Page 165 - Wayne Carini's Guide to Affordable Classics

Taller drivers might notice limited headroom in the standard comfort. Still, 272,027 were built in six years, from 1986-1991,
versions, but the lack of a back seat meant that legroom was adequate. The rear-opening hatch meant that luggage capacity was quite generous. Road noise was moderate and mostly noticeable due to the lack of an engine roar. There was relatively little engine braking, which could lead to panicky down-shifts that could be hard on gearbox synchros. Check second gear in particular.
A redesign in 1981 smoothed out the bumpers and fitted proper catalytic converters while the GS and GSL offered leather interior and other luxury options. The first significant improvement came with the GSL-SE of 1984, which introduced the 1308 cc 13B fuel- injected engine generating 135 horsepower. It cut 0-60 mph time to under eight seconds and raised the top speed to 130 mph and improving gas mileage by about 20 percent.
Second Generation
When the second generation FC RX-7 arrived in 1986 its designers had both listened to owners of the first model and studied the Porsche 944 very closely. Maybe too closely in fact, as the originality that marked the first RX-7 had been sacrificed. Not that the FC was a bad car, it was better in every way than the first model.
The clutch was still rather light, as was the power rack-and-pinion steering at low speeds, but the redesigned fuel injection gave better low-end pickup, the tilt steering and improved seat with its adjustable thigh supports meant the driver was much less cramped than in the early car, particularly as headroom was improved. Console-mounted power window switches were logically designed to push down and pull up, while the wraparound rear hatch offered excellent access and visibility.
The FC’s most significant improvement was the four-wheel independent suspension, with rear wheel steering that toed-out the wheels at low speed and toed-in at high speed, for excellent stability. Vented discs seemed almost fade-free and provided exception stopping power, while the driver’s adjustable suspension ranged from smooth comfort to extra firm in performance mode.
while it took Porsche ten years to achieve 163,000 sales for the 944, making it their best seller to date.
Third Generation
As FC RX-7 production came to a close in 1991, Mazda was riding high. The company was the first Japanese manufacturer to win the Le Mans 24-Hour race; the MX-5 Miata was a huge hit and the Japanese economy was booming. Tom Matano and his crew gathered to redesign the last RX-7 and would boldly shoot the moon.
The new FD RX-7 shared the Miata’s family appearance and featured a 255-horsepower twin-turbo rotary which had been proven by Porsche’s ground-breaking 959. At only 2,789 pounds it was 200 pounds lighter than the outgoing model, could manage 0-60 mph in 4.9 seconds on its way to a 13.5 second quarter-mile and 158 mph top speed. Its glass-blown double-bubble shape concealed a fully independent suspension by coil and wishbones, a backbone chassis and perfect 50/50 weight distribution, with
The FC RX-7 was at least the equal of the Porsche 944 and about
$6,000 cheaper, but critics wondered if it wasn’t “too” close for excellent road manners.
TOP: It’s hard to imagine that the first generation RX-7 is over 40 years old – its balanced proportions are still fresh and distinctive. ABOVE: Despite its understated styling, the FC generation had
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