hUuuu Rx7 Japanese Car

Most Ridiculous Supercar Traffic Jam

2011-09-11T22:13:00.000-07:00

I apologise for not really knowing what to film! This is the moment 150+ supercars fired up to leave Gurston House to arrive as part of the supercar convoy at this summer's Wilton House event. As you can see it's a bit of a jam as everything tries to get out of the car park but a sample of the cars present:

2 Bugatti Veyrons
Koenigsegg Agera
Koenigsegg CCR
2 Ferrari 599 GTOs
Ferrari Enzo
Ferrari F40
Ferrari 288 GTO
Lamborghini Aventador LP700-4
2 Jaguar XJ220s
2 McLaren MP4-12C
Porsche Carrera GT
RUF CTR 3

DRIFT GRIP RACE: INTRODUCING THE Mazda RX-7 FC3S

2011-02-11T09:10:00.000-08:00

I hope you guys don't mind me continuing to present SHIFT2 UNLEASHED; I'm just so excited to have been involved with such a great project that I can't stop talking about it!
Last week I was able to give some info about the physics and our production process. For this week's article I wanted to showcase one of the new cars being introduced to the SHIFT franchise: the Mazda RX-7 FC3S. It's one of several retro car models we've added to the game,

Epic mazda rx7 = lose wheel

2010-09-03T13:48:00.000-07:00

Mazda rx7 most epic

Hybrid rx8 hydrogen rotary engine

2010-08-29T14:02:00.000-07:00

Mazda RX-8 Renesis hydrogen car may very well be the first hydrogen car to hit the showrooms in 2008. According to Mazda, the RX-8 rotary dual-fuel gasoline-hydrogen car (or something similar) may just be what the showrooms ordered as the first of its kind, ushering in a new era of hydrogen technology.

Fly without wings rx7

2010-08-26T15:20:00.000-07:00

Dandy RX7 crash

High Speed Crash

2010-08-25T14:36:00.000-07:00

High Speed Crash in highways

please drive safely

Nissan GT-R R35 fly

2010-08-19T08:54:00.000-07:00


Flying Gt-r

Brembo brake

stolen

Crash at 255 MPH!!

2010-03-28T10:39:00.002-07:00

Mazda RX8 Crash

2009-11-23T18:37:00.000-08:00

If you have a nice car dont give your girl friend drive...

if you give ...............

Rx 7 fc blue - DANDY TANAKA BONNEVILLE ROCKET

2009-09-02T12:27:00.000-07:00

Japanese machines.

hood is opened up you start to get a sense of what serious a build this FC is.
The engine is a 13B twin rotor sporting some special peripheral porting.

being force fed by a single Garrett GT4509R Turbo
connected to a Trust Intercooler.

RX 7 FD3S Genki 7

2009-08-23T13:44:00.000-07:00

RX 7 GENKI

Outside full RE Amemiya Genki 7 conversion, including
one-piece bumper and front fender section, front Lotus
headlights with IPF projectors and LED turn signals, front lip,
aero hood, widened doors and skirts to create fender air intake,
under skirts, wide rear fenders, rear bumper, rear custom LED lights,
rear hatch and rear fender covers; RE Amemiya Super Aero Mirrors 2,
rear spoiler GT3 version, fin-type roof antenna and carbon-look door handles;
custom light sky-blue pearl paint

BRide..

Rollers 19x9.5 and 19x10 +22 Enkei GTC-01
wheels; custom RE Amemiya wheel covers;
Yokohama ADVAN Neova AD08 245/35R19 (front) and 275/34R19 (rear) tires

GReddy rx8

2009-08-18T11:24:00.000-07:00

In 2005, Rotary Greddy Japan was time to choose the official demo for your car with the Mazda RX-8. A year later, he has found a permanent home here in Malaysia.

Thank God for stubbornness. If not, then it would have been deprived of so many things in life. An example would be something like the insistence of our ancestors to have total independence for the country, while a trivial may be the tenacity of the small budget film shows how Malaysians can do much better than the next installation of another Yusof Haslam / Rosyam Noor film.

For us car lovers, what about Mazda almost fanatical interest in the Rotary engine? If I did not know any better, I think that actually invented the whole system and have to stick with the program, because well, really proud. I think, an idea that was hatched by a young German boy's dream (literally!), Saw the initial development in the early 40s' face as many problems as it did progress, only the realization of their true potential after then the president of Mazda Tsuneji Matsuda expressed intention of a technical cooperation project that they have acquired. Even then, it took decades for the Japanese company a true pioneer of market penetration that is, of course, monopolized by the conventional piston engines.

That penetration was only after they addressed the issues most critical to chat with Wankel engine brands trails inside the housing, as well as sealing in the engine. Once that was taken care of, the world saw a welcome first rotary engine (RE), with two rotors, the Cosmo Sport in 1967.

But this is old news. Both the Savannah and then in the third generation RX-7 is probably what Mazda RE cars are equipped for the care of the driver-oriented performance of the entire world. Apart from the 787B which won Le Mans in 1991, the third generation is just 7 years ahead in terms of pure sports car looks. Engine 13, also contributed greatly to its appeal, with its smooth power delivery of the remaining increase its quality.

Thanx to: Hypertunemag

Rx-7 1993 in ebay

2009-08-12T08:23:00.001-07:00

Hard to find your dream car RX7..now your cant buy in ebay...
its very cheap ....
car detail...

Title:	1993 Mazda RX-7 R1
Mileage:	104,000 miles
Location:	Orlando, Florida

TOP SECRET COMPETIZIONE R(BLue Skyline)

2009-08-05T06:16:00.001-07:00

If i have money,i want to buy 1 skyline...haha

19-inch TE37s volk racing!!!

air is compressed at 1.8 bar and cooled by the ARC intercooler it is gauged by the Nissan Infiniti 90mm throttle body and then on to the Top Secret GT surge tank

Thanks to speedhunter for this pic

NFS-EDC and Pink Rx 7

2009-07-17T13:45:00.000-07:00

NFS-EDC SANTAPOD BEHIND THE SCENES

Pink

Ae-86 and R33

tyre..............

1990 Mazda RX-7 FC3S Turbocharged,blue-gold

2009-07-08T13:42:00.000-07:00

Mazda RX-7 FC3S Turbocharged

Speedo meter

Rx 7 Third generation (FD) FD3S

2009-06-22T15:28:00.000-07:00

The third and last generation RX-7, FD (with FD3S JDM JM1FD and for the USA VIN), was a pure and simple, without compromise sports car by Japanese standards. It contained an aerodynamic, futuristic-looking design (a testament to their nearly 11 years of life). The GER-13, was the first mass production of dual sequential turbocharger system of export from Japan, boosting power to 255 hp (188 kW, 252 hp) in 1993 and, finally, 280 hp (206 kW, 276 HP ) by the time production ended in Japan in 2002.

* Series 6 (1992-1995) was exported throughout the world and had the highest sales. In Japan, Mazda sold the RX-7 through its brand Efini as Efini the RX-7. Models in Japan include the type I, the upper range of the RZ type, the type of RB, the A of the specifications and Touring X, which only came with a 4-speed automatic reducing power to 255 ps, but others ran at the 265ps engine with a 5-speed manual gearbox. Only the 1993-1995 model years were sold in the U.S. and Canada. Series 6 came with 255 hp (188 kW, 252 hp) and 294 N m (217 ft lbf). In the United Kingdom only 124 examples of this model were sold through the official network of Mazda, a single spectrum. was available and this included two oil coolers, electric sunroof, cruise control and rear storage at the place of the rear seats.

* Series 7 (1996-1998) included minor changes to the car. The updates include a simplified vacuum routing manifold and a 16-bit ECU allowing a greater impetus to offset an extra 10 hp (7 kW). In Japan, the Series 7 RX-7 is marketed under the Mazda brand. Series 7 is also sold in Australia, New Zealand and the United Kingdom. Series 7 RX-7 occurred only in the right wheel configuration.

* Series 8 (January 1999 - August 2002) was the last series and was only available in Japanese market. More efficient turbochargers were installed, while improved intercooling and radiator cooling has been made possible by a revised frontal area. The seats, steering wheel, front and rear lights were changed. The rear spoiler was modified and adjusted gained. The top of the line "Type RS" came equipped with a Bilstein suspension and 17 "wheels as standard equipment, and weight reduction to 1280 kg (2822 lbs). Power 280 hp (206 kW, 276 hp) with 313 8 N m (231 ft lbf) of torque according to the Japanese ceiling. The limited edition version includes rate RZ all the features of the RS, but at a lower weight (kg in 1270). Also included custom metal arms colored BBS wheels and a custom item racing red interior. Other improvements include a new 16-bit ECU and ABS system upgrades. The improved ABS braking system work differently on each wheel, allowing the best car turning during braking. The actual result for safer driving for the average purchaser. Easily the most collectible of all the RX-7 was the last performance of 1500 deals. Dubbed the "Spirit R", which combines all the "extra" features Mazda had used on previous limited special management. still command amazing prices on the Japanese used car scene years later. Sticker prices when 3,998,000 yen were type A and B and 3398 000 yen for Type-C.

- There are three types of "Spirit R": "Type A", "Type B", and "Type C". "Type A" has a 5-speed manual transmission, and said that the best performance of the three models. "Type B" is a 2 +2 seating configuration and also sports a 5-speed manual transmission. The "C" is also a 2 +2, but has a 4-speed automatic transmission. Clarification of the number of each type of breakdown is requested Mazda has not publicly released production figures.

There is also a "tourism model" that includes a sunroof, and Bose stereo system. Compared to the R1 and R2 are not both a moon roof and a front oil cooler in front, race and other equipment modification

The FD RX-7 was Motor Trend Import \ Domestic Car of the Year. When Playboy magazine first reviewed the FD RX-7 in 1993, tested in the same case that the [then] the new Dodge Viper. In this issue, Playboy declared the RX-7 to be the best of both cars. He won Playboy's Car of the Year for 1993. The FD RX-7 also made Car and Driver magazine of Ten Best list for 1993 and 1995 for each year that are sold in the state. June, 2007 Road & Track magazine proclaimed "ace up its sleeve is the Mazda RX-7, a car once touted as the purest sports car more exciting world.

The dual sequential turbo system is very complex piece of engineering, developed with the aid of Hitachi and previously used in national Cosmo series (JC Cosmo = 90-95). The system consists of two small turbochargers, one to provide torque at low RPM. 2nd unit on standby until the upper half of the range of full speed during acceleration. The first turbocharger provided 10 psi (69 kPa) of boost from 1800 rpm, and the 2nd turbocharger was activated at 4000 rpm and 10 psi. The process of transition, between 3500 rpm and 4000 rpm, provided 8 psi (55 kPa), was incredibly smooth, and provided linear acceleration and a broad torque curve throughout the rev range.

Handling in the FD was regarded as world class and is still considered one of the best handling and best balanced cars of all time. Continued use of the first midship engine and drivetrain layout, combined with a 50:50 first 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, tourism, and the R models. Tourism had an FD sunroof, leather seats, and a complex system of sound waves of Bose. The R (R1 in 1993 and R2 in 1994-95) models include stiffer suspensions, an aerodynamics package, leather seats, and Z-rated tires.

Australia has a special high performance version of the RX-7 in 1995, called the RX-7 SP. This model was developed as a homologated road-going version of the car factory used in the 12hr endurance races held in Bathurst, New South Wales, from 1991 to 1995 being held in Eastern Creek, Sydney, New South Wales. An initial deadline of 25 were made and, later, 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) of the standard version. Other changes include a nose cone race developed a carbon fiber rear spoiler and a 120 L carbon fiber fuel tank (as opposed to the 76 L tank in the car), a ratio of 4.3:1-differential rear wheels 17 in diameter, larger brake rotors and tweezers. The improved exchange of escape, and modify ECU were also included. Weight was significantly reduced with the help of more carbon fiber, including the use lightweight ventilated hood Recaro seats to reduce weight of just 1218 kg (1310 kg). This is a serious road going race cars that match their rival Porsche 911 RS CS for the final year Mazda officially entered. The formula paid off when the RX-7 SP won the title with the winner of Mazda 12hr trophy for the fourth consecutive year. A later special version, the Bathurst R, was launched in 2001 to commemorate this, only in Japan.

Rx 7 Second generation (FC) Savanna Rx7

2009-06-16T13:20:00.000-07:00

The second generation RX-7 ( "FC", VIN begins JM1FC3 or JMZFC1), still known as the "Savanna RX-7" in Japan, offered a complete restyling of the Porsche 944 or Porsche 924 recalls. Mazda of stylists, lead by Chief Project Engineer Akio Uchiyama, focused on the Porsche 944 of his inspiration in designing the FC because the new style car is mainly for the American market, where most of the 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 the study of RX-7 owners before cars and other popular sports in the U.S. market. The Porsche 944 sold very well at the time and provided clues about what the sports car enthusiasts might find compelling in future RX-7 style and equipment. While SA22/FB was a pure sports car, the FC tended toward the softer sport-Tourer trends of his time. The handling is much better, with less of the oversteer tendencies of the FB. Direction is more precise, with rack and pinion steering replaces the old recirculating ball steering of VET. Disc brakes also became standard, with some models (S4: GXL, GTU, Turbo II, convertible, S5: GXL, GTUs, Turbo, Convertible) offering four-piston front brakes. The rear seats were optional in some models of the FC RX-7, but is not commonly found in the American market. Mazda also introduced the Dynamic Suspension System Monitoring (DTSS) in the 2nd generation RX-7. The revised independent rear suspension incorporates special control of the feet that are capable of introducing a degree of passive rear steering under cornering loads. Mazda also introduced automated suspension adjustment (ASA) in the 2nd generation RX-7. The system has changed the damping characteristics according to road and driving conditions. The system of compensation for the camber changes and provided anti-dive and anti-squat effects.

Although nearly 80 pounds (36 kg) in weight 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 1986 and the Turbo II was in the car and driver magazine Ten Best list for the second time in 1987.

In the Japanese market, only the turbo engine was the naturally aspirated version, is only allowed as an export. This can be attributed to the criminalization of the insurance companies turbo cars (thus restricting potential sales). This emphasis on containing horsepower and attract insurance companies to make RX-7 is more affordable seems ironic in retrospect. Shortly after the removal of the second generation RX-7 in 1991, a horsepower outright "arms race" broke out between the manufacturers of sports cars, with greater and greater levels of power needed to meet the buyer. This increase in potency are due to phenomena of U.S. CAFE standards remained stable, while the engine technology marched forward quickly.

Mazda RX7 sold 86,000 in the U.S. only in 1986, its first model year, with sales peaking in 1988.

Mazda Motor of Australia published a limited number of 250 'Sports' model Series 4 RX-7, each with power steering, power windows, rear wiper, or as an attempt to reduce the weight of the car. In Japan, there was a limited version of the flame FC, Infini with only 600 for each year. Some special features are observed for all series Infini are infinite white logo on the back, improved suspension, upgraded ECU, 215 hp, (although many banks demonstrate that it leaves 225-230) lighter weight alloy wheels BBS aluminum bumper Aero kits, window glass, bronze, floor bar on the passenger side, aluminum hood scoop, and storage boxes. The car was conceived as the pinnacle of the RX-7 series (until he left the FD) and entered the dark green or black glossy only. Different years for Infini, which took note of the series. There is little information about the Series I was or what year. Series II was introduced in 1988, Series III was introduced in 1990, and Series IV was introduced in 1991. There are only minor differences between the series, the biggest change is that the S4 is a Series II (1986-1988) and Series III and IV being an S5 (1989-1991).

Picture mazda RX 9

2009-06-02T20:58:00.000-07:00

It's really mazda rx 9 or just concept car from mazda

First generation RX-7 (SA/FB) 1978 - 1985

2009-05-29T16:52:00.000-07:00

In production between 1978 and 1985, the first generation RX-7 is a 2-door sports coupe that replaces the RX-3. Driven by a Wankel engine behind the front axle, this version was available with two departures: 105 HP or 115 HP. Rear wheel and manual 5-speed transmission are standard. Identify specifications including 4-link rear suspension with Watt linkage and 50/50 weight.

Die hard fans rx_7......

1987 Mazda RX7 Turbo (Black Sunshine)

2009-05-03T12:34:00.000-07:00

Specs

Curb Weight: 2500 lbs.
RWHP: 400
RWTQ: 375

Factory Options

Manual Steering (factory power delete)
A/C (still in the car)
power windows
power brakes
Cruise control - gone
sunroof

Mods

13B-REW swapped in
Engine street ported... big ports. :D
30% oversize throttle body custom built
Intake port matched and ported
Doweled for high boost without housing flex
3mm Apex Seals double sprung
Garret GT35R Turbo
HKS SSQV Blowoff Valve
HKS 60mm GT Series Wastegate
Custom Built Spearco FMIC
850 Primary injectors
1300cc secondary injectors
Oil Metering pump delete
Premix w/ protech
Full 3" Exhaust
Motec M-4
Ground Control coil overs
Racing beat sway bars
poly bushings
KYB-AGX Adj. Shox 4 way front 8 way rear
Racing Beat Front Camber plates
Racing Bear Rear Camber Link
Rear toe eliminator
Powerslot rotors
BRP Ceramic Brake Pads
SS Brake Lines
Motul RBF600
Fluidyne Alum. Radiator
Brand New Tranny from Mazda
SR Motorsports 9.5# Flywheel
A.C.T. Extreme pressure plate
A.C.T. 6 puck sprung Clutch
Mazdatrix short shifter
MOMO Shift knob (adds 20 HP)
MOMO Suede Shifter boot (adds 15HP)
Rear Diff rebuilt
New diff mounts and custom diff brace
RE Amamiya hood
Centerline Rims 16x9.5 w/ Hoosier Slicks R-35 Track
Advan Rims 17x8 front 17x9 rear w/ Yoko A048R Tires - Street
Custom fuel system including -10 fuel lines and Aeromotive Tsunami 700 rated hp fuel pump
Custom fuel pickup eliminating in tank pump
Custom ported fuel rails
Aeromotive fuel pressure regulator
Battery Relocate to rear
Custom Lexan window rear hatch

Mazda FD3S RX-7 - Revolution RX-7

2009-05-01T07:52:00.000-07:00

RAYS VOLK RACING

Hype Car in Fast & Furious

2009-04-26T20:26:00.000-07:00

Fast & Furious

G-tr skyline....

World here i come...hihihihi

Impreza in fast & furious??

Behind emm.....

hahaha ghost rider.............

MAD MIKE'S RX7

2009-04-22T23:22:00.000-07:00

WooOooooo....

classic Work Equip sized 18"x11" in the front and 18"x12" in the rear.

Simple.......

RE Amemiya Modified Mazda RX-7

2009-04-21T19:43:00.000-07:00

RE Amemiya Modified Mazda RX-7 at the Tokyo Auto Salon 2009.

Silver.......

Enkei Racing GTC01...

Mazda: the hope of the Rotary Engine

2009-04-16T13:27:00.001-07:00

Mazda Models: --

Since the last time, Mazda has been known as the future of sports car and engine. Some of the few developed cars in the past were Mazda RX2, RX3, RX4, and RX7 and now the latest is the Mazda RX8 which is best known for the successful rotator engines. Another point of success of the Mazda Company is the new Mazda 16x Rotary Engine which is well known for its combustion engine. The main feature of the Mazda engine is the compact design and fantastic power to weight. And this all features are available only in the capacity of 1.6 liters.

Features of the Mazda engines: --

The new name of the Mazda rotary engine is known as the "long turnaround times of engine." In the early days, the company was dealing with the 13V rotary engine that has displacement of 1300cc and the capacity was 1.3 liters. Now, the latest models of Mazda engines are having the value of displacement of 1600cc which is 800cc x 2 and the capacity is 1.6 liters.

Another interesting fact about the latest engines from Mazda is that the engines are larger than the size of the motors of 13, but the weight is lower. The main reason behind this is that the housing side are made of aluminum.

The main motto of the company is to provide the highest thermal efficiency. This means that the super car models will be created by the company and drivers have also increased by increasing the speed of the car. The torque can be increased by increasing the thermal efficiency of engines. Rotary engines are the engines that are characterized by a low pair. Furthermore, the Mazda is providing the feature direct fuel injection. And compared the rate of this feature is less.

Another great thing is that harmful emissions from automobiles will also reduce the power and has increased slightly compared with the 13 engines that are common in many parts of fuel injection engines. This translates into the slope of the fuel mixture is also improving the state of Rotarians usually flooded with dirt from streets and roads.

The main achievement of the company is to create sporty and light engines of 1.3 liters and 13, also. But the main customer's viewpoint is that Mazda has not yet started the motor is the market. So far, only one prototype model has been launched which is under test conditions.

2002 Mazda RX 7

2009-04-15T18:40:00.000-07:00

Vaguely defined, sociology is the study of individuals. From a macro view, which defines the character of a nation. So, what to say about Japanese society during the 90s, while the U.S. is absorbed in the nation that brought together civic its battery engineering feats such as the FD? Therefore, worship, such as the RX-7 below, the figures for Japan sales dwarfed those of the U.S. (a country with twice its population), and sightings are almost as ubiquitous as McDonalds. It makes sense for a society like Japan that the rationale of the RX-7 was, and remains, the national mean.

On examination, the car icon is a triumph of engineering, and his heart valve, no piston, double Wankel, 1.3L turbo engine is a marvel. To complement the newspaper is a structurally sound, and equally advanced chassis, which includes a little shed, front engine position and the use of light alloys, resulting in a respectable 2822 pounds of curb weight to push around a reference 252 horses. While in the U.S. received only the version 6 of the series, at the national level, the Series 7 and 8 (brand Efini RX-7) and continued to sell in 2002 and still seen in various forms of racing today, and especially N1 Super Taikyu the important bug ... sorry ... Super Lap Battle series, as it is known now.

2002 Mazda RX7 craft lateral Beauty

Auto Craft of Kyoto is a small, four-bay, three forklift tuning garage in the south of Kyoto. Led by pro-Masanaga Shirahige driver, AC-Kyoto can be credited for the creation of such pieces as the detention of the visually Veilside Fortune RX-7 (from Tokyo Drift fame) and, more recently, the show-stopping TAS RX-7, 8 (2NR cover, August 2008). But if you ask me, I like a woman not only of beauty but of substance, my food to be as delicious as they seem, and that peace in the world ... but now is not the time to discuss that. AC-behold when Kyoto-RX-7 attack. In one minutes and forty one (even in wet conditions), this model is currently FD'02 the winner of the event at the Fiesta Tuning Okayama circuit.

It kind of makes sense why such a large, ball-to-wall, the former Formula 1 circuit (2.3 miles, compared to the Tsukuba 1.2) dominate the event is a FD. In contrast to the EVO, which holds the current lap record at Tsukuba, which makes the FD is to provide better stability at high speeds. Therefore, to enhance the natural attributes of this beautiful bronze, AC-Kyoto sets to add an external power generation package that matches your 500 hp Brawn. It starts with a C-west aero kit, equipped with AC-Kyoto canards of three parts, and is topped with an M-Sport Carbon bonnet, under trays original diffuser and Voltex GT Wing. Drag goes through little boats-square mirrors.

The long lines of circuit Okayama create triple digit speeds, and therefore one must brake hard before turning. Adding the function of a set width, bronze 17x9.5 Volk CE28Ns dressed super sticky Advan A050 tires in size 255/40-17. Combined under one set of AP Racing 6-piston calipers up front, combined with farming of 4 pistons. Now, with the Framework Decision, the Mazda engineers did an impressive job of this type of brake balance that many teams of career (including N1) decided to leave the people alone diameter rotors. Not so in this RX-7. After the exchange of shares of its own master cylinder unit, Shirahige deployed a set of front rotors of 330 mm and 315 mm at the rear, careful to keep it in proportion to the OE brake sizes. Once the issue was addressed braking a set owned by AC-Kyoto Aragosta remote reservoir coilovers, front and rear springs with 18 kg, was used for the corners, and AC-link spherical Kyoto units are traded stocks. The Aragosta (banda sounds like a bar) of 12 shaped pieces and adjustable rebound

BRIDE!!!

Rx7 apexi

2009-04-14T11:50:00.001-07:00

Nice...................

In D1 Grand Prix All Star Professional Drift..............

Money.fast money...

Rx7

2009-04-12T15:36:00.000-07:00

Performance:----------------------------------------------------------------------------------------------------
-Pettit Racing street port motor with 3mm apex seals
-Pettit Racing ported turbos
-Apex PowerFC stand alone computer
-Apex intake with aluminum intake pipes
-Apex N1 dual Exhaust
-HKS Downpipe
-FEED resoniated Mid-Pipe
-CUSCO twin plate clutch
-CUSCO Chrommoly flywheel
-CUSCO MZ1 LSD (needs repair)
-Project Mu TITAN-HC break pads
-Pettit Racing Toelinks
-Pettit Racing AST
-BOSCH wideband O2 sensor
-NipponDenso Supra TT fuel pump
-Dual oil coolers
-MAZDASPEED Oil cap
-Sumotumo HRZ 255/40-17 tires on the ADVAN wheels
-ADVAN 225/45WR-16 A048 tires (for track days)
-Blitz turbo timer

ADVAN SA3R

RX 7 FC

2009-04-11T13:37:00.001-07:00

After seeing all the gorgeous Miata's that Antonio posted I thought I would be nice to see a bit more FC's. The first FC I wanted to share is this orange one that was previously owned by Daijiro Inada, yes the 'godfather' behind D1GP, the Tokyo Auto Salon and Video Option. He enlisted the help of Top Secret and RE Amemiya to build his car. These names are synonymous with top notch builds and it is no different with this rx7.

The car is not your typical tuner car with a plethora of products from one tuner, instead it features some carefully selected parts that complement the overall look of the car. Most noticeable is the exterior, maybe some of you recognized the bodykit as a Bomex item. Bomex made this bodykit as a prototype and this car was the first that had it installed.

Almost all of the FC's I have seen had battle scars some way or another. But this example is so clean it is really refreshing. The Bomex rearbumper houses a dual exhaust system made by Fujitsubo. Just above the rear light you can spot a sticker from Top Secret II. The number II means that it was painted in the Top Secret paint and body shop.

A shot from the side reveals the 18" Advan RGII wheels with the stock brakes behind them. The car was used as a daily driver so there was no need for extra stopping power. The mirrors are made by RE Amemiya and complement the sleek lines of the FC. Kei Office provided the coilovers for the right amount of drop, although it could be lowered even more but that would affect the drivability of the car.

Mazda RX-7 and RX-8

2009-04-10T13:58:00.001-07:00

With newly imposed emissions controls strangling engine output and new bumper regulations mandating massive bricks of metal hanging fore and aft, many cars of the mid- to late-1970s were some of the least desirable in the history of the automobile. But by the end of the decade, a few glimmers of hope appeared — small indicators that driving would once again be fun and that some new cars weren't all that bad. One of the most prominent of those glimmers was the original Mazda RX-7.

Keep in mind that by the time the first RX-7 appeared, both the Wankel rotary engine and Mazda itself were on the verge of being thoroughly discredited in the United States.

When Mazda entered the American market back in 1970, it did so with the Wankel as its technological reason for being. Mazda sold its R-100, RX-2, RX-3 and RX-4 series of rotary-powered coupes, sedans and wagons as (according to the ads) the small cars that went "hmmmmmm," while all the piston-powered others sounded like bed springs being churned in a blender. The company even sold a rotary-powered pickup for a few years. And the rotary engine did a great job of introducing Mazda to America.

But the rotary engine's thirst for fuel relative to its output soon made its very smooth operation a secondary consideration to a buying public rattled by the successive OPEC-imposed fuel shortages of the mid-'70s. Why buy a small Mazda that got mediocre mileage while a small Honda was amazingly stingy with fuel?

Mazda sold its last RX-3s and RX-4s in 1978 just as the RX-7 was introduced. Save for the RX-7 and the current-day RX-8, every car and truck that Mazda has sold since then has been piston-powered.

The rotary engine gave Mazda a good start over here, but it was the RX-7 that saved the Wankel from disappearing altogether. And the RX-8 brought it forward into the 21st century.

First Generation: 1979-1985

During the 1970s, MG and Triumph were still selling sports cars in the U.S., but those were either archaic (MG's MGB and Midget) or atrocious (Triumph's wedge-shaped TR7 and TR8). Even Porsche's lackluster 924 was getting expensive, Nissan's Z-car was sagging with age, and the Corvette was noted more for indicating a midlife crisis than delivering true performance. There was a gaping hole in the market for an affordable and contemporary sports car, and the RX-7 is what drove right into it.

The RX-7 (called the "Savana RX-7" in Japan) went on sale in mid-1978 (as a 1979 model) and was an instant sensation. "Dreary days are over for the rotary engine," the Car and Driver editors wrote on their first encounter with the car. "After eight years of yeoman service pulling around frumpy sedans and mini pickup trucks, Felix Wankel's wondermotor has earned a special reward. Mazda has promoted its fine-tuned rotary to sports car duty…. The bright new hope is the RX-7. This two-place rotary rocket has more sex appeal than Charlie's Angels, and yet purists will surely flinch over the chassis layout."

A front-engine car with recirculating ball steering, an unsophisticated MacPherson strut front suspension and a solid axle in the rear didn't sound particularly sporty to late-'70s enthusiasts still in thrall to midengine exotics like the Lamborghini Countach or enamored with the complex "Weissach axle" independent rear suspension under Porsche's 928. But the RX-7's engineering was full of subtleties that enabled its ordinary parts to deliver an extraordinary driving experience for the price.

First Mazda took advantage of its "12A" twin-rotor engine's small physical size by placing it rearward in the chassis behind the front wheels' centerline to produce a "front midengine" layout. By putting the mass of the engine and its five-speed manual transmission back in the chassis, Mazda wound up with a 50/50 front-to-rear weight balance. Compared to an RX-3 (which used the same engine), the 12A was located a vast 9.4 inches further back in the chassis.

There wasn't anything really trick about those struts in the front suspension, but that solid rear axle was located by four trailing links on either side while a complex three-piece "Watt's" linkage kept it in place laterally. Coil springs were mounted directly above the axle as far outboard as possible (and just inboard of — gasp! — rear drum brakes) and a rear anti-sway bar was an option. Nothing can make a solid axle seem like advanced rocketry, but this well-located, well-supported and well-sprung one worked spectacularly well within the context of its time.

It also helped that the RX-7 used a relatively long 95.3-inch wheelbase (it was sold as a 2+2 in Japan with an incredibly tiny rear seat), that the lightweight unibody structure was also quite rigid, and that total weight came in at just 2,390 pounds for the example Car and Driver first tested in the United States. And the magazine was absolutely enchanted. "There's a whoosh from the exhaust and a whir from under the hood," they wrote, "but none of the cacophony you have to contend with in a 280Z squeezed for acceleration. Mazda's rotor motor feels like a speed vending machine. The longer you hold the right pedal down, the more you get. Heavy flywheel action damps the thrill of acceleration somewhat, but the engine keeps on winding higher and higher up a horsepower curve that seems straight-edge linear. The rush feels as though it will last forever, until the overrev alarm goes off at 6,500 rpm to remind you to pull the shift lever at the 7,000-rpm redline."

Despite getting just 100 horsepower from the tiny 1146cc Wankel, the RX-7's 8.5-second 0-to-60-mph time and 16.9-second at 84.3 mph quarter-mile performance were impressive to Car and Driver. "This Mazda can easily knock off Triumph's TR7 and Porsche's 924," it reported, "but that venerable old pro, the Datsun Z-car, is a quicker ride to both 60 mph (by 0.5 second) and the end of the quarter-mile (by 0.3 second). The RX-7 does, however, redeem itself by registering a touch more velocity at the end of the quarter-mile (84.3 mph versus the 280Z's 83.8). And flat out, the RX-7, at 124 mph, is also slightly faster with 3 more mph in top speed than the 280Z."

But it wasn't just the numbers the RX-7 generated that impressed observers and testers of the era. The cleanly styled interior was universally praised, the precise operation of most controls noted, and the chassis was simply beloved. "Entering a turn," wrote Car and Driver, "you set the RX-7 loose with a light toss of the wheel, followed smartly by a heavy stomp on the gas. So prompted, the Mazda RX-7 starts sliding like a Porsche 935 running second. All you have to do is center the steering wheel, hang on until it's time to lift to straighten things out, and have fun….

"It's reasonable to expect great handling in a sports car, and the RX-7 delivers full satisfaction in this regard. A great ride, however, is almost too much to ask for in an aggressive two-seater. Here again, the Mazda makers have gone way beyond their obligations and built the finest sports car $6,450 can buy." That $6,450 got a base "S" model RX-7, while the "GS" Car and Driver tested started at $6,995 before adding another $425 for aluminum wheels (in the same 13-inch diameter and 5.5-inch width as the stock steel wheels) or $250 for the fiendishly complex removable sunroof.

Such comprehensive goodness didn't go unnoticed in the marketplace and with initial production slow to ramp up, Mazda dealers were known to mark up RX-7 prices to $10,000 or beyond. But eventually supply caught up with demand and Mazda built, for worldwide consumption, an amazing 72,692 RX-7s during the 1978 calendar year and another 71,617 during 1979.

With such startling initial success, Mazda changed virtually nothing about the RX-7 for 1980 except for new paint colors and new interior fabrics. The company built another 56,317 of the two-seaters for the planet that year.

Leather seats, power windows, cruise control, alloy wheels, a limited-slip differential and four-wheel disc brakes were all part of a new RX-7 "GSL" for 1981. There were a few minor revisions to the nose and tail, too, but the glow of the car's launch was still fresh and Mazda wasn't going to mess with it too much. That philosophy held true for 1982 as well when the car carried through pretty much unchanged.

A flurry of minor tweaks were scattered across the RX-7 range for 1983, including such appreciated changes as additional padding in the reshaped seats and a standard rear anti-sway bar for the base "S" model. At the top of the range was a new "Limited" model that featured all the GSL equipment plus "Chateau Silver" paint and 14-inch diameter alloy wheels inside appropriate Bridgestone radial tires. Buyers paid dearly for the added luxury, as Mazda priced the Limited at a staggering $12,320 — these were, after all, inflationary times.

The Limited disappeared from the RX-7 lineup for 1984 to be replaced by the new GSL-SE featuring Mazda's larger "13B" version of the two-rotor Wankel engine. Displacing 1308cc and equipped with fuel injection, the 13B delivered a full 135 hp in the comprehensively equipped GSL-SE and produced scintillating performance. The 0-60 clocking dropped to just 7.8 seconds for Car and Driver, while the quarter-mile now whipped by in 15.9 seconds at 86 mph. But that wasn't the only change, as the SE also got larger brakes and all '84 RX-7s were treated to slightly revised rear suspension geometry and a quicker steering ratio.

Again, Car and Driver was impressed. "The strong engine lets you kick the tail out at will," the editors noted, "and the linear throttle response and the predictable chassis behavior let you hold any desired attitude without trauma. On wet pavement the SE can make quite a scene, lighting up its tires in the first three gears if you so desire. Entire blocks can be covered sideways."

Of course, all that goodness came at a price, as the lowliest RX-7 S now started at $10,195 while the GSL-SE carried a thick $15,095 base sticker. Nonetheless sales raged forward with Mazda building 63,959 RX-7s to sate the world's appetite during '84. With essentially no changes for 1985, Mazda built another 63,105 RX-7s that year.

Seven years is a long production run for any car, even one so essentially right at its inception and so well developed during its life as the RX-7. It was time for a new two-seater from Mazda.

Second Generation: 1986-1992

Mazda could have played it safe with the second-generation RX-7 by stretching a new skin over the familiar chassis, tweaking the engine for a bit more power and throwing in a more stylish interior. But instead the company threw away just about everything except the engine and started over.

Starting with an all-new unibody structure, including doors with thick rims around the windows that produced satisfying thunks whenever they were shut, Mazda built a far more contemporary vehicle. Overall length actually dropped 1.2 inches (to 168.9) compared to the previous RX-7, but the wheelbase grew 0.4 inch to 95.7 while the width and track both increased by about an inch. That slight increase in wheelbase was enough, however, for Mazda to offer a 2+2 version in the United States for the first time. But the rear seat (effectively a $500 option) was so tiny that the "+2" portion of that equation was more like an ironic comment than a promise of human accommodation.

The big change, though, came under the car where the 1986 RX-7 gained an independent rear suspension. Basically, it was a semitrailing arm system with various components designed to tame such a design's natural tendency toward oversteer. The front suspension was a slightly modified MacPherson strut arrangement and the steering was now rack and pinion. On the upper trim levels, the shock absorbers were electronically adjustable by the driver for three different settings. Four-wheel disc brakes were part of every second-generation RX-7, which was initially available as a base car (no "S" or other designation) and in GXL trim. The base RX-7 got 14-inch wheels and 185/70HR14 tires, while the GXL wore 15s with 205/60VR15 radials.

In appearance, the second-generation RX-7 didn't have the groundbreaking presence of the first, having a somewhat generic style with Porsche 944-like blistered fenders along with a one-piece glass hatch that resembled that of a Chevrolet Camaro. Perhaps the most distinctive element in the new RX-7's styling was the clear plastic slits in the front bumper that allowed the retracted headlights to flash through when signaling the intent to pass. The interior was similarly typical '80s with red-on-black instrumentation residing in a pod directly in front of the driver, significantly improved seats and a none-too-sporty two-spoke steering wheel.

The 12A engine was gone, and all RX-7s were now powered by a revised version of the fuel-injected 13B twin-rotor Wankel engine producing 146 hp at 6,500 rpm and 138 lb-ft of torque at 3,500 rpm. A five-speed manual transmission was standard with a four-speed automatic optional. Put it all together and the new RX-7 GXL weighed in about 150 pounds heavier than the outgoing GSL-SE.

"On the road," wrote Car and Driver of the 1986 RX-7, "today's two-rotor, normally aspirated rotary feels quite lively, quicker to respond than its predecessor, perhaps because the former howling exhaust hum has been muted. The fifth wheel (test equipment) freezes the swift-moving RX-7 at 7.7 seconds from zero to 60 mph and 16.0 seconds at 86 mph (in the quarter-mile). Mazda claims a top speed of 128 mph. All in all, the new and heavier car is about as quick as a 1985 GSL-SE, so it's clear that the more potent engine and the cleaner aerodynamics are working in your favor."

However, the big news came midway through the model year with the introduction of the first turbocharged RX-7. The RX-7 Turbo came only as a two-seater and was easily identified by the hood scoop feeding its intercooler and 16-inch wheels inside 205/55VR16 Goodyear Eagle VR55 tires. But the real treat was in the engine bay where a Hitachi HT18S-2S variable geometry, dual-scroll turbocharger was now heaving into the 13B rotary. Thanks to that injection of boost, output leapt to 182 hp at 6,500 rpm while peak torque rose to 183 lb-ft at 3,500 rpm. Beyond that, there was more torque available at virtually every engine speed than in the normally aspirated 13B, making the Turbo a more pleasant car to drive even around town.

"You can forget everything you've heard about turbos and rotaries being gutless in the lower part of the rev range," wrote Car and Driver. "Boost lag is minimal. In addition the 13B turbo engine makes 22-percent more torque at 1,500 rpm than the normally aspirated 13B, and the curve stays nearly flat through the entire range. Punch the throttle in any gear and the thing just lifts off and flies. When you approach the 7,000-rpm redline, the overrev chime warns you to shift up and do it again.

"On the freeways you feel positively invincible. Let's face it: there isn't a whole lot out there that can stay with you. The first time you double the suggested off-ramp speed, you wonder if the car comes from the same people who made the old RX-7. Where the previous model took a heartbeat or three to settle into a corner, this monster dives in with fearless abandon. The steering is absolutely linear, and the effort grows proportionately with cornering force. There's virtually no body roll as the massive 16-inch Goodyear Eagles sink their talons into the pavement."

Car and Driver measured the first RX-7 Turbo scooting to 60 mph in just 6.5 seconds and completing the quarter-mile in 14.9 seconds with a 94-mph trap speed. This was a seriously quick car and the magazine appreciated that. "Sports car fans should be grateful to the good guys at Mazda as much for what they haven't done as for what they have," writer Tony Assenza concluded. "They could have turned the RX-7 into a precious, overweight gigolo. Instead, like good guys everywhere, they have kept the faith. The result is a fast and furious street fighter with the legs and lungs to stick it in the face of much of the expensive iron trolling the avenues."

Prices for the '86 RX-7 started at $12,895 for the cheapest version and topped out past $20K for a turbo carrying all the bells, whistles and performance paraphernalia. Mazda made 72,760 of them during the year for the whole world.

Antilock brakes became an option for 1987 on GXL and Turbo models, and a new interlock on manual transmission models meant that the clutch pedal had to be depressed in order for the engine to start. Otherwise, the status quo was maintained.

A convertible version of the RX-7 was introduced for 1988 with a top that could be closed completely, opened completely or opened halfway to create a Porsche Targa-like effect. Available only as a two-seater, and only with the naturally aspirated 146-hp engine and five-speed manual transmission, the convertible was slightly less expensive than the Turbo and instantly popular.

Engine refinements brought 14 more horsepower to naturally aspirated RX-7s for 1989 (for a total of 160), while an updated version of the turbo engine now cranked out a full 200 hp (an 18-hp boost). Beyond that, the convertible was now available with the four-speed automatic transmission. With those changes coming relatively late in the '89 model year, it was no surprise that the RX-7 carried over intact into 1990 with the exception of sprouting a new driver-side airbag.

Now accompanied by the smaller, piston-powered Miata in Mazda's lineup, the RX-7 continued through 1991 and 1992 pretty much unchanged. And with the Miata around covering the lower end of the sports car market, Mazda was emboldened to do something radical with the next RX-7.

Third Generation: 1993-1995

As good as the previous RX-7s were as sports cars, they were complete wimps compared to the third-generation 1993 car. This wasn't a hard-edged car so much as it was an all-edge car. Well, all-edge and twin turbochargers.

"Clarity of purpose," wrote Road & Track upon its first encounter with the latest RX-7. "It's something one senses in Mazda's new RX-7, whether through the bear hug of its thickly bolstered sports seats, the cat-quick reaction of the oil pressure needle when the throttle is blipped, or the feel of the perforated leather wrapped around the steering wheel's especially thick rim."

The third RX-7 was 1.4 inches shorter than its immediate predecessor overall and rode on a 95.5-inch wheelbase which neatly slotted it between its first- and second-generation forefathers. It was also slightly wider with a slightly wider track and a full 200 pounds lighter. The traditional unibody structure had been modified into something called a "space monocoque" that mixed some unibody structure with other elements from a traditional space frame to produce something both light and strong. The suspension was also all new with the front MacPherson struts finally dumped in favor of a suppler double A-arm setup, and the jury-rigged semitrailing arms of the previous car's rear suspension giving way to a sophisticated multilink arrangement. The guiding design philosophy of the car was reduced mass and that was apparent in how the car's skin seemed to be shrink-wrapped around the pared-down structure.

But the thing that separated the third-generation RX-7 from its previous namesakes most clearly was that it only came turbocharged. Underneath all the turbo plumbing was the same basic 13B two-rotor Wankel engine, but the two small turbos boosting it were arranged in a sophisticated sequential manner. This design minimized lag by initially having just one turbo spool up quickly, followed by the second one to further pump up the power. As complex as all that sounds, it worked seamlessly and every third-generation RX-7 had a full 255 hp available at 6,500 rpm and 217 lb-ft of peak torque at 5,000 rpm. A five-speed manual transmission was standard and a four-speed automatic remained an option.

The new RX-7 was not, however, beyond criticism. That taut-skinned body covered a cockpit that was narrow in the hips and slight in just about every other dimension. The interior looked fine with the chrome-ringed instrumentation wrapped around the driver and the shifter sitting high in the driver's hand where it could be operated by the slightest wrist movement, but there just wasn't a lot of room. And the doors to get in and out of it were tiny, too.

But the biggest problem with the RX-7 was its incredibly stiff ride (particularly the sportier "R1" version) — run over a stick of gum in the car and the 225/50ZR16 Bridgestones would report back whether it was Wrigley's Doublemint or Juicy Fruit. It was the sort of ride that would have a driver on a first-name basis with his chiropractor and keenly aware of what it means to bruise his coccyx. Finally, this car wasn't cheap with prices starting at $32,500 — just about five times what that very first RX-7 cost.

"The RX-7 is like driving a Formula car with a three-year/50,000-mile warranty," wrote Motor Trend. "With such enormous, nimble performance, hustling the RX-7 up a sinewy mountain road makes you feel like Rudolf Caracciola on the old Nurburgring or, perhaps, Jim Clark at Spa-Francorchamps. And it's such a willing and polite dance partner, it almost never compares your performance to those racing legends."

The third RX-7 did generate some astounding numbers. Road & Track had an R1 blitzing from zero to 60 in 5.5 seconds with the quarter being consumed in 14.0 seconds at 98.5 mph. Motor Trend had it doing those same tricks in 5.3 seconds and 13.9 seconds at 99.7 mph. This was one seriously fast car.

But rough-riding, high-performance, close-coupled two-seaters (even the less brutal "Touring" model was still ultrastiff) weren't big sellers in the '90s as insurance rates on such vehicles went up and the market's preference for SUVs became obvious. "Pound for pound, dollar for dollar," wrote Road & Track, "the new RX-7 shines with some of the brightest sports cars in the world. Mazda is sticking its corporate neck out here, coming to market with a more specialized, higher-priced car at a time when two-seater sales — not to mention automotive sales in general — are feeble. Let's hope this lightweight rotary rocket can send that trend packing."

Well, the world didn't start beating down Mazda dealers' doors to try and get a third-generation RX-7, even though the car was developing an intense (and continuing) cult of worshippers around it. For 1994, Mazda softened up the suspension of the Touring model a bit and replaced the intense R1 with a slightly less brutal R2 model, but the car still didn't catch fire in sales.

More suspension revisions came for 1995, but the writing was on the wall and the RX-7 was withdrawn from the U.S. market after this model year. It would continue to be produced and developed for Japanese consumption through 2002 — with some variants gaining even more power and dropping further in weight — but the rotary engine would need a new vessel for the new century.

RX-8: 2004 to Present

The 2004 RX-8 is both a return to the RX-7's roots and a completely different sort of sports car. "It would be easy to simply think of the RX-8 as the latest version of Mazda's halo car — an heir to the sports car throne left vacant since the last U.S.-spec RX-7 was sold here almost a decade ago," Karl Brauer wrote after Edmunds.com's first encounter with the new RX-8. "While the RX-8 will be all of those things, its redesigned rotary engine, reverse-opening rear doors and room for four adults make it far more."

A key element in the RX-8's mix is the newly designed, naturally aspirated "Renesis" version of the good, old 13B rotary. "The most important Renesis change relates to the location of the intake and exhaust ports," Brauer reported. "Because a rotary engine has no valvetrain, the location of these ports is crucial to the engine's performance. In the previous engine, these ports were located on the outer edge of the rotary housing, but in Renesis they are on the side of the rotary chamber. Unlike the previous design, this location allows engineers to completely close the exhaust port before the intake port opens, and vice versa. It also allows them to use 30-percent larger intake ports than before, along with a variable intake system that optimizes air flow." What that all means is that, even without a turbo or any other forced induction scheme, the Renesis 13B in the RX-8 makes a stellar 238 hp at 8,500 rpm when mated to a six-speed manual gearbox and 197 hp at 7,200 rpm when ahead of a four-speed automatic transmission. The redline was now up at a stratospheric 9,000 rpm.

But just as important as the newly optimized engine, the RX-8 is a true four-seater with access to the rearward accommodations through a set of rear-hinged doors. And it's a four-seater that still has a sports car's balance thanks to 50/50 weight distribution (the Renesis engine sits back in its chassis just like the 12A did in the first RX-7) and a supple chassis with double-wishbones up front and a multilink independent system in the rear. It feels, in many ways, like a civilized and livable version of the chassis in the last RX-7. Naturally, four-wheel disc brakes with ABS and rack and pinion steering are also part of the package. And beyond all that, the RX-8 weighs in at just 3,029 pounds in manual transmission form.

"There is nothing like the RX-8 currently available," Brauer concluded on its introduction, "so when they say competitive we aren't sure where to look (which, going back to the idea of creating a unique and compelling vehicle, is great for Mazda). We'll assume that the new Nissan 350Z is among the car's potential competitors simply because Mazda's own people were quoting curb weight comparisons."

Naturally, at the first opportunity we pitted the RX-8 against the new 350Z in a comparison test late in 2003. "Whether our conclusion meshes with your idea of the perfect sports car depends on what you're looking for," wrote Ed Hellwig in that test, "but rest assured that either car delivers outstanding performance, eye-catching looks and enough features to keep you comfortable. We may have picked a winner, but when you have a choice of two sports cars this good at these prices, nobody loses."

That "nobody loses" may be true, but Edmunds.com picked the RX-8 as the winner. "Generating 238 horsepower from a measly 1.3 liters, the RX-8's rotary engine is a marvel of efficiency and smoothness," Hellwig reported. "Its small size and minimal weight allow a more advantageous placement within the car, giving it an almost midengined feel. Its power peaks at a lofty 8,500 rpm (redline is 9,000), but the real surge begins around 5 grand so you're not completely left out in the cold at midrange speeds. As you might expect, low-end power is notably absent, a trait that's magnified after a drive in the torque-rich 350Z that never exhibits a weak spot.

"Track testing yielded a best 0-to-60-mph time of 6.6 seconds and a quarter-mile run of 15.1 seconds. Without much off-the-line torque, the RX isn't much of a stoplight king, but once underway it makes up ground quickly. Its quarter-mile speed of just over 92 mph puts the Mazda about 5 miles per hour behind the Nissan. The numbers don't lie, if you're looking to dust off local high schoolers, the RX-8 isn't the car to do it with."

But the car's compensating virtues were manifest. "Unlike the Z that hammers its way through bends," we said then, "the RX-8 glides through them in a manner that's far less intimidating. Its moderate body roll gives you a better sense of how hard the car is working compared to the ultrastiff 350Z, and when the grip does finally run out, it does so in a more progressive and controllable fashion. Midcorner bumps are soaked up without a hitch, and even the stability control system stays out of the way until absolutely necessary. And all this despite the fact that it has none of the teeth-rattling tendencies of the Nissan."

Despite being separated by a full quarter century, what we wrote about the RX-8 isn't that much different than what Car and Driver concluded about the first RX-7. That old RX-7 and the new RX-8 may be different in every detail, but they're really just two expressions of one idea. And it's still a very good idea.

Veilside RX-7

2009-04-10T13:51:00.000-07:00

Veilside, one of Japan's largest automotive aftermarket companies, built this Mazda RX-7 to show off its "Fortune" wide-body kit at the 2005 Tokyo Auto Salon. Painted red, it had everything a show car should — an HKS T04Z single-turbo conversion kit, a massive intercooler shoved under the front bumper, big Rotora brakes, A'PEXi coil-over shocks and vast 19-inch Andrew Evo-V wheels inside P255/30ZR19 front and P305/25ZR19 rear Toyo Proxes radials. The sound system could rip open the car's sheet metal at quarter-volume, and there were lots of custom consoles and Veilside's own D1 R seats. In fact, the Veilside RX-7 was so impressive that it won the Grand Prix award as the best car in the show.

So this car was a legend before Picture Car Coordinator Dennis McCarthy saw it and decided it should, repainted Sunset Orange Pearl, co-star in The Fast & the Furious: Tokyo Drift. Veilside also built three duplicates for the film while the Tokyo Drift shop built three more visual clones — including one destined for destruction using a Mazda RX-7 that appeared in both previous Fast and Furious films as its base.

Because of this car's 80-inch width, its dimensions are awkward — it's barely twice as long as it is wide. There are waves in the repeatedly repaired body (though the carbon-fiber hood is gorgeous), and the interior long lost its luster, but the Veilside RX-7 has the bearing of a champion. If there's a complaint, it's that the added rear window divider and tall rear spoiler pretty much eliminate rearward visibility.

Mazda rotary engines love to rev, and given enough turbo pressure can produce startling horsepower numbers — even if their peak torque output remains modest. But this car was beat up during the production and on the chassis dyno it produced only 306 horsepower at 6,650 rpm and 256 pound-feet of torque at 5,950 rpm at the rear wheels — better than stock, but nowhere near its potential. More importantly, there was little low-end torque to get those big wheels turning. It took 6 seconds for the flying brick to hit 60 mph and 14.1 seconds to run the quarter-mile at 104.5 mph. Stock third-generation U.S.-spec Mazda RX-7s easily bettered those times when they were being sold new in the '90s.

It's hard to imagine drifting the Veilside RX-7, with its four corners so far apart and such compromised visibility. But this car is so visually arresting, it doesn't need to drift to attract attention.

Second consecutive victory in Malaysia for team Kondo Racing

2009-04-09T14:13:00.000-07:00

WOODONE ADVAN Clarion GT-R

The Super GT International Series In Malaysia, Round 4 of the 2008 Autobacs Super GT, was held at the Sepang International Circuit in Malaysia on June 22 and the WOODONE ADVAN Clarion GT-R driven by the pair of Joao Paulo Lima De Oliveira and Seiji Ara came through to win its first race of the season in the GT500 class. This was the second consecutive victory for this team at the Sepang round.

The race started a 16:00 in the late afternoon to avoid the mid-day tropical heat. Starting from 4th position on the grid, Joao Paulo Lima De Oliveira did the first stint at the wheel of the WOODONE ADVAN Clarion GT-R and passed one machine on the first lap to move into 3rd position. He brought the machine into the pit on the 25th lap and turned over the wheel to teammate Seiji Ara. Ahead of Ara, the 1st and 2nd place qualifiers, the MOTUL AUTECH GT-R and the ARTA NSX, were battling for the lead, but the two machines collided when the NSX was trying to pass the GT-R. The NSX was given a drive-trough penalty for this, which enabled Ara to move into 2nd position. Then on the 50th lap, when the leading MOTUL AUTECH GT-R lost acceleration momentarily exiting the second corner, Ara passed it and raced onto the checkered an victory at the at the end of the 54th lap.

Nissan Skyline GT-R

2009-03-10T15:32:00.000-07:00

The Nissan Skyline GT-R is a Japanese sports car based on the Nissan Skyline range.

The first GT-Rs were produced from 1969-1977. After a 16 year hiatus since the KPGC110 in 1972, the GT-R name was revived in 1989 with the Skyline R32. The R32 GT-R surprisingly dominated the motorsport in Japan, winning a 29 straight victories out of 29 races. The GT-R proceeded to win the JTC Group A series championship 4 years in a row, earning the name "Godzilla". It also had success in the Australian Touring Car Championship winning from 1990-1992, until the GT-R was outlawed in 1993.^[1] The R33 GT-R was also the first production car to lap the legendary Nürburgring in under eight minutes.

The Skyline GT-R became the flagship of Nissan performance, showcasing many advanced technologies including the ATTESA-ETS 4WD system and the Super-HICAS four-wheel steering. The GT-Rs remained inexpensive compared to its European rivals, with a list-price of ¥ 4.5 million (US$ 31,000). Today, the car is popular for import Drag Racing, Circuit Track, Time Attack and events hosted by tuning magazines. The GT-R actually is the winner in the 2007 Tsukuba Time Attack held in Japan-- the M-Speed GT-R ( 9 out of the top 15 cars consists of GT-Rs ). Production of the GT-R officially ceased in August 2002.

The Skyline GT-R was never manufactured outside of Japan, and the sole export market was Australia. In 1991, 100 R32s were exported to Nissan Australia, though sold poorly, and were never offered again.^[2] Despite this the car has become an iconic sports car, including in countries from the Western World It has become notable through pop culture such as cinema and video games like the The Fast and the Furious and Gran Turismo.