Is the RX8 a sports car?
Mazda’s RX-8 is a sports car that was produced between 2002 and 2012 by Mazda, a Japanese automaker. It debuted at the North American International Auto Show in 2001. It is the successor to the RX-7, and it is powered by a rotary Wankel engine, just like its RX predecessors.
How long does a RX-8 engine last?
The length of time an atypical RENESIS engine can last has a variety of responses and guesses. Taking the time to properly care for it, just like any other engine, will extend its life. However, this could mean 80,000 miles or fewer. Unfortunately, if you don’t know what you’re getting yourself into, you may have problems later.
Unless you can afford to repair the engine every few years, following the methods and procedures mentioned below could help the RX-8 engine last longer and keep cooler. Just keep in mind that the Mazda RX-8 is a very high-maintenance vehicle; if you’d rather avoid it, go for a Honda S2000 or a Mazda Miata instead. You will not be disappointed with either of those automobiles.
Why are Mazda RX-8 so cheap?
Another reason the RX8 is currently on sale is that many people are turned off by the car’s low fuel economy.
Although rotary engines are small in size (and produce a lot of power for their size), they have a habit of being thirsty.
Many people find driving a car with a displacement smaller than most milk bottles but that drinks like a v8 off-putting.
While some owners would argue that the fuel economy/gas mileage isn’t that awful, the truth is that it is, particularly if you’re doing short excursions around town in stop-and-go traffic.
Many owners claim a realistic combined city and highway gas mileage of around 17mpg on the Reddit RX8 board, for example. According to some sources, however, for city driving solely, this can drop as low as 10-12 mpg.
If you don’t mind getting bad gas mileage or only drive seldom, the “The “MPG horror” that lies ahead will not be a problem. In reality, you can profit from the fact that other people are deterred from purchasing RX8s owing to the state of the economy.
However, if you plan to use one as a daily driver especially if you travel a lot of miles or make frequent short excursions about town you must be willing to spend a lot of time and money at the gas station.
Short travels through city traffic can also add to flooding problems, which are a problem for rotary motors. Shutting down your engine before it reaches peak operating temperature, as is common in short commutes and city driving, might increase the danger of flooding, especially if your RX8’s ignition system is poor. RX8s were designed to be pushed to their limits. Many owners, however, buy them and don’t drive them the way they were designed to be driven because they want to save money on gas and are limited to city driving. It’s starting to feel like a downhill spiral!
As a result of the bad economy and “The RX8’s “everyday drivability” is one of the main reasons they’re so cheap to buy right now many people simply don’t want to deal with the inconvenience and price of owning one.
Does RX-8 come Turbo?
The Mazda RX-8 boasts an enticing blend of light and nimble handling, a comfortable ride, and steering precision normally reserved for surgeons. These features combine to make it a thrilling back-road adventure, and with seating for four and a starting price of just $27,000, it’s a three-time 10Best Cars winner.
Still, nothing is perfect, and we’ve long had a quarrel with the rotary-powered Mazda’s lackluster performance. Its pistonless Renesis produces 238 horsepower, which isn’t ridiculously low for a car weighing 3000 pounds, but its power peak occurs at 8500 rpm. And, while 159 pound-feet of torque is excellent for a normally aspirated car with only 1.3 liters of displacement, it’s not enough for us. There’s no middle, which means throttle response is sluggish below 5000 rpm.
That’s why we thought the RX-8 would be an ideal candidate for forced induction, and we’ve been waiting for a firm like Protech Performance (PTP) a four-man outfit based in Austin, Texas to make one. “We required a breakthrough in electronics,” says PTP’s computer guru, Jon Etheredge, referring to past forced-induction kits for the RX-8’s relatively modest power increases. That breakthrough came in the form of a HKS engine management system, the first “stand alone” system for the RX-8 capable of fully conquering its electronic throttle and engine computer, as well as taking entire control of the six fuel injectors and spark timing.
According to our estimations based on PTP’s chassis dyno data, the silver prototype PTP brought for us to test had 390 horsepower at 7400 rpm and 290 pound-feet of torque at 5100 rpm. That’s an 82 percent increase in torque and a massive 152 horsepower increase for people who don’t know how to use a calculator.
PTP’s $5000 bolt-on turbo package is at the center of the upgrades, which will likely produce more like 360 horsepower in customer trim. The kit includes a Garrett ball-bearing turbo that produces 13 pounds of boost, a PTP-designed stainless-steel exhaust manifold and down pipe that connects to the stock exhaust, a cold-air intake, a smaller battery (which frees up underhood space for the turbo), an intercooler, larger fuel injectors, a new oil pan, and all the necessary hardware to install it. Customers can order the $2000 HKS system, preprogrammed by PTP, or try the difficult tuning process themselves with a different arrangement because the package doesn’t include an engine management system.
That implies an RX-8 with the PTP turbo can be had for around $33,000, including the installation fee of $900. However, PTP tacked on a few options to the car we drove, raising the price to $45,374. A Tein Flex adjustable coil-over suspension ($1480) with electronic damper adjustment ($550) and 19-inch Volk Racing wheels with Toyo Proxes T1-S tires ($3400) were among the items on the long list. A water-injection system ($719) kept intake-air temperatures low while also enriching the air-fuel combination, while a higher-capacity clutch ($715) ensured the power got to the ground, and a custom three-inch exhaust completed the powertrain changes.
PTP’s RX-8 delivers power in a remarkably stock-feeling manner on the street; there’s simply a lot more available, especially above 4000 rpm when the turbo kicks in. That means it’ll be a lot easier to keep this RX-8 on the road than its massive power increase suggests.
Getting the wide rear Toyos (275/30-19s vs. factory Bridgestone 225/45-18s) to hook up for a standing-start launch is, however, a challenge. We rocketed to 60 mph in 4.9 seconds and through the quarter-mile in 13.5 seconds at 109 mph while balancing boost and wheelspin, a full second faster than the factory version in both situations. (These data indicate that there were more than 375 horses present on test day, although we probably lost some time due to the tense launch.)
The turbo RX-8, on the other hand, is about more than just acceleration. For example, throttle responsiveness is significantly improved, and there is no turbo lag, which is common in high-boost engines. Acceleration at highway speeds is particularly impressive, because in stock form, you get no response when you ask for a burst of power in sixth gear. Examine the following times for flexibility: The 5-to-60-mph time (5.6 seconds) is 1.9 seconds faster than the factory RX-8’s; the 30-to-50-mph time (9.8 seconds) is a full second faster; and the 50-to-70-mph time (6.3 seconds) is 3.7 seconds faster than the stock RX-8’s.
The exhaust tone has become substantially louder and more forceful, although it isn’t overpowering. The upgraded RX-8’s 83-decibel full-throttle shout is 4 dBA louder than standard, but we observed 72 dBA while driving at 70 mph, which is one quieter.
The Tein suspension deserves credit for almost eliminating body roll without creating an overly rigid ride. Grip on the skidpad increased by 0.03 g to 0.94.
Some little engine surging at idle and a slight lag as the turbo wakes up were among the issues, but PTP claims that these flaws will be ironed out before the first kit delivers. A blinking check-engine light is another annoyance generated by the oxygen sensor detecting the rich air-fuel ratios associated with forced induction.
If you like the concept of a fine-driving four-seat sports car, you’ll adore the thought of one with 150 more horses than a Mustang GT. Fans of low torque and high rpm will, however, need to retrain their gas-pedal foot or risk experiencing power oversteer, a side effect of PTP’s package.
What is insurance group 30e?
Insurance groups range from 1 to 50, and automobiles in group 30 cost slightly more to insure than the average vehicle.
The cars in this group perform admirably in terms of parameters used to generate group ratings, such as car safety and security features and low repair costs.
Car makes and models in insurance group 30
The most popular cars in insurance group 30 are listed below. As previously said, they are likely to be more expensive to insure than the usual vehicle.
What Insurance Group is an mx5?
The Mazda MX-5 is an excellent value for money vehicle for those looking for maximum driving enjoyment on a tight budget. Because of Mazda’s reputation for durability, this is a sports vehicle you can easily drive every day and won’t break the bank to maintain.
Mazda MX-5 MPG and CO2
The Mazda MX-5 has only two engines, and if you want the larger 2.0-litre engine, you’ll have to go with the Roadster Coupe because the 2.0-litre engine isn’t available in the Soft Top. Because the Roadster Coupe is by far the most popular bodystyle in the lineup, it comes with both engines.
The 1.8-litre engine is said to be capable of 39.8mpg economy and CO2 emissions of 167g/km, which means annual road tax is £205. For a tax expense of £225 per year, the 2.0-litre model boasts 36.2mpg and CO2 emissions of 181g/km.
The 2.0-liter engine is also available with an automatic transmission, and it is the most expensive MX-5 to operate in this configuration. Fuel economy declines to 35.3mpg, but CO2 emissions rise to 188g/km, raising the annual road tax to £265.
The good news is that because there is still a demand for used Mazda MX-5s, the car should keep roughly 50% of its value after three years or 36,000 kilometers. That’s a little more than the Toyota GT 86, which costs a little more.
Mazda MX-5 insurance group
Models with a 1.8-liter engine are classified as insurance groups 21 or 22, which is reasonable for a two-seater sports car. If you upgrade to a 2.0-litre model, your car may fall into insurance group 28, however group 26 or 27 is more likely.
Mazda MX-5 warranty
The Mazda MX-5 comes with a standard three-year/60,000-mile warranty. The MX-5 is also covered for three years against paint and corrosion, as well as 12 years against rust holes. The warranty can be transferred to a new owner and, for an extra fee, extended.
Mazda MX-5 servicing
Service intervals for the Mazda MX-5 are every year or 12,500 kilometers, whichever comes first. Mazda makes it simple to pay for your MX-5’s maintenance by offering three years’ worth of service for £499 up front.
Is RX-8 rear wheel drive?
The Mazda RX-8 is distinguished by its one-of-a-kind 1.3-litre rotary engine with high revs. The engine is light and produces 231 horsepower, and it’s connected to a quick-shifting six-speed manual transmission. Body control is superb, with minimum roll in the bends and a high level of ride comfort. The RX-8 is a fun car to drive thanks to its rear-wheel-drive arrangement. The RX-8’s direct steering and firm suspension make it a joy to drive on any road.