By Gary Chan
Pros
Rigid car
Driving dynamics
Driving position/seating
Engine is turbine-like
Cons
Fuel economy
Oil consumption
Small trunk and back seat
Low height
Low torque
I remember when a high school classmate got a brand new RX-7 in the mid 80’s … that was back when the BMW 320i and the Porsche 944’s were out … and have always liked the car especially the 3rd generation RX-7. Well, a lot has changed since then with updates and technology advances so I was excited to be able to drive this 40th Anniversary Edition. Having never driven a RX-7/8, I was excited to learn how a rotary felt and the driving dynamics of the RX-8. The last Mazda I drove was the phenomenal Mazdaspeed3. Thus, the bar was set high.
Driving Impressions
The gray metallic color of the car camouflages the sportiness of the car. Who would suspect a gray-colored Japanese car to perform so well; lucky for me, I never garnered any interest from the police.
Being a 40th Anniversary Edition, this RX-8 was endowed with a firmer suspension, larger 18” alloys, and badges commemorating the edition. The wheels and suspension dampers definitely transmitted small undulations to the passenger; my girlfriend and I joked as we made monotone sounds (over closely spaced expansion joints) that sounded like someone karate-chopping our backs. You could feel the firm suspension trying to absorb these small bumps as the car teetered ever so slightly back-and-forth. On the smooth, open road of Highway 5 heading up to Chico State, the ride was quite comfortable (partly due to the supportive, leather seats). Hard braking was controlled and strong. The HID lights are amazingly bright and cast a wide blanket of light (just like the Mazdaspeed3) making the included fog lights almost useless in additional illumination. The steering system is responsive and provides very good feedback to the driver. Linear in effort, the steering remains on center regardless of the road conditions. The low hood height and expansive windshield provide an excellent view of the road ahead.
I liked the dash with its three circular pods. The center pod housed the analog tachometer and a digital speedometer. Both displays were easy to read regardless of the lighting condition. The storage under the center armrest provides two covered storage areas with an additional 12v outlet in the aft compartment. This came in handy for the phone while the main outlet , located on the center console, was used for my GPS unit.
Build
With its diminutive size, the RX-8 is very rigid. The engine compartment bracing and the additional bracing that Mazda uses to compensate for the lack of door pillars combine to produce a chassis free from detectable flex. Zero-flex equated to responsive driving dynamics. Everything closes and opens solidly, although opening both of the doors (front and rear) in a parking lot (to access the back seat) creates a problem: you have to close the front-facing rear door otherwise you’ll be trapped between the two doors (assuming a car is parked next to you). The red/copper-colored leather and the aluminum trim pieces are of high quality. I did notice an annoying rattle behind the center console that would rear its head on harsh bumps. For a brand new car (with only 750 miles on the odometer), the noise was surprising.
The engine compartment is heavily disguised with various plastic covers. The main engine cover easily pops off revealing the yellow oil filler cap/tube, but finding the oil dipstick required a private investigator. I finally found the very small dipstick (with small pull ring) under some tubing on the right side of the engine. For an engine that requires regular oil checks, burying the dipstick is an ergonomic “no-no”.
Interior Comfort and Ergonomics
This is a sports car and maybe you have to give Mazda some slack when climbing into the rather low cockpit. But once in, the 8-way adjustable seats coddle your torso with well-bolstered seats and a power-adjustable lumbar support feature. My better half, being slightly shorter than me, complained about hitting the back of her head on the metal epitrochoid-shape pressed into headrest; I thought it was a cool design feature. Finding the right driving position was easy using the intuitive controls on the left side of the seat. One thing that was missing was a telescoping steering column; tilt was adjusted with a manual lever. Overall, I found the driving position and all of the controls just right for my 5′7″ frame. The height of the center console perfectly supported my forearm and the ergonomic shape of the shifter sits comfortably in my hand. Heating and air conditioning systems work well and the radio system sounds good. With the small LED display, located in the center dash, you have to either push or turn various knobs to see more satellite radio information (same issue on the Mazdaspeed3).
Due to the wide center tunnel, the foot wells for both the driver and passenger are tapered and narrow. Mazda designers obviously recognized this and decided to sew a rubber or vinyl piece to the right side of the tunnel adjacent the accelerator to prevent wear. It’s not uncomfortable, but you do notice it. The drive tunnel continues onto the rear seat effectively splitting the rear seat in two reducing seating and storage space.
Ergonomically, things are laid out well for the driver or passenger and all of the controls are clearly labeled and intuitive to use. I especially liked the cruise control button layout on the steering wheel making it easy to adjust my speed in 1-mph increments. The “Cruise” indicator in the dash changed from yellow to green when cruise control was engaged. I only had three complaints about ergonomics:
Knob design: Although the knobs for the fan speed and temperature dials had raised graduations at regular intervals around their respective circumferences, grabbing them and turning them was not that easy. If they protruded a bit more from the dash, it would have been easier to grasp/turn them. The “Tune/Auto-M-ESN” and “TEXT/AUDIO CONT” buttons are way too small. I have relatively small hands, and found them difficult to grasp/turn; again, either make them bigger or have them stick out more. The Tune button is used for changing the satellite radio channels so I used it regularly.
Locking system: Getting out of the car, you have to manually press the unlock button. I would like to see the door open (if the engine is stopped) by just pulling on the door handle. At night this was a big problem because you can barely see the unlock button requiring a bit of finger fumbling on the door arm rest; Mazda, please include better backlighting for the controls on the door.
Trunk release: Why bury it next to the hood release? You have to reach under and find the button, or if I was standing outside, I had to kneel down to see the button location.
Performance
Clutch action was smooth and light, and take up was just as smooth. Shifting through all the gears were positive and direct (definitely not the “notchy” feeling in the MS3); 6th gear did pose a regular engagement issue and required a deliberate effort to engage. It goes without saying that the 160 ft-lbs of torque is inadequate making it necessary to rev the engine to 4000+ RPM to do anything productive. Once at the higher RPM range, the little Mazda darts and scoots like a squirrel being chased by a dog. For passing, I learned to shift down a gear to get the RPM’s in the 5-7k rpm range which then provided ample power. The rotary engine definitely loves to rev and it’s easy to pass the 9,000 RPM redline (the car will sound a warning beep when you do so). On one section of Highway 5, I got the car quickly to over 100 mph and it remained rock solid and relatively quiet inside.
Handling
Being the Anniversary Edition, the engineers chose to put special 18” wheels and sticky ultra performance summer tires (Bridgestone RE040 225/45R18) on the feet of the Mazda. Just press on the tire’s stiff rubber blocks and you can tell this is a performance tire. Picking this car up on a rainy day meant cautious driving was in order, but the Bridgestone’s performed amazingly well. Perhaps due to the deep circumferential grooves. With the poor weather during my test drive, I only had a small window to test its dry handling. The RX-8 remained extremely flat and controlled as I navigated some sharp turns at speed. As stated before, the steering wheel/system is quick and gives the driver good feedback.
Styling
The styling of the RX-8 is definitely unique. Mazda has chosen to share the flared fender bulge-design with other vehicles in their lineup (CX-7 and CX-9) and creates a more aggressive stance. To me, it looks like a sleek rocket ship with four-wheels with a low slung body that slices through the wind. I do like the large vertical vents behind the front wheels adding to the performance look of the RX-8. The designers have tastefully included the epitrochoid shape to the exterior below both bumpers as well as on the chromed 40th Anniversary badge on each front fender. The enclosed front light pods integrate well with the tapering front quarter panels. I do like the bold interior colors. The red leather seats, door panels, and the black vinyl/leather interior speak volumes.
Value
For a $32k car, it handles like a dream. Its definitely down in power and torque compared to some of the competition, but beats them in price and uniqueness. Practically speaking, this car lacks storage. Both the trunk and rear seating space are rather small, and the rear seats don’t fold down. For two people, we easily filled the trunk with our weekend gear. The build of the RX-8 is impeccable (save for the annoying rattle), and you do get a lot for your money. Navigation and the Bose sound system would bump the price up several thousand dollars. If I was just looking at a well-balanced sports car, the Mazda would be it.
Conclusion
The car is has a style all its own, and garners attention to those unfamiliar with it. While loading the car with luggage at the Chico Holiday Inn, a large man dressed in a flannel shirt and jeans asked what kind of car it was and its mileage rating. I told him it was a Mazda RX-8 and the [2008 EPA] ratings are 16/23 (city/hwy). He remarked that those numbers were better than his full-size Ford truck. I thought the ratings were low, but I guess it’s all relative. For 220 miles of driving (rather fast I must admit), I averaged 19.2 mpg. Using up ¾ of a tank traveling 200 miles is disconcerting, but it’s the price you pay for performance (and the smoothness of a rotary engine).
The balanced chassis, low-weight, and low center of gravity with responsive steering make this Mazda a blast to drive. It hugs the terrain (though rough surfaces may upset the firm dampers) and remains poised at all speeds. Besides the ergonomic and trunk space complaints, I had none about the actual driving experience. The Mazda USA RX-8 entry page says “A Sportscar Like No Other”, an absolutely true description of the car. What you’re buying is uniqueness whether it is the rotary engine, rear suicide doors, or futuristic car design. You will not be disappointed.
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