A Right Bastard - LS1 Powered Mazda RX-7

Back to the tires. The difference in rubber hurt the Bastard everywhere, including the skidpad. It still garnered a respectable 0.94g and praise for its precise throttle control, but Wan's rotary produced the most grip, despite a penchant for trying to drift at all times. The 200 ft. figure-8 test yielded similar results. Neither FD handled the rough surface very well, but each car showed its character. Again, the rotary did the best, despite a tricky 2-to-3 upshift on the straight section and difficulty keeping up the boost to accelerate out of the turn. The Bastard had its own set of problems, specifically, the greasy tires and some brake bias issues. Still, it ran the whole course in third and was able to rocket out of the corners. The easily applied torque curve made it our test driver's favorite on the eight.

Braking was, how shall we put it? A joke. The big, heavy Camaro destroyed both FDs, thanks to ABS. The Bastard suffered some serious brake bias problems that resulted in a positively embarrassing stopping distance, and we weren't able to figure out what was wrong with the rotary. The take-home message is that bastard or not, figure out a braking solution that includes ABS.

But the ultimate evaluation of these cars is on the track. Nobody really cares where you came from if you're a genius-just have a look at that bastard Leonardo Da Vinci. Sadly, the LS1 RX-7 is a bastard on the track, and we mean that in a bad way. We loved how light and responsive the Bastard felt, but Hope noted, "It was a serious struggle between my desire to let that motor open up and roar and the need to keep the rear tires from roasting. In the end the motor won."

On the other hand, the rotary's power was hard to modulate with its sensitive throttle, and when the boost fell off Hope compared it to the way the Camaro would bog down when the automatic threw in an untimely upshift. But Wan's RX-7 was the easiest to toss into corners, and thus the quickest over a full lap. So there you have it, the rotary RX-7 is still faster, although clearly there were some testing issues. Though the cars were as close as we could find in terms of power output, Wan's car is a fully prepared race car and the Bastard clearly has a few kinks to work out. With matched tires, we're sure the LS1 Bastard would whip the rotary FD3S. Yeah, we said it. Sure, this won't convince the faithful; Wan prefers the quick-revving, nimble nature of the rotary, despite the fact that it takes more work to stay in the power band. But the Bastard has conquered our hearts like the fatherless Francisco Pizzaro conquered Peru. And as a daily driver or street racer, the advantage definitely goes to the V-8. But if you still hate the Bastard, don't think of it as an illegitimate Efini. Think of it as a better, faster, lighter Camaro.

Pushrod Vs.Rotor

Duy Le's 1993 Mazda Rx-7 R1
Engine
Engine Code: General Motors LS1
Type: 5665cc V8, aluminum block and heads
External Mods: Injen Technology Power-Flow CAI, oil-catch can, radiator-overflow can and stainless-steel dual-independent exhaust, Hinson Supercars cooling system and aluminum race radiator, FAL single cooling fan, K2 Fabrication radiator shield, SunAuto Hyperground system and GT Ignition Pack, FAST billet fuel-rails, Aeromotive fuel pressure regulator and fuel filter, B&M fuel pressure gauge, twin Walbro 255 lph in-tank fuel pumps, underdrive pulleys, CompCams 241/241cam, MSD plug wires, NGK platinum plugs, JTR long tube headers, Batcap batteryEngine Management Mods: LS1 PCM Re-flash, Dakota Digital SGI-5, Baker Electronix VATS Bypass

Drivetrain
Layout: Longitudinal front engine, rear-wheel drive
Drivetrain Mods: T56 6spd transmission, Hinson Supercars aluminum driveshaft, SS clutch line, US Brake clutch master cylinder, B&M short throw kit, SPEC clutch and flywheel, 4.10:1 final drive

Suspension
Front: TEIN Super Drift coil-overs w/ 14 kg/mm Swift Springs, Cusco Type OS strut bar, Swift Suspension 28mm anti-roll bars, Hinson Supercars bump-steer correction kit
Rear: TEIN Super Drift coil-overs w/ 14 kg/mm Swift Springs, Cusco Type OS Strut Bar, Swift Suspension 17mm anti-roll bars

Brakes
Front: Rotora 11.6-in. slotted rotors, Project Mu NS pads, Corksport SS braided brake lines, Mazda 929 master cylinder, Wilwood proportioning valve, ARP extended studs, Kyukogen lug nuts
Rear: Rotora 11.6-in. slotted rotors, Project Mu NS pads, Corksport SS braided brake lines, ARP extended studs, Kyukogen lug nuts

External
Wheels: Work VS-TX 18 x 9-in. +34mm offset (F), 18 x 10-in. +33mm offset (R)
Tires: BFGoodrich G-Force KDW 245/35R18 (F) 275/35R18 (R)
Body: Panspeed front fascia, FRP wide fenders and side skirts, CF canards, Rotary Run Racing headlights, APR CF GT mirrors and CF GT300 wing, RE Amemiya CF rear diffuser, Shine Auto Project CF generators, Seibon CF KS hood and trunk

Interior
Seibon carbon kevlar seats, Simpson 5-point harness, RE Amemiya steering wheel and hub, Circuitsports quick-release adapter and shift knob

So You Wanna Go V-8?
Well, there's a laundry list of things you should consider before making the transition. You're building a bastard, which means it's even more complicated than the inherent unreliability of a modified car. But though it's got an engine from an entirely different car, it's not at all an unreliable engine.

The first thing you're going to need is an RX-7. It doesn't have to be an FD, but they sure are pretty. If you already own one, then great. If you don't, try to get a car that has a blown engine, as FD RX-7s still hover at around $12,000-$15,000 for a working example. Even without the wiring harness, transmission, driveshaft, and even the ECU, you're still in business.

It's not the world's cheapest swap, but then you're building a car that, set up right, can take down some of the best in the world. You need an LS1, obviously, a transmission that will plug into the back of one and a driveshaft that will plug into the back of that. The cheapest place to find an engine and tranny is under the hood of a '98-'02 Camaro, and another option is in a Corvette of the same vintage. The Corvettes were rated at 350bhp, while the Camaros were "only" rated at 305, though the extra horsepower is hiding in the ECU, not the engine. Save the bucks and get a Camaro engine. But try to get a '99-'01, as the valves weren't so hot in either '98 or '02. Engine and transmission will run you around $4500. See if you can get the wiring harness and ECU thrown in for free while you're at the junkyard.

Now you need an easy way to screw the big-block into the little Mazda. There are two companies that provide custom subframes for just such a job: Hinson Supercars and a place called Granny's Speed Shop. In either case, you'll be provided with a bolt-in subframe, a transmission brace, a driveshaft, and a torque-arm brace. Expect to pay in the neighborhood of $1,715 if you want the aluminum driveshaft and the bump steer correction kit from Hinson. Cha-ching, the engine is in and your pockets are empty. And we're about halfway there.

You're gonna need a radiator to cool this monster. Hinson makes one for $630, and you'll notice that Duy has his installed lower than stock, which is a good idea because it allows for the Powerflow 3.5" intake, and permits airflow directly to the radiator to keep temps down. Fueling needs aren't so different from a pumped up rotary, which is to say you should be thinking about some 255-lph in-tank action. Duy put two in. They're about 90 bucks a pop, and if you want the pretty Bonaco lines and -AN fittings to go with them, shell out another $420 or so.

The above should have your swap up and running, and it should already pretty much kick ass. But if you're wanting to go the extra mile, the big V-8 book really isn't so different than what you're used to-a clutch, an ECU flash, perhaps a short throw shifter...you get the idea. Just get used to the idea of installing one cam (in 15 minutes) instead of two, or none in the case of the 13B. -James Tate

Calvin Wan's 1993 Mazda Rx-7 Fd3s
Engine
Engine Code: 13B-REW
Type: 1308cc Rotary, aluminum blockExternal Mods: A'PEXi turbo kit with AX75F82 turbo, intake, downpipe, Super Grounding kit, coolant-air separator tank, radiator cap and GT Spec 95mm SS cat-back exhaust, Rotary Extreme V-mount FMIC, Racing Beat Ultra spark wires, HKS Twin-power ignition amp, Mazdaspeed engine mounts, GReddy pulleys, Earl's braided linesEngine Management Mods: A'PEXi Power FC, AVC-R and Skyline BNR33 fuel pump, NGK 10.5 spark plugs, RC Engineering 850 cc/min primary injectors and 1300 cc/min secondary, Aeromotive fuel pressure regulator, tuned by Motorsport Dynamics

Drivetrain
Layout: Longitudinal front engine, rear-wheel drive
Drivetrain Mods: Exedy Hyper twin plate clutch, Exedy lightened flywheel, Kaaz 2-way LSD, Mazdaspeed differential bushings, RE Amemiya D1 Spec shifter, 4.10:1 final drive

Suspension
Front: A'PEXi N1 Pro w/ 16kg/mm springs, Peak Performance tie-rods, quick-ratio steering rack, ST Suspensions 1.25-in. anti-roll bar, Cusco carbon strut bar, Super Now steering adaptors
Rear: A'PEXi N1 Pro w/ 16kg/mm springs, Rotary Extreme trailing-arms and toe-links, ST Suspensions 0.75-in. anti-roll bar, Cusco carbon strut bar, Super Now steering adaptors

Brakes
Front: Project Mu 12.3-in. SRC-Pro slotted and dimpled two-piece rotors and Taitan Kai pads, 2000 JDM Mazda RX-7 type RZ 4-pot calipers, Goodridge stainless-steel braided lines, ATE Super Blue Racing fluid, Wilwood proportioning valve, Earl's Braided steel lines and fittings
Rear: Project Mu 12.4-in. SRC-Pro slotted and dimpled two-piece rotors and Taitan Kai pads, 2000 JDM Mazda RX-7 type RZ single-pot calipers, Goodridge stainless-steel braided lines, ATE Super Blue Racing fluid, Wilwood proportioning valve, Earl's Braided steel lines and fittings

External
Wheels: 18 x 10-in. Gram Light 57 Pro +18mm (F) +8mm (R) offsetTires: Falken Azenis RT-615, 275/35R18Body: Final Konnexion body kit, Motorsport Dynamics front splitter, Rotary Extreme carbon N1 hood and GT wing, C-West carbon canards, Feed headlight duct, painted and installed by Almaden Collision

Interior
Sparco Corsa seats, steering wheel w/ quick release hub and 4-point harness, Bride seat rails, stich welding by Motorsport Dynamics, A'PEXi EL series gauges, R-Magic Roll cage, CW-spec power windows

George Lara's B&M 2001 Camaro Ss
Engine
Engine Code: LS1
Type: 5665cc V8, aluminum block and heads
External Modifications: B&M oil cooler, Granetelli lid, Fast Toys Ram Air, Hooker Super Comp 1.75-in. Hooker 3-in. cat-back exhaust, NGK TR55 plugs, GM Performance Parts 8mm plug wiresEngine Management Modifications: ECM tuned with HPTuners

Drivetrain
Layout: Longitudinal front engine, rear-wheel drive
Drivetrain Modifications: B&M Holeshot torque converter, B&M Super Cooler transmission cooler, Auburn Pro Posi (LSD), 4.11:1 final drive

Suspension
Front: Bilstein HD dampers
Rear: Bilstein HD dampers

Brakes
Front: SS-braided lines
Rear: SS-braided lines

External
Wheels: 17 x 9-in. stock wheels
Tires: Dayton Daytona 275/40R17