-7 styling and equipment. While the SA22/FB was a purer sports car, the FC tended toward the softer sport-tourer trends of its day. Handling was much improved, with less of the oversteer tendencies of the FB. Steering was more precise, with rack and pinion steering replacing the old recirculating ball steering of the FB. Disc brakes also became standard, with some models (S4: GXL, GTU, Turbo II, Convertible; S5: GTUs, Turbo, Convertible) offering four-piston front brakes. The revised independent rear suspension incorporated special toe control hubs which were capable of introducing a limited degree of passive rear steering under cornering loads. The rear seats were optional in some models of the FC RX-7, but are not commonly found.

Though about 80 lb heavier and more isolated than its predecessor, the FC continued to win accolades from the press. The FC RX-7 was Motor Trend's Import Car of the Year for 1986, and the Turbo II was on Car and Driver magazine's Ten Best list for a second time in 1987.

In 1988, a convertible version started production in atmospheric and turbocharged form, proving an instant success. This sleek, clean lined model featured a cabriolet design and was introduced to the American market in splashy television advertisements featuring Hollywood actor James Garner. Several leading car magazines at the time also selected the convertible as the best ragtop available on the market, and it was the star of auto shows around the globe. The convertible's well orchestrated introduction caused a notable public sensation and heavy demand for these vehicles. Dealers took full advantage of the situation, charging up to $5,000 above Mazda's suggested retail selling price with buyers happy to pay the premium. It is believed Mazda exported approximately five thousand convertibles to the United States in 1988 and fewer in each of the next three model years, although it is difficult to confirm these figures, as Mazda USA did not keep RX-7 import records by model type. Despite production ceasing in October 1991, Mazda built a limited run of 500 convertibles for 1992 as "specials" for the domestic market only. In Japan, the United Kingdom, and other regions outside the US, a turbocharged version of the convertible was available. Being former "dream cars", it now appears a nascent collectors market is developing for these classic, semi-exotic sports cars.

In the Japanese market, only the turbo engine was available; the atmospheric version was allowed only as an export. This can be attributed to insurance companies penalising turbo cars (thus restricting potential sales). This emphasis on containing horsepower and placating insurance companies to make RX-7's more affordable seems ironic in retrospect. Shortly after the discontinuance of the second generation RX-7's in 1991, an outright horsepower "arms race" broke out between sports car manufacturers, with higher and higher levels of horsepower required to meet buyer demands.

Overall, the second generation was the most successful for Mazda sales wise, with 86,000 units sold in the US alone in 1986, its first model year. The FC model is believed to have achieved its peak in sales in 1988..



Third generation (FD)

* Series 6 (1992–1995) was exported throughout the world and had the highest sales. In Japan, Mazda sold the RX-7 through its Efini brand as the Efini RX-7. Only the 1993–1995 model years were sold in the U.S. and Canada.

* Series 7 (1996–1998) included minor changes to the car. Updates included a simplified vacuum routing manifold and a 16-bit ECU allowing for increased boost which netted an extra 10 hp. In Japan, the Series 7 RX-7 was marketed under the Mazda brand name. The Series 7 was also sold in Australia, New Zealand and the U.K. Series 7 RX-7s were produced only in right-hand-drive configuration.

* Series 8 (January 1999– August 2002) was the final series, and was only available in the Japanese market. More efficient turbochargers were installed, while improved intercooling and radiator cooling was made possible by a revised frontal area. The seats, steering wheel, and front and rear lights were all changed. The rear wing was modified and gained adjustability. The top-of-the-line "Type RS" came equipped with a Bilstein suspension and 17" wheels as standard equipment, and reduced weight to 1280 kg. Power was officially claimed as 280 ps (276 hp, 208 kW) (with 330 N·m (243 ft·lbf) of torque) as per the maximum Japanese limit, though realistic power was more likely 220–230 kW (290–308 hp). The Type RZ version included all the features of the Type RS, but at a lighter weight (at 1270 kg). It also featured custom gun-metal colored BBS wheels and a custom red racing themed interior. Further upgrades included a new 16-bit ECU and ABS system upgrades. The improved ABS system worked by braking differently on each wheel, allowing the car better turning during braking. The effective result made for safer driving for the average buyer. Easily the most collectible of all the RX-7s was the last 1,500 run-out specials. Dubbed the "Spirit R", they combined all the "extra" features Mazda had used on previous limited-run specials and all sold within days of being announced. They still command amazing prices on the Japanese used car scene years later.

-There are three kinds of "Spirit R"s: the "Spirit A", "Spirit B", and "Spirit C". The "Spirit A", which accounts for 1,000 of the 1,500 "Spirit" models produced, has a 5-speed manual transmission, and is said to have the best performance of the three models. The "Spirit B" is a four-seater, and sports a 5-speed manual transmission. "The Spirit C" is also a four-seater, but has a 4-speed automatic transmission.

There is also a "Touring Model" which includes a sun roof, and Bose stereo system. Compared to the R1 and R2 which both don't have a moon roof, and they have an extra front oil cooler in the front bumper, and other race modification equipment

The third and final generation of the RX-7, FD (with FD3S for the JDM and JM1FD for the USA VIN), was an outright, no-compromise sports car by Japanese standards. It featured an aerodynamic, futuristic-looking body design (a testament to its near 11-year lifespan). The 13B-REW was the first-ever mass-produced sequential twin-turbocharger system to export from Japan, boosting power to 255 hp (190 kW) in 1993 and finally 280 ps (276 hp, 208 kW, the Japanese manufacturers' gentlemen's agreement on engine power) by the time production ended in Japan in 2002.

The FD RX-7 was Motor Trend's Import\Domestic Car of the Year. When Playboy magazine first reviewed the FD RX-7 in 1993, they tested it in the same issue as the [then] new Dodge Viper. In that issue, Playboy declared the RX-7 to be the better of the two cars. It went on to win Playboy's Car of the Year for 1993. The FD RX-7 also made Car and Driver magazine's Ten Best list for 1993 through 1995.

The sequential twin turbocharged system was a very complex piece of engineering, developed with the aid of Hitachi and previously used on the domestic Cosmo series (JC Cosmo=90–95). The system was comprised of two small turbochargers, one to provide torque at low RPM. The 2nd unit was on standby until the upper half of the rpm range during full throttle acceleration. The first turbocharger provided 10 psi of boost from 1800 rpm, and the 2nd turbocharger was activated at 4000 rpm and also provided 10 psi (70 kPa). The changeover process was incredibly smooth, and provided linear acceleration and a very wide torque curve throughout the entire rev range.

Handling in the FD was regarded as world-class, and it is still regarded as being one of the finest handling and best balanced cars of all time. The continued use of the front-midship engine and drivetrain layout, combined with an 50:50 front-rear weight distribution ratio and low center of gravity made the FD a very competent car at the limits.

In North America, three models were offered; the "base", the touring, and the R models. The touring FD had a sunroof, leather seats, and a complex Bose Acoustic Wave system. The R (R1 in 1993 and R2 in 1994–95) models featured stiffer suspensions, an aerodynamics package, suede seats, and Z-rated tires.

Australia had a special high performance version of the RX-7 in 1995, dubbed the RX-7 SP. This model was developed as a homologated road-going version of the race car used in the 12hr endurance race held at Bathurst, New South Wales, beginning in 1991. An initial run of 25 were made, and later an extra 10 were built by Mazda due to demand. The RX-7 SP produced 204 kW (274 hp) and 357 N·m (263 ft·lbf) of torque, compared to 176 kW (236 hp) and 294 N·m (217 ft·lbf) on the standard version. Other changes included a race-inspired nose cone, race-proven rear wing, a 120 L fuel tank (as opposed to the 76 L tank in the standard car), a 4.3:1-ratio rear differential, 17 in diameter wheels, larger brake rotors and calipers. An improved intercooler, exhaust, and modified ECU were also included. Weight was reduced significantly with the aid of carbon fibre; a lightweight bonnet and seats were used to reduce weight to just 1218 kg (from 1310 kg). It was a serious road going race car that matched their rival Porsche 968CSRS for the final year Mazda officially entered. The formula paid off when the RX-7SP won the title, giving Mazda the winning trophy for a fourth straight year. A later special version, the Bathurst R, was released in 2001.

A popular modification to the 3rd Gen RX-7 is the substitution of a 20B (2.0 litre) 3-rotor engine taken from the Eunos Cosmo in place of the stock 13B (1.3 litre) 2-rotor engine. Many aftermarket performance houses sell conversion kits with the 20B engine, such as Stillen and Pettit Racing. Such 3-rotor configurations typically produce 550hp and a top speed of well over 200 MPH. While critics claim that any 13B 2-rotor RX-7 can be highly tuned to achieve this level of performance, the difference is in daily drivability and reliability that makes the 20B conversion superior to the stock 13B motor.