Mazda RX-8 2008 Review

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.0/5.0
Behind the wheel: 3.0/5.0
X-factor: 3.5/5.0

About our ratings

OVERVIEW
The not new but improved, reworked, or in Mazda's words "revitalised" RX-8 comes five years after its introduction; the revolutionary model by now well due for a makeover in order to maintain its self-made argument.

Mazda's unique formula for the RX-8 didn't need to change too much; singular as it is for its rotary power and innovative four-door coupe design. So, it's the same rev-happy performance and the same standout sports styling -- all at pretty much the same price.

What's different is a better 'hold' on that performance with revised gearing and handling benefits by way of chassis and suspension improvements.

The range also now stars a harder-edged hero model at the top, in the new GT. Mazda Australia expects the GT model will be the range's best-seller, accounting for around 40 per cent of sales while the majority of Luxury models (making up 30 per cent) will be ordered as manuals, despite a new six-speed auto offering.

The new RX-8 range-topper, the GT starts at $57,625 -- just into the luxury car tax bracket -- and comes standard with 19-inch wheels, Bilstein suspension, Recaro sports seats and body kit.

The mid-spec Luxury model, with new design 18-inch alloys, sunroof, Bose sound system and leather trim, starts at $55,520 and the entry RX-8 (also with 18s) is priced as noted above.

Standard fit equipment for all three models includes sports-tuned suspension, power windows and mirrors, climate control and cruise control.

The rear 'Freestyle' doors have (flip-type) opening windows.

MECHANICAL
All models use Mazda's RENESIS 1308cc twin-rotor engine, matched to a six-speed manual. The manual unit has been updated and features revised gearing. The final drive [differential] ratio has also been shortened (from 4.444:1 to 4.777:1) for better acceleration and responsiveness.

While the GT and entry level RX-8 are manual only, the Luxury model can be ordered with a new six-speed 'Activematic' auto transmission.

The new Activematic unit is produced by Aisin and replaces the outgoing model's four-speed automatic offering. It comes at a $1650 premium over the Luxury's start-up price. The auto features shift paddles and Direct Mode which selects the best gear.

For all the improvements, the new model is actually less fuel efficient, slower and heavier. Consumption is now rated at 12.9L/100km (compared to 12.6L) while the 0-100km sprint now takes 6.4sec rather than 6.2sec. Blame it -- in part -- on the increased weight gain from improvers such as a larger fuel tank and increased body strength, which has added between 20 and 30kg extra, depending on model.

On the plus side, Mazda says that the new RX-8 is now more drivable in "mundane" scenarios with a better spread of low to mid-range torque.

Engine power output is the same as the outgoing model if fitted with the six-speed manual (170kW at 8200rpm) or 158kW at 7500rpm with the Activematic auto, which is an improvement of 17kW. The Mazda-produced manual unit is the same used by the MX-5 model.

Torque output is the same for both versions, at 211Nm (at 5500rpm). Previously the four-speed auto offering was good for 220Nm at 5000rpm.

Though the manual variants are redlined at 9000rpm (cut-out is 9500rpm), the auto version is reined in at 7500rpm. This is to prolong the life of the slushbox's torque converter.

Mazda says modifications to the rotary engine have enabled more usable torque characteristics while the new model's stiffer chassis has improved handling. The latest RX-8 also benefits from suspension revisions including softer springs for better ride.

Engine revisions include an electromagnetic oil pump, in replacement of the previous model's mechanical version, for improved lubrication. According to the maker these revisions mark the next phase of Mazda's rotary development for the RENESIS unit.

The six-speed manual-equipped models are fitted with a trapezoidal double front strut brace -- conventional strut brace for the Luxury version -- while the GT uses a urethane-filled front suspension crossmember for benefits to steering and improved feedback.

The updated RX-8 also boasts beefed-up strut towers and thicker steel used for the rear of the wheel apron, in an effort to improve torsional rigidity of the body against suspension inputs says Mazda.

By Mazda's figures the GT model is 23kg lighter than the Luxury version; the weight saving made after "careful attention to detail outside". More specifically, the 19-inch alloy wheels and even the Recaros have helped on overall weight, according to the company.

The heftiest model is the Luxury, at 1402kg (add 10kg for the auto), while the GT (1379kg) is 5kg heavier than the entry model, at 1374kg.

PACKAGING
Unique packaging is a trademark of the RX-8. While the four-place paired-door layout made big news when it was new, there's been little seen of it since. And aside from a handful of SUV/LCVs, nobody else has used the set-up.

Proponents say the arrangement offers four-door convenience in a two-door look, but there are equally committed critics. The rear doors cannot be opened without the fronts already ajar. And while the paired sets work in wide open spaces, try squeezing out of the rear seats in a narrow carpark slot. At least a conventional coupe gives you a long door to work with...

The updated RX-8 range features a revised front spoiler with enlarged front air intakes that have helped to increase cooling airflow, according to Mazda.

The GT's body kit consists of side skirts, 'Aero' front bumper and rear spoiler.

Restyled headlights and taillights, front and rear bumpers and new wheel offerings round out the exterior updates.

Up front the standard seats (in the base and Luxury model) have been re-contoured for better support. But the interior is by now showing its age and is a touch tacky with lots of black plastic and unfussed control layout. We liked the GT's Recaros and their mixed (leather/cloth) trim, however, and the steering wheel is nicely contoured.

Space in the rear is comparatively good for a coupe, with an airy feel helped by the large rear windscreen. Otherwise seating is similar to other coupes: flat and short in the base to help leg and foot room.

Mazda says that the 'optimised' shape of the RX-8's underfloor has helped to provide an improvement in coefficient of drag (Cd) from 0.31 to 0.30.

All models come with a space saver spare wheel; located at the top of the boot

SAFETY
The RX-8 range comes standard with anti-lock braking system incorporating electronic brakeforce distribution, traction control and stability control.

Front airbags, front-seat-mounted side airbags, and front and rear curtain airbags are fitted to all models, and front passengers get seatbelt pretensioners with load limiters.

The updated RX-8 also comes with anti-whiplash front seats and intrusion-minimising brake pedal.

The use of thicker steel and spot weld construction for door openings have helped the RX-8's cabin rigidity, according to the maker, while a rear suspension-mounted brace acts to provide damper support and improve torsional rigidity.

According to Mazda the inclusion of support members in the rear 'suicide' doors and super-strength latches act to provide as much protection in a side impact as a conventional centre pillar.

The RX-8 has not been crash tested by EuroNCAP.

COMPETITORS
Rivals to the RX-8 include two-seater and four seaters alike. While it might often be lumped with the 350Z, don't see the Nissan as a natural enemy.

Mazda's own MX-5 is more likely to attract buyers. And the unique nature of the RX-8's packaging means its could be shopped against a diverse range including everything from 1 Series Coupe through to the likes of the upcoming Passat CC.

ON THE ROAD
Unfortunately, the launch route around Coffs Harbour was peppered with road works and less-than-average surface conditions, which exposed the RX-8's tendency to become rattled and choppy.

Ride is firm but with enough compliance over harsh stuff, however, big bumps will unsettle the RX-8 especially while cornering. Thankfully there's decent grip to keep it steady after the event and good steering response to match.

Unlike the at times anodyne demeanour of some so-called 'sporties' this is a car that rewards the driver who will drive though any nervousness.

We drove manual models (non-auto Luxury and GT) and especially like the six-speed's short throw and tidy action -- quick shifts didn't ruffle it once. Those that drove the auto versions said it was a step up from the flawed four-speed previously offered, however, rotary engines and autos will never be natural pairing.

The clutch has a super low take-up point, which is worthwhile while trying to draw the most out of the rotary on take-off and its want for torque around 3500rpm.

The engine has an unfettered power band with orderly, linear delivery and no snap surprises along the way. It is so measured, in fact, you're almost waiting to get to the upper reaches of its 9000rpm rev range.

The GT's upgraded suspension feels as firm the as standard sports set-up but offers more poise, and better bump absorption and overall comfort. No surprises the GT's 19-inch wheels are the most likely culprit for ample road noise, though tarmac roar was noticeable also while driving the 18s-shod model.

Being a 2+2 coupe the cabin is cosy but in the RX-8's case the confines are particularly cramped for the driver (see PACKAGING above). An obtrusive bulge offside the transmission tunnel interferes with footspace and the centre console is rather oversized so that it compromises kneeroom. Look elsewhere if you're bigger than average or long-legged.

Rearward vision is good, helped by the wide curving rear windscreen and new, smaller-profiled headrests, and the GT's boy-racer wing doesn't obstruct view. A nice change... But again, taller drivers may have difficulty finding an optimum position, especially as the steering is height adjustable only, and the GT model with its sunroof has less headroom still.

The RX-8 is a car that brooks no compromises; you need to adapt to it, rather than the other way around. The power delivery won't suit the driving habits of some, nor will its initially nervous road manners.

And that's exactly why RX-8 fans love the car -- it isn't a conventional coupe; it's rotary powered and it needs its neck wrung to get the most from it.

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