Me, me, me: RX-8 is all about me!

Me, me, me: RX-8 is all about me!

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Photos by -Autonet.ca
Published: 06 08 2007

If ever there were a car that so demonstrated an appeal to the family owner while being so blatantly centred about the driver, the Mazda RX-8 is it.

The latest RX sport coupe has all the hallmarks of the RX line that was first loosed on the world in 1971. Like its predecessors, it is light, powered by a rotary engine and boasts handling that, out of the box, puts it on a par with many finely tuned racing cars.

The idea of Mazda’s rotary sports car was always to bring racing capabilities to the street (an idea that probably reached its pinnacle with the twin-turbo RX-7 of the mid-’90s; that culminated in the insanely powerful 300-hp Type RS that was only meant for the Japanese market).

When the RX-7 went away, Mazda always said it would come back in a different format, and the RX-8 delivered with a cabin layout that set it apart from its competitors (although it has few to start with) and remains unique to this day.

Access to the rear seats is unparalleled in the coupe market (now that Saturn has halted production of its four-door coupe), although the knee and legroom back there is certainly like every other coupe in the market. It’s only marginally better than those closest to it, although it is considerably better than other coupes in head, shoulder and hiproom figures.

The other distinctive feature of the RX-8 design is the bulbous triangle motif meant to represent the rotary cylinder block. It’s inset into the engine cover and the hood above it, the lower rear skirt between the tailpipes, the cap on the shifter-knob, the front-seat headrests, the bottom of the Pepto-Bismol bottle in the glove box for passengers whose bowels’ limits are lower than the driver’s cornering limits ...

Soft-triangles are also modified and used in the emergency brake handle and door pockets. Other neat interior presentations such as the all-inclusive, round centre stack and the tight driver’s cockpit overlooking comprehensive instrumentation add to the race-car feel of the RX-8.

The engine itself is no longer the marvel it perhaps once was. It still has the race-track-bred high-revving qualities and you can wind it up into a fury that tops the 8,500 rpm mark. The computer will beep at you at that point (which is also where horsepower peaks) to remind you that the 9,000 redline is fast approaching. The tight little six-speed box is a delight to work.

Still, at 232, the engine is not excessively powerful and has torque about equal to the resistance of a radio knob (which means you’ll stall it really quickly if you’re inattentive). It is also not very fuel-efficient and is probably long overdue to be replaced by a conventional turbo four or small V6. It does, however, have the edge on other designs in compactness and weight, while still putting out the equivalent horsepower.

That tininess allowed Mazda to shorten the engine bay in order to (a) expand the cabin slightly and (b) fine-tune the weight distribution to create a nicely balanced chassis with a wide footprint ... which brings us to the handling.

Man, oh man, can this car handle. There are race cars that don’t feel as nailed down as the RX-8, and its stability is on a par with the best from Porsche and Ferrari.

If you’re not constantly wiping spittle off the side windows or head-imprint smudges off the ceiling, you’re not driving the RX-8 right.

And you’re instantly aware of everything happening on the road, thanks to steering that is nicely weighted and instantly responsive. Whip it around a 90-degree bend and you’re around the apex like a slot car. Power down, straighten it out and you have enough time to wipe the side window as you set it up for the next radical change in direction. Bring your own bibs!

It’s remarkable how well the RX-8 does with quick little changes in direction, considering it handles a U-turn with the aplomb of an 18-wheeler (but at least it does it without spilling a load of sticky liquid).

And frankly, all of that is enough to keep you from worrying about how uncomfortable your rear passengers may be. The RX-8 is a personal car and it rewards the driver who’s a little selfish.

Fact File
2007 Mazda RX-8 GT
MSRP as tested, before tax: $41,495
Configuration: front engine/rear-wheel drive
Engine/Transmission: 2.6-litre R2/6-speed manual
Horsepower: 232 @ 8,500 rpm
Torque: 159 lb.-ft. @ 5,500 rpm
Options: Sunroof ($1,000)
Freight: $1,325
Fuel required: 60 litres, premium
EnerGuide fuel ratings (L/100 km): 12.8 city,9.2 highway
Observed fuel economy: 10.1 L/100 km over 866 km combined
Warranty: 3 years/80,000 km

Model price range: $37,295 - $40,495
Engines available: 2.6L 2-chamber rotary
Transmissions available: 6-spd manual; 6-spd auto with sequential shift

Competition: Hyundai Tiburon, Infiniti G35, Mitsubishi Eclipse
Strengths: Race-car handling, access to rear seats, cutting edge design
Weaknesses: Fuel economy, tight interior confines, large turning circle

RX-8 vs. G35 vs. Eclipse

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