With its new RX-8 offering good value, exciting looks, ample storage space and a powerful engine, Mazda has gone from ho-hum to zoom-zoom, writes Michael McAleer
The RX-8 sums up Mazda's move from ho-hum to zoom-zoom. The advertising slogan for the brand finally has a car to match. Certainly the facts make for some challenging reading. A 1.3-litre sports car (yes, 1,308 cc) capable of 0-60mph in 6.4 seconds and 151 mph. Room for four adults with luggage. Athletic eye-catching styling, looking as muscular as a Dodge Viper. Yours for €42,000 (192 bhp version) or €49,000 (231 bhp version).
The latest model in the rebirth of the Japanese marque, its new RX-8 is an oxymoron in the sports car world - a good value full four-seater sports car with exciting looks, an ample boot, and a potent powerhouse. That's a lot to take in, yet Mazda has managed to cram all these traits into one machine. Its rotary-engined RX-8, due here in October, will challenge a number of perceptions about sports cars and take on the likes of the Audi TT. It may also rejuvenate the sports car market in Europe, currently losing out to more roomy convertibles and coupé saloons.
It certainly helps the rejuvenation of Mazda. Under Ford, Mazda has languished in the bland but reliable category - with the exception of its MX-5 roadster, which kept a glimmer of hope that one day Mazda would return to its former glory. However, since the arrival of the 6, it now has some renewed vigour about itself, replacing virtually every model in its range.
This new buzz at Mazda can be heard by simply blipping the throttle of the RX-8, offering a racing car whine more in keeping with Mazda's screaming 787B take victory at Le Mans in 1991. It provides a clean and fluid thrust of acceleration that builds at 3,000 rpm and peaks at a dizzy 9,000 rpm. Just above the 9,000 rpm level the buzzer warns the driver to change up.
This is the call of the RX-8's rotary engine: the result of 30 years of loyalty to the original template of Felix Wankel, Mazda has been ploughing a lonely furrow with this technology in more recent years. Since 1961 the company has built more than two million rotary engines, most for the RX-7 sports car, of which an impressive 800,000 have been sold, though mainly in the US.
The reason for the difference in sales between the US and Europe is simple - we care about fuel consumption and rotary engines earned a reputation for having one hell of a thirst. Thankfully its successor, the RX-8, is a totally different proposition, according to Mazda. It claims the RX-8 uses a massive 40 per cent less fuel than its predecessor, and offers 24.7 mpg on the combined cycle, around 18 mpg on the urban run and 29 mpg on motorway journeys.
We tested the more powerful 231 bhp version and found it cruising comfortably in what normally would be mid-range revs, but only really coming to life and offering that real racing pitch when we ventured above 6,000 rpm. The result: a great deal more gear changing to keep the rev counter up near the top of its range. In fact, those who take the RX challenge will find themselves using second on third on our winding country roads and rarely making it up to the heady levels of fifth, or even sixth on the 231 bhp version.
Also, while the lower powered 192 bhp version manages an eight second sprint time to 62 mph, and 130 mph top speed, compared with 6.4 seconds and 151 mph for the 231 bhp, it's actually tuned to produce more pulling power, or torque than its larger powered sibling. However, neither engine suffers from lethargy.
In terms of looks, it's as good in metal as it does in the photos, with sleek and lithe lines, long wheelbase and scalloped front wings. The engine's triangular rotor arm features throughout the design, on the bonnet and inside on the seats, stubby gear lever and in some ways on the front between the scallops.
Inside and the RX-8 has a comfortable driving position. The winged driver's seat is very comfortable and all the driver's key controls are ideally placed, particularly the stubby gearlever. Only a jutting handbrake handle mounted high on the right hand side of the transmission tunnel spoils the otherwise excellent cabin ergonomics.
One disappointment is with the poor finish of some of the plastics, particularly in the cubbyholes, especially the rear box on the drivetrain tunnel. The lids are flimsy and certainly not on a par with the solid finish in German competitors.
However, the layout of the central dials is impressive, mimicking Porsche with the dominance of the rev counter - speed has been relegated to a simple digital display at the lower end of the rev dial. Mazda enlisted Bose to develop a unique sound system for the car. The nine-speaker six-CD player sounds clear and has been tuned to take into account whether the cabin has leather or fabric seats, or if it's fitted with a sunroof or not.
Any safety concerns about the rear suicide doors (or freestyle doors in Mazda-speak) have been resolved. The front doors lock the rear ones in place, so that they have to be open before back passengers can get out. What's more, the rear seats offer space for more than toddlers or double-jointed acrobats.
However, the decision to give the RX-8 suicide doors and the omission of a B-pillar means that Mazda has had to create a super-stiff chassis, twice as stiff as the outgoing RX-7's. Thankfully it has no significant bearing on the handling or poise of the car.
It's well balanced on the road, offering little in the way of roll. Good handling and chassis characteristics are normally achieved by getting the weight balance right between front and rear. To aid this, Mazda's engineers have placed the engine further back from the nose and the petrol tank ahead of the boot. This not only aids balance and handling, but creates a larger and safer area to absorb impacts. The RX-8 comes with six airbags - two front and two side as well as a pair of full-length curtain bags that provide head and chest protect for all four passengers. Further safety features include anti-lock brakes with electronic brake force distribution and dynamic stability and traction controls. Although it has yet to put through the Euro NCAP crash test programme, Mazda says internal tests suggest a four-star rating.
The RX-8 will compete with headturners like the Audi TT, but its looks have become more common now and the RX-8 may steal a few more admiring eyes. The high level of specification will also raise questions with motorists who consider opting for one of the German coupé.
With Mazda brand manager Martijn Brink predicting sales in Europe this year of 3,500, and full year sales next year of 15,000, we should see about 100 on the road here, with a 50/50 split between the 190 bhp version and the more powerful 231 bhp version. Already 1,000 have been pre-booked in Britain.
Its unusual blend of four-door practicality, sports car performance and coupé styling covers a broad range of cars, its appeal may grow further. Add in the tempting price tag and low tax level and the Mazda would seem to have another hit on its hands.
Next up is the Mazda3, due for launch in September and arguably the most important of the new product launches. Then they have to somehow replace the irreplaceable MX5 roadster. If they can pull all this off, they could well become the pin-up boys of the Ford stable.