2003 Mazda RX-8 Reviews

Everybody remembers the Mazda RX-7. With its sexy looks and turbine-smooth rotary engine, it (and the rotary Mazdas that went before it) has a cult following. But what about the RX-8? With its somewhat odd looks and layout (including small, reverse-opening rear doors) even a newer version of the rotary engine couldn’t really save it from obscurity. Relative to the RX-7, anyway. It’s hard to know, therefore, whether to categorise the RX-8 as a two or four-door and that’s a pretty good metaphor for the whole thing; people didn’t understand it then and have largely forgotten about it now. As a used-car, what the RX-8 mostly has to offer is a point of difference. That little rotary engine will spin happily from one end of the tachometer to the other and it’s an engaging car to drive provided you can live with a manual gearbox. In automatic form, the car lost power and was overall a bit dull. Beyond that, it’s another Japanese coupe that is now definitely middle-aged and potentially well past its best. Which means the purchase of a used one requires much skill and judgment. The RX-8 is known internally as the FE model. The RX-8’s biggest selling point (then and now) is its rotary engine. Unlike conventional engines with pistons moving up and down, the rotary uses rotating segments that make for supremely smooth operation and brilliant power relative to its capacity. If that floats your boat, the Mazda will appeal. But if you’re looking for the sort of style for which Japanese coupes are famous, then the odd looks of the RX-8 might be a disappointment. And even though the turbocharged rotary engine has earned a reputation as a giant-killer in performance terms, in the heavier RX-8 with its non-turbocharged engine, it’s not a remarkable performer at all. Entertaining, sure, but fast? No. Like all rotary-powered Mazdas, there’s a huge question mark over the long-term reliability, particularly under the bonnet. The rest of the package is less problematic, but a trashed engine in an RX-8 could easily cost more than the car is actually worth. While technically interesting and great fun to thrash along, the Mazda’s rotary engine can be a bit fragile. It requires very specific oil (some of which will be consumed in normal operation) and can wear very quickly, especially if it’s been driven hard or suffered maintenance neglect. Wear will show up as a loss of engine compression, so a compression test should be part of any pre-purchase inspection. Internal seals can wear and fail at which point the engine can be very difficult to start. Owners have also found out the hard way that the rotary engine (even in good condition) doesn’t like to be switched off until it has warmed up. If it has been switched off before attaining operating temperature, raw fuel can flood the engine, breaking the seal between the metal parts and causing a loss of compression and hard starting. It’s important to determine what’s causing any loss of compression, but in reality, every RX-8 engine needs to be approached with caution. The RX-8 also attracted a type of buyer who was keen to extract every ounce of performance out of the car. As such, crash damage is a real possibility. Check for any mis-match between panel colours and make sure all the panel gaps are straight and uniform. Take a close look underneath for evidence of damage and be very wary of any modified example. Many owners extracted huge power by modifying these engines, but the end result was often a hand grenade missing its pin. The RX-8 can also be hard on clutches, so make sure there’s no shuddering or slipping from the clutch when taking off. A full and up to date service record is an absolute must with a Mazda RX-8 and any modifications to the driveline must be checked closely. Beyond that, be sure to check that all the electrical gear works properly, including the air-conditioning as these units were a bit problematic back in the day and won’t be any better two decades on. Early build (2003 to 2005) RX-8s were recalled to check for a flawed front control arm that could crack, leading to a loss of steering and control. Apparently, a manufacturing flaw was to blame, but it definitely needs to have been examined back in the day. A Mazda dealer should be able to identify affected cars and whether they’ve been checked. Other recalls included potential fuel leaks, electrical problems, and, of course, the dreaded Takata airbag fiasco which saw the RX-8 recalled no less than three times. For more details on these recalls, you can check out: https://www.vehiclerecalls.gov.au/. The RX-8 to avoid is not determined by a production date, but rather by the transmission fitted. To make the revvy rotary engine work with an automatic transmission, Mazda detuned the engine for that version to make slightly more torque but a lot less horsepower. So, instead of 177kW, the automatic RX-8 delivered just 141kW, and the transmission itself is an old-fashioned four-speed unit. Aside from anything else, the idea of an automatic transmission behind such a rorty, zingy little engine is missing the point entirely. This is a real crap-shoot because, depending on how a particular car has been serviced and driven, the rotary engine can last 200,000km, or it could be dead inside 80,000km. The problem there is that you can’t always be sure of a car’s history when it’s a 20-year-old used car. Many RX-8s still getting around are on their second or even third engine, so a car’s history is absolutely vital in this case. You can safely ignore trim levels, because with this car, it all comes down to performance levels. If you’re buying a manual RX-8, then the first generation cars between 2003 and 2008 are the ones to look for. That’s because the facelift in 2008 brought with it a reduction in performance to 170kW in the six-speed manual variant. But, if it’s an automatic you need, then the post-facelift car is the way to go. That replaced the original RX-8’s 141kW with 158kW and the tired old four-speed auto with a much more suitable six-speed unit. We’d still always buy the manual RX-8, however. Prices for relatively high-mileage RX-8s start in the very low teens or even a bit less. The best standard cars can cost closer to $30,000 or even $40,000 depending on mileage and condition. It’s worth noting that, unlike most cars, a modified RX-8 is not always a cheaper alternative to a stock standard example. But be aware that engine mods are fraught with danger and will only be as good as the mechanic who did them. Although the rotary engine in the RX-8 was not identical to rotaries that went before it, it still falls within the scope of the enormous aftermarket this engine has spawned. There’s a universe of replacement and go-fast bits and pieces for the Mazda rotary. On the other hand, the RX-8’s body panels were unique to what was effectively a pretty niche model. So, some trim items and body panels might be getting a bit harder to find. A local race series for the RX-8 probably consumed its share of spare body panels, too. Mazda Australia sold about 6500 RX-8s across the model’s lifespan here. That means there aren’t exactly hundreds of them for sale at any given time and you may have to be patient to find the right one. Again, that local race series for RX-8 will have thinned the ranks of survivors.

Ewan Kennedy reviews the 2003, 2005, 2008, 2010, 2011, 2012 and 2013 Mazda RX-8 as a used buy.

Mazda's RX-8 is a pure bred sports machine with many fascinating features.

Mazda has often followed a different path to its rivals.

It's the RX-8, which gives new heart and soul to a carmaker that lost its way – and nearly its future – in the 1990s. The RX-8 has the rotary heart and the sports car soul that proves Mazda is on track, and does it in a far more visible – and outrageous – way than the baby Mazda2 and family-focused Mazda6. The four-door sedans have a sporty look and feel and have sold well against tough rivals, but the RX-8 lifts the action to a new level. It has also introduced the world to a crossover concept that is a combination of hard-edged sports car and four-seat/four-door practicality. Mazda could have taken the easy way with a revival of an RX-7 and tweaked its old turbo rotary motor. But instead it went for a mechanical package that's efficient, new-age and still pretty potent. Its latest Rensis rotary, without a turbo, gives 177kW of power and 211Nm of torque, unless you go for the auto when power falls to 141kW. The engine gives its best at a screaming 8200 revs, far beyond the reach of any other real-world road motor, and that provides a lot of the car's character. But it also has looks that stand out in traffic, a cabin that's big enough for four adults, and doors that open the whole side of the car. The mechanical package is impressive, with an engine set back and low for good handling, fully independent suspension, big anti-skid brakes and electronic stability control that's up with the best. There's also CD sound, cruise control, alloy wheels, electric assists and all the rest. And the RX-8 is well-priced, and not just because the $56,170 bottom line is about $20,000 less than the last of the old RX-7s. It's also a little cheaper than the two-people Nissan 350Z and well under the latest open-air BMW Z4. There is also a luxury pack, with leather trim, xenon headlamps, a Bose sound system, electric seats and other trinkets. This lifts the price to $62,610 for the six-speed manual and $63,280 for the auto. We were happy when we first drove the RX-8 because the car proved engineers were back in charge at Mazda. They got the car they and RX-8 buyers wanted, with only minor meddling from the sales department and stylists. They've also delivered a car that's surprisingly close to the motor show concept, including the clamshell doors, which is a reflection of a carmaker that knows where it's going and is committed to bold calls. On the road We could live with an RX-8. No problem. It's a daily driver that makes plenty of sense, even if you only have to duck down to the shops or face Punt Rd traffic on a rainy Friday in July. It coaxes you into having fun, even if it's only a snap-quick gearshift, a blat to 9000 revs in first or a taut turn at the end of the street. When you have time and space to really get going, the RX-8 is one of the best drives around. It's quick and fluid, responsive and enjoyable, and the engine and gearbox are a perfect match. Pop the cork on a summer Sunday and you'll really understand what the engineers have been doing at Mazda and why the rotary engine makes so much sense. You have to re-think a few things because it gets going only at 5000 revs, when many motors are dying, and it loves to run all the way to the 9000 redline. So you sometimes have to be down the gears to keep it honking. But it doesn't take long to need the next, and the next, and so on. The six-speed manual is a sweet shift with a short, positive change. The brakes are terrific, with great bite and feel, and you'd need a racetrack to make them fade. And we were most impressed by the suspension and how it works in all conditions. It doesn't feel as tight as a 350Z, or as firm as the Z4, but it really grips and lets you know what's happening down at the Bridgestone rubber. It is surprisingly compliant and smooth over any surface, and even soaks up mid-corner lumps without bumping or wobbling. Fuel consumption was better than expected in city commuting, and nothing like the V8-style gargling of the old turbo RX-7s. But we suspect it would dip sharply on special Sunday mornings. There is a lot more to talk about and like, including the brilliant electrically assisted steering, the small "eyebrows¿ on top of each wheel, the sound system, and even the user-friendly design of the dash. We also enjoyed the car's comfort and have to back away from doubts about the front seats. They were great in the leather test car. We also tried the back seat and found plenty of space, surprising visibility and enough legroom. But the boot is nowhere near big enough for four people, and it would get worse with the spare wheel. The design work on the doors could have been better. They look too clunky. Still, they work and access is good. Also, just like the Honda Accord Euro and the Lexus RX330, we didn't like the mis-matched xenon-halogen headlamps. And the car is tough to park, with a pinched view out the back. We also wonder if Mazda has tried too hard with the RX-8. It is a brilliant car, and a lot of people will love the combination of selfish driving fun and family space, but it has created a car that's very different in its styling and execution. On balance, it's a car that's going to take time to fit in. Or to let others catch up. We love the way it drives, and we love the song of the rotary engine, and it could easily emerge as the best car of 2003. But it doesn't quite clear the bar for a five-star rating, though it would get nine out of 10. In case you are wondering, and many people will be, it doesn't have the hard edge or instant hit of the 350Z and it cannot match the top-down fun of the Z4. But unless things change when we get them side by side next month, it is looking a better choice for people who need more than just a Sunday fun car in the garage. The RX-8 proves you really can have the best of both worlds and not pay a fortune to get it. It's also proof that the Mazda we have known, loved and respected is finally back doing what it does best – making top cars.