Shogun

HIROSHIMA, Japan — In the martial arts world, there is a unique discipline known as Goju-Ryu. Roughly translated: the school of hard and soft.

Originating south of here on the island of Okinawa, it blends the two modes of combat — attack and defend — using combinations of powerful strikes and fluid, but effective blocks.

Goju-Ryu teaches strength, but not for the sake of mere might. It flows, in harmony with potent grace. Like a circle.

Against this backdrop, Mazda Motor Corp. comes full circle with the much-anticipated arrival of the RX-8, a 4-seat sports coupe that — on paper, at least — ascribes to Goju-Ryu's philosophy.

Due in U.S. showrooms in spring, the '03 model features a new rotary engine from the auto maker that popularized the technology.

Dubbed Renesis — a nod to the word “genesis” and the seminal RE-series rotary engine of 1995 Tokyo motor show fame — RX-8's powertrain will be available in two variations: standard power and high power. The former's provisional horsepower rating is 207 hp at 7,200 rpm, while the latter is expected to make 250 hp at 8,500 rpm.

What's the displacement? You tell us. Mazda's evasive answer: “Renesis is not a reciprocal engine, and it is meaningless to calculate the comparable displacement.” A spokesman says rotary engines would have 1.5 to two times the displacement of a similar-sized reciprocating engine.

Anticipated torque levels appear feeble with the standard-power choice pulling harder than its high-line alternative — 164 lb.-ft. (222 Nm) to 159 lb.-ft. (216 Nm).

Clearly, RX-8's seemingly meager torque output has been on Mazda's mind, because Executive Vice President Hisakazu Imaki deflects a jab with the deftness of a black belt.

“It makes it up in the high end,” he says. “But also, if you know the rotary engine, (Renesis') low end is far more reinforced than past designs.”

With a samurai's confidence, Lewis Booth, Mazda president and CEO says: “No apologies. All the performance and all the torque is within the useable range of the engine.”

Not to worry, assures Joseph Bekaj, Mazda's senior advisor-design and product development. “What we lose on low-down grunt, we gain on nimbleness,” he says, sounding like a sage sensei.

“Because we are compact and lightweight, we're able to pull the engine back behind the front wheels and we're able to get that very low yaw inertia for turning.”

Compared to the last-generation RX-7 — which Mazda says is not being replaced by RX-8 — the new design features 5% less yaw inertia.

“You put a V-6 or V-8 into this vehicle, because of the length of the vehicle and that extra weight, which would have to go forward of the front wheels, we'd never get the chassis response that we've got,” Bekaj tells Ward's during a sneak preview of Mazda's new flagship sports car.

“You've got to balance it. It's a different concept to the Corvette. We think it has equal merit.”

Mazda calls this concept “advanced front midship layout.” The absence of a supercharger or turbocharger on Renesis, coupled with a shallower oil pan, creates enough room to move the engine — which stands about the same height as the transmission — rearward.

This, Mazda says, yields a lower vehicle center of gravity. Combined with RX-8's relatively wide track — 59-ins. (150 cm) front and 59.3-ins. (151 cm) rear — Mazda lays claim to a “cumulative effect in assuring high roll stiffness.”

Indeed, the auto maker says RX-8 boasts twice the torsional rigidity of RX-7 while exhibiting a propensity to resist bending that is 1.7 times greater than the older design.

Further enhancing stiffness is RX-8's “high-mount backbone frame.” Running parallel to and above the car's transmission tunnel is a firm spine that is joined to the main frame, front and back.

“And the advanced front midship powertrain configuration enables installation of crossmembers connecting the frame in the engine compartment, adding rigid lateral support to the front suspension. In addition, these crossmembers are fitted across the lower end of the transmission.”

RX-8's suspension is supported by specially tuned monotube gas-filled dampers from Tokico. Bekaj tells Ward's he's just signed off on the car's damping, leaving only some “minor driveability issues” to resolve before RX-8 is complete.

The rear architecture is multi-link and features a 6-point rubber mount system that influences ride and reduces noise.

The front suspension, which sports double-wishbone architecture, features another hedge against mushiness: its upper and lower arms are mounted on a subframe. All this is neatly packaged beneath the car's low-profile hood — which is adorned by a distinctive rotor shape that's repeated throughout the vehicle as a subtle reminder of what makes it tick. And hum. Which is what a rotary does, as well as behaving somewhat differently than a reciprocating engine.

Any concerns about backlash or plans to launch a rotary education/marketing campaign? “I personally have a feeling that we need to give some enlightenment,” Imaki says. “Actually, it would have to start at the dealers before (the customers).”

The discrepancy between Renesis and reciprocating engines eludes language, he says. “Once you've driven it, you can feel the difference.”

Even its exhaust note is unique. Says Imaki: “Hopefully, that engenders the ‘zoom-zoom’ feeling that we're trying to provide.”

Mazda is keen to play up rotary technology and anxious to eradicate the reputation of the rotary as a thirsty engine.

Mazda predicts RX-8 will get 18 or 19 mpg (13 or 12.4 L/100 km) in the city and 23 or 24 mpg (10.2 or 9.8 L/100 km) on the highway. These estimates represent a 20% improvement compared to RX-7, which went out of production for North America in model-year '95.

Keys to the increased efficiency of Renesis are its sequential intake system and unique side intake and exhaust ports, which account for approximately 30% more intake area. Also contributing is RX-8's electronic throttle control.

Mazda considers RX-8 its champion in the sports car arena, its shogun in a battle with BMW M3, Honda S2000 and Porsche Boxster. It boasts muscular contours outside and stylish lines inside.

Most striking is the absence of a B-pillar and the suggested ease of access and egress created by RX-8's “freestyle” door system. Mazda says it was shooting for a “comfortably snug” feeling.

With enthusiasts, RX-8 will immediately strike a chord, Booth says, adding: “The non-car buff will climb into it and find it very usable and might not ever need to worry what makes it work. Some of them will think the four doors and the rear seating compartment are more important.”

Mazda is mum on price, but there are whispers RX-8 will start at less than $30,000. Expect rollout to begin in Japan and conclude in Europe.