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

SIDEBAR: Racing the Mazda Capella/RX-2

With strong performance even in stock form, the rotary-engined Mazda Capella had obvious potential for sedan racing. A rotary Capella won its class at Japan’s Fuji 1000 km in July 1971 and in October, an RX-2 driven by Gary Cooke took Class C in Australia’s Hardie-Ferodo 500 at Bathurst, although the Mazda could not match the sheer power of Ford’s GTHO Falcons, scoring 26th overall. New rules for 1972 moved the Mazda RX-2 to Class B, where the RX-2 lost out to the Ford Escort GT, taking second and third in class, 13th and 14th overall. Reclassified yet again in 1973, the RX-2 returned to Bathurst a final time, taking first and second in Class C (2,001 to 3,000 cc displacement), 10th and 12th overall.

In late 1972, Car and Driver editor Patrick Bedard suggested that the magazine prepare and campaign a Mazda RX-2 in the International Motor Sports Association (IMSA) Racing Stock (RS) Series, known between 1972 and 1976 as the B.F. Goodrich Radial Trophy Series. IMSA RS was a “showroom stock” series for small sedans like the Ford Pinto and Datsun 510, allowing only a limited range of modifications. While the 1973 RX-2 had less of a power advantage than in previous years — 1973 federalized models were down to 97 net horsepower (72 kW) — the rotary-engined Mazda had obvious potential.

The Car and Driver car was prepared by Roy Woods Racing, while its 12A rotary engine was modified by Jim Mederer of Racing Beat in Anaheim, California. Per IMSA rules, the rotors were stock, but Mederer made extensive carburetion and porting modifications, including adding enormous auxiliary intake ports to each side housing, so large that Mederer had to leave a metal “bridge” through the port to avoid compromising the integrity of the corner seals. The effect was comparable to installing a high-lift, long-duration camshaft in a piston engine: a rough idle, poor low-speed response, and ferocious high-speed power. The “bridge-ported” engine’s estimated output was 198 hp (148 kW), 30 hp (24 kW) more than the original goal, and the addition of a factory racing exhaust system later took the engine to an impressive 218 hp (163 kW) at 8,400 rpm.

IMSA officials reportedly regarded the Car and Driver RX-2 — and rotary engines in general — with great suspicion, particularly once they saw the car perform. After the RX-2’s first race in June 1973, IMSA ordered the magazine to add 300 lb (136 kg) of ballast as a handicap for subsequent events. The extra weight didn’t stop the RX-2 from winning at Lime Rock in July, the car’s third race, and again at Road Atlanta in September.

The victories made IMSA even more suspicious, but after a complete engine tear-down, officials grudgingly conceded that the bridge porting was legal, at least for the 1973 season. They hastily rectified that for the following year, banning all porting modifications for rotary engines — the equivalent to restricting reciprocating engines to stock valves and camshaft profiles. The loss of the bridge-ported engine meant the RX-2 was no longer competitive, so Car and Driver sold the car to Mazda salesman and racer Walt Bohren.

IMSA subsequently relented on some of its more draconian restrictions on rotary engines, so Bohren took the RX-2 back to the RS Series in 1976. After several victories in 1976 and 1977 (and a variety of lap records), he won the driver’s championship in 1978, also earning Mazda the manufacturer’s cup. Later owners continued to campaign the car in both IMSA and Sports Car Club of America (SCCA) events, taking SCCA divisional championships in 1982 and 1983. The RX-2 was eventually sold to racer and race builder Jim Downing, who still owns it today.


Around the same time the Series 2 Capella appeared in Japan, Toyo Kogyo introduced the next phase of its expansion plan: the Mazda Savanna, which bowed in September 1971. The Savanna was essentially a rotary-powered version of the new Mazda Grand Familia, a larger subcompact positioned between the Familia and Capella. Interestingly, although the Savanna was looked much like its piston-engined counterpart (known in other markets as 808 or 818) and would be offered with the same body styles, Toyo Kogyo marketed it as a separate entity — a distinct contrast with the rotary Familia, which it would shortly replace.

1972 Mazda RX-3 coupe front 3q copyright 2010 verner_oscar (used with permission)
The Series 1 Mazda Savanna was 160 inches (4,065 mm) long and 62.8 inches (1,595 mm) wide on a 91-inch (2,310mm) wheelbase, making it 9.2 inches (235 mm) longer and 4.5 inches (115 mm) wider than the older Familia. Like the Familia, the Savanna had MacPherson struts in front and a live axle on semi-elliptical leaf springs, but with staggered rear shock absorbers to limit axle tramp. Critics were pleased with the Savanna’s handling, noting that it had less body lean than the RX-2, but ride quality left something to be desired, particularly on the wagon. (Photo: “RX3” © 2010 verner_oscar; used with permission)

Like the Familia Rotary, the initial Japanese-market Savanna used the 982 cc (60 cu. in.) 10A engine, now rated at 105 PS (104 hp, 77 kW). Since the Savanna was somewhat heavier than the Familia, performance suffered a bit; claimed top speed was 109 mph (175 km/h). Prices were similar to the Familia: ¥600,000 (about $1,725) to start, rising to ¥700,000 (about $2,015) for a GR sedan or GS coupe.

In early 1972, Toyo Kogyo added a Savanna rotary wagon — another first — and a new GT coupe with lowered sport suspension, a five-speed gearbox, and the 1,146 cc (70 cu. in.) 12A engine from the rotary Capella. Weighing almost 140 lb (65 kg) less than the Capella, the Savanna GT quickly established itself as Mazda’s top rotary performer.

1972 Mazda RX-3 rotary wagon front 3q
The Mazda Savanna/RX-3 wagon, added in 1972, shared the same wheelbase as the sedan and coupe, but was taller (55 inches/1,397 mm), about an inch (25 mm) longer, and 80 lb (36 kg) heavier. From 1973 on, larger bumpers made U.S.-spec RX-3s progressively longer and heavier still; 1973 wagons were up to 163 inches (4,140 mm) and 2,300 lb (1,043 kg), while 1974 models were 170 inches long (4,318 mm) and weighed 2,450 lb (1,111 kg). (author photo)

That spring, the Savanna began arriving in export markets, usually badged Mazda RX-3. In Australia, New Zealand, and other markets, the RX-3 had the 10A engine, but U.S. cars used the larger 12A, albeit with a more restrictive exhaust system that trimmed output to 90 net horsepower (67 kW) and 96 lb-ft (130 N-m) of torque. Export cars had fewer trim options than did their Japanese counterparts, and the five-speed gearbox was not initially available, leaving a choice of four-speed manual or JATCO automatic.

Although the Savanna/RX-3 was a bit slower than the RX-2, the smaller car was usefully cheaper — by as much as $270 in the U.S. Before long, the Savanna was outselling its larger brother by a substantial margin, bolstered in part by an impressive competition career (see the sidebar below). More than half of all Savannas were coupes; of the rest, it appears that wagons may have outsold sedans despite not being offered in all markets.

The Mazda Savanna got a mild makeover in late 1973, including a new front clip and taillights, the latter a response to emerging Japanese safety regulations. The 10A engine was dropped, replaced by the latest single-distributor version of the 12A. Like U.S. cars, the JDM Savanna now had a thermal reactor to reduce hydrocarbon emissions. Although Japan’s own pending emissions standards were still mired in political debate, as an interim measure, the government had decided to offer tax incentives for the purchase of low-emissions vehicles. Models with the thermal reactor (which Mazda christened REAPS, Rotary Engine Anti-Pollution System) were called Savanna AP, for “Anti-Pollution.”

1974 Mazda RX-3 sedan side copyright 2011 verner_oscar (used with permission)
This Mazda Savanna/RX-3 appears to be a facelifted Series 2 sedan, which was not sold in the U.S. The Mazda RX-3 sedan was dropped from the American market after the 1973 model year, but remained available elsewhere through at least 1976. RX-3 wagons remained available in the U.S. through 1976, the coupes through 1978. (Photo: “RX3” © 2011 verner_oscar; used with permission)

Even with the bigger engine, the addition of the thermal reactor and a 100 lb (45 kg) weight increase meant that Series 2 Savannas were no faster than before. Nonetheless, the Savanna remained the most popular of the early Mazda rotaries, which for a time was enough to make the RX-3 the world’s most successful rotary-engined car. In its first two and a half years alone, Mazda built 218,842 copies.

SIDEBAR: The Mazda Savanna/RX-3 in Competition

While the Capella/RX-2 had some racing success, it paled in comparison to the exploits of the smaller Mazda Savanna. On the street, the Savanna/RX-3 couldn’t match the RX-2’s performance, but on the racetrack, the Savanna’s lighter weight and wider track were definite advantages. The availability of both 10A and 12A engines was also a plus, sometime allowing the Savanna to compete in multiple classes. The Confederation of Australian Motor Sport (CAMS), for example, classified rotary engines based on two times their geometric displacement, which put the 10A-powered RX-3 in Class B (1,301 to 2,000 cc) and 12A models in Class C (2,001 to 3,000 cc).

In Japan, the Savanna made an impressive debut in touring car competition at the 500-mile (620-km) Fuji Tourist Trophy in December 1971, scoring first overall and ending a 49-race winning streak for the Nissan Skyline GT-R. The following May, Savannas took first, second, and third in the T-b (touring car) event at the Japanese Grand Prix — the first of five Japanese GP championships. For the next five years, the Savanna would be one of the fiercest competitors in Japan’s super touring car class, with 100 victories between 1971 and 1976.

In Australia, a 10A-powered Mazda RX-3 took second in Class B at the 1973 Hardie-Ferodo 1000 at Bathurst, scoring ninth overall; it actually finished ahead of the RX-2 that took the Class C championship. The following year, a 12A-powered RX-3 won Class C, taking 6th overall, while a 10A model again took second in Class B, coming in 10th overall. The big-engined RX-3 would achieve another Class C victory in 1975, taking second in class in 1976. The RX-3 continued to compete throughout the decade, although racers were hampered by CAMS regulations forbidding porting modifications.

1978 Mazda RX-3 - Jim Downing IMSA RS #63 front 3q copyright 2005 Johnny Aguirre (used with permission)
This 1978 Mazda RX-3SP coupe was driven by Jim Downing in the 1981 IMSA RS Series (known at the time as the Champion Spark Plug Challenge), earning Mazda its fourth Manufacturer’s Championship in that series. (Photo: “Rx-3” © 2005 Johnny Aguirre; used with permission)

Ironically, most of the RX-3’s American racing success came in the model’s twilight. Stuart Fisher drove an RX-3 to the SCCA B-Sedan National Championship in 1977; RX-3s took the SS/B National title in 1980 and 1981, followed by a GT-2 National Championship in 1982, almost five years after the end of production. Although an RX-2 took the 1978 IMSA RS Manufacturer’s Championship, Mazda RX-3s would dominate that series through 1983, taking the manufacturer’s cup in 1979, 1980, 1981, and 1983 and the driver’s championship in 1982.

Savannas and RX-3s remained competitive in smaller events for many years afterward. One of the most successful was driver Tom Ellam’s 1972 RX-3, which racked up an impressive string of championships in SCCA Solo II and Pro Solo events well into the 2000s. In 2006, for example, Ellam won the SCCA Solo E-Modified National Championship and then loaned his car to Jennifer Lee, who immediately drove it to the E-Mod Ladies National Championship.


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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.

    1. I had one and am wondering if the speedometer reached 180 or 160?

  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!)

  19. When the RX2 was released here in Oz, guys I knew would go to the dealer for a test drive, and see if the chaperone who rode with them knew what the over-rev buzzer meant! I also used to go to sedan car races when Alan Moffat’s RX7 was running – boy did it have a sharp barking exhaust note! Especially when being scrutineered under a tin roof!


  20. A fellow student bought a new R100 when they first went on sale. He marveled at the power and how smoothly it was delivered. One day he happened to return to his closed garage after a normal drive and discovered a glow under the car. I think it was caused by the muffler being red-hot.

    1. It was probably the thermal reactor, which was a common issue in the ’70s. (Early catalytic converters had the same issue; some ’70s cars had “catalyst” heat warning lights for that reason!) The thermal reactor was essentially an afterburner, used to reduce hydrocarbon emissions at the tailpipe. This naturally generated a lot of waste heat as well as increasing fuel consumption because the exhaust leaving the manifold had to be fairly HC-rich for the catalyst to work effectively. Fortunately, more precise mixture control and three-way catalysts largely eliminated the problem by the mid-eighties!

  21. Thanks to all contributors for such informative and interesting reading. I have loved rotary Mazdas for many years. This love has recently been revived with my purchase of a lovely RX3 coupe in phoenix blue. A 1971 build with cherry taillights, and according to the seller (an old Mazda dealer in Belgium), the very first LHD world market RX3 ever produced. The chassis number is S102A130000. I even have the original factory windscreen printout tag if anyone can translate japanese. Unfortunately the 10a died some time ago so originality is somewhat lost with a 12a but maybe I will stumble over an 0866 10a one day.

  22. I have 76 cosmo, purchased new . sunrise red, 5 speed, white interior ,mag wheels , all oem.
    Interested in pics or info , reply Mazudrilling@yahoo.com

  23. Hi there, any info on the South African assembled Cappella rs? Very hard to find info on!
    Am looking at one trying to confirm originality. It has the single dizzy 12a, but has a spare wheel well which is odd. It also has the s series chassis rather than c.

    Any help appreciated.

    1. I’m afraid this is the first I’ve heard of it — I didn’t run across it in my original research. If someone has more insight on it, I’d be curious to know as well!

  24. Apparently the Mazda Chantez Kei Car was planned to use a 360cc 3A single-rotor Wankel engine until other Kei Car manufacturers protested (even if their concerns in retrospect would be unfounded).

    Would have been interesting seeing such a car reach production and Mazda in turn remaining in the Kei Car segment instead of abandoning it for over a decade, the closest comparison would have to be the NSU Spider and even then Mazda Chantez is both smaller and lighter.

    1. Well, the concern a 3A kei or keitora would have presented, aside from fuel economy, was that a 360cc rotary engine was not on the same footing as a 360cc reciprocating engine, which is troublesome in a market segment defined by strict displacement limits. Japan ended up settling on a 1.5:1 formula, so the 3A would have been deemed 540cc, out of line for the strict requirements of the class.

      The kei market has gone through some significant doldrums over the years. Part of the reason a lot of manufacturers backed away from it for a while was that as the Japanese consumer economy took off, kei cars and sub-1,000cc cars like the original Publica turned out to be a tougher sell than either their makers or MITI assumed. There was too much stigma attached. A Toyota Corolla or Datsun Sunny wasn’t that expensive to run, by comparison, and didn’t scream “poor person’s car.”

      1. The 3A would have still been eligible for the 550cc Kei Car era from 1976-1990 had Mazda decided to remain in the segment and slightly delay the introduction of the engine or develop an earlier 240cc unit.

        Is it known what the output was for the 3A single-rotor engine or any other figures exist? Cannot make out the info for the engine at the online Mazda Museum.

        It would have been interesting to see how the 3A single-rotor unit would have evolved during the 550cc and 660cc Kei Car eras prior to the max 64 hp limit (or whether it would have any influence on increasing the limit to around 75-80 hp), along with how Mazda would respond to other Kei car manufacturers using turbos and superchargers.

        Envision rotary Kei versions of the Autozam AZ-1 and Mazda-rized version of the Suzuki Cappuccino.

        1. I unfortunately can’t find a photo of the museum display engine that makes the sign text readable (the museum’s Japanese website doesn’t appear to have pages for specific exhibits), and I can’t find any indication of whether Mazda quoted an output for it. It would of course have been constrained by the contemporary kei class limits.

          1. Understand.

            Have to wonder though how long hypothetically speaking Mazda would have been able to continue producing Wankel-engined Kei Cars, especially given the inevitable trend towards front-wheel drive (with the larger Familia becoming FWD from 1980).

            That is unless Mazda cannily decided to develop earlier in-house Wankel-engined Kei Car-sized sportscars akin to the larger MX-5 years before rivals in order to retain the rear-wheel-drive layout

          2. Well, rotary engines are certainly not incompatible with FWD — the R130 Luce Rotary Coupé was not what I’d call an especially modern FWD layout, but it does illustrate the point. The compactness of the rotary engine is helpful in that regard. If anything, the packaging challenge would be that if you really take advantage of that compactness in designing the rest of the powertrain and the space allotted for it, you could end up with a car that can’t easily take a conventional I-3 or I-4 engine.

          3. It is probably why the rotary would be reserved for Mazda’s kei sportscars despite the likely 440cc displace (equating to 660cc via the 1.5 formula), though it is possible they would look for ways to make up for the displacement shortfall (and other limitations) compared to conventional engines such as turbos, superchargers or hybrid.

            While Mazda re-entered the Kei Car segment with a rebadged Suzuki, did they explore developing any 3-cylinder engine projects either an all new design or based on the Mazda B engine? Am assuming they would have eventually developed some other alternative Kei Car 3/4-cylinder engine had Mazda remained in the segment.

  25. You have overlooked the first Bertone designed generation of the Luce – the 1963 Luce 1000. So all your Luce generations are off by one.
    Otherwise excellent write up.

    1. The 1963 Mazda Luce was designed by Bertone, but it was a prototype, not a production car. (Its evolution is discussed at length in the 2015 Curbside Classic article “Automotive History: Mazda, Bertone And The Alfa That Wasn’t” — in the interests of full disclosure, the author did consult with me (albeit in a minor way) about it prior to its publication, as is noted at the end of the text.) Mazda describes the 1972 Luce as the second generation and the 1977 iteration as the third generation, so they don’t regard the prototype as a distinct generation.

      1. Thanks for clarifying.

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