Pros
- Incredibly unique vehicle
- All the benefits of a sports car with none of the drawbacks
- All the practicality of a sedan with none of the tedium
- That high revving rotary engine becomes addictive
Cons
- Horrendous reputation for reliability
- Maintenance can often require a full engine rebuild
- Ancillary systems ageing poorly
- Insatiable thirst for both fuel and oil
Verdict
We wouldn't...
We'd be cautious
We would...
Buying an RX-8 depends far more on the specific example of RX-8 you’re looking at rather than RX-8’s as a whole.
The RX-8 in general offers a very tempting set of skills. To paraphrase motoring journalist god Jeremy Clarkson, you get all of the benefits of a sports car with...
Mazda RX-8. Brave. Different. When it lobbed into Oz in 2003, there was nothing else quite like this rotary-powered, ‘freestyle-doored’, thoroughbred sportscar wrapped in a stylised sedan body. And since it bowed in 2011, globally at a death of inadequate emissions, there’s been nothing anything like it since. It looked different. It went different.
Fans of this adventurous Mazda are drawn to its unique cocktail of facets that bring a distinctive character. Detractors charge that its same quirks just missed their marks in amalgamation, a pale and weird four-door facsimile of RX-7 purebreds that came before it.
The RX-8 was noisy and thirsty, if bloody quick with wonderful handling, thanks to lean weight and its front-mid engine arrangement. It was a naturally aspirated anomaly you could buy new off the showroom floor, right when petrolheads were discovering the turbo delights of then-rare Mitsubishi Evos and the lure of grey-imported halo icons such Nissan GT-Rs and Toyota Supras.
It’s become a bona-fide cult car, if one that probably deserves higher stature than it has enjoyed.
It came with a six-speed manual, paired to its 177kW and 221Nm evolution of the little six-port 1.3-litre ‘13B’ engine called the Renesis. In 2003, the base version wanted for $56k while the leather-dipped Luxury version asked for under $63k. Either way, the 0-100km/h sprint was a 6.2-second prospect.
Despite tipping the scale at a mere 1350kg-ish, which does many favours for dynamic agility, its claimed 12.2L thirst spiraled into the high teens because it begs
Mazda RX-8. Brave. Different. When it lobbed into Oz in 2003, there was nothing else quite like this rotary-powered, ‘freestyle-doored’, thoroughbred sportscar wrapped in a stylised sedan body. And since it bowed in 2011, globally at a death of inadequate emissions, there’s been nothing anything like it since. It looked different. It went different.
Fans of this adventurous Mazda are drawn to its unique cocktail of facets that bring a distinctive character. Detractors charge that its same quirks just missed their marks in amalgamation, a pale and weird four-door facsimile of RX-7 purebreds that came before it.
The RX-8 was noisy and thirsty, if bloody quick with wonderful handling, thanks to lean weight and its front-mid engine arrangement. It was a naturally aspirated anomaly you could buy new off the showroom floor, right when petrolheads were discovering the turbo delights of then-rare Mitsubishi Evos and the lure of grey-imported halo icons such Nissan GT-Rs and Toyota Supras.
It’s become a bona-fide cult car, if one that probably deserves higher stature than it has enjoyed.
It came with a six-speed manual, paired to its 177kW and 221Nm evolution of the little six-port 1.3-litre ‘13B’ engine called the Renesis. In 2003, the base version wanted for $56k while the leather-dipped Luxury version asked for under $63k. Either way, the 0-100km/h sprint was a 6.2-second prospect.
Despite tipping the scale at a mere 1350kg-ish, which does many favours for dynamic agility, its claimed 12.2L thirst spiraled into the high teens because it begs to be revved to its 8200rpm redline compensate for a lack of low-rpm torque. But light her up and, jeez, it’s dynamite, both on the march and in the curves, where it’s focused suspension tune and LSD rear axle return arguably the RX-8’s loftiest talents, even if the chassis can be bloody snappy in the wet (trust us).
Yes, yes…there was an auto. Don’t go there. Mazda neutered the engine to a four-port 141kW configuration to suit the make-do four-speed design in early versions, extricating the very hard-revving nature that was key to RX-8’s unique character.
Before long, collector-skewed versions, such as 2005’s Luxury Special Edition ($63k), started cropping up, followed by 2006’s Revelation ($65k) and, rounding out Series I, the 40th Anniversary version in homage to the providence of Mazda’s rotary engine ($56k). All, unsurprisingly, manuals.
The key changes came the Series II in 2008.
Here, RX-8 copped a refreshed and sharper look, engine and suspension fettling, and new transmissions. A new six-speed auto allowed its paired engine, now six-port, to lift 17kW to 158kW, injecting the slushbox versions with some added purpose.
A new GT flagship variant was added, bringing tasty 19-inch wheels, underbody bracing and Bilstein-bred suspension, plus a mild Jenny Craig treatment to shave around 23kgs off the kerb weight. Power was downrated in Aussie spec to 170kW for the manuals, though a short final drive ratio netted marginally friskier acceleration for Series II.
Mazda never did go the turbocharged route for its four-door, effectively four-seat rear-driven outlier, though plenty of pundits in the aftermarket have had a good crack.
Still, the RX-8 enjoyed reasonable popularity until its screaming N/A heartbeat not long complied with toughened emission laws in Euro and was taken off sale in 2010. A stay of execution lasted in Australia until 2012.
Mazda’s unique rotary pitch remained off the wider enthusiast radar for some time, though recent trends have seen prices start to head north pretty quickly for what’s now becoming a better appreciated sportscar.
Mazda RX-8. Brave. Different. When it lobbed into Oz in 2003, there was nothing else quite like this rotary-powered, ‘freestyle-doored’, thoroughbred sportscar wrapped in a stylised sedan body. And since it bowed in 2011, globally at a death of inadequate emissions, there’s been nothing anything like it since. It looked different. It went different.
Fans of this adventurous Mazda are drawn to its unique cocktail of facets that bring a distinctive character. Detractors charge that its same quirks just missed their marks in amalgamation, a pale and weird four-door facsimile of RX-7 purebreds that came before it.
The RX-8 was noisy and thirsty, if bloody quick with wonderful handling, thanks to lean weight and its front-mid engine arrangement. It was a naturally aspirated anomaly you could buy new off the showroom floor, right when petrolheads were discovering the turbo delights of then-rare Mitsubishi Evos and the lure of grey-imported halo icons such Nissan GT-Rs and Toyota Supras.
It’s become a bona-fide cult car, if one that probably deserves higher stature than it has enjoyed.
It came with a six-speed manual, paired to its 177kW and 221Nm evolution of the little six-port 1.3-litre ‘13B’ engine called the Renesis. In 2003, the base version wanted for $56k while the leather-dipped Luxury version asked for under $63k. Either way, the 0-100km/h sprint was a 6.2-second prospect.
Despite tipping the scale at a mere 1350kg-ish, which does many favours for dynamic agility, its claimed 12.2L thirst spiraled into the high teens because it begs to be revved to its 8200rpm redline compensate for a lack of low-rpm torque. But light her up and, jeez, it’s dynamite, both on the march and in the curves, where it’s focused suspension tune and LSD rear axle return arguably the RX-8’s loftiest talents, even if the chassis can be bloody snappy in the wet (trust us).
Yes, yes…there was an auto. Don’t go there. Mazda neutered the engine to a four-port 141kW configuration to suit the make-do four-speed design in early versions, extricating the very hard-revving nature that was key to RX-8’s unique character.
Before long, collector-skewed versions, such as 2005’s Luxury Special Edition ($63k), started cropping up, followed by 2006’s Revelation ($65k) and, rounding out Series I, the 40th Anniversary version in homage to the providence of Mazda’s rotary engine ($56k). All, unsurprisingly, manuals.
The key changes came the Series II in 2008.
Here, RX-8 copped a refreshed and sharper look, engine and suspension fettling, and new transmissions. A new six-speed auto allowed its paired engine, now six-port, to lift 17kW to 158kW, injecting the slushbox versions with some added purpose.
A new GT flagship variant was added, bringing tasty 19-inch wheels, underbody bracing and Bilstein-bred suspension, plus a mild Jenny Craig treatment to shave around 23kgs off the kerb weight. Power was downrated in Aussie spec to 170kW for the manuals, though a short final drive ratio netted marginally friskier acceleration for Series II.
Mazda never did go the turbocharged route for its four-door, effectively four-seat rear-driven outlier, though plenty of pundits in the aftermarket have had a good crack.
Still, the RX-8 enjoyed reasonable popularity until its screaming N/A heartbeat not long complied with toughened emission laws in Euro and was taken off sale in 2010. A stay of execution lasted in Australia until 2012.
Mazda’s unique rotary pitch remained off the wider enthusiast radar for some time, though recent trends have seen prices start to head north pretty quickly for what’s now becoming a better appreciated sportscar.
- There are quite a few reports of the paint fading however, it seems that well cared for and garaged examples seem to avoid this issue. Unfortunately, many
- The taillights (especially on Series 1 examples) can be prone to gasket cracks which leads to water and condensation filling in taillights.
- Models fitted with a sunroof can be victim to some rattling as well, this is due to the bolts holding the sunroof in become loose overtime and need tightening up.
- As with many cars of this vintage, the headlights can yellow/fog over time.
- Inside the Fuel gauge in the Series 1 can read 1/4 full but can actually be empty.
- The left front bolt on the Driver’s side seat is known to creak, which some people mistake for the steering column creaking. This is caused by the washer under the bolt and can be fixed with relative ease.
- Gear Knobs on certain versions are illuminated by a light on the inside which can fail, this is due to the wiring wearing/deteriorating. Mazda made an updated version to resolve the issue.
- Then there are a few less common issues we found like the door cards can cause leak, the dash can crack and the Centre console particularly in the rear can become quite weak and rattly.
- Mechanically, unless maintained to genuinely obsessive levels, these engines can be a ticking time bomb.
- Even then, we are starting to perfectly maintained examples having catastrophic failures thanks to apex seal failures completely out of
- There are quite a few reports of the paint fading however, it seems that well cared for and garaged examples seem to avoid this issue. Unfortunately, many
- The taillights (especially on Series 1 examples) can be prone to gasket cracks which leads to water and condensation filling in taillights.
- Models fitted with a sunroof can be victim to some rattling as well, this is due to the bolts holding the sunroof in become loose overtime and need tightening up.
- As with many cars of this vintage, the headlights can yellow/fog over time.
- Inside the Fuel gauge in the Series 1 can read 1/4 full but can actually be empty.
- The left front bolt on the Driver’s side seat is known to creak, which some people mistake for the steering column creaking. This is caused by the washer under the bolt and can be fixed with relative ease.
- Gear Knobs on certain versions are illuminated by a light on the inside which can fail, this is due to the wiring wearing/deteriorating. Mazda made an updated version to resolve the issue.
- Then there are a few less common issues we found like the door cards can cause leak, the dash can crack and the Centre console particularly in the rear can become quite weak and rattly.
- Mechanically, unless maintained to genuinely obsessive levels, these engines can be a ticking time bomb.
- Even then, we are starting to perfectly maintained examples having catastrophic failures thanks to apex seal failures completely out of the blue. Poorly maintained examples can fail with less than 100,000kms of use.
- Even outside of the engine, more and more reliability issues are being reported. Complications with the oil injection system, inlet manifold and fuel injection problems, ignition coil failures and subsequent catalytic converter melt downs are becoming far too regular.
- The drivelines can be quite fragile too with plenty of clutch, transmission and differential complications and failures. Especially if the RX-8 in question has lived hard life and been maintained poorly, which seems to be many of them.
- There are quite a few reports of the paint fading however, it seems that well cared for and garaged examples seem to avoid this issue. Unfortunately, many
- The taillights (especially on Series 1 examples) can be prone to gasket cracks which leads to water and condensation filling in taillights.
- Models fitted with a sunroof can be victim to some rattling as well, this is due to the bolts holding the sunroof in become loose overtime and need tightening up.
- As with many cars of this vintage, the headlights can yellow/fog over time.
- Inside the Fuel gauge in the Series 1 can read 1/4 full but can actually be empty.
- The left front bolt on the Driver’s side seat is known to creak, which some people mistake for the steering column creaking. This is caused by the washer under the bolt and can be fixed with relative ease.
- Gear Knobs on certain versions are illuminated by a light on the inside which can fail, this is due to the wiring wearing/deteriorating. Mazda made an updated version to resolve the issue.
- Then there are a few less common issues we found like the door cards can cause leak, the dash can crack and the Centre console particularly in the rear can become quite weak and rattly.
- Mechanically, unless maintained to genuinely obsessive levels, these engines can be a ticking time bomb.
- Even then, we are starting to perfectly maintained examples having catastrophic failures thanks to apex seal failures completely out of the blue. Poorly maintained examples can fail with less than 100,000kms of use.
- Even outside of the engine, more and more reliability issues are being reported. Complications with the oil injection system, inlet manifold and fuel injection problems, ignition coil failures and subsequent catalytic converter melt downs are becoming far too regular.
- The drivelines can be quite fragile too with plenty of clutch, transmission and differential complications and failures. Especially if the RX-8 in question has lived hard life and been maintained poorly, which seems to be many of them.
Body Style:
- 4-door coupe
Engines:
- 1.3 litre twin-rotor Wankel (rotary) petrol engine (all models)
Power:
Series 1 (2003-2008):
- 141kW (automatic)
- 177kW (manual)
Series 2 (2008 – 2011):
- 158kW (automatic)
- 170kW (manual)
Torque:
Series 1 (2003-2008):
- 220Nm (automatic)
- 211Nm (manual)
Series 2 (2008 – 2011):
- 211Nm (all models and transmissions)
Transmission & drivetrains:
- 4-speed automatic, rear-wheel drive (2003-2008)
- 6-speed automatic, rear-wheel drive (2008-2011 – Luxury model only)
- 6-speed manual, rear-wheel drive (all years)
Fuel Consumption:
- 12.1 – 12.9L/100km
Length:
- 4435 – 4470mm
Width:
- 1770mm
Height:
- 1340mm
Kerb Weight:
- 1337 – 1412kg
Body Style:
- 4-door coupe
Engines:
- 1.3 litre twin-rotor Wankel (rotary) petrol engine (all models)
Power:
Series 1 (2003-2008):
- 141kW (automatic)
- 177kW (manual)
Series 2 (2008 – 2011):
- 158kW (automatic)
- 170kW (manual)
Torque:
Series 1 (2003-2008):
- 220Nm (automatic)
- 211Nm (manual)
Series 2 (2008 – 2011):
- 211Nm (all models and transmissions)
Transmission & drivetrains:
- 4-speed automatic, rear-wheel drive (2003-2008)
- 6-speed automatic, rear-wheel drive (2008-2011 – Luxury model only)
- 6-speed manual, rear-wheel drive (all years)
Fuel Consumption:
- 12.1 – 12.9L/100km
Length:
- 4435 – 4470mm
Width:
- 1770mm
Height:
- 1340mm
Kerb Weight:
- 1337 – 1412kg
Body Style:
- 4-door coupe
Engines:
- 1.3 litre twin-rotor Wankel (rotary) petrol engine (all models)
Power:
Series 1 (2003-2008):
- 141kW (automatic)
- 177kW (manual)
Series 2 (2008 – 2011):
- 158kW (automatic)
- 170kW (manual)
Torque:
Series 1 (2003-2008):
- 220Nm (automatic)
- 211Nm (manual)
Series 2 (2008 – 2011):
- 211Nm (all models and transmissions)
Transmission & drivetrains:
- 4-speed automatic, rear-wheel drive (2003-2008)
- 6-speed automatic, rear-wheel drive (2008-2011 – Luxury model only)
- 6-speed manual, rear-wheel drive (all years)
Fuel Consumption:
- 12.1 – 12.9L/100km
Length:
- 4435 – 4470mm
Width:
- 1770mm
Height:
- 1340mm
Kerb Weight:
- 1337 – 1412kg
Warranty:
3 years/100,000kms
Servicing:
6 months/10,000kms
Model range, pricing & features
Buying an RX-8 depends far more on the specific example of RX-8 you’re looking at rather than RX-8’s as a whole.
The RX-8 in general offers a very tempting set of skills. To paraphrase motoring journalist god Jeremy Clarkson, you get all of the benefits of a sports car with none of the drawbacks, and all of the practicality of a sedan with none of the tedium.
Plus now the RX-8 has depreciated on the used market, it offers so much car for the money.
But there’s a problem
For an RX-8 to be reliable and offer genuine longevity, it requires almost obsessive levels of attention when it comes to maintenance and upkeep, and it has generally required this immense amount of tender loving care from the moment it left the dealership when new.
Unfortunately, many owners have failed to provide such care and attention and the result is uncared RX-8’s have a habit of going boom and boom can equate to very expensive repair bills.
Should you buy one? Only if the person selling it to you can categorically prove it has been maintained to absolute highest degree, other wise you’re not buying an RX-8, you’re buying a ticking time bomb.
Buying an RX-8 depends far more on the specific example of RX-8 you’re looking at rather than RX-8’s as a whole.
The RX-8 in general offers a very tempting set of skills. To paraphrase motoring journalist god Jeremy Clarkson, you get all of the benefits of a sports car with none of the drawbacks, and all of the practicality of a sedan with none of the tedium.
Plus now the RX-8 has depreciated on the used market, it offers so much car for the money.
But there’s a problem
For an RX-8 to be reliable and offer genuine longevity, it requires almost obsessive levels of attention when it comes to maintenance and upkeep, and it has generally required this immense amount of tender loving care from the moment it left the dealership when new.
Unfortunately, many owners have failed to provide such care and attention and the result is uncared RX-8’s have a habit of going boom and boom can equate to very expensive repair bills.
Should you buy one? Only if the person selling it to you can categorically prove it has been maintained to absolute highest degree, other wise you’re not buying an RX-8, you’re buying a ticking time bomb.
Buying an RX-8 depends far more on the specific example of RX-8 you’re looking at rather than RX-8’s as a whole.
The RX-8 in general offers a very tempting set of skills. To paraphrase motoring journalist god Jeremy Clarkson, you get all of the benefits of a sports car with none of the drawbacks, and all of the practicality of a sedan with none of the tedium.
Plus now the RX-8 has depreciated on the used market, it offers so much car for the money.
But there’s a problem
For an RX-8 to be reliable and offer genuine longevity, it requires almost obsessive levels of attention when it comes to maintenance and upkeep, and it has generally required this immense amount of tender loving care from the moment it left the dealership when new.
Unfortunately, many owners have failed to provide such care and attention and the result is uncared RX-8’s have a habit of going boom and boom can equate to very expensive repair bills.
Should you buy one? Only if the person selling it to you can categorically prove it has been maintained to absolute highest degree, other wise you’re not buying an RX-8, you’re buying a ticking time bomb.
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Disclaimer
Please note that pricing information is subject to fluctuations in the automotive market.
Information correct as of May 27, 2022.
The advice provided on this website is general advice only. It has been prepared without taking into account your objectives, financial situation or needs. Before acting on this advice, you should consider the appropriateness of the advice, having regard to your own objectives, financial situation and needs.
Read our full terms and conditions here.
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We wouldn't...
We'd be cautious
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