Some cars have an undefined, undefinable X-factor, and some don’t.  Take the Nissan 350Z and Mazda RX-7, for instance.  Both sports cars are image leaders and new on the scene, and stand out on the road.  Horsepower and performance are equivalent.  When we drove the 350Z, most onlookers agreed that it was cool and wanted to sit in it for a quick ride.  By contrast, the RX-7 made Subaru, pickup truck and Ford Escort owners shout, “I want this,” before the key was even turned.  We can’t say for sure what defines the X-factor, but the Mazda RX-7 has it.

That’s not all it has going for it, either.  The RX nameplate has always meant that Mazda’s doing something a little bit differently.  Ever since the first R-100, the RX badge has meant there’s a rotary engine under the hood.  The latest RX-8 is no exception, but this time there’s more than just an engine to set it apart from the crowd.

The last RX-7 was a stripped-down sports car, beautiful and fast but useless for pretty much anything but going fast.  Understandably, this limited the RX-7′s appeal, and Mazda has addressed this shortcoming with the RX-8.  The stripped-for-combat aspect is still there, but this time there’s a back seat and a handy set of access doors of the sort only seen on Saturns and pickup trucks until now.

The RX-8 would be distinctive even without its 2+2 roofline.  A strongly vee’d face and hugely blistered fenders bring to mind the silhouette of a Formula One racer.  The grille is thrust dramatically forward, and projector-style headlights.  The RX-8′s greenhouse is unique, with a slight reverse cut to the C-pillar and “freestyle” rear access doors.  Yes, you can get four full-size adults into an RX-8, a trick most sports cars can’t even contemplate.  From the back, the RX-8 is just as distinctive as from the front, with clear-lens taillights covering chromed pods with round lamps.  The sloped tail makes the RX-8 look like a hatchback, but storage space is limited to a weekend-getaway-sized trunk.  At the extreme lower edges of the front and rear airdams there’s a chrome triangular badge, representing the rotary engine’s distinctive primary internal component.

The interior is as unique as the exterior.  The RX-8 is snug inside, like a sports car should be, but there’s actually room for four, with a console that flows from front to rear separating the seats.  Still more triangular “rotary” motif trim pieces on the shifter and headrests serves as a constant reminder of what’s under the hood.  The deeply hooded, three-gauge instrument panel is pretty standard sports car fare, but the circular trim ringing the air conditioning and radio controls is unique, and looks striking.  A navigation system, and CD changer are optional; the front and side airbags are standard equipment.  The seats are comfortable enough for an all-day drive, and the view out the windshield is mesmerizing.

Mazda’s got a long history of racing success with rotary engines, and it’s been a while since there was a rotary in the lineup.  For the non-gearheads out there, a rotary engine is different from the internal combustion engines used in other cars because it hasn’t got pistons.  Instead of the usual piston-crankshaft layout, a rotary has a triangular rotor spinning inside an oval housing with intake and exhaust valves located on the sides.  The basic principle of fuel compression and ignition is the same, but a rotary has fewer moving parts and is more compact than a piston engine.  The RX-8 is powered by a two-rotor engine that produces 238 horsepower when hooked to a six-speed manual transmission.  It doesn’t produce the usual roar of a V8 or the growl of a V6, but an urgent whine that builds as engine speed increases.  The RX-8 has enough power to accelerate hard without downshifting in all six gears.  It’s a delight on the freeway, giving the impression that it’s wrapped around the occupants like a second skin.

It’s a delight to drive anywhere, in fact.  Double wishbones up front and a multi-link rear help keep the tires on the road, and Mazda has cleverly positioned the RX-8′s heaviest parts as close to the center of the car as possible for enhanced reflexes.  The nose looks deceptively long from the driver’s seat, but it’s easy to put the RX-8 wherever it needs to go.  On the twisties, the car responds immediately and without protest; it’s one of those rare cars that adapts easily to becoming an extension of the driver.  Four-wheel anti-lock disc brakes are standard equipment.  Traction-enhancing Dynamic Stability Control (DSC) is optional.

Pricing starts at $25,180 for the automatic-equipped RX-8 and $26,680 for the stick.  Mazda offers four trim levels:  Base, Sport, Touring and Grand Touring.  Options include Xenon headlights, stability control, and heated seats; a fully loaded RX-8 will hit the wallet to the tune of about $35,000.

Specifications:
All specs are for the 2004 Mazda RX-8.

Length:         174.3 in.
Width:            69.7 in.
Height:            52.8 in.
Wheelbase:        106.4 in.
Curb weight:        3029 lb.
Cargo space:        7.6 cu.ft.
Base price:        $26,680
Engine:         1.3 liter twin-rotor RENESIS rotary
Drivetrain:         six-speed manual, rear-wheel drive
Horsepower:         238 @ 8500
Torque:         159 @ 5500
Fuel capacity:        15.9 gal

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