RX3

Toyo Kogyo moved quickly to fill in its model line in the US by introducing the RX-3 in 1972. Initially viewed by some observers as filling the gap be tween the R100 and RX-2, the RX-3 was actually in tended to replace the smaller car on the US market It was not, however, a direct substitution. The RX-3 was 9in longer and 5in wider than its predecessor, though it was still shorter than the RX-2. It was noticeably wide-track for a Japanese car, however, as its wheels and body were both wider than the RX-2. In Japan the RX-3 was named Savanna and powered by the R100's 10A engine, though with engine changes that made it more powerful and durable and cleaned up its exhaust somewhat, as Japan, too, moved toward clean air regulations. Mostly to simplify parts management, the cars bound for the US were fitted with the same 12A ro- tary that came in the larger RX-3. It had tile same Hitachi-Stromberg HJN 42 four-barrel carburetor and a thermal reactor with the air-cooled jacket. The bigger engine's extra horses were a distinct bonus for American enthusiasts, but because of packaging limitations in smaller under-hood area, a few of tho 12A's ponies were put to pasture In stead of the RX-2'S 97hp SAE net, the RX-3 was rated as 90hp at 6000rpm, The blame falls to a smaller reactor and more restrictive exhaust system.


(Picture 1) The Mazda RX 3, shown here in Japanese four-door trim, was also available in coupe and wagon versions Mazda


The piston-engined equivalent of the RX-3was called the 808, distinguishable from the rear by recta ngular instead of found taillamps Mazda

The RX-3 was available not only in two-door coupe and four door sedan form, but also as a four-door wagon.he first rotary.engined station wagon in the world And it was the only rotary-eh gined station wagon, until it was joined by the RX- 4 Rotary Wagon, which would be the Iast rotary wagon. As with the RX-2, the styling was heavily influenced by US design; the trent end particularly resembled the 1964 65 Mustang but with quad headlights. (The taillights, however, were pure Japanese.) In Japan the RX-3 had rectangular head lamps, not yet legal in the United States, instead of the federally approved quad sealed beams. Mazda spotters note: Tile RX-3 has round taillights, its pis ton powered 808 fraternal twin has square rear lamps! The RX-3 coupe had nitty if narrow, styled steel wheels, and fires were radials, Bridgestone SSRs, but sized at a mere 155SR-13. The sedan and wagon got tile same size wheels and fires along with some rather ugly wheel covers.


The coupe was the sportiest version of the RX-3 line, Road & Track

Front suspension was by MacPherson strut, but the RX-3's live axle was, like the R100's, on semi-el- liptic leafs Staggered shock absorbers (one ahead, one behind the axle) wore the only concession to rear axle control, and contemporary testers found them adequate to control wheel hop. On the other hand, though the RX-3 exhibited less body lean in cornering than did the RX-2, it tended to lighten its inside rear wheel and spin it uselessly. Worse yet, Car and Driver noted that oil pressure went to zero during sustained left turns at the limit. And the limits weren't all that high: 0.69g, which was more or less typical of the era.


The RX-3 wagon was the worlds first "Rotay Wagon"

Regardless of version, the ride was not as good as the RX-2, combining a perverse combmation of stiffness over small bumps and softness over large; all of which were aggravated by a reletively short wheelbase. Ventilation was good, and air conditioning optional, with either a dealer-installed under dash Mark IV unit or a factory-installed unit. The latter was better, though there were complaints that the compressor vibrated more than the rotary engine!

The RX-3 was well-equipped inside, with full instrumentation and ergonomics that drew praise from reviewers. The coupe was short on rear head room, but "slide forward" front seats at least made entry and exit easy. The RX-3 was much quieter than the typical four-cylinder automobile of the era. Exhaust noise was a prime complaint, from the whooshing roar at full throttle to the unnerving that became a Mazda rotary trademark.

Yet the rotary engine was the overwhelming attraction of the RX-3 and well worth the $550 premium over the otherwise similar piston-engined Mazda 808. List price for a 1973 RX-3 coupe was $2,945. The model continued in US Mazda dealers arsenal through 1978, though the four-door sedan was eliminated for the 1976 model year, and only the SP coupe remained in 1978 And the SP coupe wasn't available in California.


RX 3 models got federal impact bumpers in 1974 along with new grille and headlamp bezels. Mazda; Automobile Quarterly and Research Library

While detail changes were made to the RX-3 over the model run, the engine received a number of running changes. As with other Mazda models, the apex seals were changed from carbon to cast iron, and the design of the seal was changed to reduce leakage, especially around the ends of the seals The double distributor was deleted in 1974 in favor of a combined single unit, and spark plugs were relocated from year to year. In some years, the trailing spark plug, which was there primarily to insure complete combustion (for full power and maximum economy), was shut off to ensure a sufficiently rich mixture for the thermal reactor to work. The Hitachi-Stromberg carburetor was exchanged in 1974 tot a Nikki four barrel, then to a Nikki two barrel as part of the great economy quest of 1976. Horsepower, at least as claimed by Mazda, actually increased in 1976 to 95bhp. Intake port size and design also changed over the years; 1974 and 1975 models had the largest ports, which were reduced in 1976.


The Mazda Mizer, in coupe, sedan, or wagon form, was a 1300cc super-economy version of the 808 / RX-3. Mazda: Automobile Quarterly Photo and Research Library

Even the oil pump was smaller beginning in 1976 all the way through the 1985 model year. Another change for 1976 was an exhaust port insert that keeps exhaust heat high for the thermal reactor and an insulating ring that keeps heat from the rotor housing. The air injection nozzle was also an gled against the exhaust flow for better mixing. In truth, you need a road map to follow the changes that were largely invisible from the outside of the engine.


The RX-3 SP came with more stripes, louvers, and spoilers than ever. Mazda courtesy Road & Track

Obvious, at least from the driver's seat, was the five-speed manuaI that replaced the four-speed for 1976, The exterior received a facelift in 1974, still with a scoop type grille but with its quad head- lamps in individual buckets rather than paired in a single pod. Hardly invisible was the RX-3SP, The seventies had reduced pertormance options for most makes to tape stripes and spoilers. Manufacturers had their engineering staffs busy meeting emissions and/or economy bogies, often with the corporate existence in the balance, and Mazda was ilo different. The RX 3SP was simply a tape and spoiler package: stripes on the hood and sides, lots of blackout trim, a trunk lid spoiler, and an air dam big enough to be an Army Corps of Engineers pro- ject The ad copy was breathIess, citing among other things "semi-monococque construction" (unit body to everyone else), but it was, as the ad later indirectly confessed, a "special appearance package." Price with that package was $4,240, or a "mere" $3,895 without it


Jim Mederer drove a Racing Beat RX-3 to an NHRA Modified Eliminator championship at the 1978 Winter nationals at Pomona, then sold the car.


Jim Downing won the 1981 IMSA RS championship in an RX-3. Jim Downing collection

The ad was a rather telling picture about the general status of the rotary engine. That almost half the ad copy for the taped and spoilered hot rod de scribed the 5 year / 75,000 mile warranty on the engine block and internal parts, was a concession to the play that the 1970-73 models' problems had received. The tape stripes may not have made the RX 3SP any faster, but showroom stock racers and, later, "Improved Touring" class racers, bought up the cars, mostly for that cowcatcher spoiler!


RX-3 on the salt: With Don Sherman at the wheel and an RX-4 engine under the hood, Car and Driver coupe set a land speed record of 160.393mph. Racing Beat

Alas, even the RX-3SP couldn't survive the Jimmy Carter years. It expired, along with the and Cosmo, at the end of the 1978 model year. Thank goodness for the 1979 RX-7...

What to Look For With a model run from 1972 through 1978, there should be an RX-3 for everyone who wants one. And more RX-3s were built than any other ro- tary coupe/sedan. But the RX-3 bas been the most popular model to take racing, whether when the car was new for SCCA or IMSA sedan racing or, lately, for SCCA's IT (Improved Touring) class. Those cars that survived the grind of daily transpor ration, with its threat of wear and tear, rush and accidents, have quite possibly been converted into racers. Still, there are cars to be found out there in all the unusual places that old cars are found.


Mazda made tho point that the RX 3SP was hot stuff in this ad that ran in September 1977

The RX-3 has a reputation for having a strong drivetrain, but watch for faulty synchronizers and a worn throwout bearing. Fenders, hoods, doors, and such can sometimes be found at salvage yards specializing in Mazdas. The small parts will be the most difficulf to replace Buy the most complete car you can find, and don't be afraid to spend a few extra bucks to get the best condition available. It will save money in the long run.

'71 MAZDA SAVANA ( RX-3 ) 

ENGINES 
CHASSY # (S102A) 
CHASSY # (S124) 
 
Sedan / Wagon (10A) 
Coupe (12A ) 
Engines RWD 
491x 2 ( 60mm ) C:9.4 
573 x 2 ( 70mm ) C:9.4 
 
105@7000 - 13.7@3500 
120@6500 - 16.0@3500 
Top Speed 180 (170 wagon) 190 
0-400m 17.3 15.9 
L - W - H 4065-1595-1375 
4085-1595-1405 (wagon) 4065/1595/1335 
Wheel base 
2310 
Track 
1300-1290 
Turning Circle 
4.3 
Tires 
6.15-13-4PR 
Z78-13-4PR 
Weight 
875 (905 Wagon) 
885 
Passangers 
5 
Price Base: 600,000
RX: 670,000
GR: 700,000 Base: 600,000
SX: 670,000
GS: 700,000
GS-II: 750,000