Winnipeg Free Press review
02-05-2003, 08:10 AM
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Winnipeg Free Press review
Last edited by Hank Woods; 02-05-2003 at 08:13 AM.
02-05-2003, 11:14 AM
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START lining up now. Break out your sleeping bags, pump up the Coleman stove and form an orderly queue. Bring a friend to save your place in line while you escape to the port-a-potty because you're going to have to sleep on the sidewalk for a few nights.
Better crack open the penny jar too. Cut the kids' allowance for a year. Put topping up your RRSP off for yet another year. Whatever it takes come up with a downpayment.
What exactly am I ranting about then?
I'm sitting in a tent at California's Laguna Seca Raceway and Mazda has just announced pricing for its all-new RX-8. For those not in the automotive know, the RX is Mazda's new sportscar that thinks it's a Camry. Or alternatively, a four-door sedan that thinks it's a Ferrari.
Either way you describe it, the successor to Mazda's long line of rotary-powered sportsters is every bit as tantalizing as the wonderfully balanced, but unidimensional RX-7.
The truly great thing about the new RX-8, though, is that unlike its predecessor, the RX-8 has the all round abilities of a decathelete. Foremost is that, despite looking as menacing as its predecessor, the RX-8 boasts four, full-sized doors, albeit with the rear being rear hinged. And once swung to their full 80 degrees of opening, the rear doors reveal a rear seating arrangement entirely accommodating of adults under six foot. The combination of ultra-sporty good looks and seating for four makes the new Mazda a nightmare for its competition. On the performance side of things, the RX-8 competes with everything from a Toyota Celica GT-S (and Acura RSX) all the way to the Nissan 350Z and Infiniti G35 Coupe, not to mention BMW's all-conquering 3 Series coupe. On a more pragmatic front, the '04 RX goes up against everything from Acura's recently announced TSX and Subaru WRX to the sedan version of the aforementioned 3 Series.
Now, back to the price. Mazda USA recently announced a price of about $25,000 for its base RX-8. Given Mazda Canada's recent aggressive pricing, that would indicate that our RX's will start around $36,000 when it goes on sale in May.
For those not already astounded by that price, a little perspective is in order. Thirty six large is more than $10,000 less than the last RX-7 sold in Canada, the 1996. It's within spitting distance of top-of-the-line RSXs and Celicas, both of which boast far less power, only two doors and four cylinder engines with decidedly less charisma than Mazda's high revving, twin-rotor Wankel engine. The WRX costs as much and has almost as much power, but noticeably more boxy styling. As for the 350Z, the RX-8's four roomy seats and trunk that can hold two (admittedly small) golf bags make it much more practical transport.
In fact, the RX-8's most able competition may be Infiniti's new G35 coupe that offers similar performance, equally drop-dead gorgeous looks and a roomy cabin. Unfortunately, it only has two doors and, at $45,000, will likely cost about $9,000 more.
If you're getting the idea that the new RX-8 is going to be a giant killer, you're right. It's also going to be in short supply. Mazda Canada is only bringing in 700 this year and at this shockingly low price, they're unlikely to linger long in showrooms.
Admittedly, the base RX will be powered by the lower-performance 210 horsepower variant of Mazda's latest Renesis rotary engine. It'll also be mated to a four-speed automatic transmission, albeit one with 'manumatic' shift paddles conveniently located on the front and back of the steering wheel's spokes.
RX-8: a sports car with a coupe shape and four-door practicality.
Of more interest to sports car aficionados will be the be the topline version that pumps out 247 horsepower courtesy of an extra inlet port for each rotor and a convoluted, but more efficient, inlet manifold. With a redline of 9,000 rpm and a power peak of 8,500 revs, it's a good thing that the only transmission is a six-speed manual. And a slick-shifting box it is. Almost as buttery smooth as a Honda trannie, the RX-8 has short throws and precise action.
It needs it, because one of the most fun things you can do in an RX-8 is row the gearbox up and down and listen to the phenomenally smooth rotary engine howl all the way to its nine grand redline. The darn thing sounds, for all the world, like a 600cc superbike on full boil.
Though Mazda makes no performance claims, the RX-8's relatively light weight makes acceleration more than just sporty. Keeping up with the likes of G35s and WRXs should be no problem. Nonetheless, the understressed nature of the new Renesis engine makes one wish that Mazda had pushed the envelope a little more and snuck 20 or 30 more ponies under the hood. Better yet, slip a turbocharger in there like it did with previous generation RX-7s and you'd really have a sports car that'd give Porsche fits.
Certainly the chassis could handle it. Mazda makes all manner of claims for the stiffer chassis (despite the loss of the B-pillar), revamped all-wheel independent suspension and recalibrated dampers and bushings, but the real key to the RX-8 handling prowess is actually once again attributable to (among other things) the rotary engine.
Much more compact than a conventional V6, its small size allowed Mazda to place the engine further back and lower in the RX's frame. This both lowered the centre of gravity and reduced the RX-8's yaw inertia (a measure of a car's tendency to spin when it gets out of control).
The effect was noticeable on the notoriously tricky Laguna Seca circuit as well as the autocross track Mazda had set up in the parking lot. Laguna's famed Corkscrew turn is a treacherous piece of work that requires a quick left-right flick of the steering wheel while the car plunges down an incredibly steep downhill grade. It's enough to upset the most competent of sports cars, but not the Mazda. Aided by the optional Dynamic Stability Control, the RX-8 flew through the Corkscrew with barely a twitch.
On the autocross circuit, grip was prodigious, no doubt helped by the fact that all Canadian RX-8s will get 18-inch alloys with low profile 225/45R18 tires rather than the sixteens that are standard south of the border. Switching the DSC off (by holding its switch down for more than seven seconds) meant we could get the RX-8 seriously sideways, but always with the sense that the driver, and not the vagaries of tire grip, was controlling the proceedings.
Of course, many sports cars can offer similar performance. But manufacturers have been searching for the Holy Grail of an athletic roadster for four for decades now, all with little success. Until now. Though the RX-8 looks hardly larger than the RX-7 or a Porsche, four adults can easily sit in the RX-8 and have legroom to spare. There's also plenty of rear headroom -- more, in fact, than many a sedan -- and shoulder room is generous.
Despite Mazda's impressive use of space, however, it's worth noting that the RX-8 isn't nearly as roomy as a Camry or even the company's own new Mazda6 family sedan. Think of it as a pair of highly-tailored pair of designer jeans rather than a set of 'relaxed fit' of Levis. Snug, if comfortable.
Other sports cars have rear seats capable of a modicum of comfort, but none offer the convenience of the RX-8's 'suicide' rear doors. By swinging out almost 80 degrees, access to the rear perches is miles ahead of trying to scramble in over the front seats.
And despite the lack of a B-pillar (made necessary by the rear-hinged doors), Mazda claims the RX-8 is as safe, or even more so, than any number of conventional sedans. Mazda took great pains to make the RX-8's shell rugged for side impacts. There's a vertical steel pillar on the inside of the aluminum rear door. The door is also latched top and bottom and to make sure that any collision force is transmitted precisely to the reinforced section of the roof and floor and the doors have twin locator pins that stick into the lower sills for the same reason. Throw in standard inflatable side curtains and front side chest bags and you have impressive side impact protection. Anti-lock brakes are, of course, standard.
Nits with the RX-8 are few. The passenger's side foot well is cramped by the transmission tunnel. The parking brake is ungainly. The front seat's seatbelt occasionally makes opening the rear doors difficult. And there's no speedometer other than a small digital readout in the tachometer.
None of which diminishes the fact that the RX-8 is going to be a phenomenal bargain. It's a cutting edge sports car, semi-practical family transport and easy on the eye to boot. Incredibly, it's also just a few thousand dollars more expensive than cars that offer less performance and/or less practicality. They're going to be disappearing from Mazda showrooms quickly. Line up now.
Better crack open the penny jar too. Cut the kids' allowance for a year. Put topping up your RRSP off for yet another year. Whatever it takes come up with a downpayment.
What exactly am I ranting about then?
I'm sitting in a tent at California's Laguna Seca Raceway and Mazda has just announced pricing for its all-new RX-8. For those not in the automotive know, the RX is Mazda's new sportscar that thinks it's a Camry. Or alternatively, a four-door sedan that thinks it's a Ferrari.
Either way you describe it, the successor to Mazda's long line of rotary-powered sportsters is every bit as tantalizing as the wonderfully balanced, but unidimensional RX-7.
The truly great thing about the new RX-8, though, is that unlike its predecessor, the RX-8 has the all round abilities of a decathelete. Foremost is that, despite looking as menacing as its predecessor, the RX-8 boasts four, full-sized doors, albeit with the rear being rear hinged. And once swung to their full 80 degrees of opening, the rear doors reveal a rear seating arrangement entirely accommodating of adults under six foot. The combination of ultra-sporty good looks and seating for four makes the new Mazda a nightmare for its competition. On the performance side of things, the RX-8 competes with everything from a Toyota Celica GT-S (and Acura RSX) all the way to the Nissan 350Z and Infiniti G35 Coupe, not to mention BMW's all-conquering 3 Series coupe. On a more pragmatic front, the '04 RX goes up against everything from Acura's recently announced TSX and Subaru WRX to the sedan version of the aforementioned 3 Series.
Now, back to the price. Mazda USA recently announced a price of about $25,000 for its base RX-8. Given Mazda Canada's recent aggressive pricing, that would indicate that our RX's will start around $36,000 when it goes on sale in May.
For those not already astounded by that price, a little perspective is in order. Thirty six large is more than $10,000 less than the last RX-7 sold in Canada, the 1996. It's within spitting distance of top-of-the-line RSXs and Celicas, both of which boast far less power, only two doors and four cylinder engines with decidedly less charisma than Mazda's high revving, twin-rotor Wankel engine. The WRX costs as much and has almost as much power, but noticeably more boxy styling. As for the 350Z, the RX-8's four roomy seats and trunk that can hold two (admittedly small) golf bags make it much more practical transport.
In fact, the RX-8's most able competition may be Infiniti's new G35 coupe that offers similar performance, equally drop-dead gorgeous looks and a roomy cabin. Unfortunately, it only has two doors and, at $45,000, will likely cost about $9,000 more.
If you're getting the idea that the new RX-8 is going to be a giant killer, you're right. It's also going to be in short supply. Mazda Canada is only bringing in 700 this year and at this shockingly low price, they're unlikely to linger long in showrooms.
Admittedly, the base RX will be powered by the lower-performance 210 horsepower variant of Mazda's latest Renesis rotary engine. It'll also be mated to a four-speed automatic transmission, albeit one with 'manumatic' shift paddles conveniently located on the front and back of the steering wheel's spokes.
RX-8: a sports car with a coupe shape and four-door practicality.
Of more interest to sports car aficionados will be the be the topline version that pumps out 247 horsepower courtesy of an extra inlet port for each rotor and a convoluted, but more efficient, inlet manifold. With a redline of 9,000 rpm and a power peak of 8,500 revs, it's a good thing that the only transmission is a six-speed manual. And a slick-shifting box it is. Almost as buttery smooth as a Honda trannie, the RX-8 has short throws and precise action.
It needs it, because one of the most fun things you can do in an RX-8 is row the gearbox up and down and listen to the phenomenally smooth rotary engine howl all the way to its nine grand redline. The darn thing sounds, for all the world, like a 600cc superbike on full boil.
Though Mazda makes no performance claims, the RX-8's relatively light weight makes acceleration more than just sporty. Keeping up with the likes of G35s and WRXs should be no problem. Nonetheless, the understressed nature of the new Renesis engine makes one wish that Mazda had pushed the envelope a little more and snuck 20 or 30 more ponies under the hood. Better yet, slip a turbocharger in there like it did with previous generation RX-7s and you'd really have a sports car that'd give Porsche fits.
Certainly the chassis could handle it. Mazda makes all manner of claims for the stiffer chassis (despite the loss of the B-pillar), revamped all-wheel independent suspension and recalibrated dampers and bushings, but the real key to the RX-8 handling prowess is actually once again attributable to (among other things) the rotary engine.
Much more compact than a conventional V6, its small size allowed Mazda to place the engine further back and lower in the RX's frame. This both lowered the centre of gravity and reduced the RX-8's yaw inertia (a measure of a car's tendency to spin when it gets out of control).
The effect was noticeable on the notoriously tricky Laguna Seca circuit as well as the autocross track Mazda had set up in the parking lot. Laguna's famed Corkscrew turn is a treacherous piece of work that requires a quick left-right flick of the steering wheel while the car plunges down an incredibly steep downhill grade. It's enough to upset the most competent of sports cars, but not the Mazda. Aided by the optional Dynamic Stability Control, the RX-8 flew through the Corkscrew with barely a twitch.
On the autocross circuit, grip was prodigious, no doubt helped by the fact that all Canadian RX-8s will get 18-inch alloys with low profile 225/45R18 tires rather than the sixteens that are standard south of the border. Switching the DSC off (by holding its switch down for more than seven seconds) meant we could get the RX-8 seriously sideways, but always with the sense that the driver, and not the vagaries of tire grip, was controlling the proceedings.
Of course, many sports cars can offer similar performance. But manufacturers have been searching for the Holy Grail of an athletic roadster for four for decades now, all with little success. Until now. Though the RX-8 looks hardly larger than the RX-7 or a Porsche, four adults can easily sit in the RX-8 and have legroom to spare. There's also plenty of rear headroom -- more, in fact, than many a sedan -- and shoulder room is generous.
Despite Mazda's impressive use of space, however, it's worth noting that the RX-8 isn't nearly as roomy as a Camry or even the company's own new Mazda6 family sedan. Think of it as a pair of highly-tailored pair of designer jeans rather than a set of 'relaxed fit' of Levis. Snug, if comfortable.
Other sports cars have rear seats capable of a modicum of comfort, but none offer the convenience of the RX-8's 'suicide' rear doors. By swinging out almost 80 degrees, access to the rear perches is miles ahead of trying to scramble in over the front seats.
And despite the lack of a B-pillar (made necessary by the rear-hinged doors), Mazda claims the RX-8 is as safe, or even more so, than any number of conventional sedans. Mazda took great pains to make the RX-8's shell rugged for side impacts. There's a vertical steel pillar on the inside of the aluminum rear door. The door is also latched top and bottom and to make sure that any collision force is transmitted precisely to the reinforced section of the roof and floor and the doors have twin locator pins that stick into the lower sills for the same reason. Throw in standard inflatable side curtains and front side chest bags and you have impressive side impact protection. Anti-lock brakes are, of course, standard.
Nits with the RX-8 are few. The passenger's side foot well is cramped by the transmission tunnel. The parking brake is ungainly. The front seat's seatbelt occasionally makes opening the rear doors difficult. And there's no speedometer other than a small digital readout in the tachometer.
None of which diminishes the fact that the RX-8 is going to be a phenomenal bargain. It's a cutting edge sports car, semi-practical family transport and easy on the eye to boot. Incredibly, it's also just a few thousand dollars more expensive than cars that offer less performance and/or less practicality. They're going to be disappearing from Mazda showrooms quickly. Line up now.
Last edited by Puppy1; 02-05-2003 at 11:17 AM.
02-09-2003, 06:02 AM
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"The darn thing sounds, for all the world, like a 600cc superbike on full boil."
For a motorcycle-loving gear-head like myself, that is just about the highest praise they could have given the 8! The only discrepancy is that 600cc bikes compete in Supersport, not the Superbike series. But that's ok, I'll forgive them Canooks just this once!
For a motorcycle-loving gear-head like myself, that is just about the highest praise they could have given the 8! The only discrepancy is that 600cc bikes compete in Supersport, not the Superbike series. But that's ok, I'll forgive them Canooks just this once!
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