Allan Chen 1993 Mazda RX-7 - Street Car

The history of this particular 1993 RX-7 is like so many others of its kind: Bought new by an enthusiast with more bucks than brains. Modified haphazardly with a variety of standard bolt-on engine modifications. And blown up catastrophically in a boost pressure-induced blaze of glory.

Terminally sidelined, the handicapped RX-7 was sold to XS Engineering, where it sat idle for nearly five very long years in a dark corner of its warehouse. In December 2000, Allan Chen, who works at ProCar Parts in El Monte, Calif., happily accepted the challenge of bringing it back to life. The resurrection, however, was far from an overnight transformation.

The first two months of Chen's build-up involved the complicated sourcing of a complete RE Amemiya body kit from Japan. The new bumper, hood, spoiler and front and rear carbon-fiber diffuser were a pain in the ass to get, but do keep the car from disappearing in the mall parking lot. Also sourced from RE Amemiya are the AW-7 18-inch rims, which Chen wrapped in Pirelli P-Zero Rosso maximum-performance rubber. The finishing exterior touch was Porsche yellow paint and an aggressive rear fender flare treatment from the wizards at PJ Bonaficio in City of Industry, Calif.

Eager to ensure the RX-7 had the bite to back up its visual bark, an entirely new engine was built by XS Engineering. Equipped with larger 3mm apex seals, the new engine is designed to withstand the elevated combustion pressures that 500-plus hp tends to induce.

Also aiding and abetting in the quest for maximum output is aggressive porting of the side housings. Analogous to installing bigger camshafts in a conventional reciprocating engine, this machining process involves carefully enlarging the intake and exhaust ports in an effort to improve volumetric efficiency at higher engine speeds.

XS Engineering also spearheaded a complete revision of the factory fuel injection system. The most obvious upgrade is the massive 850cc/min primary and 1300cc/min secondary fuel injectors. With the factory fuel injectors only able to safely support 350-400 hp, the larger injectors are an absolute necessity in the quest for generous power numbers.

With the fuel system out of the way, the folks at XS focused on the induction system. Opting for a large single-turbocharger to replace the factory, flow-limited twin-turbochargers involves making several compromises. First, the emissions-mandating smog pump must either be relocated or, at times, removed altogether. Also sacrificed is a healthy dose of turbo boost response, in effect, turning the RX-7 into more of a drag racecar and less of a nimble and ultra-responsive back road burner.

Fortunately, in many applications, the benefits of such a conversion are overwhelming. One area profoundly improved is thermal management. With the removal of the heavy-and very restrictive-cast turbo manifold and the installation of a traditional tubular turbo manifold, less life-shortening heat is retained in the engine. This means less stress on the cooling system, which along with apex seal-crunching detonation, is the rotary engine's only true Achilles heel.

And lastly, eliminating the overly complex twin-turbo setup in favor of a big single turbo takes countless rupture-prone vacuum lines and dozens of often flaky electronic solenoids out of the system. The result is a simpler and more dependable high-output powerplant.

And high output it most certainly is. Running a conservative 1.1 bar (16 psi) of boost on standard 91-octane pump fuel, Chen says his RX-7 spins the Dynojet rollers with a forceful 435 wheel hp.

Of course, power by itself is useless if it can't be safely unleashed upon the unsuspecting tarmac. And that's where the assistance of Phase 2 Motor Trend of Irwindale, Calif., comes into play. No slouch from the factory, the RX-7's drivetrain and suspension aren't designed to withstand a 100-percent increase in wheel horsepower.

So first on the agenda was to replace the factory Torsen limited slip with a 1.5-way clutch-type differential from KAAZ. This upgrade alone all but eliminated the single-wheel burnouts often induced by such dizzying amounts of engine power.

Chen also upgraded to a high-capacity clutch unit from ACT, installed upgraded shock absorbers and springs from GReddy/GREX and an upgraded brake package from Rotora. Comprised of gigantic 12.9-inch slotted two-piece front rotors, alarmingly large four-piston calipers and stainless-steel brake lines, the new binders ensure consistent and fade-free braking.

Holding Chen and his wide-eyed passenger in place are two of the brightest red Sparco Pro 2000 racing seats on the planet. Chen also installed an RE Amemiya gauge cluster to keep tabs on the fragile 13B and a roll bar for safety.

There's never a shortage of enthusiasts who have lamented the loss of Mazda's third-generation RX-7 from our automotive landscape. But there are a select few who, by their own appreciation of mechanical goodness, have refused to let the RX-7 drift slowly into the dusty sunset of automotive history. One of these connoisseurs is Allan Chen. It may have taken almost a decade to get his RX-7 to where it is today, but the results certainly made it worth the wait.