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As early as 1978, Mazda was experimenting with alternative engine designs, eventually refining and perfecting the rotary (as opposed to piston-driven) engine. The Mazda RX-7 has been through quite a bit in its two decades of production. When it first appeared on the scene, the RX-7 struck just the right balance of sportiness and reliability. These two attributes on their own would have made for a fine car, but its astoundingly low price tag made the RX-7 a favorite with consumers. Going through several permutations, the RX-7 sold incredibly well, even during tough economic times in the early 1980s. Simple and lightweight, it eschewed all unnecessary parts and equipment in the name of performance. Affordable pricing brought this fun, powerful car into the mainstream, and  [[https://cmp.mediatel.cz/Cookies/Disagree?returnUrl=https://chessdatabase.science/wiki/User:DavidMacMahon7|Alpha Surge Male reviews]] it remains one of the finest examples of its breed. In the following pages, you can learn more about Mazda’s history, and thanks to detailed model profiles and pictures, you can keep up with the RX-7’s many changes.


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First, to the delight of enthusiasts everywhere, it revived the affordable sports car after the bloating of Datsun’s 240Z. Second, it kept the rotary engine alive. Last and definitely not least, it was flat terrific. Having made the rotary reliable -- something Dr. Felix Wankel and his cohorts at NSU couldn’t do -- Mazda nearly went under during the first gas crisis by selling it in ordinary economy sedans. The rotary was more powerful than piston engines of similar displacement, but wasn’t as fuel-efficient. Then Kenichi Yamamoto, the rotary’s patron saint at Mazda, championed the rev-happy hummer as perfect for a reasonably priced sports car. Project X605 began in 1974, was completed by late ’76, and went on sale in 1978 as the RX-7. Styling mixed elements of several contemporary cars without looking like any one of them. The engine, of course, was what really made it special. Breathing through a single four-barrel carb, Mazda’s twin-rotor 12A Wankel spun 100 hp from just 1.1 liters.



It was small enough to fit behind the front-wheel centerline and made for a finely balanced "front/mid-engine" design. Zero-60 mph came in 9.7 seconds, and top speed was 118. Zesty, nimble, and solidly built, the Mazda RX-7 was a sensational value at just $6995. It was a racer to be reckoned with, as well, dominating its IMSA classes and even challenging Corvettes and Porsches in theirs. It wasn’t perfect, certainly. The ride was a bit stiff, the cabin cramped for larger folks, and cornering got tail-happy on bumpy or wet surfaces. But the RX-7 was a hot seller from day one. In 1981, the S and GS models were joined by the GSL; it had rear discs, a limited-slip diff, alloys, and power windows. Capping generation one was the GSL-SE, which bowed for 1984 and reeled 135 hp from its larger,  [[http://wiki.thedragons.cloud/index.php?title=User:PhilippOlvera27|alpha surge male reviews]] fuel-injected 13B rotary while adding Pirelli P6s, larger brakes, and upgraded suspension. Unfortunately, currency fluctuations had pushed Mazda RX-7 prices as high as $15,295 by then. The only consolation was that most rivals cost a lot more, and precious few could lay claim to being a minor classic. Unsaid was the equally obvious fact that the ’86 couldn’t hope to have its predecessor’s impact, for the market had changed a lot since 1978 -- more crowded and competitive than ever. Yet with a little perspective, the second-generation emerges as not only a more mature RX-7 but an eminently desirable one in its own right. It was born in 1981 as Project P747 (a purely arbitrary number chosen to confuse outsiders). Rotary power, front/mid-engine layout, rear drive, unit construction, and close-coupled hatchback coupe format were never in doubt, but American feedback on the original RX-7, gleaned from several U.S.



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