Mazda RX-7
FC3S
The second generation
The Mazda RX-7
FC3S, or the ‘P747’ as it was known, to Akio Uchiyama (head engineer) and
the rest of the Mazda team during it
development. This code name was given to it so as to not give away body type, engine or anything else this car would have.
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| One of the many prototype drawings. | The Mazda Team working on a clay model of the P747. |
In June 1981 work started on the 'P747', there were 3 broad design Alternatives, the first was the Evolutionary Realistic Sports car, looking similar to the RX-7 SA. This design to be dropped as it was thought that it would out dated very quickly. Then there was the Technically Advanced Sports Car, this concept was also dropped as it would of been far to expensive and the market just wasn't ready for a sports car that was this advanced. The 3rd and final design alterative that they considered was the Civilized Sports Car, this was the design that made it to production and we now know as the RX-7 FC.
Mazda wanted to continue with the theme of The desirable yet, affordable Sports Car. In the hope their customers how brought the RX-7 SA would trade up to the New RX-7. For some this may have been to big a jump, the P747 was sold for AUD$39,470 when it was first sold on the Australian market. Compared with AUD$14,875 for the RX-7 SA when it was listed in 1979.
Mazda tried to reduce the expense of the new RX-7, by doing a little bit delving into the parts bin. This technique is used by many car companies such as Mazda , Ford, VW and just about any other company you can think of, to reduces the cost of their cars.
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| Designers pouring over the finer details of the RX-7 FC 13B engine. | RX-7 FC
wind tunel testing
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Some of the feature that where on the designers must have list were, a steeply raked windscreen to increase the sleek look, As small a gap as possible between the front wheels and the front guard this was to increase the BIG wheel look, a short rear over hang, a CD factor of 0.30 this was not achieved, but they did come close with a figure of 0.31, a one piece glass windscreen for the rear, hidden rails and flush door handles. The designers where also able to achieve the magical 50/50 weight distetution, this was a step up from the RX-7 SA which was only 54/46.
So now that the designers knew what they wanted, it was time to decide on what to call it amazing new car. Some of the names that where tossed around RX-6, RX-8 and RX-11 just to name a few, but it was judged that these names did not suite the P747 and some even said that names like the RX-6 just sounded funny. Because there had been a linear progression from the RX-2 up to the RX-7 SA it was decided that the P747 would be called the RX-7 FC, a name the many around the world have come to know and love. A full explanation of they decided on the RX-7 can be found in the book entitled RX-7, written by Jack Yamayuchi. This is an excellent book and I would recommend anyone with an interest in Rotaries, should read it.
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When the Gas Guzzler Tax was announced in America in 1983 Mazda called a one month moratorium on the RX-7, in the end they decided to continue with the Rx-7, this turned out to be a very wise decision, because the RX-7 FC was perhaps the most successful rotary to date.
The Series 4 as it was known in Australia, was designed to take the rotary engine from the mid 1980's to the early nineties (which it did very well). This model had more alloy parts in it then any other Mazda since the original R360 coupe which tipped the scales at 380Kgs. But even with all this alloy it was larger and heavier then its predecessors the Series 1, 2 and 3 (SA), 'P747' tipped the scales at 1190kgs, which is 50kgs more then RX-7 SA. The list of Alloy parts included the Bonnet, Suspension arms, Engine Mounts, Brake Calipers, and Jack, the jack alone save 1.3 Kgs over the steel version. But this did not reduce its performance of this car. This is mainly due to an increase in engine size from 12A to 13B or 13B turbo. Performance times where 17.0sec for the RX-7 13B non Turbo and 15.4sec for the turbo version.
I think the real thrill of driving this car comes from the handling of the car. this is thanks to the very clever suspension system called, Dynamic Tracking Suspension System (DTSS). This incorporates a Triad-pivot floating hub that controls the wheels attitudes under specific load conditions and a multi link/pivot arrangements that and provide anti drive and anti squat effects. so in other words the system help the driver control the car around the corner better by controlling the toe-in and toe-out.
Mazda was the pioneer of the AAS, Automatic Adjustable Shock absorber System, which it introduced in the first front wheel drive Mazda 626. This system was also fitted to the RX-7 FC, although the system was more refined in the RX-7 FC. This system works by, when the button in the cabin is set on 'Sports' the shocks are in firm mode causing the car to be more stable for straight line high speeds, while also keeping squat and roll in check when cornering.
The RX-7 turbo II was released in 1989 it had a few minor refinements. The biggest one was the new improved intercooler combine this with a state of the art turbo which gave a boost in power and also brought the quarter mile time down to 15.0sec and speed 0-100 kms in 6.8sec. This translated into an almost complete lack of turbo lag which was prevalent in the Toyota Supra and the like. The RX-7 was truly a super car of its day.
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| A cut away view of the state of the art RX-7 turbo. | Click to see a commercial from 1988 for the RX-7 FC. |
I
am the proud owner of a RX-7 FC and even though it wasn't designed as a luxury
car, the level of interior appointment certainly makes it feel like a luxury car,
this is a truly an amazing car, no wonder it is so popular 