Mazda Rx-7 ( Fd3s )

[dillongt]

Mazda RX-7 ( Art of Rotary Rocket )

The Mazda RX-7 (also called the Savanna and Efini RX-7) was a sports car that began production in 1978. The original RX-7 competed in the affordable sports car segment with the likes of the Datsun/Nissan 280Z. 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 RX-7 was a true sports coupe design, as opposed to a sports car like the Triumph TR6 or a sedan with sporting intentions. The relatively light Wankel engine was situated slightly behind the front axle. It was offered in America as a two-seat coupe, 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

• Series 1 (1979–1980) is referred to as the "SA22C". This series of RX-7 had exposed steel bumpers, high-mounted license plate, and steel wheels.

• Series 2 (1981–1983) had wraparound taillights, optional 4-wheel disc brakes and updated engine control components. The "FB" designation was only used in North America after the US Department of Transportation mandated 17 digit Vehicle Identification Numbers. Elsewhere in the world, the first generation RX-7 kept the SA22C designation.

• 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). The GSL-SE model (S3 only) had a fuel injected 1.3 L 13B-RESI engine, four-lug hubs with a more common bolt pattern in 4X114.3, a clutch-type rear LSD and stronger drivetrain components.

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 Watts linkage, a 50/50 weight ratio, and weighed under 2600lbs. It was the lightest generation of RX-7 ever produced by Mazda. 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) @ 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

• 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 189 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 moniker 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 "Savannah RX-7" in Japan, featured a complete restyling reminiscent of the Porsche 944. 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, TII, Vert; S5: GTUs, TII, Vert) offering four-piston front brakes. 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. 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.

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). Overall, the second generation was the most successful for Mazda saleswise, with 86,000 units sold in 1986 for the US alone.

Third generation

• 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 and then returned it to the Mazda brand for 1996. RX-7s were sold in North America until 1995.

• Series 7 (1996–1998) included minor changes to the car. The main difference was an updated ECU allowing for increased boost which netted an extra 10 hp. Only Japan and Australia received this version.

• 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. Power was officially claimed as 280 ps (276 hp, 208 kW) (with 330 Nm (243 ft.lbf) of torque) as per the maximum Japanese limit, though realistic power was more likely 220–230 kW (290–308.4 hp). The Type RZ version included all the features of the Type RS, but at a lighter weight. It also featured custom 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.

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) 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 Car of the Year for 1993. It also made Car and Driver magazine's Ten Best list for 1992 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 one small turbocharger 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. 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 equal front-rear weight distribution 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 (273.6 hp) and 357 Nm (263.3 ft.lbf) of torque, compared to 176 kW (236 hp) and 294 Nm (216.9 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.

Mazda Racing

Racing versions of the first-generation RX-7 were entered at the prestigious 24 hours of Le Mans endurance race. The first outing for the car, equipped with a 13B engine, failed by less than one second to qualify in 1979. The next year, a 12A-engine car not only qualified, it placed 21st overall. That same car did not finish in 1981, along with two more 13B cars. Those two cars were back for 1982, with one 14th place finish and another DNF. The RX-7 Le Mans effort was replaced by the 717C prototype for 1983.

Mazda began racing RX-7s in the IMSA GTU series in 1979. That first year, RX-7s placed first and second at the 24 Hours of Daytona, and claimed the GTU series championship. The car continued winning, claiming the GTU championship seven years in a row. The RX-7 took the GTO championship ten years in a row from 1982. The RX-7 has won more IMSA races than any other car model.

The RX-7 also fared well at the Spa 24 Hours race. Three Savanna/RX-7s were entered in 1981 by Tom Walkinshaw Racing. After hours of battling with several BMW 530i and Ford Capri, the RX-7 driven by Pierre Dieudonné and Tom Walkinshaw won the event. Mazda had turned the tables on BMW, who had beaten Mazda's Familia Rotary to the podium eleven years earlier at the same event. TWR's prepared RX-7s also won the British Touring Car Championship in 1980 and 1981, driven by Win Percy.

Canadian/Australian touring car driver Allan Moffat was instrumental in bringing Mazda into the Australian touring car scene. Over a four year span beginning in 1981, Moffat took the Mazda RX-7 to victory in the 1983 Australian Touring Car Championship, as well as a trio of Bathurst 1000 podiums, in 1981 (3rd with Derek Bell), 1983 (second with Yoshima Katayama) and 1984 (third with former motorcycle champion Gregg Hansford). Australia's adoption of international Group A regulations, combined with Mazda's reluctance to homologate a Group A RX-7, ended Mazda's active participation in the touring car series at the end of the 1984 season.

The RX-7 even made an appearance in the World Rally Championship. The car finished 11th on its debut at the RAC Rally in Wales in 1981. Group B received much of the focus for the first part of the 1980s, but Mazda did manage to place third at the 1985 Acropolis Rally, and the Familia 4WD claimed the victory at Swedish Rally in both 1987 and 1989.

13B twin turbo engine + gearbox

D1 Champ

One & Only Japanese Le Mans Winner

[GihanFX]

That pink car Rocks

[ruwds]

cool stuff

gotto read it sometime...(bit busy these days lol)..

[Devinda_Z]

American Motor Week Automotive Magazine Japanese Turbo sports car review

Edited October 29, 2009 by Devinda_Z

[virensti]

American Motor Week Automotive Magazine Japanese Turbo sports car review

You know I never believe these american car shows/programmes.. They almost always tend to be utter rubbish with there specs.. I'm sure almost all these cars are much quicker to 60 mph than the given times.. I mean an american tv programm called frontline or something said an evo 8 gets from 0-60 mph in 5.2 seconds and same time for the STi as well. Both those cars get to 60 mph in under 4.8 seconds which is a fact.. (yes I'm talking bout the non JDM STi as well.) so yeah.. not really impressed with them.. And also since the best fuel in america is 91 oct and these cars (most of em) require minimum 93 oct and above.. there's another loss there...

Edited October 29, 2009 by virensti

[Supra_Natural]

You know I never believe these american car shows/programmes.. They almost always tend to be utter rubbish with there specs.. I'm sure almost all these cars are much quicker to 60 mph than the given times.. I mean an american tv programm called frontline or something said an evo 8 gets from 0-60 mph in 5.2 seconds and same time for the STi as well. Both those cars get to 60 mph in under 4.8 seconds which is a fact.. (yes I'm talking bout the non JDM STi as well.) so yeah.. not really impressed with them.. And also since the best fuel in america is 91 oct and these cars (most of em) require minimum 93 oct and above.. there's another loss there...

The cars tested by the americans are set up and tuned for american conditions including the fuel octane. Any car that was sold as new in the US market goes through the federalization process, part of which could explain the somewhat different performance figures.

Dont condemn things without knowing the full facts, you end up looking Ill-informed and foolish.

Edited October 30, 2009 by Supra_Natural

[virensti]

The cars tested by the americans are set up and tuned for american conditions including the fuel octane. Any car that was sold as new in the US market goes through the federalization process, part of which could explain the somewhat different performance figures.

Dont condemn things without knowing the full facts, you end up looking Ill-informed and foolish.

So basically the federalization process reduces performance of the vehicles..?? If that's it, then that's what I was trying to say. If not my bad. I was just going on the pure performance figures of the cars from the companies that manufacture them. It's a rather poor show to say a car is actually slower than it is. Specially when performance is it's main point. AAnyways thanks for correcting me mate. Cheers.

Edited October 30, 2009 by virensti

[Supra_Natural]

I was just going on the pure performance figures of the cars from the companies that manufacture them. It's a rather poor show to say a car is actually slower than it is. Specially when performance is it's main point. AAnyways thanks for correcting me mate. Cheers.

The performance figures provided by the manufacturers themselves are not always the most accurate y'know... Generally if a car magazine/TV show quotes a set of acceleration times for a vehicle that is different to the manufacturers, It can be assumed that they've tested the car independently and got those figures. Often these numbers reflect what a given vehicle is capable of in the real world when driven by people of normal skill levels, as opposed to manufacturers figures which are generally the optimum performance figures the car can give in optimal conditions (In most but not all cases) and as such are only really useful as bragging rights.

Edited October 30, 2009 by Supra_Natural

[pradfred]

Guys,

where are the efinis now in SL?

I remember the two black ones ( one owned by a pilot - if I remember) .

Do not see them on the roads no more - except the white one with gold wheels.....& the twin turbo of course....

[Supra_Natural]

Guys,

where are the efinis now in SL?

I remember the two black ones ( one owned by a pilot - if I remember) .

Do not see them on the roads no more - except the white one with gold wheels.....& the twin turbo of course....

There are at least six or seven.... And btw all the efinis are twin turbos machan.

[pradfred]

.... And btw all the efinis are twin turbos machan.

Hey I did'nt know dat .

Hmm live n learn .....

[MasterDon]

There are at least six or seven.... And btw all the efinis are twin turbos machan.

by my count it's eight normal cars machan...but there are atleast 3 "others"

[shanX]

Guys,

where are the efinis now in SL?

I remember the two black ones ( one owned by a pilot - if I remember) .

Do not see them on the roads no more - except the white one with gold wheels.....& the twin turbo of course....

Saw a red Effiny at "Athugalpura Drags"

[Devinda_Z]

Guys,

where are the efinis now in SL?

I remember the two black ones ( one owned by a pilot - if I remember) .

Do not see them on the roads no more - except the white one with gold wheels.....& the twin turbo of course....

Capt. Gihan Fernando owned one in the late 90's i recall (Red that was)

Dilon's old one Black now Blue is still around

Saw another stock and slightly tired looking blue one a few weeks back in Thunmulla

Damitha had one with the Tokyo Drift inspired Vielside kit being put on it...

Then there was the Red one which was rumored to be running a van engine

Fuzzo's old car - part of a collection now yes?

There was a Yellow car which belonged to a race car driver back in the 90's

& Souhain Mallagoda's old car (the White one with Gold rims)

[fuzzo]

there is also a another black one with enlish plates... last i know damitha had it with no engine.. not sure what ever happened to that.

[madmax]

Saw a red Effiny at "Athugalpura Drags"

I'm sure that's a 'batta'. Looked like it was one of the late versions.

[Devinda_Z]

Looked like it was one of the late versions.

the lights certainly did..

[fuzzo]

that car looks hot though... the efini design can never get old

[GearHead]

And also since the best fuel in america is 91 oct and these cars (most of em) require minimum 93 oct and above.. there's another loss there...

the way Americans' measure the octane figure is significantly different then the rest...91octane in US is equivalent to 95RON that we are more familiar with

[Supra_Natural]

since we're on the subject of rotary mazdas, check THIS out

yup, that's a Rotary engined MX-5 all right. Running a Renesis motor from an RX-8 apparently. With a turbo!

Some details and more pics over at Jalopnik http://jalopnik.com/5397110/miata-rx-makes...reams-come-true

[Devinda_Z]

the way Americans' measure the octane figure is significantly different then the rest...91octane in US is equivalent to 95RON that we are more familiar with

& which rock mountain range did you crawl out from under??

[Devinda_Z]

that car looks hot though... the efini design can never get old

regretting not hanging on to it?

but true that - timeless design

[fuzzo]

regretting not hanging on to it?

no... been there... done that. no regrets.

i actually don't get the people who try hard to sell cars and the minute they do, they say they miss it and never should have sold it.

[Devinda_Z]

no... been there... done that. no regrets.

i actually don't get the people who try hard to sell cars and the minute they do, they say they miss it and never should have sold it.

i worry i'm someday gonna end up like that

[fuzzo]

that's why i always tell you to use it to the max. that way you won't have these regrets