Mazda makes driving fun

New RX-8 model has engine that's ready to go for a spin

How does a small Japanese automaker distinguish itself from the rest of the pack? Building unusual cars has always worked for Mazda, and giving them an enviable reputation for reliability and speed hasn't hurt a thing. The best-selling Miata roadster is the sports car the competition wishes they had built first, the rotary-engined RX-3s of the 1970s are still production-racer favorites, and the famed RX-7 produced from 1978 to 1995 is still in demand.

Now we have the RX-8. There's nothing else like it on the road É no imitators, no wanna-bes. From its unique powerplant to its sculpted body, you can't find anything like it anywhere for any price. I took a beautiful "brilliant black clearcoat" six-speed for a spin recently, and it earned a "thumbs up" from this reviewer.

Speaking of "spin," that's exactly how the RX-8's engine produces its power -- by spinning. It's a rotary engine, meaning that instead of using four, six or eight pistons thrashing about in cylinders, it uses two triangle-shaped rotors spinning in oval-shaped housings. Talk about smooth and simple! The traditional engine has hundreds of moving parts, and many engines need balance shafts to counteract the reciprocating masses. The rotary is simple by comparison. First developed in Germany in 1924 by Felix Wankel, the rotary engine is extremely small and light, and produces a silky smooth flow of power. Mazda first used the design in 1967, but their early rotaries had reliability problems, especially if abused and improperly maintained. Mazda eventually made it so reliable it won the grueling 24-hour endurance race at Le Mans, France. General Motors and Mercedes-Benz seriously experimented with rotary engines but never brought one to market.

Rotary engine design progressed throughout the 1970s with the Mazda RX-2, RX-3 and RX-4, but the best-known Mazda is the RX-7. Now we have its replacement, the RX-8, powered by the most advanced rotary yet, and backed by a four-year/50,000 mile warranty.

First impression

My test vehicle sat low and wide, with muscular-looking fender flares and a yawning "mouth" for scooping in cooling air. It looks like a racy sports coupe, but it actually has four doors -- two traditional full-size doors, plus two smaller "suicide doors" for access to the rear seat, like the Honda Element and Saturn Ion. If you've ever crawled into the rear seat of a Mustang, Tiburon or Eclipse you'll appreciate Mazda's solution. The rear doors open wide, and the surprisingly roomy rear seats mean you can have your sports car and your practicality, too. I'm 5 foot 10 inches, and had no difficulty sliding into the comfortable rear seat and enjoying the center console with built-in cup holders. Up front, the RX-8 has well-thought-out accommodations, classy aluminum pedals and a nifty short-throw, six-speed manual shifter. At night, the instrumentation emits a soft electronic glow, which turns red when you power up the xenon headlamps. During the day the instruments are black on white. Electronic assist rack and pinion steering is supplied, as is a six-CD changer laid out in a circular configuration -- in recognition of the rotary engine, no doubt. There's also every power convenience you can think of, plus heated seats and a moon roof.

On the road

The RX-8's engine spins to life in the normal fashion and settles down to idle just like a piston engine. The amount of vibration I felt at idle speed was surprising. I expected an electric motor-like experience, but instead I got a gentle, rhythmic pulsation as the tachometer indicated 1,000 rpm. Sliding the six-speed into reverse, I stalled the engine backing out of the parking slot. I tried again with a few more revs -- success! In first gear, I stalled the engine again while pulling away. Hmm É the rotary doesn't seem to have much torque. Using more revs I pulled into the traffic and up-shifted at about 3,000 rpm, a speed that normally gives adequate performance in most cars, but not this one. The traffic was running away from me, even with the accelerator held to the floor. But as the rpm builds the car suddenly comes alive and I rocket past the other cars. A glance at the huge tachometer shows engine rpm climbing energetically past 7,000, a speed that would destroy most conventional reciprocating engines. But the RX-8 is redlined at 9,000 rpm, and so I hold on and let it scream. Just below red line I shift into third, but I've already exceeded the speed limit. The RX-8 produces 238 horsepower, weighs only 3,000 pounds, and therefore can do zero-to-60 in less than six seconds. There is also an automatic transmission version, with an engine tuned to produce 197 horsepower.

But acceleration isn't the RX-8 only strong suit. Blessed with four-wheel independent suspension, front and rear stabilizer bars, 18-inch performance tires and a limited-slip differential, the RX-8 is exciting to drive on the street and impressive on the track. Because its suspension is supple yet well dampened, it is one of the best examples of a car that's fun to drive but livable on a day-to-day basis.

Safety

The RX-8 comes with front and side airbags for the front-seaters as well as side curtain airbags. Anti-lock brakes and tire pressure monitors are standard, and special bracing in the doors was incorporated for improved accident protection.

My test vehicle had a base price of $26,680, and the grand touring package boosted the MSRP to $31,070. The EPA estimates the RX-8 will get 18 mpg in the city and 24 mpg on the highway.

Steve Robertson of Robertson's Creative Photography is a car enthusiast and former staff writer/photographer for the Southeast Missourian. Contact him at steve@robertsonsphotography.com.