Mazda RE-Amemiya Genki 7

Isami Amemiya founded RE Amemiya Car Company in Chiba, Japan way back in 1974. The tuning company has been specialising in the modification of cars fitted with the rotary engine. For a long time these have been exclusively Mazda RX-7s. At this year's Tokyo Auto Salon RE Amemiya presents the Genki7.

The Genki7 is built from an RX-7 and it apparently features an engine tuned by long-time RE Amemiya collaborator GReddy. No numbers were tossed alongside the pictures apart from the claim that the engine will help the Genki7 "leave everyone behind".

Mazda 3 MPS Rally Car Revealed (AU)

Mazda's rally history may not be as rich as some other Japanese marques, but Mazda Australia is more than willing to set the record straight. For their eighth Targa Tasmania excursion, held from April 15-20, Mazda will use a brand new Mazda3 MPS rally car.

Mazda Motorsport chief Allan Horsley heads the team consisting of Rick Bates and Alister McRae and their co-drivers who will compete in the 2WD Showroom competition. Targa Tasmania rules state that the rally cars must be mostly standard, meaning that drivers will compete in cars featuring audio systems, electric windows and carpets and upholstery in tact. Additional safety equipment (roll-cage, five-point harness and fire extinguishers), as well as navigation equipment and extra brake ventilation, is fitted of course.

"The team learned a lot from last year's event," says Bates. "With one Targa in the Mazda3 MPS under our belts we're all a lot more educated in terms of vehicle preparation and conservation during the event." The Targa Tasmania covers 2,000 km over five days of competition.

The Mazda 3 MPS rally car is powered by a 2.3 liter direct injection, turbocharged 4-cylinder engine producing 190kW (255 hp) with 380 Nm of torque and is coupled to a six-speed manual. It weighs 1403 kg and uses 320mm ventilated brakes in front and 280 solid discs in the rear.

Press release:

Mazda Australia today whipped the covers off its brand new Mazda3 MPS rally car ahead of its motorsport debut at next week's Targa Tasmania.

Australia's top-selling importer will unleash two Mazda3 MPS rally cars on the country's pre-eminent tarmac endurance event, held from April 15-20. Professional rally drivers Rick Bates and Alister McRae will spearhead the company's eighth Targa campaign.

Built under the watchful eye of Mazda Motorsport chief Allan Horsley, the 190kW Mazda3 MPS front-wheel-drive hot hatches will contest the event's 2WD Showroom competition, travelling 2000km over five gruelling days of competition.

The team's preparation for the rally commenced this week with Bates, McRae and co-drivers arriving in Tasmania to survey the course. Before the event starts next Tuesday both Bates and McRae will have driven all the daunting stages twice.

"Reconnaissance is the most important part of any rally," says Targa first-timer McRae. "It allows us to focus on when we will need to drive flat out and where it will be possible to conserve the car and tyres."

Team mate Rick Bates is lining up for his sixth assault on Targa. He's on a mission to better his 2007 result - an outstanding 10th outright - and says he's got the equipment and the knowledge to do it.

"The team learnt a lot from last year's event," says Bates. "With one Targa in the Mazda3 MPS under our belts we're all a lot more educated in terms of vehicle preparation and conservation during the event."

"Personally, I'm feeling more confident behind the wheel now that I've spent more time in the car. I have a better understanding of exactly how the Mazda3 MPS handles Targa's tricky and changing road conditions."

Ready the Targa Army
Targa Tasmania's racing regulations require that the Mazda3 MPS rally car remain essentially standard. That means both Mazda3 MPS race cars will compete with standard audio equipment, power windows and carpets and upholstery intact.

Suspension springs, shock absorbers, brake pads, seats, belts and the steering wheel have been replaced. A PCD roll cage, racing seats with five-point safety harnesses, fire extinguishers and navigating equipment have been added for competition.

Additional ventilation is allowed to the brake discs of the Mazda3 MPS, and mufflers and the Powertrain Control Module (PCM) may also be modified. Catalytic converters must remain standard. The engine, gearbox, differential and drivetrain are also standard.

Mazda Furai Debuts in Detroit

The Mazda Furai concept car which makes its world premiere at the NAIAS in Detroit, Michigan, today (Sunday), celebrates 40 years of Mazda’s rotary engine and international motorsports heritage. The raciest interpretation of NAGARE design language to-date, Furai is the latest car in Mazda’s award-winning and highly acclaimed series of concept cars. Nagare (pronounced ‘na-ga-reh’), is the Japanese for ‘flow’ and the ‘embodiment of motion’.

Furai (pronounced ‘foo-rye’ – Japanese for ‘sound of the wind’) is the sort of car that could only come from a company that incorporates the ‘Soul of a Sports Car’ into everything it builds, but with an eye toward the future and the environment through the use of renewable fuels. Consequently, Furai is initially tuned to operate on 100 per cent ethanol, while research with partner BP into other future fuels, including ethanol/gasoline blends like E10, continues.

On any given weekend, there are more Mazdas and Mazda-powered cars road-raced in North America than any other brand of car. This is because every Mazda sedan, coupe and sports car really is developed with the highest possible dose of the company’s trademark Zoom-Zoom responsive performance and handling – truly the ‘Emotion of Motion’.

However, Zoom-Zoom is about more than simply vehicle performance. The look and style that is Zoom-Zoom can best be seen in previous NAGARE-based design studies, including the Mazda Nagare concept that debuted at Los Angeles in 2006; Mazda Ryuga (first shown a year ago in Detroit), Mazda Hakaze (which appeared in Geneva last year) and Mazda Taiki – the star of the 2007 Tokyo Motor Show.

The ‘Nagare’ ethos is how Mazda’s future production models will sustain the Zoom-Zoom spirit by exhibiting their strong affinity for motion.

Manufacturers commonly showcase concept cars and design studies with little or no intention of actually using the theme presented. Mazda’s approach is the opposite: all of the Nagare concepts, including Furai, help evolve this evocative surface language for future use. Nagare is how this celebration of motion will be portrayed on interior and exterior surfaces in future models. Instead of form following function, the two merge as one.

Franz von Holzhausen, Mazda North American Operations’ (MNAO) Director of Design and the person who led the team that created the Furai, explains the thinking behind the concept, “We were looking for a way to bridge the gap between Mazda Motorsports and the production vehicles in our lineup. The mindsets of road-car and racing car fans are quite different, so the purpose of Furai is to find a meeting point for these disparate interests.

“Furai achieves this by purposely blurring boundaries that have traditionally distinguished the street from the track. Historically, there has been a gap between single-purpose racecars and street-legal performance models — commonly called supercars — that emulate the real racers on the road. Track cars are, by their competitive nature, ill-suited for practical highway use, as well as generally far from road-legal. While some supercars visit the track on occasion, they are primarily road cars not properly equipped for racing. The aim of Furai is to bridge this gap,” continued von Holzhausen.

However, Mazda neither intends to race Furai, nor is it a supercar the company plans to build and sell in the near future. Rather, Furai is a design study that lives between those extremes. Without the restrictions imposed by serial production models, and with the freedom of an autoshow environment, Mazda is using the opportunity to evolve the company’s Nagare design theme one more step closer to reality.

Instead of mimicking racecar components and design elements in a road car – the strategy preferred by supercar manufacturers – the ‘Mazda way’ was to begin this project with the real McCoy: a Courage C65 chassis that earned its stripes during two seasons of LMP-2 endurance racing in the American Le Mans Series (ALMS). This sports car was successfully campaigned under the MAZDASPEED Motorsports Development banner by B-K Motorsports during the 2005 and 2006 seasons. Drivers Jamie Bach, Guy Cosmo, Elliott Forbes-Robinson, and Raphael Matos piloted the car to one victory and a total of nine podium finishes in 15 ALMS events. B-K finished third in championship standings both years; while Bach and Cosmo were co-Rookies of the Year in 2005 after their first season of ALMS racing.

“Anticipating future rules changes in the ALMS, we created a new closed cockpit which would be more appropriate for a future production model,” said von Holzhausen. “The major element we did not change is the 450-horsepower RENESIS-based R20B three-rotor rotary engine that provides the Furai’s ample Zoom-Zoom. The ultimate Mazda in our minds is rotary powered; as a company, we have no intention of abandoning that valuable asset. When people think of the very best production sports cars in the world, the rotary powered Mazda RX-7 is always on that list.”

The Furai concept serves as a turning point in the Nagare developmental process. While the four previous concept cars explored different ways to express Mazda’s emerging design philosophy and to explore an aesthetic, this one is all about function – every last texture and detail serves some functional purpose. In essence, the Furai creative process boiled down to guiding air over and through the body in fruitful ways. To prove that this concept goes far beyond static aerodynamic analysis, Mazda’s design, motorsports and R&D teams worked together to construct Furai as a 180 mph rolling laboratory to demonstrate its functional capabilities on demand.

“The basic proportions of contemporary race cars are every designer’s dream,” enthused von Holzhausen. “Furai is less than 40 inches high (1000mm) but nearly 80 inches (2000mm) wide.”

While Furai strikes an incredibly strong presence, the real beauty of the project – and it’s most valuable asset as a real-world test-bed – is in the details that von Holzhausen and his team incorporated:

• The body surface provides ample opportunity to feature core design elements such as aggressive headlamps and Mazda’s unique five-point grille.

• The headlamp trim pieces function as guide frames to help cancel aerodynamic lift.

• High-pressure zones just above the front wheels are relieved to serve the same end.

• The air flow package takes air moving under the front of the car and guides it inside the body to the engine-cooling radiators.

• Nagare textures incorporated in the side surfaces feed air to the rear brakes, the oil cooler and the transmission cooler.

• An under-car diffuser that begins rising aft of the cockpit helps draw the volume of air flowing through the radiators and engine bay, out the rear.

The Mazda design and R&D teams worked closely with Swift Engineering to refine the aerodynamic characteristics, assuring that Furai remains glued to the ground at high speeds. Through its existing relationship with Swift Engineering, forged through development of the Mazda/Cosworth-powered Champ Car Atlantic single-seater chassis, the team used complex Computational Fluid Dynamics (CFD) software to tune various Nagare design elements to function at a high degree of efficiency. Drag, downforce, lift and overall aesthetics were all key considerations.

Sourced straight from the race track, the Courage carbon-composite tub is essentially intact under the new Furai body, including the right-side driver’s seat. Instead of the stark interior typical of race cars though, this cockpit is finished with more comfortable but still highly functional surfaces. An electronic display screen and gear-change shift paddles are built into the steering wheel.

In the chassis’ original racing configuration, the passenger seat is filled with electronic gear, so those components were relocated elsewhere to provide adequate space for two occupants. The greenhouse is somewhat wider than the original cockpit to provide adequate head and shoulder room and adequate visibility. Doors attached with butterfly hinges provide a very efficient means of entering the cockpit. In this instance, the design team followed an approach that has proven very effective during years of endurance racing.

“One thing we learned from CFD studies is that we don’t need much rear wing to balance the down force created by the front splitter and the Nagare features we’ve sculpted into the body,” observed von Holzhausen. “Combustion air is provided by a variation of the Turbo Tongue device that Swift developed for Indy car use a decade ago. It rises slightly higher than the surrounding roof surface to ingest clean air above the boundary layer. Our final design works so well that we applied for a joint patent with Swift. Of course, it helps that it’s a real piece of art, too, and one we had to incorporate into the design.”

The Irvine, California-based Aria Group was responsible for creating new composite panels and they worked hand-in-hand with Mazda North American Operations’ own in-house fabrication team to mate them to the Courage chassis. The dark matte finish with red and orange accents harkens back to the livery worn by Mazda’s legendary 787B when it won the Le Mans 24 Hours in 1991, making the company the first – and still only – Japanese company to ever win the endurance classic.

Furai not only probes future design possibilities, it also ventures ahead with an alternative fuel. Consistent with the Mazda’s recently announced ‘Sustainable Zoom-Zoom’ initiatives, the Furai’s three-rotor powerplant has been tuned to run powerfully on 100-percent ethanol (ethyl alcohol) and ethanol/gasoline blends. There are exciting advances being made in renewable fuels, from current blends like E10 (10% ethanol/90% gasoline) with research ongoing into making ethanol from cellulostic materials, to future renewable gasoline components like Butanol – a ‘higher order’ alcohol which is fungible with gasoline.

John Doonan, Mazda’s manager of motorsports team development in the USA, explains the thinking behind Furai’s use of alternative fuel, “One of our key technical partners in motorsports, BP, helped facilitate our use of E100. In 2007, ALMS required use of E10 and E100 is now the only acceptable fuel in the Indy Racing League, so we’re projecting ahead with this application to gain experience and to improve Mazda’s environmental profile.

We are proud to partner BP which is a string leader in renewable fuels and recently announced a US$500 million investment in the Energy Biosciences Institute. BP also has a very green focus in the marketplace, and it’s Mazda’s intention to sustain its Zoom-Zoom performance image on and off the racetrack. While Mazda’s rotary has proven readily adaptable to various alternative fuels, including considerable work with hydrogen fuel, this is the first time it’s been engineered for other ethanol blends. The Mazda rotary engine is unique in its ability to run well on multiple fuels.”

Mazda RX-8 RS Facelift Photos Released (JA)

The facelifted Mazda RX-8 will be on show at the Detroit Auto Show (starting this Sunday) but this Friday the sportier Mazda RX-8 RS, also facelifted, will make its appearance at the Tokyo Auto Salon. Ahead of that show Mazda has released two images.

Mazda released no accompanying text so official specs will remain under wraps until the press conference in Tokyo tomorrow. What we can say is that the facelift comprises of new, sharper and sportier front fascia. The air-intakes have grown on each side of the five-point grille, and the foglights which are incororated there are smaller and no longer round.

At the bottom of the new bumper we see a splitter with small flaps which increase stability and the airflow to the wheels and brakes. Also the RX-8 RS sits on 19 inch wheels and features a rear spoiler, neither of which is likely to make it to the regular RX-8 facelift.

The revised RX-8 is mainly meant for the US and Japan, but Europe may still see the new RX-8 in showrooms.

Mazda CX-7 Adrenaline

Mazda at the Specialty Equipment Market Association's (SEMA) annual show in Las Vegas unveiled CX-7 Adrenaline — a fully running prototype designed to showcase Mazda's "commitment to performance."

The SUV has been upgraded to give it sports car-like handling and performance. Mazda engineers converted the CX-7’s stock six-speed automatic transmission to a six-speed manual from the Mazda 6. Adrenaline pushes out more than 300 horsepower, thanks to a re-tuned engine with a modified intake system, header with a free-flow exhaust and more boost from the re-plumped turbo.

A wider, lower stance and a bolder face give the all-wheel-drive Adrenaline an aggressive stance. Unique design cues include new front and rear exterior styling, a clam shell front clip, wrap around rear spoiler and an innovative rear glass design. New fenders and doors give Adrenaline a three-inch wider overall stance. Wheel wells are filled out through the fitment of 22-inch EXE wheels with matching Yokohama tires.

Grenade USA's 2004 Mazda RX-8

Naturally then, besides some driver skill (actually, quite a bit), a proper drift machine, which happens to match most of the characteristics of a good (RWD) sports car, is a must for proper sideways driving. Enter Mazda. With legendary sports cars like the Mazda Miata MX-5 and the Mazda RX-7 in its stable, Mazdas have been popular choices for Japanese drifters since the beginning. And now, even the four-seat, four-door Mazda RX-8 sports car is about to take the international drift stage. This month's Meet The Tuner feature, the Grenade Mazda RX-8, is slated for competition in the top North American drift series, Formula D, at the beginning of the 2006 season. A brainchild of Ken Kinoshita, a former Mazda motorsports manager who is currently an executive with The Great Co. (the Japanese parent company of Grenade USA- an aftermarket performance company that's currently making a U.S. entrance), the Mazda RX-8 won't be making headlines or carving wicked arcs just on its own merits - a legendary surname will be occupying the driver's seat when the RX-8 burns its first set of rubber.

Rod Millen is a name that few enthusiasts are not familiar with. The brother of another racing legend, Steve Millen, Rod created his legend in a 30+ year career in motorsports filled with rally, road, and off-road racing titles on two continents. The native Kiwi first got the racing bug in the 1970s and earned three consecutive New Zealand rally championships before he came to the U.S. to challenge America's best. While he may be best known for his record climbs up 14,110 ft. high Pikes Peak in 1,000 hp cars (he still owns the absolute fastest Pikes Peak climb record of 10 minutes, 4 seconds), Millen has also built a relationship with Mazda fans that goes back to his earliest U.S. rally days. In the late 70s, Millen campaigned factory-backed first generation Mazda RX-7s in rally competition to great success. Kinoshita made the easy connection to reunite Mazda and Millen when his drift project was born. While the fact that a rally legend such as Millen entering top drifting competition behind the wheel of a Mazda RX-8 is enough to stoke white hot fires in the hearts of any Mazda fan, when you throw into the mix the not so coincidental fact that Rod's son, Rhys Millen, is the current Formula Drift series champion, you have the makings of a spectacular and unique rivalry set to take place only a few months from now. Of course despite the all star cast of the Grenade Mazda RX-8 drift team, the car itself deserves its own spot light.

The RX-8 started out just as any ordinary production line RX-8. Shipped to RMR (Rhys Millen Racing) Products, the Renesis-powered sports car was stripped to bare metal promptly. RMR crafted a special cage that had dual roles of protection and chassis stiffening to meet the demands of top drift competition. Of all the pieces of the original well-appointed RX-8 interior, only the factory shift knob, e-brake handle, and dash (only the top portion) is reused. Even factory gauges are deleted in favor of a lighter, single Autometer Phantom tachometer. A pair of Sparco Pro 2000 competition seats and safety harnesses was added along with other matching Sparco driving accessories, including the steering wheel and pedal set. To contrast the almost plain, all business interior, the exterior of the Grenade Mazda RX-8 is used to showcase some of the latest, expressive Grenade performance products. The Grenade 4-piece body kit adds an aggressive edge to the RX-8's new-age shape and the resulting attitude adjustment is perfect for filling competitor's mirrors during tandem drifting runs. A Grenade carbon fiber hood also lends its help in creating the new image and also aids in ventilating the engine bay through several artfully crafted vents and scoops. A drift-spec adjustable carbon fiber rear spoiler sits high on the RX-8's trunklid and helps in creating downforce vital in high-speed drift control. Bronze GT-spec Grenade 18" six-spoke wheels wrapped with Yokohama 255/40 (front) and 255/35 (rear) rubber fill the carved wheel wells of the RX-8 and complete the exterior transformation.

While a factory spec RX-8 is probably driftable as is, competing against racers with 500-600 hp entries requires an equal attitude adjustment in the RX-8's hood compartment. To answer the challenge, Great shipped a fully-built turbocharged 13B (1.3 L two rotor) rotary engine from its Yokohama, Japan facility. The 13B is boosted with a huge HKS GT3040 turbine to make 400 hp - which combined with its light weight and inherently balanced structure, will be more than enough to compete with even higher horsepower competitors. The turbo system rids itself of extra boost between shifts through a SARD J Type wastegate mounted on a Great Co. exhaust manifold. Charge air is cooled via a horizontally mounted Blitz Type C intercooler and is then mixed with fuel courtesy of four SARD 850CC fuel injectors. Everything is then placed under the watchful electronic eye of an APEX-I Power FC engine management system. The job of managing physical power transmission though is relegated between an Ogura clutch, a stock Mazda 5-spd transmission, and a stock Mazda diff modified with a KAAZ limited slip differential. Beefing up the power train of a drift car without modifications to the suspension is akin to strapping a rocket pack to an ice skater, so Japanese suspension expert JIC Magic was enlisted to provide a custom solution. The JIC coilovers are mated with equally exquisite JIC lower tie bars, trailing arms and suspension rods for a fully adjustable suspension ready to meet the unique demands of any drift course.

To gauge an idea of the expected impact this RX-8 will make in the drift scene, you only have to note that the Grenade RX-8 has already been featured in Drifting Magazine and RX-7 Magazine and honored at events like the annual SevenStock gathering before it has even turned a wheel in competition. With Rod Millen in the driver's seat, an RMR-prepped chassis, and backing from Mazda, Yokohama, and JIC, the Grenade Mazda RX-8 is one drift-spec Mazda that is ready to, well… explode onto the drift scene.

Mazda RX-8 by SpeedSource

The Mazda RX-8 has already received numerous accolades from the automotive press since its introduction three years ago. Most of the time, drivers and writers are enamored with the keen handling offered by the car's perfect 50/50 weight distribution. It's this even spread of weight that makes the car easy to drive fast and predictable when it's being pushed - even when a little bit too hard.

The perfect weight distribution is a boon on the street but it's even more beneficial on the racetrack; the great handling characteristics that perfect weight distribution helps impart is one of the reasons why the Mazda RX-8 seen here won back to back Grand-Am Cup championships. More impressively though, the No. 67 SpeedSource Engineering Mazda RX-8, with drivers Sylvain Tremblay and David Haskell behind the wheel, captured the ST Category title in its debut season in 2004 and then repeated the feat in 2005 in the face of even stiffer competition.

Of course, a great car is only half of the equation of any successful racing operation. The other fifty percent is a combination of proper preparation, teamwork, race strategy, and ultimately - the driver behind the wheel. SpeedSource Engineering had all these bases covered in their championship campaigns.

Established in 1995 by a man that has had racing in his blood since the day he won his first race at age 16, SpeedSource Engineering offers race-prepped cars and custom fabrication to any team in need.

It wasn't long before owner Sylvain Tremblay wanted back on the track. His opportunity came in the form of a Mazda RX-7 twin turbo (FD3S) prepped, of course, by his own SpeedSource Engineering. He quickly went on to nail two wins in the IMSA Endurance Championship and place 2nd in the driver championship. The RX-7s were finally retired after netting SpeedSource the team championship in 1998, and the company once again turned its attention to building race cars.

Fast-forward three years to 2001. SpeedSource added another successful chapter to its racing endeavors with a Porsche-based program comprised of Porsche Boxsters and 911s that delivers multiple championships. Despite their winning ways, Sylvain and SpeedSource never lost their affinity for racing fast and reliable rotary-powered Mazdas.

So, when the all-new Renesis-powered Mazda RX-8 was introduced in 2004, SpeedSource wasted little time in signing up as one of first professional Mazda RX-8-based teams. It came right from the factory with a 9000-rpm rotary engine and a remarkably stiff chassis that would need little modification before hitting the track. The obvious similarities between the SpeedSource RX-8 and a roadgoing RX-8 are evidence of the relatively easy process takes place to transform a factory-spec Mazda RX-8 to the Grand-Am competition-spec SpeedSource Mazda RX-8 highlighted in this month's Meet The Tuners feature.

First, the right RX-8 is necessary. To SpeedSource, that means a car without a sunroof and with a six-speed transmission. The sunroof that came on most RX-8's sold for street use adds extra weight exactly where it hurts the most - the highest point possible. And the six-speed transmission is a no-brainer for race use (if you can guess the one team that's tried an automatic in Grand Am, you get extra points).

The car is immediately stripped of all comfort and luxury features, along with anything else that isn't absolutely necessary to lap the race track. Kiss that six-disc goodbye along with all the cool rotor-themed details as well, because they'll be replaced with a rough carbon fiber board that houses essential switches and controls. Next, a roll cage with enough bracing to build two jungle gyms is welded into the car with additional bracing and supports. Finally, the relaxing factory air conditioning is replaced with a three-nozzle, 10lb. fire suppression system.

The RX-8's elaborate instrument panel is replaced with a simple Motec Digital Dash with built-in lap timer. Crowning the new, purpose built instrumentation are Motec's sequential shift lights. The heavy, airbag-equipped Mazda steering wheel is replaced with a suede unit courtesy of Sparco, which is a better match for racing gloves. The comfortable bucket seats are also ditched in favor of a singular Sparco EVO race seat, which is welded into place to match the driver's height and reinforced with a 3" x 4" steel plate back brace. While we're on the topic of Sparco, we should mention that it's their 3-inch, six-point racing harnesses that replace the stock seatbelts.

The cage is designed to work around the interior compartment - maximizing the driver's operating area while still providing a substantial safety cage to reduce the dangers of door to door competition. The intricate network of tubing even cuts a path through the space door panels would occupy in your RX-8; like everything else, the doors are lightened through stripping and cutting to a basic shell and skin structure. It's safe to say that the drivers of these cars are in a cozy little cocoon of safety when SpeedSource's work is done. After driver safety is addressed, the entire interior is painted to match the lightweight, one-stage paint found on the exterior of the car.

Outside, things may look roughly like your roadgoing RX-8, but looks are deceiving. A subtle MAZDASPEED fascia (the car uses same MAZDASPEED accessory pieces available to all RX-8 owners at Mazda dealerships) lowers the front air dam enough to provide more air into the hot engine bay. Out back, a MAZDASPEED wing and rear valance create downforce while matching MAZDASPEED sideskirts ensure lateral turbulence is kept to a minimum.

You'll probably also notice the aggressive stance of the racecar - it rides quite a bit lower than stock, thanks to a custom built suspension from Dynamic Suspension. Behind the Racing Hart wheels sit very capable factory stock brakes, equipped with competition-type Hawk brake pads.

Perhaps the most surprising fact to some race fans is that the engine is essentially stock, except being balanced and blueprinted. While Grand-Am rules don't allow extensive modification of the engine, the high-performance-from-the-factory nature of the Renesis rotary engine makes it an obvious track candidate. The short list of modifications in the engine bay includes a Motec engine management system, a SpeedSource cold air intake, and a racing radiator.

There are many other details in preparing a factory RX-8 into the championship-winning No. 67 car seen here, but the aforementioned changes represent the bulk of the process. Besides netting drivers Tremblay and Haskell the ST driver's championship in 2004 and 2005, the No. 67 SpeedSource RX-8, with support of several other identically prepared RX-8s campaigned by the team, delivered the Team championship to SpeedSource and the manufacturer's cup to Mazda in 2005 - more accolades to an already impressive list.

Mazda RX-7 by Calvin Wan

If the name Calvin Wan sounds familiar, it should. Calvin Wan is well known to the growing number of motorsports fans who have become drift fanatics. As a driver for Falken Tires’ professional drift team, he drifts the company’s GReddy twin-turbo’d Infiniti in the Formula D North American drifting championship and Falken Drift Showoff events – and even competes in international D1 Grand Prix drift competition on occasion. In July of 2005, Wan became the first driver to drift a Japanese nameplate into Formula D’s winner’s circle. But while his company car is an Infiniti, his personal weapon of choice is a Mazda RX-7.

In fact, Wan first appeared on the national map in a red, FD generation Mazda RX-7 at the 2003 D1 U.S. vs. Japan driver’s search – the first major drifting event in the U.S. He heavily damaged his RX-7 during qualifying, but still managed to impress a lot of people that day – including Falken Tires brass, who soon signed the Northern California resident to a team contract. While the new position thrust him into an international spotlight, it hasn’t changed Wan’s proclivity towards rotary powered sliders.

“I am very fond of Mazdas and the FD3S,” says Wan. “I believe it is one of the greatest sports cars ever built. I have been to many Sevenstock events at Mazda’s headquarters in Irvine, California. I am particularly interested in the new RX-7 that they are coming out with in the near future.”

There’s no better proof than the subject of our Meet The Tuners feature that you see here - Wan’s personal snow white FD3S Mazda RX-7, which replaces his red FD and has just finished its multi-year transformation from stocker to shocker. Starting its transformation from the depths of despair, Wan’s turbocharged and tuned RX-7 has relied on hand-me-downs and spares parts to attain its dressed-to-thrill looks and dizzying performance.

“I bought the chassis through Rotary Reliability and Racing in Southern California,” says Wan. “It was a beat-up parts car and I dreamed of turning it into a top level drift/time attack car. The lion’s share of credit goes to Henry Chung of Motorsport Dynamics - he handled all the mechanical wrenching, from the meticulous seam welding of the body to the installation of all the hard parts. Apexi USA supplied an old, discontinued AX75F82 turbo kit and the R-Magic Saito Roll Cage from their U.S. D1 drift car. The motor, drivetrain and suspension came off of my previous red D1 FD.”

The Apexi AX75-series turbos, still mainstays in the Apexi lineup, are designed for single turbo applications and rely on ARICK assisted ball bearing center sections to improve responsiveness and generous compressor A/Rs to deliver big power. The unit on Wan’s car with an 82-spec cold side is rated at 550 to 650 horsepower, which kicks the back around quite nicely when the boost hits. The rotary runs a very hip Rotary Extreme V-mount intercooler/radiator set-up that positions the chiller in a top-mount looking location forward of the engine. The radiator is laid out to make a V configuration and allow air from the nose to dissipate heat from both exchangers. The piping is a Rotary Extreme affair using a GReddy elbow as ‘point-A.’ Tuning is addressed with an Apex Power FC and AVC-R/ The Power FC is a piggyback ECU that allows tuning of ignition timing maps, fuel duty cycle, and air flow meter simulation among others. The AVC-R is Apexi’s tried-and-proven boost controller. The fuel system has been fortified with an Apexi BNR33 pump, Aeromotive regulator and upgraded 850cc primary and 1300cc secondary injectors expertly flow-matched by RC Engineering. Finally, the driveline has been taken to task with an Exedy clutch set, KAAZ two-way, clutch type differential, Mazdaspeed bushings and a RE Amemiya D1-spec shifter.

Footwork consists of Apexi N1 Pro coilovers, the all important Super Now steering adaptors that give more turn-in to keep pace with quick drift transitions, Rotary Extreme arms and ST Suspension roll bars. The Mazda rolls 18-inch Gram Lights aluminum and Falken Azenis RT-615 rubber. Up front, 18x9 wheels are joined by 235/40 tires while out back 18x10 rims and 275/35 tires are tortured as they are heavily hazed during serious sideways maneuvers.

Today the FD looks like no other parts car we can think of. Almaden Collision worked the magic in the body tuning department by massaging the panels and installing a jaw-dropping Final Konnexion body kit. The Mazda also sports aggressive Final Konnexion front and rear fascias and side skirts augmented by a Rotary Extreme rear wing and N1-spec carbon hood. Finishing touches include a Motorsport Dynamics front splitter, C-west canards and Feed headlight ducts.

“We got the chassis finished for SEMA 2004 and displayed at the Star Shield Armor booth," says Wan. “The car was fully completed and ran for the first time during the Inaugural San Jose Grand Prix Formula D Drifting Demonstration. Since then it is has been dual-purpose car for both time attack racing and drifting. It got second place in the Super Street Time Attack in the Drift Class and first place during the Nitro 2 Go – Rim of the World Drifting Invitational. It has been to numerous car shows - from HIN to Import Showoff to SF and San Jose International Auto Shows to the Exedy Globalparts Corporation booth in SEMA 2005.”

“More recently,” Wan continues, “I have been participating in a lot of events and shows with the car. I just finished participating in a cover story shootout comparison for Sport Compact Car magazine. The shootout went very well - my FD3S won most of the evaluations.”

“I am also signed up for the 2006 San Jose Grand Prix drift demo. I am helping promote the race during the Fast and Furious Tokyo Drift premier at a downtown San Jose theater. Then, during the actual Grand Prix, I will be pulling gs in the drifting demo during the full weekend of the race at the end of July. Me and that RX-7…we keep pretty busy.”

Wan’s RX-7 and its highly boosted rotary powerplant are a hard act to follow, but they serve as a great idea factory for aspiring FD enthusiasts out there…so go forth and ‘Zoom, Zoom’ to your own tune.

Fousekis' 1993 Mazda RX-7

The last decade has seen significant growth in the influence of Japanese automotive culture on U.S. enthusiasts, and arguably the hottest new trend to work its way to North America is called VIP, or Bippu. Once associated with elements of the underworld in its native land, the styling is all about creating understated sophistication, a look that’s commonly characterized by a lowered ride height, large diameter rims with broad-faced designs and low offsets that sometimes sit tucked into the fenders, a full body or lip kit and glossy paint, traditionally in black, white, gray or silver. These elements are generally found on luxury sedans of a variety of marques.

Nick and Selina Fousekis of Fontana, Calif., are followers of the VIP canon, but like a lot of Japanese inspiration that finds its way Stateside, they had a slightly different translation of the auto fashion. Rather than go with a big, boxy four-door platform, they instead chose to build up their 1993 Mazda RX-7, a sports coupe. Says Nick of the reason for choosing such a decidedly unconventional foundation, “[I wanted to make] the perfect blend of VIP styling on a sports car chassis.”

You might think the Fousekis are a little mad for pursuing such an eccentric project, until you learn more about them and in particular Nick. A lifelong enthusiast, his love for sport compacts was sparked after his first “midnight meet” in San Diego in 1993. He has owned several since, and parlayed his passion into a career, currently serving as Brand Manager for Falken Tire. There he has spearheaded many initiatives, including the formation and proliferation of the company’s US drift program and development of Falken’s VIP tire line, earning a rep as something of a visionary.

This is actually the second go-around for the Fousekis RX-7, which received media attention previously when it was a streetable show car built to appear circuit ready. Looking for a new challenge, and seeing how the VIP swing had worked through the scene so far, Nick chose to go in an entirely new direction with his Mazda.

At first glance one would almost mistake the RX-7 for a much more opulent model, in part because the paint is from one, a black from a high-profile German OEM sprayed by the color-smiths at San Diego Collision Specialists. Outward appearances are further massaged with a KS Auto Burnout aero kit and a small handful of vinyl graphics tastefully applied by Enrico Del Mar at Modern Image. At each corner of the Mazda are hallmarks of the look, massive 19-inch AME LX wheels shod in Falken FK452 rubber, a special model design exclusively for VIP vehicles.

The coupe’s cabin has been re-done in an elegant red-stitched black suede motif, including the stock RX-7 door panels, MOMO adjustable seat and Sparco steering wheel. In addition, a pair of A’PEXi gauges in a pod on the dashboard and a MOMO shift knob are found inside, as is an Alpine Blackbird portable navigation system, multimedia receiver/AV head unit with screen and a set of Alpine Type-R separates. Under the Mazda’s hatch in back, the in-car entertainment system is completed with Alpine amplifiers and a 10-inch subwoofer firing from a custom enclosure built by AutoFashion in San Diego.

The beauty of imbuing a sports car with VIP style is that it’s still a sports car underneath the elegant dressing, and the Fousekis know this. After all their RX-7 was once a combo street/circuit/show car, and they hoped to maintain some of that flexibility, so as such kept much of the performance modifications already made. That includes a stock 13BT engine that was rebuilt by renowned tuners XS Engineering in Garden Grove, who prepped the turbocharged motor with 3mm apex seals and a wild street porting job. The original Mazda turbo was also freshened, and an A’PEXi blow-off valve and intercooler have been implemented into the forced induction system.

The compressor section pulls in air through an A’PEXi twin filter setup and sends the charge through a GReddy intake manifold, while the turbine half propels spent gasses to the A’PEXi GT Spec exhaust. To accommodate the increase in induction, an SX Performance fuel pressure regulator and pump are employed, and combustion events are tuned via a A’PEXi Power FC and Commander engine management. Once the 13B mill gets up to speed, putting power to the ground is handled largely by the Exedy clutch and Kaaz limited-slip differential.

Ride height for the FD chassis is made adjustable thanks to a foursome of Buddy Club coilovers tucked up into each wheel well. Also under the fenders, G-Tech stainless steel brake lines for added pedal pressure, and for the forward running gear a Rotora brake upgrade kit that consists of calipers, rotors and pads. Finally, the third-gen. RX-7 is made more rigid with the use of aluminum strut tower braces front and rear by Japanese company JIC Magic.

Whether or not the Fousekis’ hit their mark of producing the perfectly balanced luxury and performance sports car is all in the eyes of the beholder, but few will deny the RX-7 stands out. The US VIP scene has yet to travel down this road, and this Mazda is very likely on the cutting edge of the phenomena. For Nick, though, it wouldn’t be the first time.

Mazda RX-8 by Sammy Lam2004

The saying “If it ain’t broke, don’t fix it” apparently doesn’t mean the same thing to everyone. Take Sammy Lam and his 2004 RX-8 for example. Every single piece and part of his brand new ride was functioning perfectly as intended from the factory, so he did what any normal gear-head would do – he changed everything. Some would say Sammy has this problem that won’t let him settle for average in any category, especially performance. The need to overachieve in handling, cosmetics and power is what has transformed an unspoiled RX-8 into this head-turning street rogue that you’re likely salivating over right now.

Sammy is no stranger to the Mazda brand. Before purchasing his RX-8, Sammy challenged corners in his 2002 Miata MX-5. His sole reason for buying the roadster was his obsession with its pure balance and spirited handling. It shouldn’t come as a surprise, then, that when he traded in his Miata for the RX-8, the first thing he did was address the handling. Although the RX-8 had almost everything he was looking for – 4-doors, rotary engine and hardtop – he felt it needed that ultra-responsive ride it seems only a Miata can provide.

It began with a simple pair of Mazdaspeed front and rear strut bars and snowballed into a full-blown chassis stiffening addiction. A second rear strut bar from JIC was added beneath the first one. A custom 6-point front strut brace further complemented the Mazdaspeed piece with added rigidity. The reinforcements didn’t stop there, as Sammy felt it necessary to install an Autoexe lower sub-frame brace to keep things tight below deck. He was so concerned about handling and balance that he even went to the extent of relocating the battery over the rear axle and reduced its weight by switching to a race cell.

The handling didn’t change significantly until the thicker and stiffer front and rear sway bars from Tanabe were installed. With the frame as rigid as it could possibly be with bolt-ons, Sammy took handling to the next level by swapping in TEIN Flex coil-overs. Each dampener is electronically connected to TEIN’s EDFC system that allows the suspension to be fine-tuned on the fly from an onboard control unit.

To fully capitalize on the stiff setup, Sammy had to choose a sticky competition tire to handle the increased lateral loads. He chose the Yokohama Advan A032R rubbers and wrapped them around staggered 17-inch Work Emotion CR Kai lightweight wheels. Beyond the deep bronze spokes sit a 4-piston Brembo big brake kit up front, while the rear is outfitted with Project Mu 2-piece SRC-Pro rotors and Titan Kai racing pads. The well above-average brake system allows Sammy to push harder on the track without fear of brake fade or sponginess. After Sammy’s first track day in the RX-8 he was sufficiently pleased with its handling and braking upgrades, but left Lam with a new hunger for speed that needed satisfying.

He skipped the appetizers and went straight for the main course, a GReddy turbo kit. Rotary genius Juni at JRX Rotary is responsible for the reliable 330HP 13B Renesis transformation. Sammy needed to drive the RX-8 everyday to work, so they compromised with a well mannered 9-lbs of boost. Juni complemented the kit with a GReddy Type S blow-off valve and a custom wastegate. The increased engine heat is cancelled with a Mazsport cooling fan kit and a Koyo radiator full of ARC racing coolant. Backpressure is minimized via a race-spec catalytic converter and a HKS Legamax exhaust. In an effort to squeeze out every last unit of power, a Sunco Hyper Voltage grounding system was installed. To better protect his rolling investment, Sammy tops off his rotary with specially formulated Idemitsu turbo rotary synthetic oil.

Sammy wanted his RX-8 to stand out visually from the sea of played out tuner cars. He accomplished this by searching high and low for the rare parts that were of only the highest quality. Take for example the RE-Amemiya carbon fiber front lip with canards that is the only one of its kind currently in the US. The carbon fiber obsession didn’t stop there, either, as he also went for the VIS V-Speed hood and a custom adjustable rear wing. The license plate was relocated off to the side and a custom front grill modification was made to allow for more air to pass to the intercooler. Last but not least, one of Sammy’s favorite touches is the Euro-spec rear rotary fog light that was custom wired to act as a third brake light.

The cockpit of this RX-8 is intricate with gadgets and performance accessories that are sure to frustrate even the most experienced valets. An Autopower 4-point roll cage limits access to the back seats but gives Sammy a sense of safety on those weekend track days. The factory seats were quickly swapped for a set of white Alcantera suede Recaro SPG seats mounted on the lowest height Bride seat mounts available. Takata 5-point harnesses have the job of keeping the pilot strapped in at all times. A Nardi steering wheel mounted on a FET quick-release hub allow for quick and easy access in and out of the car. A customized center pod houses Defi boost, EGT, oil and water temperature gauges constantly monitoring the engine’s vitals. A Greddy Pro-fec B Spec II boost controller changes the engine’s attitude with the flip of a switch, while the Innovate wide-band oxygen sensor makes sure that the air/fuel mixture remains optimal. The interior package is topped off with a titanium shift knob from A-Spec.

Far from average, and really just short of a race car, Sammy is delighted with his creation, or so he thought. As we write this he is already considering a larger turbo, or help us all, a complete rotary swap. Whatever he ends up doing, you can be sure that it will be done right. As he’s shown, Sammy is not one to cut corners on quality or craftsmanship. Until then, Sammy can mostly likely be found harassing lesser cars on the street during the week, and passing victims on the track on the weekends. To us anyway, it already sounds like a perfect ride.

Mazda RX-8 Speed Machine 2007 Falken

Speed Machine Performance is a retailer and tuning house run by Dave Gibson and his team of knowledgeable techs, who boast a combined 30 years of experience working with rotary engines, most recently gaining notoriety in the Mazda drift community. The shop has had its hands on some fairly high-profile slide machines, like the FD generation RX-7s of the C-West/DRFT and Falken Tire teams, and in fact Falken Motorsports has retained Speed Machine’s services as mechanics and car makers. That’s why when it was time for Falken to look toward its drifting future, it went right to its valued constructor.

The platform this time, was Mazda’s current sports coupe, the RX-8, a vehicle that in stock trim is motivated by a naturally-aspirated Renesis rotary mill. While the RX-8’s Wankel is an evolutionary cousin of the previous 13B motor, it was designed to reduce exhaust emission and improve fuel spending; it poses unique tuning challenges when compared to the tuner-favorite, twin-turbocharged Mazda 13B-REW rotary powerplant from the RX-7. The 13-REW is a classic power plant that seamlessly used one pump for low-end power before switching to the second turbo for the top end of the rev range.

The Speed Machine team also realized quite early that the naturally aspirated setup wouldn’t go in the highly turbocharged world of professional drifting. The sport isn’t necessarily about speed, but it is about being able to get sideways at will, and an extreme amount of torque is critical to doing that.

To mitigate the issue in the quickest manner, SMP decided on a engine swap; calling on Mazda’s sequential twin-turbo 13B-RE Cosmo rotaries for drift duty – SMP freshened it up with super lightweight 9:1-compression rotors and NRS ceramic seals before dropping it into the RX-8 engine bay. The engine studs were cryogenically treated for a further measure of bulletproofing, and then Speed Machine came up with its own custom urethane engine mounts to swap the mill into an RX-8’s FE3S chassis.

SMP continued to look for power by completely overhauling the forced induction setup on the 13B, fashioning custom manifolds for the duo of Garrett GT28RS turbochargers. Twin Turbosmart 48mm Pro-gate wastegates allow exhaust to bypass the pumps’ turbine blades, and spent gases are sent to the atmosphere via a dual 3” aluminum exhaust. Meanwhile the compressor sections compel induction to a Blitz Nissan Skyline GT-R intercooler that’s been outfitted with SMP end tanks, a heat exchanger that is V mounted opposite a custom Speed Machine double-pass, dual-core radiator and FAL fan. Charge plumbing, rigged with Adel Wiggins clamps and a pair of Turbosmart race port blow-off valves, ultimately delivers boost to an SMP custom intake manifold with two 72mm BDL throttle bodies.

The increased induction required equal consideration for fuel, and to that end SMP went all out to create a system that delivers on demand in a rough competition environment. It opted for big 1,000cc RC Engineering injectors fed by dual Aeromotive A1000 pumps and adjusted with Aeromotive A1000 injected bypass regulators, one per each rail. Fuel for the RX-8 originates in a 12-gallon Fuel Safe cell and is deposited into a surge tank thanks to an Aeromotive Tsunami feed pump. With the induction and fuel elements in place, Speed Machine keeps the power on edge without blowing things up through the use of electronics, namely a Haltech E11v2 engine management and Turbosmart e-Boost2 boost controller.

SMP continued to look for a competition advantage by sorting out the gearbox that comes with the 13B, plugging in an OS Giken close-ratio gear set and 2-way differential in the FD gen. transmission. Additionally, the shop customized a Japanese-spec FD3S RX-7 chassis steering rack with its own tie rods, and redid the rear suspension members with its custom 5-link setup. Also aiding in handling and hooking up are a quartet of Tein Mono Flex coilovers with EDFC and an equivalent number of SSR MS1 rims shod in Falken RT-615 rubber.

SMP’s formula for making this Mazda fly comes complete with aerodynamic bits, too, in particular a Mazdaspeed aero kit and APR Performance GTC wing. To shave speed, or get the car squirrelly, brake mods came in the form of Project Mu 4-piston, 4-pad front calipers, with rears on the way from Japan. Speed Machine also gave the RX-8 Teflon-lined brake lines and a Wilwood dual-master pedal assembly.

Inside the cabin of the coupe, the spare, all-business interior is marked by a roll cage, Sparco Evo bucket seat, and a Safecraft halon 1301 fire suppression system. The RX-8’s pilot steers via Sparco wheel, attached to a Works Bell quick release, and keeps appraised of the Mazda’s performance through an AiM Sports MXL data acquisition system and digital dash.

Speaking of drivers, Japanese racing ace Seigo Yamamoto has been charged with challenging the North American pro drift landscape with the pumped up RX-8. He is one of Falken’s go-to pilots, and stands to gain the most from Speed Machine’s stellar track record for tough-as-nails competition Mazdas. With the season in full swing and a brand new ride at his disposal, he’s in good shape to end ’07 with a strong finish. Competitors should take heed; the biggest threat is probably coming from the last place they expect it.

APC Mazda Protegé

Along comes the Mazda Protegé and Ashley's concept is put into motion. Built in five weeks, this unique subcompact features removable puzzle pieces. The missing puzzle pieces expose clear-coated bare metal, and there are magnetic puzzle pieces painted to match the graphics to complete this giant rolling puzzle. A striking combination of gold and copper, the APC Mazda Protegé's airbrushed detail work was the most time consuming modification, taking Prax Garcia nearly a week to complete. The results were worth the wait.

APC invested quite a few particulars to ensure a well-thought out design. The muffler is finished in a copper-look, as are the intake tube, strut bar, wheels, pedals and billet pieces. The universal mesh was painted to match the Orion Silver/Pagan Gold Candy flames. LED turn signal road vision mirrors and Speed-Glo gauge replacements carry the theme.

All interior pieces were primered and sanded smooth and painted saffron pearl. AS Kustomz installed the Audiobahn sound system, which boasts AEQ-7 EQ, A18001D subs, A2801 kick panel speakers, A2401 rear door speakers, aluminum 12" subs, ABC 5002 5.25+1 and AS65C coaxials. Bush Custom Interiors covered the seats in cream snakeskin-print suede with various puzzle pieces and camel color carpet throughout. "This car is mainly about appearance and all the details that add to the whole," says Ashley. "There was almost no stone left unturned in making this car look the part".

Audio:

Audiobahn: Audio system Pioneer: DEH-P7300 deck
AS Kustomz: Installation of audio system.
Puzzle shaped box lifts with actuators to expose the chrome amps that are lit with red neon lights. The box is painted saffron pearl.

Styling:

"405" Rear wing
APC: Speed-Glo Gauge replacements
Intake tube finished in copper-look
LED turn signal roadvision mirrors
Pedals finished in copper-look
Stainless steel muffler in copper-look
Strut bar finished in copper-look
Billet rear view mirror in copper-look
Billet shifter knob finished in copper-look
Billet accessories in copper-look
Billet fire extinguisher in copper-look
Bush Custom Interiors: Seats covered in snake skin with creme snakeskin print suede with various puzzle pieces and camel color carpet throughout.
Paint by Praxx: Dupont Saffron Pearl and Dupont
Chromabase graphics. House of Kolor flames in Orion Silver with Pagan Gold Candy.
Universal mesh painted to match flames

Suspension:

Intrax springs

Tires:

KMC "Boost" 18x7" wheels face finished in copper-look
Falken Tires 215/35/18

Wings West Protegé Mazda

Wings West spent months developing a product line for the Protegé. "We've just included the products we developed into our new catalog." Says Bunnell of the tedious process involved with designing and manufacturing quality body components. Included in this development cycle: MPS series front bumper, Extreme fender flares for the front and rear, Skyliner rear wing with carbon fiber center blade, side skirts, a rear lower wrap and a two-piece hood bonnet, all manufactured in urethane.

The car won SEMA's "best of show" award at the 2001 show and the "best-overall dressed up car" award at the 2002 SEMA IAS show. Of course, a lot more than bodywork went into the MP3. Autometer gauges, a Sherwood carbon fiber dash kit and Cobra seats customized by Stitchcraft with Schroth racing harnesses sported up the interior. Other body-altering nods include: Toucan industries Euro taillights, and Modern Image Signworks graphics.

Hard parts like Enkei wheels, Pirelli tires, Eibach springs and StopTech front brakes give the MP3 a bigger stick to back up its aggressive image. To further aid the stoplight aggression, Wings West had Area 51 install a Vortech supercharger, MagnaFlow cat back stainless steel exhaust system and AEM cold air intake.

As if the estimated 200 horsepower wasn't entertainment enough, an Alpine audio system with three video monitors, a DVD player, Navigation unit and CD player was installed.

Modifications

Gauges:

AutoMeter - 5" carbon fiber monster tach, boost, volt, oil gauges

Performance:

MagnaFlow Exhaust - dual DTM cat back stainless steel exhaust system
AEM - cold air intake
STR - billet engine accessories
Stop Tech -front big brake upgrade with 13.5" rotors and 4 Piston caliper
Power Stop - rear drilled rotors

Styling:

Sherwood Dash - carbon fiber dash kit
Cobra Seats - Opus Racing seats by Sube Sports
Stitchcraft Interiors - Custom Interior/back seats
Schroth - shoulder harness
Toucan Industries - Euro tail lights, shift knob, e-brakehandle, pedals
Mikes Window Tint - yellow window tint
Modern Image Signworks - body graphics and sponsor logos

Suspension:

Eibach Springs - pro kit 1" drop

Tires:

Enkei Wheels - RPO7 19X71" wheels
Pirelli Tires - P7000 super sports 215/35/19

Mazda RX-8 Motorsport Concept

Mazda Australia unveiled the first of its “extreme cars”, a turbocharged RX-8 Motorsport Concept, at the 2004 Australian International Motor Show in Sydney. The “extreme” RX-8, which was conceived by Mazda Australia’s motor sport manager Allan Horsley, is powered by a turbocharged and intercooled rotary engine that is expected to develop about 360 horsepower . The car also features 19-inch wheels and tires, a high performance racing brake package, retuned suspension and Mazdaspeed body kit parts for a more aggressive look.

Motor sport manager, Allan Horsley, said: “The RX-8 Motorsport Concept was a must do challenge for us and thanks to the engineering sophistication of the production car it all came together in just a few months. “We plan to give some of the motoring media with racing experience the opportunity to enjoy the fruits of our labour at a track day drive event”.

The RX-8 Motorsport Concept makes its intentions known with an aggressive looking Mazdaspeed nose with integrated spoiler and big air intake as well as a large and adjustable Mazdaspeed rear wing. Velocity Red mica metallic paint and attention grabbing white “GT stripes” run along the car’s sides, while bonnet flutes further hint at the car’s added performance and aid under bonnet cooling.

Riding on striking white-painted, 19x8-inch alloy wheels, the concept features different tire sizes front and rear. 235/35 tires are used on the front wheels and larger 255/35 tires on the rear, helping deliver the concept’s prodigious power and torque to the road. The production RX-8 boasts 18x8 alloy wheels and 225/45 tires. A centre-mounted rotary-shaped brake lamp completes the strong visual statement made by the RX-8 Motorsport Concept.

The car’s revised suspension, which drops the ride height by almost 1 inch, improves the standard car’s class leading dynamics and adds to the concept’s visual impact. Suspension modifications focus on new specification, stiffer Eibach springs that help improve the already impressive grip offered by the RX-8’s multi-link front and rear suspension. The revised suspension settings, which help reduce body roll, further sharpen responses from the car’s electric-driven rack and pinion steering.

Promising considerably more power and torque than the standard car, the RX-8 Motorsport Concept features a Renesis rotary engine complete with a water cooled Garret turbocharger running 7.5 lbs of boost pressure and a large air-to-air intercooler. These modifications and a re-programmed Power Control Module that maximizes the engine’s efficiency are expected to boost power by more than 52 per cent over the production RX-8. The engine’s pulling power, or torque, receives a substantial boost over a wide rev band, with it peaking about 260 lb-ft, an increase of almost 65 per cent over the road car.

Using a relatively small and low-boost turbo ensures good throttle response and maintains the free-revving nature of the road car’s normally aspirated rotary engine.

The RX-8 Motorsport Concept’s compression ratio and redline are unaffected, allowing the turbo engine to race to 9000 rpm.

A larger, free-breathing exhaust system ensures maximum power gain while a new muffler also aids breathing and delivers a throatier, more purposeful exhaust note.

Braking is by an Alcon six piston racing system that features 335 mm vented and grooved discs. Similar systems are used in world rally, Japanese GT, V8 Supercar and NASCAR racing.

Other mechanical upgrades include a smaller but more powerful battery, while a larger core radiator ensures the engine runs within its ideal temperature range under all conditions.