Mazda RX8 R3: Precision is Rotary Powered

Without exception, the most thrilling human creations are always the smallest, and the rotary engine that sits under the hood of Mazda’s latest RX8 R3 ranks right up there next to cocaine. Displacing just 1.3 litres, it concedes some displacement to large sportbikes but offers up much of the same pulse-quickening precision.

Outside, all 2009 RX8s look dramatically refreshed, implementing much of the design language utilized in the new Mazda3 and Mazda6; albeit with a distinctly more sporting flair. Rear LED taillights move the RX8’s perceived status firmly upmarket, while a new fender design incorporates a decorative vent. While most new RX8s will get a new 10-spoke wheel design, the R3 benefits from sinister looking (and absolutely gorgeous) dark grey 19” hoops wrapped in three-season high performance tires. Likewise, an R3-specific rear spoiler is added, as are Xenon headlights and revised side sills.

Not that anyone needed these visual cues to recognize our tester R3. Equipped with a plethora of Mazdaspeed performance goodies, the test car provided by Mazda sported their own aftermarket air intake and exhaust system, that, when combined with the obligatory six-speed’s lower final drive ratio (from 4.444 to 4.777) saw 50 kilometers an hour accompanied by a sport-bike like growl. Winding itself out to a steady 4,000 rpm in sixth gear on the highway, the R3’s Mazdaspeed exhaust tips never stopped their howling, which although fun for a couple days, became somewhat and literally monotonous after seven days of highway commuting. By the end of the week long test, we found ourselves dipping into the throttle simply for a reprieve from the same droning exhaust note! That said, when it’s not 9 am and you’re not halfway asleep, the Mazdaspeed intake and exhaust should be lauded for their ability to turn a pair of rotors bouncing around in an engine block into pure music. With a midrange exhaust note that emulates that of a finely balanced four cylinder sportbike motor, the real melody doesn’t begin until 7,000 rpm, when the little motor really opens its tiny lungs and sends a sound through that dual exhaust system that would send chills down your spine. Sounding like some extraterrestrial offspring of something from Yamaha’s motorsports division and Ferrari’s V8 workshop, the satisfaction of hearing that unique exhaust note echo off the surrounding walls and buildings was enough to forgive the sins of the morning commute.

And part of that satisfaction comes from the way the Mazdaspeed exhaust note matches the engine’s personality. Thanks to its tiny displacement and rotary design, the little motor produces just 159 foot pounds of torque, and it feels like even less. Peaking at 5,500 rpm, the R3 never surges forward like a V8, and it struggles to put even a Honda Civic Si behind it in the standard drag race scenario. However, leave the gear selector in any gate long enough, and the RX8 rewards with a staggering run to 9,000 rpm. Never feeling quick, the speed builds deceptively thanks to the motor’s perfectly linear powerband. Topping out at 232 horsepower, the close ratio gearbox allows you to keep the engine in the meat of the powerband at all times, and third gear will do for most high speed shenanigans.

Of course, with the suspension fitted to all R3s, you won’t need to make too much use out of the motor, as this car carries more momentum through even the most convoluted ribbons of asphalt. Thanks to the rotary motor’s compact packaging, the weight balance is spot on, and with the R3 coming equipped with Bilstein dampers at both ends, the three season uber-aggressive performance rarely relinquish their grip on planet earth. Out front, dual wishbone suspension bolts up to a urethane-filled crossmember, which equates to some seriously stiff componentry, in turn transferring the forces at work on the suspension and steering straight to the steering column. Offering up damn near unprecedented levels of front end feel, that suspension and steering system isn’t communicative, its literally sitting in your hands screaming out the current conditions like a tourrette’s afflicted weatherman on crack. Likewise, the rear benefits from a multilink suspension layout that does an admirable job of quelling wheel hop, and when combined with the perfect damping provided by the Bilsteins, does an incredible job of allowing lurid powerslides without ever feeling bereft of control.

But that feeling of control also comes from extensive work done in the interior. Sharing the standard RX8’s perfect, small diameter steering wheel and excellent seating position, the R3 is truly a driver’s car. Be it the result of packaging constraints imbued by the rear seat’s installation or by some very thoughtful engineers, the R3’s seating position is very atypical of the standard car’s; never moving rearward enough to allow the driver to stretch out. Instead, the racy R3-specific Recaros forces you to keep every control close at hand. The steering wheel sits close to your chest as in a race car, and that allows the highest degree of control. Likewise, the shifter sits directly under your palm when you bring you hand to rest on the center console, and the throws are short enough that you never need to reach for first, third or fifth. The pedals, perfectly positioned for heel-toe downshifting within the pedal box, were a tad close for my 6’1” frame, but that’s more the result of my gangly limbs than Mazda’s engineering, admittedly. A quick note about those pedals too; although the brake and gas operate as with any other vehicle, the clutch fitted to the RX8 R3 is easily the quickest I’ve ever operated. Engaging within the first millimetre of travel, there’s barely any dead zone, and pedal’s stroke is quite short before it abruptly rams into the floorboard. Yet another small feature that lends an even fiercer air of precision and aggressiveness, it took some getting used to, but quickly won me over with its amazingly smooth engagement. While most performance vehicles suffer under huge clutches that can be beastly difficult to modulate as a result of their requirement to take tons of abuse and hold massive torque figures at bay, the RX8’s modest power output means the clutch can be as forgiving as that fitted to a Toyota Corolla!

Which brings up the R3’s strong suit. Although it is undeniably performance oriented, and would provide hours of fun on any track, even this Mazdaspeed-equipped R3 is still plenty civilized for daily use. Yes, the exhaust does impinge upon any attempts at relaxed cruising, but given just how good the remainder of the car is, any attempts at relaxed cruising are generally thwarted by the car’s excellent performance potential. Driving into a corner and feeling the back tires step out inch by inch at the same time as the sensation of the front tires’ experience tingles across your fingertips is exquisite enough, but add in the flexibility of the power available under your right foot and the aural bliss that comes from the back of this car and you’ve got one hell of an experience. Cocaine? No thanks, I’ll get my stimulants at 9,000 rpm.