Mazda's third-generation RX-7 is a nervous car. No, it doesn't have quirky dynamic habits. Fact is, it's one of the best handling machines ever built. The 3G RX-7 is nervous because it likes to blow up. A lot. In the U.S., Mazda lost its ass on warranty claims from the little car and low sales forced it from the American market in 1995.
Still, ask anyone at this journal for a list of the most enjoyable cars they've driven and the FD RX-7 will be there. This car is so good, it remained on sale in Japan until only a few months ago.
It's just too bad about the blowing up thing.
The group at C-West, one of Japan's most successful shapers of aftermarket body kits, has gone to great lengths to make sure their RX-7 street car doesn't suffer from the blow up thing. And, in the process, they've built one of the most functional RX-7s in the world.
Already established as a successful builder of RX-7s competing in Super N1 endurance racing, C-West built this car for the street. And, without N1 rule limitations governing its every move, C-West went crazy. Evidence of the builder's neurosis is everywhere. With gorgeous, hand fabricated parts, perfect TIG welds and exotic materials galore, this RX-7 is capable of dirtying the britches of even the most hardened automotive scribe. It's an over-the-top wondercar in every measure.
Take for example the chassis, which was stripped of all insulation, tar and paint so it could begin its transformation from superb sports car to insane performance machine. Then the C-West technicians seam welded every inch of the chassis' load-bearing structure and welded in a 13-point rollcage, which ties the rear shock towers into the structure. The cage is gusseted in all areas where further reinforcement is required.
C-West claims 480 hp from its monster RX-7 and pulled some classic rotary tricks from its hat to achieve the power. The engine is ported, although the details as to the exact type of port work remain secret. Thicker 3mm apex seals increase the Wankel's odds of surviving 17 psi of boost.
All that boost is generated by a Trust T-78 turbocharger located downstream of the FEED (Fujita Engineering) stainless steel exhaust manifold. Inlet air is forced through custom intake plumbing fabricated by FEED and C-West. FEED also built the engine's oversize throttle body and air-pump removal pulley. Exhaust gases exit through a C-West titanium muffler. Trust also supplied the Type C wastegate and Type S blow off valve. Fuel from the massive FEED 680 cc/min. fuel injectors is ignited by NGK spark plugs.
Fuel and ignition curves are controlled by A'PEXi's Power FC stand-alone engine management computer while a Trust Profec controls boost.
Since rotary engines are known to destroy themselves after one solitary ping, C-West went to great lengths to keep its rotary from ever running lean. Three fuel pumps, two Bosch units and one O.E. pump from an R33 Skyline, and a fuel corrector tank ensure a constant supply of fuel to the engine. Fuel is pumped from the main tank into a smaller corrector tank at high pressure and then fed to the engine to minimize the chances of fuel starvation under high cornering loads on the track.
To help keep vital fluid temperature under control, C-West enlisted the help of a FEED aluminum radiator and catch tank as well as a Trust oil cooler.
Since C-West also builds FD RX-7s to compete in N1 endurance racing, it has the suspension tuning fairly well handled for this chassis. The choice for this street car, which would see some track time, was relatively easy. Tein's N1 suspension made the cut. Tein builds high quality replacement suspension pieces used on everything from road racing Hondas to rally racing Subarus and its parts are common on racecars in Japan. FEED supplied a stiffer bushing kit as well. Yokohama's ADVAN RG wheels, matched to 255/40-17 A048 tires, keep the rest of the machine stuck to the ground.
By Richard Cheese
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