1986 - 1991 FC3S: Specifications and History

[NarendZORCE]

1986-1991 "FC" 2nd Gen Specifications

Year Name Horsepower Torque C/R
1986-1988 13B 146@6500 138@3500 9.4
1987-1988 13BT 182@6500 183@3500 8.5
1989-1991 13B 160@7000 140@4000 9.8
1989-1991 13BT 200@6500 196@3500 9.0

Drivetrain

Year Model/Engine Gear Ratios/Top Speed Differential Ratio
1986-91 5-speed/13B 3.48,36; 2.00,63; 1.37,92; 1.00,125; 0.70,128 4.10
1987-88 5-speed/13BT 3.48,36; 2.02,63; 1.39,91; 1.00,126; 0.76,142 4.10
1986-91 4-speed auto/13B 3.91
1989-91 5-speed (LSD)/13B 3.67,38; 2.22,62; 1.43,96; 1.00,133; 0.76,133 4.30
1989-91 5-speed/13BT 3.48,36; 2.02,63; 1.39,91; 1.00,126; 0.72,146 4.10

Exterior Dimensions

Year Length Width Height Wheelbase Track F/R
1986-88 168.9" 66.5" 49.8" 95.3" 57.1"/56.7"
1989-91 169.9" 66.5" 49.8" 95.3" 57.1"/56.7"

Weight

Year Model Weight (lb)
1986 5-speed 2,625
1986 4-speed auto 2,695
1987 5-speed NA 2,700
1987 4-speed auto 2,735
1987 Turbo II 2,850
1988 5-speed NA 2,720
1988 4-speed auto 2,750
1988 Turbo II 2,870
1988 Convertible 3,003
1989 GTUs 2,725
1989-91 5-speed NA 2,857
1989-91 Turbo II 2,987
1989-91 Convertible 3,140

Performance

Year Model 0-60 0-100 1/4 mi. Top Speed
1986 5-speed 7.8 23.7 [email protected] 128
1986 5-speed Sport 7.8 23.4 [email protected] 132
1987 5-speed NA 8.0 24.3 [email protected] 128
1987 5-speed Sport 8.0 24.0 [email protected] 131
1987-88 Turbo II 6.7 19.3 [email protected] 142
1988 5-speed 8.1 24.5 [email protected] 132
1988 5-speed Conv. 8.9 29.2 [email protected] 121
1989 GTUs 7.4 21.5 [email protected] 135
1989-91 5-speed NA 7.6 22.5 [email protected] 134
1989-91 Turbo II 6.5 18.2 [email protected] 146
1989-91 5-speed Conv. 8.7 25.7 [email protected] 125


The History of The 1986-1991 Rx-7

The Second Generation Mazda RX-7 breaks the IMSA record for a single model car with 67 victories and most consecutive wins for a model ( 11 years in a row )

By mid 80's the original RX-7 had grown old and sales were going down too. The 2nd generation RX-7 was soon to come and the car has been in progressive development from around the same time the first RX-7 was introduced. Date was being gathered from existing RX-7 owners of what they thought about the what they wanted in it, and so on. The new model was going to be a bit bigger, sportier, handle better, more luxurious and obviously cost more. So around 1981 the new car under codename P747 was started to be developed.

One main path that the new RX-7 did not want to go, was the big bulky " luxury sports car ". The new RX-7 was going to be built from ground up to be a light purposeful true enthusiasts sports car. Mazda introduces the 1985 2nd Generation RX-7 ( more popularly called the " FC " ) as a 1986 model. Numerous upgrades were made 'standard' at this point, including a standard 13B-DEI 146HP engine and 4-wheel disc brakes. For the first time in North America in 1987 a 180HP Turbo model was made available. The Turbo model was called Turbo II ( even though in press releases it was known as the GT ) because there was a Turbo I model in the previous generation RX-7. The transmission in the Turbo II model was a heavy-duty Type-R where the rest of the models would get the cheaper Type-M. The new RX-7 was a hit with the public and the best sales figures to date for the RX-7 have proved that ( 56,243 out of 72,760 produces in the the first year )

In 1988 a Series II RX-7 appeared, Mazda refreshened the RX-7, with minor exterior changes, the most obvious of which was the rear lights changing from the matrix of four lights on each side, to the classic looking round lights on each side, reminiscing of the R100, RX-2, RX-3, RX-4. Additional external changes included a revised front fascia ( old one ), and body-coloured rub strips. The normally aspirated 13B-DEI-II was revised to produce 160HP, the Turbo to 200HP. Several options and packages were changed, as well. For instance, pre-1988, the aero-effects package consisted mainly of small plastic pieces placed strategically around the body (behind front wheelwell and on the rear lip of the car behind the hatch). The new spoiler was much larger rear spoiler became available and appeared as standard equipment on the Turbo II.

The decision to replace the original First Generation RX-7 was made in the fall of 1980, and the official development proposal for Project P747 was put forth in June 1981 Akio Uchiyama, who had contributed greatly to the original RX-7, was designated Chief Project Engineer.

The new RX-7 would be a middle-road sports cars, somewhere between a basic and simple car, based on existing components, and an all-out techno-feast with electrically adjustable everything. A step up in class from the original RX-7, the new RX-7 would target the market of the Porsche 924/944. The final result, introduced for the 1986 model year, was very close to that bogey, too close in styling, say some, but a dead heat in performance.

Little but the name remained from the original RX-7. The shape was familiar but new, as was the basic chassis, with front strut suspension and front mid engine/rear drive configuration was retained. Lower arms for the front suspension, however, were H-section castings, for reduced vehicle weight. Aluminum hubs were also used up front for weight reduction. Ainti-dive was built into the front suspension, and special bushings were used to decrease harshness without decreasing precision or control.

The live axle of the first generation, one of the RX-7's inheritances from the RX-3, was abandoned in favor of fully independent rear suspension, using semi-trailing arms with DTSS (Dynamic Tracking Suspension System) featured a " Tri-axial Floating Hub " and an extra link to overcome the oversteer-inducilng toe-out during cornering, which was typical of simple semi-trailing arm suspension, and control the camber changes inherent in that suspension system. With DTSS, natural toe-out predominated below 0.4 g cornering force. This, in fact, helped in steering the car around turns. During harder cornering, however, the suspension load, the geometry of the links, and the calibrated bushing compliance combined to counteract the toe-out and generated net toe-in Toe-in was also created during braking, which aided stability. It was, in effect, passive 4WS. Though generally praised, DTSS was not without critics. Indy car engineer lan Reed, writing for AutoWeek, called it "an attempt to correct a basic design flaw"; ie., the semi-trailing arm setup itself.

Mazda's Auto Adjusting Suspension micro-processor-controlled shock absorbers with three damping rate settings was standard on the GXL. The computer varied shock in response to car speed, lateral acceleration, longitudinal acceleration and braking, and steering wheel angle, as well as to whether the " Normal " or " Sport " button was pressed.

Mazda finally replaced the recirculating ball steering system with rack and pinion. For a firmer on-center feel, Mazda put a 0.5mm bulge in the center of the rack for a tighter fit. Standard on GXL and Sports Package models (optional elsewhere) was speed-sensitive variable power steering assist.

Four wheel disc brakes with ventilated front rotors were standard equipment on the RX-7. The GXL and Sports Package-equipped cars came with aluminum 4-piston calipers up front and single-piston floating caliper ventilated rotors at the rear. The base models had single piston vented disks in the front and solid disks in the rear. These calipers were light weight, made of forged aluminum, and heavily finned for heat dissipation brake pads were semimetallic.

And finally, engine mounts were removed from the front of the engine relocated at the middle in order to eliminate resonance that occurred at about 3500rpm. Two transmissions were available, the Mazda 5-speed manual or JATCO 4-speed overdrive automatic. The exterior styling had to reflect the upward move of the RX-7 Mazda design chief Matasaburo Maeda, responsible for the styling of the 1st-generation RX-7, was clear about his desires for the second: " I want the car to impart a mature feel and an impression of quality. Youthful, yes, but not juvenile " Apparently, despite numerous racing victories, Mazda still had something to prove in the marketplace!

Originality is in the eye of the beholder. Automotive press comments on the new RX-7 included "clean and attractive" (AutoWeek) and "the collage [of Porsche, Daytona Z, and Camaro Z-28 styling cues] is attractive" (Car and Driver), while Road & Track said, the "styling may not be original," and in fact, called it "timid."Aesthetics aside, there were functional aspects of the body that were quite impressive, but certain limitations were inviolate.

For home-market sales, width and length could not exceed Japan's "small car" dimensions. Anything over 1700mm and the tax doubles; the RX-7 was the customary 10mm less. Weight was another constraint, not only for performance. Because fuel-economy testing is performed on a chassis dyno with resistance at certain weight breakpoints, Mazda needed to keep the RX-7 under the US EPA's 2,8751b class for standard transmission-equipped cars (3,000lb for automatic transmission class). It was critical that the RX-7 have a combined EPA city highway fuel mileage rating of 22.5mpg or greater to avoid the federal Gas Guzzler tax "Never again," stated Uchiyama, recalling the 1973 Oil Crisis debacle, "will we be called a guzzler"

Thus Mazda used light alloy suspension arms, engine mount brackets, front brake calipers, rear differential casing and mount, spare wheel, and, on some models, hood. Even the jack was for lighter overall vehicle weight!

Whether original or not, the body shape was aerodynamic. The drag coefficient for the standard model was cited as 0.31 The "aero kit," part of the Sport option group, reduced Cd to 0.29. Kit pieces included a small rear spoiler, spats on the rocker panels in front of the rear wheels, a discrete front air dam extension, and an aluminum belly pan under the engine bay. The large frame around the side windows not only gave an "aircraft-type" door opening, but also helped the door stay snugly closed at high speeds and cross winds, reducing wind noise. A metal sash around the hatch allowed thinner glass to be used, thereby saving 10lb.

The body was extremely rigid as well, and thanks to revised bracing for the US tests, 2+2 seating was optional in the new RX-7. Those choosing the "true sports car'' two-seat configuration got locking bins behind the front seat. The rear seats, when ordered, were tiny. One critic suggested using them for your pet monkey, an other for the "occasional munchkin." Either way there was no difference in the chassis itself, as with the 280ZX 2+2 "stretch." The wheelbase remained the same, as did the overall shape.

The new dash was reconfigured, with the tachometer given primacy again. In the reconfiguration, the tachometer was centered between a smaller speedometer on the right and 4 auxiliary gauges on the left. The steering wheel had a grippy rim. The shifter was universally praised for feel and precision. Some of the controls were quirky, but the interior was generally well received. The GXL model had upgraded velour and more carpeting, as well as optional leather seating. The seats were well bolstered buckets; the GXL's seats had added options for adjustability.

In addition to the upgraded accommodations, GXL models had larger 205/60VR 15" tires (versus 185/70HR-14" on the base RX-7). The Sports Package included the larger tire size, along with firmer shocks and springs. List price for the two-seat RX-7 was an amazing $11,995; for the GXL, $16,645 The 2+2 added an other $500.

RX-7 Turbo II:
The ink was barely dry on the first rave reviews for the RX-7 before Mazda brought forth the piece de resistance, the RX-7 Turbo II " The result " said Car and Driver, " is a fast and furious streetfighter with the legs and lungs to stick it in the face of much of the expensive iron tolling the streets " Indeed, in a 3-way test against the Chevrolet Corvette and Porsche 944 Turbo. the RX-7 came in 3rd in acceleration, braking, and cornering, though only minimally, but it also came in third in price, In fact, the RX-7 was 1/3 as expensive as the Porsche 944. Bang for the buck? Mazda !!!

Introduced at the Chicago Auto Show as a 1987 model, the RX-7 was transformed from a really good sports car to something that honestly could be called world class by its 13B Turbo motor. The Turbo II designation (applicable to the engine only and not the model, Which was simply called Turbo) apparently came from it Mazda's second turbocharged rotary, though it was the first to be imported to the Uinited States. The first Turbo rotary was actually a 12A Turbo I, installed in the home market Cosmo Turbo ( launched autumn 1982 ) and later in a (again) home market version of the 1st-generation RX-7.

The turbo raised the horsepower to a new high for a production rotary: 182HP@6500rpm. But it was thirsty despite EPA ratings, AutoWeek editors found themselves unable to keep their foot out of that marvelous boost and no more than 11.8mpg ... But then the other complaint was that the $19,345 base price, which included sunroof, A/C, power windows and locks, and the aero kit, but not power steering, was subject to dealer-added profit during the RX-7 Turbo II's first year, such was the demand. And anyway, Motor Trend named it 1986 Import Car of the Year. As they say, when you're hot, you're hot. And the Turbo II was hot stuff indeed.

1987
Hot on the heels of its maiden year, one wouldn't expect major changes in the RX-7. And one would be right. The most significant change was the optional availability of anti lock braking (ABS), but only on GXL or Turbo models. And at that, ABS added a whopping $1,300 to the cost, which had already gone up about $1,000 for all models.

Still there were more awards. Car and Driver named the RX-7 Turbo one of its Ten 10 for 1987, and Road & Track dubbed it one its 10 Best Values, as the Best High Performance Car for $17,500-22,500.

1988
The RX-7 were topless for 1987 ( Turbo only ) and made it to North America as a 1988 model ( NO Turbo ), as Mazda's first production convertible. The roofless rotary was anticipated from the beginning of the 2nd generation project, and thus, accommodations for the convertible version were included in the basic design, The accommodations facilitated conversion, but the unit body required substantial reinforcement to compensate for the elimination of the steel root's truss effect. To wit, double-skinned sheet metal box sections were added to the crossmembers behind the engine and cabin, the door-hinge pillars were strengthened, the side sills were made from thicker steel, and plates were added to the floor pan Some 378lb were added, but most if not all of the body shake typical of topless models was eliminated. The RX-7 convertible had a three-position top and soft boot.

Other changes to the convertible included a final drive ratio of 3.98:1 ( instead o1 the 410:1 of the coupe ). With the ratio swap and additional weight, acceleration was slowed: whereas 0-60mph took about 8sec for the nonturbo coupe, it was 10.3sec for tile convertible. The steering wheel was slightly different for the drop top Mazda, and made for Mazda BBS forged-alloy road wheels were specific to the convertible.

The convertible top itself was well styled and even relatively aerodynamic when raised, upping the Cd to only 0.33, good even for a coupe, much less a ragtop, However, ragtop the convertible really wasn't, since it was fully lined and had no framework showing. In addition to the raised and fully lowered positions, the top could be set at "half-roof" by removing the rigid plastic targa panel that forms the front half of the roof. Luggage space, eaten up by the microchip-controlled electric soft top, shrank from about 20cu-ft down to just over &u-ft.

A Mazda innovation was the Windblocker, developed by Takaharu Kobayakawa. "Koby" liked to drive top down, but when driving to a Japanese ski resort, in season he found the backdraft made it spine-tingling in the wrong way. The Windblocker was the result.

Standard equipment included power windows and mirrors and an upgraded stereo; options for the Convertible were limited to one package consisting of leather upholstery, headrest speakers, and CD player. Sorry, no automatic in the drop top. bald Automobile of the convertible, " you can hear the muted burble of the twin tailpipes the note rising to a flat, symmetrical blare as the revs rise, in a way you never will in a closed coupe. Just one of the many pleasures of open-car touring. "

The base RX-7 for 1988 was dubbed "SE" and the GXL continued as the luxury version with standard electric sunroof, rear wiper/washer, power windows, leather-wrapped steering wheel cruise control, A/C, and AAS suspension; the GXL option list covered leather upholstery, ABS, CD, and the 4-speed automatic transmission.

A new GTU model, its name celebrating the model's competition success in IMSA's racing class, got 15 x 6" aluminum alloy wheels and 205/60VR15 tires (as did the GXL, while the SE made do with 185/70HR14 rubber on 5.5 x 14" wheels). Also standard on the GTU were "sport-tuned suspension" sport seats, aerodynamic body pieces, limited-slip differential, and body-colored electric door mirrors. No options were listed. Read & Track called it "one of today's truly great driving machines, a superb balance of all the things that make a calf go without sacrificing any of the qualities that make it nice to be in."

The Turbo continued in its 182HP ways with no significant changes. A 10th Anniversary package was offered on Turbo models, however. It included special badging on the flanks and an embossed 10th-anniversary steering wheel as well as virtually every option in the book. Price was an all-time-high $24,650.

1989
The 1989 GXL got new wheels, a rear Spoiler and like all RX-7s, color-keyed side moldings. The turbo and the GTUs got new rims. Mazda reshuffled the RX-7 deck for the 1989 model year, and offered a new model, rearranged in honor of IMSA wins, the base 1989 RX-7 was called GTU, but a special model available for one year only was the GTUs, availability of features, and added power to naturally aspirated and turbocharged engines. For 1989, the GTU became the base model while the GTUs, according to Road & Track, was " endowed with all the sartorial splendor and handling progress of the top-of-the-line Turbo, without any sort of forced breathing " In other words, it was the Turbo chassis with the naturally aspirated engine. The Turbo was back as, Mazda said, "the ultimate expression of the RX-7 in terms of performance and technology." The luxury-oriented GXL returned, as did the Convertible.

The engines went to 160HP in nonboosted form and up to 200HP with the Turbo. Torque also increased, and the nonturbo engine revved to an amazing 8000rpm. In both engines, the additional power was due to higher compression ratios, lighter rotors and revised intake systems, and improvement in the turbocharger in the Turbo model. Fuel mileage went up as well.

The intake revision for the 13B engine was an advancement of DEI called Variable Dynamic Effect Intake This was a two-stage DEI controlled by which combined the handling package of the Turbo without the added expense of the turbocharged engine Mazda

A rotary valve that determined whether the pressure waves bouncing back and forth travel a longer or shorter path. Above 4500rpm, the valve opens, shortening the intake tract and increasing torque at higher rpm. The rotor was lightened by 5% and the flywheel by 16%, which allowed a higher rev limit. The airflow meter was changed to a linear type for reduced air resistance and more precise measurement, and the engine control computer speed was doubled and operation upgraded for faster response to throttle inputs. Even the oil pump was computer controlled for more effective lubrication and reduced oil consumption.

For the Turbo, a new turbocharger, dubbed Completely Independent Twin Scroll, fed both exhaust ports directly at the impeller, "This permits," explained Mazda, "the powerful exhaust pulse generated by the opening of the exhaust pert to directly hit the turbine blades without interference from the exhaust of the other rotor." Combined with the twin-scroll design of the earlier 13B-based turbo-rotaries, this resulted in reduced turbo lag and increased torque. Electronic control of the turbo wastegate, which allowed more closely calibrated response than purely mechanical control, also improved torque and response, and provided peak torque from 2,000rpm to 8,000rpm.

The 1989 RX-7 Turbo could be distinguished from earlier, less powerful turbos by its new nose, though the extra 12HP came from changes under the hood.

Mazda improved the shift-rod mechanism for better feel and shortened the shiftier too, reshaping it as a "gun-grip type" On all but the GTU, the shift lever, steering wheel, and handbrake handle were leather covered. Optional was a new electronically controlled 4-speed automatic with lock up torque converter and Hold mode that keeps the transmission in the lower three ratios when selected. The automatic was available in the GTU, GXL, and, for the first time, the Convertible, but not in the GTU s or Turbo.

Suspension was unchanged, except for the ball-joint mountings for the anti-roll bars, which Mazda claimed would decrease noise, vibration, and harshness. Engine-speed-sensitive power steering was used on the GTU and vehicle-speed-sensitive power steering was installed on all other models.

Built-in fog lights graced the front ends of the GXL, Turbo, and Convertible models, and all models had redesigned tail lamps with smoked lenses over dual round lights. Body side moldings were color keyed. More important functionally were the minor changes to the nose profile that decreased frontal lift and rear lift as well. For weight savings, an aluminum hoed was used on the GTUs, Turbo, and Convertible models.

Both the GTUs and Turbo had viscous coupling limited-slip differentials for better traction, the GTUs getting a final drive ratio of 4.30:1 to make better use of the high revving naturally aspirated 13B. The Turbo and less sporting manual-shift RX-7s were equipped with a 410:1 final drive ratio.

For 1989 only, the GTU had the base brake setup, while all other models got the 4-piston calipers. ABS was standard on the Turbo The GTU and GXL got 15" alloy wheels; the GTUs and Turbo got 16" alloys (both sizes lighter and restyled); and the Convertible continued with the 15" BBS rims.

The dash layout and marking on the gauges was changed for 1989. New seats, designed for better lateral support in cornering, also received new upholstery. Leather was again standard in the convertible and optional in the GXL and Turbo. Other interior changes included a mouse type passive belt for all models but the convertible, and a new parcel shelf shade for the Turbo and GXL (apparently the only RX-7 owners with something to hide). The 2+2 configuration was available only in the GXL. All in all, 1989 was a major step up for the RX-7, with significant changes making it a virtually a new model.

1990
For 1990, the only change for the RX-7 was the addition of an airbag passive restraint for the Convertible. The GTUs model was dropped after 100 had been made. Sales and press release material doesn't mention the model, and it is only footnoted in the owner's manual specifications.

1991
Mazda simplified the RX-7 line to three models: Coupe, Turbo, and Convertible and packed all three with an extensive list of standard equipment: air conditioning, power windows and door locks, leather-wrapped steering wheel and shift knob, and antitheft alarm. The Coupe was available with two option packages. Package A upgraded the interior trim, added a power sunroof, tilt steering wheel, cruise control, the 4-piston caliper disc brakes, and an upgraded driver's seat. Package B was available with the Coupe or Turbo and included leather seat trim, a CD player, and rear cargo cover (standard on the Turbo).

The only option on the otherwise fully equipped Convertible was the 4-speed automatic transmission. The Convertible was painted using Mazda's Hi-Reflex process, which actually rotated the body while baking the paint in a drying oven. This process permitted thicker coats of paint to be used without runs or drips and provided a glossier finish than conventional painting processes.

Finally, 1991 can't be left without mentioning the RX-7 lnfini IV. This product of a Mazda skunk works for performance cars was the last of a series based on the 2nd-generation RX-7. It was to the RX-7 what the Road Runner was to the Plymouth Satellite, without the beep beep. A factory hot rod, the Infini IV was lightened ( 287lb ), by removing all the noise dampening material and using lighter parts. Stiffened ( shocks 25%, springs 10% and dropped 1" and it received a front strut brace, so the numbers showed a 0.91G on the skidpad), and generally biased as close to road race specs as you'd want a street-legal car to be. In fact, with no air conditioning, maybe even too close. Power was bumped to 215HP, largely by changing the exhaust "main fold" to increase exhaust impact on the turbocharger. Performance was 7s and 14.9s, with an impressively matching braking force 60-0 in 141ft. Color choice was restricted to a black-green. One Intini RX-7 was brought to the United States to fascinate American journalists who, once over the right hand drive, loved the hard-edged personality of the car. And yes, after its public relations stint was over, the Infini IV was shipped hack to Japan. So don't look for it in some dusty warehouse comer.

1992
Well, there was no 1992 RX-7, just as there was no 1983 Corvette. With the 1993 RX-7 due out in midyear, dealers simply sold the old model till the new one came out.

What to Look For
The FC RX-7 was a big step up in durability from the first. Rust prevention was greatly improved, and the model's relative newness means that rust is less likely. A well kept naturally aspirated rotary should be able to hit the 200,000km mark, where a Turbo might need a major tune-up and at the worst a turbo or motor rebuild at 150,000km. Motors that are not cooled down or warmed up properly will have a better chance at failure. Some say that you should stay away from modified rotary cars, but you can save a lot of money and hassles if the job was done right in first place. And some would even argue that cars that have been upgraded will last longer if the muffler and the intercooler has been changed. One of the main killers of RX-7s is the exhaust system, plugged catalytic converters will the motor in no time ( pieces and back pressure will find its way into the motor and cause detonation or physical damage ). Many have a negative view on the RX-7 because of its reported short life expectancy and dealer prices. So some choose purchasing an RX-7 with a motor that is blown or high miles and good body shape and invest in a rebuild and better flowing exhaust.

RACING:
This tine the Racing Speed pulls off another RX-7, this time an FC Mazda RX-7 (motor) and tries its luck again at Bonneville in the Grand Touring Sports class, succesfully reaching 238.442mph.

1986
Amos Johonson starts off the season with a RX-7 win at Dytona 24H, but the dominat car would be the RX-7 driven by Tom Kendall, he was a young rookie that got 8 second palce positions. SCCA GT-3 runnoffs got Bill Schmid a 3rd place in a RX-7 and Bruce Short 4th in a RX-3. Millen had now concieved a lighter rally FC RX-7 with 4WD, a peripheral 13B, but it was still not enough to beat the Audi Quattro so he threw the towel and went to race his 323GTX for the Olympus team to win his class by the end of the season. This was the end of Milens rotary sports cars.

1987
Amos Johnoson stats off the season again to win the Dytona 24H in the same car. Mazda's Manufacture's Championship was aided by the GTU wins of Al Bacon and John Finger in GT-2. The GTO was a disapointemt that year because the naturally aspired 3-rotor was simply not enough agaisnt the big V-8s and Turbos, the GTO car never finished better then 5th.
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1988
Tom Kenball repats another GTU win, but it was not in a Mazda or a rotary, he pulled it of in a Chevy Beretta. Although Amos Johonson won the Dytona 24H and Sebring. Chuck Kenball (father) bought Tom's RX-7 and let his other son Bart take it to 4th place. John Finger entere his RX-7 in SCCA GT-2 but got beat by couple of Porsches and a quick Celica to finish 4th. Bill Golden placed 3rd in his RX-3 and Jeffery Scorville had 6th in his RX-7 in GT-3. Millen wnet to win his class in the 323GTX and Richard Kesly won the Rally Production GT class at Pikes Peak with an RX-7

1989
Amos Johnoson ran strong leading the Dytona 24H, was forced into the pits for 21minutes, came back and still placed 3rd. Al Bacon saves the points lead and places Mazda on the pole for the 8th consecutive time in the GTU class. In mid-season the new 4-rotor MX-6 arive and yeild another GTU win with John Finger. In SCCA GT-2 was a head-to-head battle between the RX-7 and the Porsche 944S, John Finger dodges off the course and brakes his suspension. Matt Minch started last with his RX-7 and brought it in the lead to only have it crash in the same race. Bill Reid entered a RX-7 in GT-3, qualified 2nd fastest but did not finish the race.


1990
Mazda noticed that the sponsored racers were starting to have bigger chalanges from the factory financed Porsche, Ford, Chevy, so they built and sponsored entire teams. The new 4-rotor RX-7 proved to be the fastest in qualifing, but luck would have it and one would swollow a folt from the air filter and kill its motor early into the race. The sencond 4-rotor finished 2nd in GTO and 7th overall. The 4-rotr was designated 13J-M2 and it was the same motor as the 767B LeMans car from 1989. It had a Variable 2-step Intake System, trumpets would extend when load was low and shorten when loads where high. They were set to open at 7500rpm (80% laod) ... the motor was rated at 630HP@9000rpm and 378lbft@8000rpm.

All this was achevied on a normaly aspirated, regular unleded pump fuel from a 2.6L. First the #63 car retired, than the #1 car retired but they had enough points lead to land them into 3rd place. However the 4-rotors came back with vengence and took first at Maimi, Long Beach, than Topeka and another one at Mid-Ohio and San Antonio street race where the RX-7s have passed another Mazda milestone ...... their 100th IMSA win. In GTO Halsmer placed only 3rd. Amos Johonson took the GTU in the Highball Team RX-7 in Dytona 24H, this was the last GTU win that season and the 4-rotor MX-6 took the Manifacture's Championship with 1st and 2nd driver standings.

1991
In this year Mazda only had one car in the GTU since they shifted their attention to GTO efforts. And again unsurprisingly the GTU win happened by Dick Greer (ex-89 Dytona 24H winner ) .... but the team brought the car a smashing 100 miles ahead of the 2nd place contender. The 2nd place was held by a ex-factory owned MX-6 4-rotor driven by Roger Mandeville and 3r place was held by Amos Johonson in the new style GTU RX-7.

Mazda had littel to gain from the GTU races so lots of effort went into the GTO teams, the suspensions were new, the aerodynamics were further improved. The team struggled to bring the car to 5th place. The Mazda team had an early points lead and the car entered at 2250lb and IMSA kept on adding weight (100lb after the New Orleans street arce ) to keep the series competative and the Mazda never gained another 1st place finishes at GTO races, but they managed wins at Laguna Seca. In the finaly the Mazda came ahead of the powerfull Nissans and finished first in the points league to win the GTO and this was an the same year that the 4-rotor program got the early kill. And Rod Millen took his RX-7 4WD Turbo to Pikes Peak to win the event, this time he came prepered, got the right times and recieved what he deserved.

1992
Mazda ind the 1991 LeMans 24H ( first for a Japanese car and first for a rotary ) but the Frech banned the rotary after that so Mazda pulled the plug on the GTO 4-rotor racers and concentrated on the evem more chalanging GTP class. The team and the car was ill fated, the RX-792P never achieved its highs because of politics, so the cars were handicaped due to their motors, Peter Farrell and Willy Lewis for the first time in their series have finished 5th and 6th overall. That year the Daytona 24H was still showing strong runs by the RX-7 ... they "won" it again with another amazing 63 laps in front of a Mazda MX-6.

SCCA at Atlanta Bill Reid GT-2 RX-7 Placed 3rd, GT-3 RX-7 with Michael Lewis also placed 3rd. SCCA World Challange Makato Yamamuro finished 2nd in Class-B and Sergio Afansenko finished 3rd in Class-C.

At Bonnevile the Racing Beat team had a misshap, their new 3rd generation RX-7 had previously flipped at 240mph. This year the car wa entered in the C-BMS ( Blown Modified Sports ). This was the most sophisticated engine and car Racing Beat ever produced. This was a 3-rotor 13G ( not 20B) racing engine with Triple KKK Turbos ( one for each rotor ) each had its own intake and it was cooled by an water to air intercooler. The motor outputed 774HP@8100rpm the goal was 300mph. First the car pulled a 215mph at Ohio Transport Reaserch Center, than a 182mph El Mirage Lake (shorter than Bonneville) ... the car was traction limited even with a 150lb balast in the rear. The car hasn't had a desent run on the long track because of weather condition for couple of weeks. The car finaly had a run and became airborne, flew 10' in the air, landed on its rear right corner, did couple of other flips and slided upsidown.

1993
Sports car sales where slowly goign down and Mazda also pulled the plug on their racing devision to concentrated on production and competition of production cars instead ( because of its finacial situation and the Japanese economy ). Gone was the still born GTP devision, but Mazda left some support to privateers that wanted to race. Mazda was still a froce to be wrekened with in GTU .... winning the 1993 Dytona 24H and Sebring 12H. Mazda took 3rd in Manufactures's Championship with its limited and deminishing crew.

In SCCA it was also a disapointing year in GT-2 and GT-3, many misshaps and black falgs eliminated and left the RX-7s behind in placings and point.

24HOURS OF SEBRING
YEAR CLASS DRIVERS CAR (Overall pos.) MOV
1993 GTU Greer/Uria/Bacon/Mees Mazda RX-7 (16th)1 lap
1988 GTU Johnson/Marsh/Marsh Mazda RX-7 (15th) 2 laps
1987 GTU Bacon/Reed Mazda RX-7 (17th) 1 lap
1986 GTU Mandeville/Smith Mazda RX-7 (8th) 1 lap
1984 GTU Baldwin/Young/Reed Mazda RX-7 (9th) 4 laps
1983 GTU Dunham/Kline/Compton Mazda RX-7 (6th) 1 lap
1982 GTU Mandeville/Johnson/Kline Mazda RX-7 (6th) 12 laps
1981 GTU Mueller/Bohren Mazda RX-7 (9th) 3 laps
1980 GTU Mandeville/Downing/Friselle Mazda RX-7 (9th) 10 laps

Year/Month Award/Competition From Country

90/Oct won IMSA GTO-class Manufacturers' Championship(based on points won during racing season) International Motor Sports Association (race sanctioning authority) U.S.A.
90/Nov Top Ten Performance Cars ('Cost an Object' Category) (RX-7 Turbo II) Motor Trend (magazine) U.S.A.
87/Dec Ten Best Values, High Performance Category ($17,500 - 22,500) (RX-7 Turbo) Road & Track (magazine) U.S.A.
Ten Best Cars (RX-7 Turbo) Car and Driver (magazine) U.S.A.
86/Jan Import Car of the Year '86 Motor Trend (magazine) U.S.A.
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Japanese Specs:

www.j-garage.com/mazda/rx-7/1989spec.htm

www.j-garage.com/mazda/rx-7/1987spec.htm
_________________
Drags, Circuit, Solodex, Rally, Karting, the Shows, the Girls, the Car you drive...
ZORCERs done know... the speed lifestyle magazine in the Islands, ZORCE
Click to hear it >> http://www.zorce.com/fortheforums/Zorce15NEW.mp3
Download & SEE iT! >> http://www.zorce.com/fortheforums/Zorce-15.mp4
...........................................................
Oh Yeah! Feel the Rush, it's like... WOW!
May the (Mass x Acceleration)-F+Z be with you...