While different in myriad ways, the Aston Martin DBX, Ferrari Roma and Alfa Romeo Giulia QF GTA all share one common trait: near perfect weight distributions. That’s an SUV, grand tourer and a track-spec super saloon, all with a preoccupation for placing their heaviest bits close to centre. It’s also one of the reasons Mazda’s use of the rotary engine remains so revered to this day; nothing powered by petrol comes close to the packaging benefits of the Wankel.
The last RX-7 used a twin-turbocharged unit of just 1.3-litres in capacity, so it could be placed deep in the engine bay to give the RX-7 50:50 weight distribution. The 13B-REW unit, complete with its Hitachi HT12 blowers, produced a 964 Carrera-worrying 240hp peak, so it was more comparable with much larger engines. Indeed, the RX-7 was listed under Britain’s Vehicle Excise Duty as a 2.6-litre, its equivalent piston capacity, to ensure owners didn’t sneak into the cheap bracket with such a potent motor. Like all of Mazda’s rotaries, the RX-7 liked a drink, too.
The reward was great, though, the boosted Wankel offering zingy responses and an 8,000rpm redline thanks to its rotating internals, so the RX-7’s character was entirely different to those offered by its many sporting compatriots. Of course Japanese legends abounded at the time; we had the Honda NSX, Nissan 300ZX and Mitsubishi 3000GT, and the Toyota Supra, which would quickly become the RX-7’s arch rival on the tuning scene. The Gen 3 FD3S RX-7 was, along with those cars, a supercar-bating hero; but thanks to that Wankel, it was also brilliantly light on its toes. Its performance and handling were tied in a sweet JDM bow.
It didn’t need all-wheel steering or driving aids, they just added weight and complication, according to RX-7 programme manager, Takaharu Kobayakawa. Instead, that balanced setup was enabled by extensive use of aluminium and thermoplastics, while rigidity was enhanced using a cross-brace to connect the engine directly to the rear-mounted Torsen limited-slip diff. It made for a beautifully linear and cohesive package, albeit one with a raw, racy exhaust note made all the more aggressive with aftermarket pipework. It was quick, too; 60mph came in 5.5 seconds. And rare, thanks to only 210 Gen 3s having made it officially to Britain.
Yet many people wanted more. The aftermarket parts available for RX-7s was extensive and you know which film franchise ensured that some ended up wearing extended aerodynamic addenda to go with ramped up engine and chassis hardware. Many swapped their 13Bs for 20Bs, enabling ridiculous power outputs, but also doing exactly what Kobayakawa wanted to avoid in the first place. Adding weight and complexity. Now, though, we can appreciate the original stuff, which is why today’s Spotted stands out in the classifieds as something a little bit special.
This 1993 RX-7 has been owned by the same family throughout its life – the latest custodian is the original owner’s daughter – and it has only 26,000 miles on the clock because it was stored for two decades. That might ring alarm bells, but the seller says the car can be be supplied fully serviced and recommissioned by Mazda at the £25k asking price, which seems fair. Clearly car has investment potential, but with any luck the next owner will also be the sort to take pleasure in knowing that the car they’re driving is exactly as Kobayakawa intended.
SPECIFICATION | MAZDA RX-7
Engine: 1,308cc, twin-turbo rotary
Transmission: 5-speed manual, rear-wheel drive
Power (hp): 240@6,500rpm
Torque (lb ft): 217@5,000rpm
MPG: 21ish
CO2: 258g/km
First registered: 1999
Mileage: 26,000
Price new: £32,000 (UK, 1992)
Price now: £24,995
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