The 2009 Mazda RX-8: Pleasantly different
Defying all logic, Mazda has always believed in the rotary engine. Today, the RX-8 is the only car in America, maybe even in the world, to feature this type of engine. Last year, Mazda made subtle but effective aesthetic modifications to rejuvenate the car somewhat, and it seems to have worked, judging by the numerous compliments we received during our week-long test drive behind the wheel of the RX-8 R3. As automobile journalists, we have the unique privilege of being able to respond to positive comments like “nice car” with a simple “thank you.” As for negative comments, we can quickly specify that it isn’t our car. In the case of the RX-8, we wished it was ours!
The RX-8 comes in three models for 2009: the GS, GT and R3. In some ways, the R3 falls right between the other two versions, although it’s identical from a mechanical standpoint. However, it’s sportier thanks to its 19-inch wheels (compared to 18-inch wheels for the others), its Bilstein suspension and its Recaro seats. There’s also a custom rear spoiler, side air dam skirts and a unique front bumper. Moreover, only a manual transmission is available.
A lot more power, not much torque
Mechanically, all three versions are the same. With the six-speed automatic transmission, the 1.3-litre rotary engine delivers its 212 horses at a rather high 7,500 rpm. Strangely, the power arrives in a fairly different way with the six-speed manual gearbox, where the 232 horses arrive at 8,500 rpm. Rotary engines have always had a reputation for being thirsty, and during our week-long test drive where we spent 80% of the time on the highway, our average fuel consumption was 12.6 litres per 100 km. That’s a lot, especially since we weren’t driving very aggressively. And don’t forget that this car insists on super…
Our version was a manual R3. Suffice it to say, a 232 hp car that weighs only 1,389 kilos can really move, but the 159 lbs.-ft. of torque at 5,500 rpm prevents the RX-8 from achieving better performances, especially when it comes to passing manoeuvres. You’ll really have to get used to using the stick shift, which is quite fun. Shifting is short and precise, and the clutch offers just enough resistance that it’s easy to use the heel-to-toe technique. On the other hand, sixth gear isn’t sufficiently reduced for my liking. At 100 km/h, the engine revs at 3,250 rpm. At the illegal cruising speed of 120 km/h, the rev-counter is at 3,900 and the noise will become aggravating over time. Note that this choice is undoubtedly a result of the engine’s lack of significant torque and what little torque there is at high gear. So, by having an engine that revs high, you’re minimizing performance.
I was even more annoyed by the lack of space between the stick shift and the edge of the Recaro seat. Every time you change gears, you’ll bang your elbow against the seat. If it had a telescopic steering wheel, I could have adjusted my seat differently.
Barrels of fun!
By now it’s common knowledge that the RX-8 has suicide rear doors, which means it’s much easier to get into the back seats. It also means that there’s no pillar between the front and rear doors. However, the resulting large opening has made the chassis a little weaker, and since the suspensions are rather hard, you’ll really feel it when you go over holes and bumps – the cockpit really shakes. Under the hood, there are two nice front strut tower braces that help make it more solid overall. Despite the fact that they are not “Run-Flat” tires, the Bridgestone Potenza 225/40R19 tires on our test car seemed very hard. Then again, they were magnificent for handling. The suspensions are very rigid and don’t allow any roll, making it possible to adopt a sportier driving style without having to battle the laws of physics.
Also helping to counter these laws is the dynamic stability control with traction control (available only on the R3 and the GT. If it were up to me, the GS would have it too, but they rarely ask my opinion…). This system acts with reasonable authority but it’s possible to disconnect it. You’ll have to go easy on the accelerator coming out of turns, especially on a wet surface. The RX-8 is a rear-wheel drive and the tail-end can easily get away from you.
Living with a sports car
I had to go to Québec City the week I tested the RX-8, and knowing that the weather had done a number on the section of the 20 around St-Louis-de-Blandford, I wasn’t looking forward to it. The road was undoubtedly horrible, but the car was quite a bit more comfortable than I expected and the low-profile tires didn’t follow every little crack in the surface.
The duty of any self-respecting sports car is to compromise as little as possible. To this end, the RX-8 really delivers. The cockpit isn’t the most welcoming, but I’ve seen worse. There are few storage spaces, the cupholders are awkwardly placed, the Recaro seats are neither good for all sizes nor heated, the steering wheel is not telescopic (I know I already said it but it makes me happy to say it again) and while the rear three-quarter visibility isn’t terrible, many other sports cars are far and away better in this regard. As for the trunk, the dimensions are quite good but the opening is so small that you can only put small objects inside.
With prices ranging from $38,095 to $43,795, the RX-8 offers a combination of sportiness, individuality and price that’s tough to beat. You’ll have to take the good with the bad but if you made it through this article, you’re ready to make the sacrifice!