Thanks to recent changes in law affecting Japanese vehicles being imported to Australia it has become very affordable to get your butt into a fast rotary - no longer do you need to cram a turbo rota mota into the snout of a clapped out '70s Mazda!
The body you're seeing on screen is that of the Series 4 Mazda RX-7 (chassis code FC3S). Released in '85/'86, the Series 4 RX-7 was a huge progression from the Series 1-3 Seven, which first saw light in the late '70s. The Series 4 RX-7 offered much improved handling, power, comfort, quality - pretty well everything. Australian delivered models received high praise from journos and even today the Series 4 RX-7 remains an excellent all-round sporting package - it is, however, starting to develop a few creaks and rattles...
The RX-7 on test here is a good example of pretty well any 15-plus year old car out of Japan - it's done comfortably more than 'the usual' 30,000 kilometres. Don't be led to believe all cars out of Japan - especially the older ones - are pearlers waiting for their 50,000km service...
Underneath that scoop'd bonnet - a dead giveaway to a turbocharged Series 4 - is a single turbo air-to-air intercooled version of the 13B rotary engine. With each of the two rotors displacing 654cc and running a static compression ratio of 8.5:1, the Japanese-spec turbo rota mota generates a relatively mild (by today's standards) 136kW at 6500 rpm along with 245Nm of torque at 3500 rpm. Note that power went up 15kW during 1989 with the release of the Series 5 update - due to their later build date, however, Series 5s are presently ineligible to be complied under the guidelines set for 15+ year old vehicles.
Interestingly, our test car came equipped with a standard automatic transmission (the turbo engine/auto trans combo was never offered in Australia). And what was it like to drive? Well, not as bad as you might imagine. Granted, the auto RX-7T takes a while to spool up from a standing start but, once moving, an assertive accelerator prod will whisk you along quite briskly. Although not a rampant speed machine, the linear progression of torque and the oh-so smooth top-end is a big drawcard for anyone used to conventional piston engines. Kick-down performance is also very strong.
Lugging a considerable 1300-odd kilograms, the Turbo RX-7 manual is a low 8-second 0 - 100 performer, but in auto form you're looking at around 9-seconds flat. Fuel consumption is not a strong point, with 15-litres per 100 kilometres being fairly typical.
The rear-wheel-drive Series 4 is a much larger car than the original Series 1-3, but it impresses with its very neutral chassis balance. With struts at the front and an independent multi-link semi-trailing arm rear (using many aluminium components throughout), it points very accurately and feels capable of handling considerably more than the 136kW output. Turn-in is wonderfully crisp, no doubt thanks to Mazda's DTSS (Dynamic Tracking Suspension System), which uses lateral forces to change rear wheel alignment angle while cornering. Slight understeer is the norm, but the 2430mm wheelbase can easily be pivoted about centre using the throttle. Ride quality is decent and damping force can be adjusted via switches on the centre console - Mazda's so-called Automatic Adjustable Shock Absorber System. The difference between Sports and Normal settings is barely perceptible.
Steering - using a power-assisted rack and pinion system - is wonderfully accurate and there's very constant weighting across all driving conditions. On paper, the braking arrangement looks quite strong with large ventilated discs at each end and ABS control. The brakes on our test car, however, suffered from a very spongy pedal.
Given the 1986 build date of our test car, we were amazed by its level of standard interior gadgetry.
Appointment wise, this particular example came fattened with power windows, mirrors and aerial, electric suspension adjustment, digital climate control, cruise control, a power steel sunroof and a sophisticated cassette/CD/tuner (suited to only Japanese radio frequencies). Instrumentation includes a 180 km/h speedo, 7000 rpm redline tacho, fuel level, coolant temp, boost and oil pressure gauges.
The FC3S cabin is a very tight cocoon with the factory sunroof cutting headroom to a minimum if you're over 180cm tall. There's the traditional sporty low driving position and well laid out instruments, but the centre section of dashboard and the switchgear is very dated looking. Settling into the front pews requires something of a 'dive' - again, especially if you're tall - and access through the rear seat is very tight. The rear seat itself is a bad joke; it's useless in every situation except a do-or-die emergency. On the other hand, the rear cargo area is relatively large but we don't like its high loading lip and lack of a protective blind.
Despite its considerable age, the Series 4 RX-7 body doesn't look like some weird relic from the past. Styled along the lines of the Porsche 944 and 928, the Mazda has a very neat, flowing shape that is injected with attitude thanks to factory pumped guards. Aerodynamically, the Series 4 is very efficient - Mazda quote a drag co-efficient of 0.31 (which is still pretty good by today's standards). Of course, 16-plus inch wheels on a production car was a dream in the late '80s - the Series 4 kicks around on a fairly crumbly looking set of 15-inch alloys with a factory 205/60 tyre size.
Back in the day, the RX-7 was an absolute cutting-edge vehicle. The RX-7's substantial technology was reflected in its local new car prices - the atmo and turbo versions entered into the market at 42 and 47 grand respectively (the latter well over
double the price of a VL Berlina Turbo!). These days, a decent Series 4 will typically set you back $15,000, but an imported version - such as this - fetches up to around 10-grand. A saving of at least a third.
And is a turbo rotary as unreliable as many people say? Well, a lot depends on servicing and treatment; experts tell us the turbocharger and engine
should be good for 150,000 km. If you're unfortunate enough that the engine does expire in your hands, you can either opt for another import motor (which, chances are, is toward the end of its lifespan anyhow) or get it rebuilt by a rotary specialist. Of course, the latter choice might be just the thing to encourage a bit of porting and some go-fast work - the 13B Turbo responds very well to basic breathing and intercooling tweaks. In terms of suspension, steering and brakes the FC3Ss give no real problems.
No question - the imported Series 4 RX-7 stands out in the sub-$10,000 bracket like a beacon. You won't find a purer sports coupe for the money.
- Turbo rotary performance in a late(ish) body for under $10,000
- Beautifully balanced handling and nice steering
- Comfortable and well equipped
- Doesn't look as dated as many other cars from the era
- Good power-up potential
- Supply of 'long life' second-hand rotary engines from Japan is drying up - which means any terminal engine damage will require a rebuild
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Contact:
Adelaide Japanese Imports
+61 8 8369 1156
http://www.adelaidejap.com.au
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