Page 162 - Wayne Carini's Guide to Affordable Classics

the RX-3, with a nominal displacement of 1146 cc. The stylish The final variant was 1984’s GSL-SE, which adopted a fuel-
two-seater body was low and lithesome, resembling a Porsche 924 from the front with its pop-up headlights. The interior was quite basic, with hard plastic and vinyl or cloth seats. However, effective air conditioning and a sunroof were available options, and the rear hatchback opened to a sizeable storage area. Tiny rear seats were offered in other markets, but were sensibly omitted for American customers.
The RX-7’s independent front suspension featured MacPherson struts, while front discs and rear drum brakes were fitted. A four or five-speed manual gearbox, or three- and later four-speed automatic transmission fed power to a live rear axle, located by a Watts linkage. The RX-7 was good for 115 mph, with 0-60 mph taking around nine seconds, about the same as the first versions of Datsun’s 240Z.
injected, 1308 cc 13B motor, a top speed of 125 mph, and about 25 percent better gas mileage. But the price had risen to $15,295 for the top model, and 1986 would bring a completely new design, which dampened consumer demand for the outgoing version.
FC Generation 1986-1991
As sales of the original RX-7 started to tail off, the FC – then called project P747 – was begun. First generation RX-7 owners were polled, who reported their desire for a vehicle that was bigger, handled better, offered more power and boasted more luxurious interior accommodations. Mazda decided to standardize a number of previous luxury and performance options and raise the bar for the FC. The base engine was now the six-port, fuel-injected 13B motor from the 1984 GSL-SE, with an output of 146 horsepower, which delivered 0-60 mph sprints in 7.8 seconds and a top speed of 128 mph. Engine mounts were moved from the front to the sides of the engine to reduce harmonic resonance and two transmission were available: a five-speed manual gearbox or a four-speed overdrive automatic transmission.
Though the combination of MacPherson struts and a solid rear axle was proven technology, rearward engine location provided near 50/50 weight distribution.
The rotary engine proved reliable, smooth and so quiet that Mazda fitted a rev-limiter that buzzed an audible signal at 7,000 rpm to warn owners of impending doom. Unfortunately, few owners achieved more than 20 mpg and overenthusiastic driving could practically halve that meagre figure. Still, at $6,995, it was a bargain and early buyers could get their money back on the resale market within the first year, just like the earliest Miata owners would experience ten years later.
The enthusiast press gushed with praise over the new car, with Road & Track lavishing nine pages on its launch. Editor John Dinkel concluded that Mazda had produced “a car that will have as much impact on the sports car market and will acquire a cult of followers like no other sports car since the 240Z.” How prescient he was.
The RX-7’s basic design survived for six years with only detail changes made to maintain competitiveness in the market. Transistor ignition arrived late in the 1979 model year, along with a larger brake booster. The clunky original 5-mph bumpers were streamlined in 1981 and a larger fuel tank was added, along with an improved dash. The Standard S and GS models were joined by the top-line GSL, with four-wheel disc brakes, alloy wheels, posi- traction and power windows.
160Wayne CariniAffordable Classics
The FC generation incorporated many technical advances over the SA series, including rack-and-pinon steering and independent rear suspension. Its styling, however, was regarded by some as less distinctive: “But will you recognize one the first time you see it on the road?” asked Road & Track.
The front suspension remained with McPherson struts, but alloy H-section wishbone castings saved weight and the wheel hubs were aluminum for the same reason. Rack-and-pinion steering with speed-sensitive power assistance replaced the recirculating ball with its much derided central dead spot.
At the rear, the live axle was replaced by an independent Dynamic Tracking Suspension System. This was a complicated semi- trailing arm setup designed to introduce toe-in under significant lateral load and minimize camber changes. Electronic ride control was accomplished via two-stage manual and automatic shock absorbers with three damping rates. Four-wheel disc brakes were standard.