RX-Rated: Mazda’s Early Rotary Cars, Part 2

Between 1971 and 1978, Mazda launched nine new rotary-engined vehicles, including the Capella (Mazda RX-2), Savanna (RX-3), Luce (RX-4), Cosmo (RX-5), and the REPU. By 1979, only three survived and the company had come perilously close to collapse. In the second part of our history of Mazda rotary engines, we take a look at those vehicles and trace Toyo Kogyo’s dramatic reversals of fortune in the 1970s.

1977 Mazda RX-3SP grille badge

See Part One of this story

MAZDA IN AMERICA

Toyo Kogyo’s growth in the 1960s was little short of spectacular. In 1960, its first year of passenger car production, the Hiroshima-based company built about 23,000 Mazda automobiles. In 1970, Toyo Kogyo would sell nearly 10 times that number even though the company had only recently begun to export its cars outside of Asia; European and Australian sales didn’t begin until 1967.

Toyo Kogyo made its first tentative entrée into the American market in April 1970 with a handful of dealer franchises in Oregon and Washington. The first regional office, Mazda Motors of America (NW), opened in Seattle in late May, followed by offices in Florida and Texas. Mazda’s initial U.S. offerings were all piston-engined: Familia 1200 coupes, sedans, and wagons (badged as Mazda 1200), the bigger Luce sedan and wagon (badged as Mazda 1800), and the B1600 compact pickup. Mazda’s first U.S.-market rotary model, the R100 coupe, arrived in July. Total sales for the 1970 model year were around 2,300 units — not bad considering the late debut and tiny dealer network, but no threat to Datsun or Toyota, much less Volkswagen, then the number-one U.S. import.

1971 Mazda R100 coupe front 3q2
The first Mazda rotary offered in the U.S. was the Mazda R100 (nee Familia) Rotary Coupe, introduced in July 1970 with a price tag of $2,495 POE. (Neither the earlier Cosmo Sport nor the FWD Luce Rotary Coupe (a.k.a. R130) was ever officially imported.) The U.S.-spec R100 was dropped in 1972. (author photo)

In December, Toyo Kogyo hired C. R. (Dick) Brown, a young sales executive from AMC’s Canadian operation, to be the first general manager of Mazda Motors of America (MMA), based in a tiny office in Compton, California. Brown’s task was to expand the dealer network and build a presence for Mazda in America. Although he would have little control over the actual product, he asked for and received almost total operational autonomy.

Under Brown’s leadership, the U.S. organization adopted a different dealer strategy than in Japan, where Mazda dealers tended to be small single-franchise stores. To attract big, well-funded dealers, Brown made the initial cost of a new Mazda franchise quite high, but offset it with margins of up to $600 per car, comparable to a full-size Chevrolet and much better than most other small cars of the time. That approach proved very effective and within two years, Mazda was averaging more than 25 applications for each new franchise. With more dealers, sales climbed to around 21,000 units in 1971 and more than 53,000 in 1972.

1971 Mazda 616 Coupe rear 3q
In addition to the RX-2, U.S. Mazda dealers briefly offered the piston-engined Capella, initially known as the 616, powered by a 1,587 cc (97 cu. in.) OHC four with 88 gross horsepower (66 kW). In 1972, the piston-engined Capella was renamed 618, now powered by the 1,796 cc (110 cu. in.) from the discontinued 1800 (first-generation Luce), making 74 net horsepower (55 kW). The 618 was about $500 cheaper than a comparable RX-2. (author photo)

The rotary engine quickly became the cornerstone of Mazda’s U.S. strategy. While the rotary’s fuel consumption had already become a sales obstacle in markets with higher fuel prices, that wasn’t yet a major concern for American buyers, and the rotary’s power, smoothness, and free-revving nature gave it a distinct identity. Following the passage of the Clean Air Act in late 1970, the rotary also seemed the surest way to meet tough federal nitrogen oxide (NOx) emissions standards, then slated to take effect in 1975. By 1972, more than four out of five Mazdas sold in America had rotary power, and the company expected that figure to reach 100% by 1975.

THE CAPELLA RE AND MAZDA RX-2

Until the late sixties, Toyo Kogyo’s bread and butter had been the subcompact Familia and the tiny R360 and Carol mini-cars; Mazda’s first larger model, the 1966-vintage Luce, had been a commercial disappointment. The increased emphasis on export sales, however, brought with it the need for a broader range of products.

The first of these was the Mazda Capella, launched in Japan in May 1970; it arrived in Australia that October and in U.S. in early 1971. Offered either as a sedan or coupe, the Capella was Toyo Kogyo’s first midsize car, splitting the difference between the Familia and the Luce; a starting price of ¥696,000 (about $1,930) put the Capella about ¥36,000 ($100) above the most expensive Familia. Like its smaller cousin, the Capella was a conventional rear-wheel-drive car with monocoque construction, MacPherson strut front suspension, and a live axle, albeit on rear coils rather than the Familia’s semi-elliptical springs. In size, the Capella was comparable to the Datsun Bluebird 510, Toyota Corona, Ford Cortina, or Holden LC Torana.

1972 Mazda RX-2 coupe front 3q
1972 Mazda RX-2 sedan front 3q
In either coupe or sedan form, the Series 1 Mazda Capella/RX-2 was 163.4 inches (4,150 mm) long and 62.2 inches (1,580 mm) wide on a 97.2-inch (2,470mm) wheelbase. For unknown reasons, Mazda’s U.S. organization appears to have rounded its dimensions to the nearest whole number, listing its overall length as 163 inches (4,140 mm), wheelbase as 97 inches (2,464 mm), and width as 62 inches (1,575 mm); we’ve used the factory figures. The factory-quoted curb weight was 2,095 lb (950 kg), but better-equipped U.S. models weighed about 2,300 lb (1,043 kg) all up. (author photos)

The Capella’s standard engine was a 105 PS (104 hp, 77 kW) SOHC four, but there was also a rotary version, initially called R612 and known in some markets as the Mazda RX-2. The RX-2 was powered by the new 12A rotary engine, essentially the 10A from the Familia Rotary/R100 with its rotor housings enlarged from 60 to 70 mm (2.36 to 2.76 in.), bringing total swept area to 1,146 cc (70 cu. in.). The 12A retained the smaller engine’s dual spark plugs, twin distributors, and combination of side intake and peripheral exhaust porting, but traded the 10A’s single exhaust ports for three smaller ports per chamber, an effort to reduce engine noise. Output was quoted at 130 gross horsepower (96 kW) — 120 PS (118 hp, 88 kW) net — with 116 lb-ft (157 N-m) of torque. Federalized cars, fitted with a thermal reactor to reduce hydrocarbon emissions, had 120 SAE gross horsepower (90 kW) and 110 lb-ft (149 N-m) of torque, although a switch to SAE net ratings for the 1972 model year reduced those figures to 102 hp (76 kW) and 98 lb-ft (133 N-m).

1972 Mazda RX-2 coupe front copyright 2010 Telkine (used with permission)
In Japan and many export markets, the early Series 1 Mazda Capella had rectangular headlights, which were not legal in the U.S. at the time. Federalized cars substituted four round lamps, which were adopted in other markets for later Series 2 cars. The Super Deluxe was the top trim level for Capella/RX-2 sedans; Japanese-market coupes were also available in sporty GS form. (Photo © 2010 Telkine; used with permission)

Inevitably, the rotary Capella overshadowed its piston-engined counterpart, which was largely ignored by the press. The rotary car’s performance was harder to overlook: 0-60 mph (0-97 km/h) took less than 10 seconds while top speed was nearly 120 mph (190 km/h), comparable to the BMW 2002tii or Alfa Romeo Giulia GTV. U.S. cars were a bit slower, but could still blow the doors off of rivals like the Datsun 510 or Ford Capri 2000. Enthusiast reviewers found the Mazda’s suspension a little soft for really aggressive driving, but owners spoke highly of the RX-2’s handling. The Capella also won praise for its fine ergonomics and generally excellent fit and finish.

As with the earlier Familia Rotary/R100, the flies in the ointment were price and fuel economy. The rotary Capella/RX-2 was about 20% more expensive than its piston-engined counterpart and a lot thirstier to boot. U.S. cars averaged about 18 mpg (13 L/100 km) overall, reaching perhaps 20 mpg (11.7 L/100 km) on the highway. Cars without the thermal reactor did only a little better, which limited sales at home and in Europe. Even in the U.S., consumer surveys found owners dismayed with the rotary’s fuel consumption.

Despite its drawbacks, the RX-2 had much to offer. It won Road Test‘s Car of the Year Award in January 1972 and for a time, demand for the RX-2 in the U.S. market outpaced supply. The RX-2 sold well enough that Mazda Motors of America actually dropped the piston-engined 618 at the end of the 1972 model year.

1972 Mazda RX-2 coupe rear 3q
1972 Mazda RX-2 sedan rear 3q
The Series 1 and 2 Mazda Capella/RX-2 shared the taillights of the smaller Mazda Familia Rotary/R100; Series 3 versions substituted hexagonal units to comply with new Japanese safety regulations. Like the Familia, the Capella had a live axle, but it was suspended on coil springs, located by trailing arms and a Panhard rod. Some early piston-engined Capellas had drum brakes all around, but front discs were standard on U.S. 616/618 models and all rotary cars. (author photos)

In the fall of 1971, the Capella received a modest facelift, giving non-U.S. cars dual round headlights like those fitted to federalized 618s and RX-2s. Automatic transmission, already available on piston-engined Capellas, was now optional on the rotary versions as well, a first. (NSU’s Ro80 had a torque converter, but its transmission was not actually automatic.) The Mazda transmission was made by the Japanese Automatic Transmission Company (JATCO), a joint venture formed in late 1969 by Toyo Kogyo, Ford, and Nissan. The JATCO transmission was a conventional three-speed-plus-torque-converter arrangement, albeit with a special high-stall converter and different shift points to suit the rotary’s torque curve. The automatic hampered off-the-line acceleration, but reviewers found that the JATCO unit otherwise had surprisingly little effect on performance. The automatic became optional in Australia in early 1972 and in the U.S. that December. (A five-speed manual gearbox was introduced on the Japanese-market Capella GSII coupe in 1972, but it was not offered on U.S. RX-2s; we don’t know if it was available in other export markets.)

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  1. The US RX-2 was updated for model year 1974 with the new single distributor engine. The car received the new taillight assembly and highly styled dashboard, but retained old style front end bodywork to accommodate the new large 5 mph bumpers. It was visually very distinct from the 1973 and earlier cars. It is a rare car because the RX-3 was cheaper and newer, and the new RX-4 had the luxury upscale side of the rotary market well covered.

    The first generation RX-3 12A engine 4-door sedan is a very rare car. The twin distributor 12A RX-3 was mostly sold in the US, and very few sedans were sold (which is why it was dropped for 1974). RX-3 coupes and wagons were the big sellers.

    The RX-3 may not have been a substantially better race car than the RX-2, but when Mazda got serious about sedan racing in about 1973 and 1974, the RX-3 was early in its model run, and the RX-2 was later in its cycle. It would make sense to “market” through racing success the car that was likely to be offered for a longer period of time. The RX-3 was also marketed as a “sporty” car and the RX-2 was more of a luxury car, though the mechanical specs were similar.

    Late in the RX-3’s production life, the US only RX3-SP was introduced, actually an 808 with the rotary engine and certain specific trim changes and driveline upgrades. The optional stripe and trim kit was manufactured in California and installed at the port. This iteration of the RX-3 encouraged grassroots racing of the rotaries and helped keep the rotary alive as a “sporty” engine until the arrival of the RX-7.

    1. Thanks for the clarification on the ’74 RX-2. Because of its rarity, detailed information on it was rather scarce.

      The Savanna wasn’t really that much younger than the Capella/RX-2 — the difference was less than 18 months — so I don’t know how much that really had to do with it. The Savanna had the potential for a better power-to-weight ratio in racing trim, and more advantageous dimensions. Aside from being substantially shorter (a plus in some types of event), the Savanna was actually 15mm wider than the Capella, and its tread width was 15mm/10mm greater, which makes for less body roll, even with stock suspension. Of course, they did pitch the Savanna at a different audience than the Capella, particularly in Japan.

      The RX-3SP is mentioned in the text. It’s not exactly an 808; the 808 was the export designation for the Grand Familia, which was the piston-engined version of the Savanna. Although Mazda marketed them as separate entities (rather than as a single line with a choice of piston or rotary power), my understanding was that the differences between the Savanna/RX-3 and comparable Grand Familia/808 weren’t any greater than the differences between the Capella/616 and RX-2 — larger fuel tank, some minor changes to accommodate the rotary’s exhaust system and emissions controls, etc. Six of one, half dozen of the other.

      Since I don’t think the RX-3SP arrived until after Mazda had already announced that they would be launching a new sports car, I assume you’re right that it was basically an appetizer for the RX-7. I don’t have production figures for the U.S. model, unfortunately, but Mazda listed total Savanna/RX-3 production as 9,825 units for the 1976 calendar year (encompassing part of the ’76 and ’77 model year) and 1,606 in 1977 (encompassing the latter part of ’77 and the ’78 model year), so it can’t have been a lot — although it’s clear there were at least enough to homologate it for IMSA and SCCA competition!

      1. The RX-3 was always distinct from the 808 in its interior fittings and dashboard. The SP’s interior is an exact duplicate of that year’s 808. There is actually no “rotary” badging except for the “Rotary Engine” badge on the trunklid (and the “RX3SP” on the right rear fender). The RX-3 always had chrome window driprails and rocker panel trim. Later 808s did not and neither did the SP. The SP taillight assemblies were parts binned from the Australian 808. Beyond the VIN, a fake SP is easy to tell if it is made from an earlier RX-3, but hard to tell from a late 808, if the bolt-on parts are changed. The 808 derivation of the SP is not supported by documentation, but instead by careful observation of how the various year RX-3s and 808s were put together.

        Keep in mind too, that by mid 1975, Rx-3s were essentially special order vehicles, manufactured in small batches. 808s were still being turned out in the tens of thousands per year. Which leads me to production numbers.

        Worldwide RX-3 production was recorded by calendar year. But US production was by model year, starting the previous August or September. Also, only US cars were included in the S124 serial number sequence (12A engine) until late 1973. Other markets got the 10A engine and a separate S102 serial number sequence until late 1973. Overall roughly 80,000 non-US market 10A engined (S102A) coupes and sedans were built, 75,000 US market 12A engined wagons (S124W), and about 85,000 mostly US but worldwide 12A engined coupes and sedans (S124A) were built.

        Here is what makes the understanding of production numbers difficult. Most RX-3 US production for a given model year is actually produced in the last part of the prior calendar year. So the calendar 1976 production is largely 1977 model year cars for the US. The other thing to keep in mind is that from late 1973 through mid 1976, the 12A engined production sequence (S124A) is not just the US any more, but represents worldwide production.

        So US sales for the early twin distributor car through late 1973 were about 60,000 coupes & sedans (S124A) and 55,000 wagons (S124W). Worldwide, about 20,000 of the second generation coupes and sedans were sold in 1974 and 1975. The 1976 “Savanna” model (special taillights and the introduction of the ‘air dam’ front lower valance) totals about 2,000 cars worldwide. The SP (US only) totalled about 3,000 for 1977 and 800 for 1978. Most of the 1977s were built in late 1976 and the 1978s were built in the fall of 1977. All continued the S124A serial number sequence, out to just over car number 85,000 (VIN S124A-185000). So those last 25,000 cars or so were sold worldwide, not just in the US. That is why the later cars are so hard to find in the US or anywhere else.

        Just to confuse things further, a small batch of “V-100” cars were built for Japan. They are essentially right hand drive RX3SPs, right down to the big bumpers, but with alternate badges. But rather than using the S124A VINs in sequence, they pick up the numbers in the 460000 range. I do
        not recall the prefix used, but the last part of the number appears to be in sequence with the 808s of the time. Perhaps the US cars stayed in the RX-3 sequence to satisfy the US authorities. The V-100 VIN sequence also suggests the late rotaries were a batch pulled from the 808 production.

        1. Given the slowdown in sales, it would make sense that later Savannas and RX-3s would have greater commonality with the piston-engined cars. During that period, Toyo Kogyo was also trying to increase inter-model commonality in general, as part of the effort to reduce unit costs. Different dashboards are expensive, especially for what’s become a slow-selling specialty model.

          If I may ask, where do your production numbers come from? I wasn’t able to get U.S. production breakdowns from Mazda, and the only figures I have there are model year totals that aren’t divided by model. Mazda’s figures only show total worldwide calendar year production, and the numbers I have are only for rotary models. (I asked about piston-engined cars, but wasn’t able to get that information.) I realize there’s a big discrepancy between model year and calendar year production (which among other things makes it hard to tell how many might belong to each model year, or each generation in years where they overlap).

          Thanks again for the info!

          1. The RX-3 is the only older rotary in which the US model year sales can be roughly discerned. Every other model uses one VIN series worldwide, with no country by country breakdown. Because for most of its production life, the RX-3 used separate VIN sequences for the US (due to the larger engine size), the US sales can be estimated, and also by model year.

            I use Mazda’s old dealer manuals that include VIN sequences as part of the model/year ID process at the dealer level. I guesstimate the numbers from memory, but now I have the books in front of me.

            Total cars about 240,000. Early non-US 10A engines, about 80,000. Early 12A US 55,999 coupes/sedans plus 50,103 wagons. So the total early cars about 186,000 of the 240,000 total. Second generation (now worldwide) roughly 27,000 coupes/sedans plus 22,000 wagons. This figure includes the “Savanna” cars.

            Finally, roughly 4,000 US RX3SPs (more than people think there were) and maybe? 1,000 Japanese V-100s.

            Roughly 2/3 of the second generation 27,000 are probably US, but a maximum of 1,845 of the US cars are the model year 1976 “Savanna” style (but still badged as RX-3, not Savanna). That one is the rarest US car, and very hard to find here (The US version did not get the alternate dashboard package on that model). It is the one style more abundant abroad rather than in the US, but still not common anywhere.

          2. Okay, that makes sense. Serial number sequences aren’t always 100% accurate (sometimes numbers are skipped for various reasons, or used out of sequence, etc.), but it’s certainly a reasonable basis for estimation.

            The figure Mazda provided for total worldwide Savanna/RX-3 production is 285,887, starting in calendar year 1971 and ending in 1977. Unfortunately, they didn’t have any sort of model breakdown.

  2. The maintenance and repair of the rotary engine was carefully planned at the dealer level as the cars were introduced. It was assumed that the dealers would disassemble the engines to replace the “wear parts” and gaskets at specified intervals. Special disassembly tools and procedures were put into place.

    In fact, the engines had a multitude of issues, and a variety of unplanned catastrophic failures (partly due to improper or poor owner maintenance habits). The orderly disassembly of engines was cancelled and an engine exchange program was introduced. The old core engines would be rebuilt with new parts by Mazda and cycled back into the dealer pipeline.

    The US engine license with Curtiss-Wright did not allow for engines to be purchased separate from a whole car, so the engine exchange was the way things had to be done. One could not go to Mazda and purchase a whole engine, not even a competition engine (which could be purchased outright in Japan). Only parts could be bought and built up into an engine, or a rebuilt engine could be swapped into a car for the old one.

    On the engine exchange program, the car’s VIN had to be recorded by the dealer and turned in to Mazda with the core engine, in order to get a new one (again, the C-W license restrictions). While Mazda may or may not have made money on the engine exchanges, the dealers certainly made money, and competed for the business. Some enterprising dealers went to the junkyards and pulled whole engines, while carefully recording the junked vehicles’ VINs, so they could stockpile new engines ahead of time and offer quicker turnaround to the customers. Years later, 10A and early 12A engines could sometimes be found in dealers’ back rooms, still sealed in the boxes, and were let go for a song to clear the space of unwanted inventory.

    1. Interesting — thanks for the info!

  3. The Cosmo RX-5’s profile was echoed by the later 1977-1979 Ford Thunderbird, though the RX-5’s “opera” window actually rolls down, unlike the T-bird’s fixed glass.

  4. I was waiting with bated breath for the second part of this series.

    Have you seen the (in)famous Mazda "boinger" commercial?

    Neat bit of rotary-related ’70s camp.

    1. That is pretty funny — I knew they did commercials along those lines, but I hadn’t seen that one.

  5. The early RX-3s had a strange quirk that could be pretty frightening if you weren’t prepared for it. Suddenly let up on the gas after a long hard blast and the car would backfire apparently from the thermal reactor – it sounded like a 12-gauge shotgun going off under the car and one would expect to see pieces of the exhaust system left behind on the road. That wasn’t the case, but it was still pretty unnerving.

    1. A lot of the period reviews noted something similar. It appears that it was a side effect of the rich mixtures used to increase the reactor’s effectiveness, and that when you closed the throttle, it momentarily jumped from rich to [i]very[/i] rich, causing the backfiring when unburned fuel hit the hot thermal reactor.

  6. It’s uncanny how much the Capella resembles the Renault 12, in the overall appearance apart from the coke-bottle kink there are a lot of similarities in the grille, rear end and roof profile/c-pillars

    1. Wow, that hadn’t occurred to me, but I agree. The sedan, in particular; the Capella coupe still looks more Alfa-like to me, but the sedan’s resemblance to the 12 is pronounced.

  7. I had an RX3-SP and ruled the streets for awhile in my College Neighborhood of Northridge, California back around 1978. Loved how the Mazda magazine car ads claimed the ‘SP’ did not stand for ‘slow poke’. The specs claimed my RX3-SP could ‘stick’ a Boss 302 V8, and it really did. Before my ride got ‘totaled’ in a car wreck with a Lady from Texas, I was slowly converting my Mazda for weekend Amateur Racing. Had the car ‘dropped’ a bit and added high performance Koni Shocks. The engine was stock, with the big Rotary engine seal replaced, under some kind of Mazda ‘Re-call’ thing. She could easily hit 123mph on the 101 fwy when the fuzz weren’t around.

  8. Just Picked up a Nice 1978 RX3SP from Puerto Rico and had it shipped to Florida, my first one was back in 1977 in EL Paso Texas, while serving int he US ARMY,I have had all the models from the RX2 to the 1993 Mazda RX7, Mazda Rotary Pickup but none of them come close to what you really feel for the RX3SP, its a nice toy to have and to pamper and take care of. THe sound of a Rotary Engine Bride Ported and overlap is music to any Rotary Fan.
    Would like to post picture but I guess on this site it cannot be done. But Thanks for the memories.

  9. Going to high school in 1980’s Oregon, rotary powered Mazdas were a common sight. Including mine, there were at least three rotary pickups in the school parking lot on any given day. My yellow 1975 rotary truck (along with a new Cosmo) was purchased by my uncle in ’77 or ’78 from a warehouse of unsold inventory in Japan and shipped back by the navy.

    It was an epicly fun little truck, but had some very odd quirks. They had a significantly stronger suspension system than other late ’70s small pickups and had no trouble reaching freeway speeds with very heavy loads. The small hatch in the side of the bed behind the passenger door in your picture is where the battery lives. That would corrode quite badly over time. The exhaust system was also one of the heaviest I’ve ever seen. In addition to the standard exhaust pipe with mufflers and such, there was a small straight pipe directly from the thermal reactor. I was told that was a pressure relief pipe to keep the muffler from exploding when the engine backfired.

  10. Thanks for the write up, I don’t think I’ve ever seen or heard of the FWD rotary Luce, or even a piston 1500cc 1500, only seen sedans.
    4dr sedans no matter what the make are more common than coupes/hard tops.
    I bought Mazdas for all my first cars, a 1974 RX3 sedan I bought in 1992, then a lot of 808s for spares and run abouts while working on the RX3 (changed the 12A and 3spd auto to a 13B extend port and 5spd manual out of an RX5), I think I owned about 4 808s, saving the best panels from them when I got them taken away for scrap.
    Of course in 1993 I also bought a 1973 RX4 hard top for another project car.

    Still have them, but stripped down in parts as unfinished projects these days unfortunately, but couldn’t bare to get rid of them.

    Lots of old RXs are still around in Australia and Puerto Rica. If you search places like youtube for ‘mazda rotary cruise’ you’ll see and hear a lot still running on the roads.

  11. Largest Australian Holden was the Statesman, Premier was a shorter wheelbase. FAB site.

    1. Oops, you’re quite right. Thanks for the correction — I’ve amended the text.

  12. Looking for a picture of the Mazda rotary 4 door sedan I owned in the 1980s bought used in Upstate New York. The interior was really plush. I loved this car but it began to rust. Cannot remember the model name. I do not see it listed in this article. Thanks. Paul

    1. Well, if it was a U.S.-market car and a four-door sedan, it was either a) a 1972–1974 RX-3 (a.k.a. Savanna), b) a 1971–1974 RX-2 (a.k.a. Capella), or c) a 1974–1978 RX-4 (a.k.a. Mazda Luce), which are described in the article (although naturally I may not have a picture of the specific version you had).

      Based on the time frame and plushness, my guess would be the RX-4. The RX-4 (known as Luce in Japan and Mazda 929 in piston-engined export form) was the biggest and plushest rotary sedan Mazda sold in this country.

      If the car was RHD and not originally a U.S. model, it might also be a later Mazda Luce or the four-door hardtop version of the Cosmo (which is pictured in this article), which were never officially imported here, although a few have shown up as gray-market imports and there may be some in Canada. I’m assuming if you had a RHD car you would have mentioned it, though — generally, people who have RHD Japanese-market imports have a pretty good idea of what their car is! — so my guess would be the RX-4.

  13. My father had a 1978 RX-4 rotary. I used to ask for the keys to “go to a friends house”. In reality I was headed for hwy 100, the nearby cruise boulevard. Noticing that the rotary had a strong pull from around 3000 rpm and up I found a way to run with the muscle cars back then. The dark green 4 door was not quick off the line with an automatic transmission. I definitely had to avoid a drag race, but those were not as common as the 35-40 mph floor it till 60 mph or so bursts to see who could pull ahead by a fender length or more. That is where I realized that if the transmission was left in first gear the little rotary was in it’s power band. Many drivers were surprised by that little import and the strange screaming sound it made as it pulled ahead of them and then back firing when lifting off the gas. Running in first gear up and down the cruise strip on Fri. and Sat. nights eventually took it’s toll. After two summers of this kind of abuse I was able to leave a smoke screen under certain conditions. Interestingly my father though I was putting gas in the car as he kept business mileage records. Maybe fuel efficiency was better at higher rpms. It sure liked to rev. Power band like a two stroke dirt bike, not much initially but hang on when it starts to pull.

  14. I too had a 1978 Rx3-SP. $4500 new. 5speed stick. Got it up to 125mph a few times. Beat a few 350cu in V-8 vettes, and could hold the lead up to about 100mph. It was a rocket off the line, and light weight (in lbs) car. Vettes were heavy V8 iron engine dogs, even with Fiberglas bodies.
    Rarely ever lost a race in 5years in the suburbs of Chicago, to any car.

    Car rarely needed service. But you had to replace the plugs every 6mos. Due to oil by design was injected into rotary “cylinders” for lube.
    I cleaned them religiously 3mos, and replaced them every 6mos, with OEM Mazda plugs, which cost $3 each….2x normal plugs at the time.
    Rotary engines were awesome. I really thought they were the future, and not camshaft cylinders. Oh well, bring on the Electric cars!

    1. As I understand it, the plugs in a rotary engine inevitably lead a fairly hard life because they’re buried in the “combustion chamber” area of the housing. In a reciprocating engine, the tip of the plug is exposed to uncompressed intake air during each intake stroke, but that’s not the case with a rotary, where the mixture is already compressed (and hot) before it gets to the plug. This is why the housings of (as far as I know) all production rotaries are aluminum: the aluminum is more conductive to heat than iron, and without that, the housing ends up cracking due to thermal stress. (This happened to various test engines using cast iron housings, which in certain other ways would have been preferable.)

  15. hello how many us 1973 rx3 sedans were made cause I have one

    1. I’m afraid I’ve been unable to find sales breakdowns by model or body style — sorry! I wish I knew.

    2. A U.S. model 12A engine sedan is more rare, and a rest-of-world 10A engine sedan is more common. The U.S. version was the only one with the 12A engine in 1973 (twin distributors), and while the rest of the world bought quite a few RX3 sedans, the U.S. buyers preferred coupes and wagons. As all true RX3s have become quite rare these days, rest assured that the car is not common any more, in any case. Basically all parts of the car are fragile (paint, interiors, sheet metal, trim, engines), and do not hold up well to abuse, poor maintenance habits, or exposure to the outside elements.

      I believe 1973 was the last year for RX3 sedans in the U.S., but I could be wrong about that.

      1. On the last point, as best I can determine that is correct, but I’m not positive either.

  16. From 1974-1976, I worked for Tilton Mazda in Sioux Falls, SD. At that time I bought a new 1975 RX-3. I found the window sticker about 3 months ago. WOW! Prices were: dealer prep $50.00, Freight $85.00. The AM radio set me back $69.00. MSRP for a Flare Yellow 2-Dr was $3697.00. Total was $3901.00. It listed the Engine No.as 12AS57958. The sticker was printed 5/19/75 and I bought it in July 1975. As I recall I paid $3500.00. This car was a blast to drive. It came with white vinyl interior, did they offer black? That engine was so smooth. I loved the buzzer to let you know when to back off.

    1. Many of the RX-3s I’ve seen have had black vinyl interiors, so I’m guessing the answer to your question is yes, although white might be slightly less painful on a hot summer afternoon!

  17. Back in around 1978 I was in Taupo, New Zealand. One day I heard a banshee wail, clearly a Rotary in the distance. It took quite some time to come into view. Eventually there was a Mazda Ute, resplendant in the company blue and white livery, with a pretty radical exhaust. I did not know that rotary utes were ever issued, this being s right hand drive one was probsbly concerted from a B1600. This dealer’s workshop vehicle had a VERY overloaded B1600 on the other end of a tow rope. With little torque and heaps of revs in low gear the whole cavalcade crawled into view with a cacophany that all Taupo heard. It was a ROTARY!

  18. i hav a 72 rx3 series 2 with a ground up rest which im selling for 8 grand the car is a solid rust free car with a canary yellow paint fresh rebuilt motor 12a mild streetport rotor rims 13 inch and mickey thomsons in the rear the car is really fast call me if interested my name is melvin from chelsea massachusetts 02150

    1. Hey Melvin,

      I redacted your phone number — if you really want to publish it, let me know and I’ll put it back, but I take no responsibility for any consequences. (I don’t know about you, but I hate spam calls!)

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