Tune UP your mazda RX8 - best deal kit
Mazda RX8 Eibach pro kit suspension upgrade

2011 Mazda RX-8 review

March 7, 2011

RX8 facelift review by http://www.TFLcar.com

This review presents the new comfort access system from mazda.

RX-9 rendering

March 1, 2011

The Mazda RX-9 launch is closer and closer. In the previous post there are some speculations regarding the technical specs of the new rotary engine that will power the RX-9.

Here is a new rendering, based on the mazda shinari concept.

Shinari Concept : New Mazda RX8

October 10, 2010


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The Shinari concept, which roughly translates to “resistance to being bent,” will serve as a the basis for Mazda’s new design language, and many of the styling cues will make it to future production vehicles. That means that the Shinari will essentially affect the design of every vehicle coming from the Japanese automaker for the next several years. An important car for Mazda? You bet.

The Shinari was officially unveiled earlier today, and we spent several hours talking with Mazda’s artists about the design and how it will affect the automaker’s forthcoming vehicles.

The creation of the Shinari Concept starts with Ikuo Maeda, Mazda’s global head of design. Maeda was the chief designer of the RX8 and Mazda 2 and has been with the company for nearly 30 years, but his connection with the brand goes back even further than that. His father, Matasaburo Maeda, headed the design of the first generation RX-7 back in the 1970s. Mazda runs in the Maeda family’s blood and there’s no one more qualified to define the look of Mazda’s next generation vehicles.

While Maeda has had an influence on Mazda design in the past, 2010 is the first year in which he’s had full control. The Shinari Concept represents the first styling concept under his new design theme, KODO, which replaces the controversial Nagare them from the past several years. While the Nagare-styled cars were represented by wavy, flowing lines, a trait that looked great on concepts but was tough to implement on production cars , KODO is more of an organic style that still takes cues from the natural world, but in a much more solidified and powerful sense. Maeda describes KODO as form with a soul, or bringing form to life, with the three key terms defining the theme being speed, tension and alluring. “There are few products of industrial design that can be compared to living entities which convey energetic motion and which invite affection,” he says. “It is this intrinsically emotional appeal of the car that I wish to express when creating Mazda cars.”

While Maeda created the theme for the new stylistic direction, the development of the Shinari Concept was actually a collaboration between three of Mazda’s design centers in Japan, Germany and the United States. The goal was to make the exterior a product of Japan, while the interior was left to the automaker’s Irvine studio. However, each team had input on the final product.

Looking at the exterior, it’s easy to tell that the Shinari shares little in common with Mazda’s recent designs, although like almost every sedan built today, it has similarities to vehicles from other brands. It’s almost as if the Aston Martin Rapide and a Mazda RX-8 cued up some Barry White, enjoyed a romantic evening and the Shinari came out nine months later. That’s obviously a compliment, as the Rapide is a stunningly beautiful car and the RX-8 – even this far into its lifecycle – is still a looker. However, the Shinari has a much more complicated design, with more intersecting lines and a surface area that’s constantly moving and changing depending on the lighting.

While the exterior is certainly a departure from previous designs, the interior is perhaps the most surprising aspect of the Shinari. Easily the most attractive and stylish interior we’ve seen in a Mazda (concept or not), it’s swathed in authentic aluminum trim, leather-covered surfaces and double stitching at nearly every turn and twist. We’re again drawn to the Aston Martin Rapide comparison, especially with the design of the deep rear bucket seats. The gauges, modeled after popular watch designs, up the class quotient and the massive glass roof helps make the interior feel open and airy.

We know many of these elements won’t make it into a production car, but Mazda’s North American director of design, Derek Jenkins, who oversaw the development of the Shinari’s interior, says it’s Mazda’s goal to add sophistication to future models. “Mazda is really an aspirational type of brand,” he says. “Even though we are a mainstream brand we have a customer that wants a little bit more. We monitor premium segments, we monitor premium trends, and the question is ultimately how can get some of that feeling into a more affordable vehicle. We think our customer wants a little bit more sophistication.”

One thing that can definitely be seen in future Mazda interiors is a driver-focused cockpit. A close look at the Shinari’s interior reveals an asymmetric design that snugly surrounds the driver’s seat while leaving the passenger seat more open and relaxed. Jenkins says this will be theme of upcoming Mazda vehicles and help set the brand apart.

Finally, the Shinari also features quite a bit of technology that looks forward to the new applications of driver-automobile interactions. The Human Machine Interface (HMI) is split up into three modes: Business, Pleasure and Sport. Potential uses range from looking up bios of a business contact before a meeting to a rally-style co-pilot feature that could alert the driver of the characteristics of upcoming turns. It’s nothing too far-fetched given the current levels of technology, and we wouldn’t be surprised to see some of it implemented in the near future.

But more than the tech and the attention to detail, it’s the Shinari’s overall cohesion that impresses the most. Unlike other pie-in-the-sky concepts, the Sinari is a smart, well executed styling exercise that should be a solid design platform for future models. The muscular lines should translate well into a production car, and customers will always appreciate a more sophisticated interior. And what about the potential of a four-door sports coupe like the Shinari making it to production? Mazda wouldn’t tell us whether one is in the works, but they did mention that the “business side of it” was considered when the Shinari was under development. That definitely means there’s a chance, and we sure like the sound of a Mazda RX-9.

Article from autoblog.com

Motorvision RX-8 test in HD

September 20, 2010

Tracktest Mazda RX-8 with Patrick Simon in HD quality.

Mazda RX-8 40th Anniversary Edition

December 23, 2008

A homemade video representing Mazda RX-8 40th Anniversary Edition. I love the special red/black sport seats.

Top gear review : RX8 vs Audi TT vs Alfa Brera

November 26, 2008

Top Gear has reviewed the Mazda RX-8 1.3 231bhp in comparison with the Audi TT 2.0 TFSI and the Alfa Romeo Brera 2.2i . Though they consider the Alfa to be the best looking, i think the RX8 shapes make it more beautifull.

Part I

Part II

Part III

RX8 Stock vs Turbo Comparison

November 14, 2008

Charts showing power and torque results on dyno tests for the stock Rx8 (manual 1.3 231 Bhp) versus Greddy turbo, SFR turbo, Pettit supercharger, Mazdatrix supercharger, Mazsport turbo, PTP turbo, MazdaManiac Greddy turbo upgrade and Esmeril turbo kit.

The power for the turbocharged kits is between 293 WHP (Greddy kit) and 366 WHP (Esmeril kit), and between 271 WHP (Pettit) and 276 WHP (Mazdatrix) for the supercharged versions.

POWER COMPARISON
rx8 turbo power comparison

TORQUE COMPARISON
rx8 turbo torque comparison

Rx8 R3 driven by Johnny Herbert

November 2, 2008

A Winning Combination: F1 winner Johnny Herbert drives the Mazda RX-8 R3

Video can be see here

Since 1991, legendary Formula One driver Johnny Herbert has had a deep affinity with Mazda. He won the Le Mans 24 Hours in a Mazda 787B. And now he’s back behind the wheel to put the stunning Mazda RX-8 R3 through its paces.

From Britain’s junior karting champion to Formula One winner - Johnny Herbert has always been a rising star in the racing world. In 1987 alone he won five Formula Three races and claimed the championship at his first attempt.

But a shunt at a Formula 3000 race at Brands Hatch led to disaster, when Johnny collided with the barriers and broke both legs. Despite the severity of his injuries, he made his Formula One debut just a few months later - finishing fourth in the 1989 Brazilian Grand Prix.

After a few years out to make a full recovery, Johnny was invited to drive for Mazda in the 1991 Le Mans 24 Hours. His win at this legendary endurance race marked an important first for Mazda. Four years later, he celebrated another impressive victory at the British Grand Prix when, after a virtually error-free drive, he finished in first place.

Since retiring from Grand Prix racing, Johnny has concentrated on sports car events. He recently won the first season of the 2008 Speedcar Series.

Mazda RX-8 R3: A true sports car

The Le Mans win was the result of years of research and development by Mazda - and this is immediately noticeable once you’re behind the wheel of the Mazda RX-8 R3.

Just like the victorious Mazda 787B, the Mazda RX-8 R3 is powered by an award-winning rotary engine, which takes you from 0 to 62mph in an electrifying 6.4 seconds. Power and performance - the true indicators of Mazda sports car pedigree - are abundant in the Mazda RX-8 R3. And don’t forget those outstanding driving dynamics and the breathtaking halding capability.

Article from mazda.co.uk

2009 Mazda RX8 R3 review by Autoblog

October 30, 2008


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Autoblog.com has reviewed the 2009 Mazda RX-8 R3 edition.

Hard as it may be to believe, the word “hummer” didn’t always bring up visions of obnoxious, polarizing SUVs. In fact, there was a time not so very long ago that uttering that word evoked something entirely different, namely cars powered by Wankel rotary engines. For the past three decades, the world’s sole purveyor of rotary-powered automobiles has been Mazda. The “Zoom-Zoom” brand has always been a little different from its compatriots. Back in 1963, a young Kenichi Yamamoto was heading up the research department at Mazda and latched on to the concept developed a decade earlier by Felix Wankel.

Just as two-stroke engines were all the rage for a time in the early 1990s and fuel cells in the middle of this decade, the Wankel rotary seemed to be the next big thing in the 1960s and early ’70s. For a time it seemed every major automaker had licensed the design from Wankel and was trying to commercialize it. Some like NSU did build rotaries while General Motors and Daimler Benz built an assortment of concept cars. By the mid-’70s, all had given up except Yamamoto-san and Mazda. From the original 1967 Cosmo, Mazda has built an unbroken string of hummers culminating with the recently updated 2009 RX-8 R3. The pony-keg sized power plant isn’t the only unique element of the RX-8, which you can read all about that after the jump.

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The car that really made the rotary famous in North America was the RX-7 sports car. Unfortunately, the RX-7 made a premature exit from the U.S. market after the 1995 model year, although it hung around in Japan until 2002. With its two-seat configuration (although rear “jump seats” were offered in Japan for some weird legal reason), the RX-7 was a true sports car. Unfortunately, “sports car” is one of those terms that always seems to cause contention among the zealots in any subject area. The truly hard core will undoubtedly argue that only an open top two seater with SU carbs can be a sports car. We prefer to look at the functionality of a machine and see if the name fits.

 

When Mazda revamped its rotary design, called it the Renesis and dropped it into the RX-8 body shell with four proper seats and a corresponding number of doors, clearly the traditional definition of a sports car didn’t apply any more. If you disregard the secondary half doors that provide access to the rear passenger compartment, the RX-8 certainly has the looks to be a sports car, especially in its newly face-lifted 2009 form. The RX-8 was the first in Mazda’s lineup to get the brand’s bold-fendered look. Thanks to the diminutive engine package, the RX-8 has a relatively short hood, but its overall proportions still have the cab rearward look one expects of the genre.

 

That feeling is further enhanced for 2009 with the new R3 trim level that follows the R1 and R2 models offered back in the RX-7 days. Visually the R3 is distinguished from its siblings by a wing on the rear deck, a slightly more aggressive front splitter and lower fascia as well as rocker panel extensions. The R3 also gets xenon HID headlamps. The best enhancement by far though are the absolutely gorgeous 19 inch forged alloy wheels. Under the skin, the RX-8 R3 also gets a urethane foam filled front cross member to help maintain the relative position of the front wheels and Bilstein dampers.

Climb inside the RX-8 and this car certainly feels like a sports car. For those considering whether to opt for an R3 over one of the other trim levels, the biggest deal breaker will be immediately apparent when you sit in the car for the first time. The R3 comes standard with a set of Recaro sport seats. While we would normally never hesitate to recommend Recaros, in this case it all depends on the shape and size of your torso. Unlike most Recaros, the side bolsters on these are not adjustable. The only changes the driver can make are the longitudinal position and seat back angle. If your torso width is in the upper reaches of the population, you will feel quite confined in these seats. If your body fits, then these seats are absolutely fantastic. I just barely fit these seats and they were decidedly snug.

For those relegated to the back seat, accommodations are also tight but better than you’ll find in most compact coupes. Leg and head room are passable for anyone up to about six feet tall. Anything more and you’ll be hunched over. Mazda wasn’t the first to use the rear hinged half doors to ease access to the back, Saturn added them to its coupe in 1999 and they are common trucks as well. Like the others, the latches on the Mazda rear doors are on the front edge meaning you have to open the front doors first.

The feature that attracted so many engineers to Wankel’s unusual design was the ability to make large amounts of power from a tiny package. In a piston engine, you get one power pulse out of every four strokes or two crankshaft rotations for each cylinder. In a rotary, there are three power pulses per rotation for each rotor. Unfortunately, the reality of actually manufacturing these little wonders proved more difficult than expected. Sealing the rotors was problematic and Wankels typically suffered from both high fuel and oil consumption. Ultimately every automaker except Mazda abandoned the concept. The latest Renesis rotaries seem to have improved the oil consumption issue although they still have a big thirst for gasoline.

The current RX-8 is rated at 16 mpg city and 22 highway. That’s not spectacular for a 1.3L engine, but then how many naturally aspirated engines that size crank out 232 hp? The downside of rotaries is a comparatively weak torque curve. The absence of valves and pistons that have to change direction allows this rotary to rev like mad up to a 9,000 rpm redline. Combine that with a slick shifting 6-speed gearbox and you have a recipe for some serious sports car fun.

The RX-8 certainly isn’t a drag racer by any means and doesn’t have a lot of grunt off the line. But once it’s rolling, the presence of those back seats begin to fade away and this is undoubtedly a sports car. With an engine that spins up as fast as a Wankel, plus weak torque characteristics, a lot of shifting is inevitable. Helping to facilitate that is a gearbox with a smooth mechanism and short throws. Making the most of the gearbox requires a proper arrangement of foot pedals and here the RX-8 shines. The pedals are perfectly positioned for fast driving on a tightly wound road. The firm brake pedal is at just the right height to allow easy heel-and-toe down shifts and the clutch pedal take up and travel work beautifully.

The relative absence of torque means you don’t feel the punch in the back that you get when you squeeze the go pedal of a Mustang or Corvette. Instead, speed just builds insistently as the engine winds up and you begin to understand why they called these things “hummers”. The sound of a Wankel is also like nothing else on the road. Instead of the roar and rumble of a big V8, the pitch of the Wankel just builds in direct proportion to the revs with a precision, mechanical sound.

When the time comes to change direction, the RX-8’s steering mechanism is definitely up to the task. The effort is a bit on the light side, but there’s no slop and adjustments to the wheel angle are perfectly matched by the direction of the car. The double wishbone front and multi-link rear suspension do a wonderful job of keeping the rubber on the road. The car’s structure feels solid over uneven pavement and despite the relatively narrow 225/40R19 tires, grip was plentiful. The combination of the suspension, steering and relatively low weight of less than 3,100 lbs. yields a responsive and nimble sports car. The one dynamic issue was the stability/traction control system. When the slip control activates at the limits, it jerks the car back into position too aggressively. Turning the stability control off and repeating the same maneuver, the back end slides away progressively and simply backing off the throttle brings it back in line.

The bottom line is that even with two extra seats compared to the old RX-7, the latest “hummer” from Japan is truly a sports car. The rear seats are just a bonus for those times when you need to bring along a couple of extra friends. Now that the days of the big SUV are coming to an end, it’s time for the “Zoom-Zoom” brand to reclaim its nick-name. If only Mazda would offer some adjustable Recaros that allow drivers to fit the car to their bodies, the RX-8 would be almost perfect.

Photos Copyright ©2008 Sam Abuelsamid / Weblogs, Inc.

Rx8 versus Audi TT 2.0 TFSI

October 28, 2008

Head to head tv show has tested the Mazda Rx8 40th anniversary manual 231 bhp against the Audi TT roadster 2.0 turbocharged TFSI 200bhp. The Rx8 wins all rounds, having the better times on both circuit race and drag race 1/4 mile. Also the Rx8 has 4 seats, better handling control and it’s cheaper to buy.

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