Idle Hands: Mazda RX-8

And, of course, the RX-8 was most notable for its unique mechanical highlight: the ever-fascinating Wankel engine. In this case, it was the new Renesis twin-rotor engine. Inside, a pair of Reuleaux-triangle-looking rotors whirled around in special housings, displacing 1308cc and harnessing the pressure of combustion on their flanks to drive a central eccentric output shaft. Like its predecessors, it was light, compact, had few moving parts, and its continuous rotation, instead of up-and-down thrashing, made it remarkably smooth and capable of safe and sustained high revs.

When UK sales started in July 2003, two power levels were offered. The £19,995 base model featured a 188bhp, 162lb ft Renesis limited to 7500rpm, coupled to a five-speed manual gearbox, which could accelerate the 4.4-metre-long RX-8 to 62mph in 7.2 seconds. The higher-output £21,995 option, with a six-speed manual gearbox, delivered 228bhp, although a lesser 156lb ft, and could spin all the way to a 9000rpm limiter. Although it had less torque, its increased power allowed it to propel the Mazda, which weighed up to 1394kg, from 0-62mph in a still-swift 6.4 seconds.

And the reception was generally very positive. Most loved the RX-8, citing great-feeling steering, light and intuitive controls, and nimble, confidence-inspiring handling. Some were more critical and regarded the Mazda as softer than it should be, particularly when pressing on, and declared a lack of feedback and excessive roll. That last bit of verve and sense of connection required for a satisfyingly sporting experience, for a few ardent drivers, wasn’t present. But then the RX-8 wasn’t a more-door hardcore coupé, and comfort and refinement had to be maintained as well.

The handling wasn’t the only divisive element: the engine was, too. It was incredibly mechanically refined, and its muted buzzsaw-like noise intriguing. And, if you kept rowing those gears and clipping its limiter, the performance was there. But you always had to work it hard, as the Mazda wasn’t a super-light car. Those familiar with bigger, more flexible, and force-fed engines could subsequently find the RX-8’s lack of torque a frustration. And the engine’s frenetic, must-be-revved nature could feel at odds with the rest of the car, casting another shadow over its appeals.

Mazda seemed to recognise some of the weak points and responded in 2006 with the PZ, which was based on the higher-output car and developed with Prodrive. This model, of which 800 were built, benefitted from Eibach 15mm lowering springs, Bilstein dampers, shorter bump stops, revised geometry, a higher-downforce rear wing, lower-drag door mirrors, and a sportier-sounding rear silencer. These changes were all it took to sharpen up the steering and suspension of the RX-8, and sate those who had sought a keener and livelier car, while retaining its ride and refinement.

The facelifted 228bhp R3 variant of 2008 took things even further. As well as a visual overhaul and updates to the engine and drivetrain, it benefitted from a stiffer shell and similarly updated suspension, further allowing the RX-8 to deliver more on the responsiveness, eagerness and agility fronts. Now, it really was a car that even more people would enjoy Zoom-Zooming around in. Predictably, though, you won’t be snagging one of those for £2000: while you can pick up serviceable RX-8s for a few thousand, the later improved models will typically cost up to £8000.

But while the price might not put you off, the other costs and issues might. On a lot of versions, including the PZ and Nemesis, annual VED is £760. The monthly premium over a cheaper-to-tax car might not be vast, but it’s still worth bearing in mind. Economy is a real killer, though, with even the claimed average for an R3 being a low 24.6mpg, or around 20mpg in the real world. Neither may matter, if it’s just a weekend toy, but the comparatively meagre output for the economy and costs might cause you to fold early.

What also might further quench your desire is the Wankel rotary itself. Yes, some things never change; its inherently inefficient and thermally challenging design aside, it’s long known for its ability to eat its own pressure-containing apex seals, and to trash its rotor housings. In short, buy one without a proper rotary compression test at your peril. And if you’ve found one that struggles to start when hot? Well, it could be weak ignition coils, tired plugs, or a duff starter – all of which are common issues – but the reality is that a compression-reinstating rebuild is probably on the cards.

Couple that with requirements such as a need to keep an eye on its oil level, not leaving it idling for excessive periods when cold, its dislike for short journeys, and a chance of flooding it if switched off too early, and you might understandably deem the effort required for the rewards too high. And, yes, this is a Mazda: it will disintegrate quicker than a marshmallow in water once the rust takes hold. Any potential purchase will require careful inspection and, if you’ve longer-term ownership in mind, consider investing in some good anti-corrosion protection.

None of that may faze you if you’re treating this as an occasional car, or if you’re willing to tolerate and titivate where and when required. And all of this isn’t to say that the engines can’t last: many have racked up impressive mileages and, if the worst happens, specialists such as Ryan Rotary Performance can fit a warranted rebuilt unit for £3205. Buy a tidy example, set aside some money just in case, make a few tweaks if required, and you’ll have yourself a compelling, neatly detailed and less expensive four-door alternative to the likes of a Toyota GT86 and Subaru BRZ.

There’s plenty of support available for them elsewhere, too, including other specialists and aftermarket suppliers. As well as improved suspension and braking components, you can pick from a range of engine upgrades, including clean oil feed kits that increase longevity and reliability, and differently ported housings for better breathing. There are even engine swap kits, including Honda K-series conversions, if you’re set on piston power and just want a good platform to work with. The RX-8’s bay will also accept V6s and V8s, such as GM’s 3.6-litre LFX and the LS V8, if you’re so inclined.

You could even make a good case for it being a better car with a piston engine, particularly given that some swaps don’t dramatically alter its weight or balance, but one thing’s for sure: it wouldn’t be an RX. And while they’re not yet rare, which helps suppress values, they might be shortly. The DVLA has around 7840 RX-8s on file, compared to some 6000 Nissan 350Zs; however, almost 70 per cent of the Mazdas aren’t licensed, compared to 40 per cent of the 350Zs. Be it due to engine or rust issues, many of those RX-8s could soon disappear, and it could suddenly seem like there’s few left.

Don’t expect any future hike in values to even come close to putting a dent in the cost of owning and using one of these rotary-powered rippers, though. But look at it this way: compared to cars such as the three generations of RX-7, the halo Cosmos, the NSU Ro 80, and the Citroën GS, the engaging RX-8 represents the most accessible way to sample a Wankel engine. Which, especially for those who are set on experiencing as much of the automotive world as possible, might be the only justification required.