1985 Mazda RX-7

By the mid-1980s, Mazda's first-generation RX-7 sports car had grown in popularity, particularly in the all-important North American market. Enthusiasts were impressed by the combination of rotary power, handling, refinement, and value for money. The model was updated in 1981 with a new interior featuring more supportive seats and color-coded bumpers. Development and improvements followed, and the so-called Series 3 was introduced for the 1984 model year.

The 1984 Mazda RX-7 received an optional four-speed automatic transmission with an overdrive and lockup torque converter as optional equipment. Additional improvements were the variable-assist (in some markets) power steering, fresh 14-inch alloy wheels with Dunlop 205/60 rubber, ventilated disc brakes at all four corners, revised rear suspension, and a new five-speed gearbox.

The 2-door coupe with seating for two was available as the S, GS, GSL, and GSL-SE (the GSL-SE was a new-for-1984 option). Pricing began at $10,190 for the base S model and rose to $15,100 for the GSL-SE. The Wankel engine with two coaxial three-lob rotors displaced 70 cubic inches and offered 100 horsepower. The GSL-SE had an 80 cubic-inch Wankel rotary engine with 135 horsepower. They had recirculating ball steering, unibody construction, and disc brakes in both the front and rear. An automatic was available only on the GS and GSL models. Power steering could be found only on the GSL model.

Inside, Mazda installed a new instrument panel containing round dial controls. On the exterior, the front air dam added a slit to allow the brakes to cool. The rear control arms were relocated and a new larger, high-performance, fuel-injected engine was added to the GSL-SE model.

The GSL-SE added low-profile Pirelli P6 tires, alloy wheels, modified suspension, and larger disc brakes. It also came standard with a sunroof, KAM/FM stereo radio with cassette player and graphic equalizer, cruise control, power windows, and air conditioning.

For 1985, there were very few changes, except for revised final-drive ratios.

by Daniel Vaughan | Oct 2013