1986 was the year the 2nd generation of the RX-7 was unveiled in North America. Mazda engineers were faced with the challenge of completely redesigning a proven but aging eight year old car. They were intent on using the more powerful 13B rotary engine that was introduced in the 85 GSL-SE, replacing the previous 12A engine. Some significant changes were made to the 13B which included a redesigned intake manifold, a new fuel injection system consisting of a primary and secondary injection system (which led to the infamous 3800 RPM hesitation), and larger intake ducts. All these changes resulted in an increase of 11 HP giving it now 146 HP @ 6500RPM and 138lb-ft of torque @ 3500RPM. As for the suspension they were looking for something that would handle like nothing else but would still provide the driver with a smooth and comfortable ride. The second generation RX-7 can credit it's excellent handling partly due to the fact that the weight distribution is an almost perfect 50-50 split between the front and rear wheels, resulting in quick, responsive, predictable handling. The front suspension has independent MacPherson struts with lower A-arm, 22mm anti-roll bar (24mm with the sports suspension), and coil springs. The rear suspension was more unique. It had an independent, Dynamic Tracking Suspension System with trailing arms, triaxial floating hubs, camber control links, coil springs, and a 12 mm anti-roll bar (14mm with the sports suspension). The company claims to have applied for more than 100 patents on their Dynamic Tracking Suspension System independent rear suspension. With DTSS, the rear wheels become an active component of the steering system, changing from toe-out during low lateral force cornering to toe-in for extra stability during high lateral acceleration cornering situations and to reduce oversteer which had been a problem on the 1st generation. A lot of time was spent restyling the exterior for this new RX-7. They not only wanted more flowing and elegant lines but also wanted to make it more aerodynamic. They succeded with a shape that had a drag co-efficeint of 0.31cd. This could be reduced even more to 0.29cd with an optional aero package consisting of an add-on front spoiler, side skirts and rear spoiler.


1989 saw a multitude of small changes and refinements. First of all the engine computer speed was doubled. Technology had advanced quite a bit in 3 years. The engines themselves used new lighter, higher compression rotors. The combustion recesses on the rotors were fully machined. With this machining, the compression ratios of each of the rotor's combustion chambers could be more closely matched. The side seal thickness was reduced from 1.0 mm to 0.7 mm. These rotor changes allowed the redline to be increased to 8000 RPM on the normally-aspirated (NA) engines. A rotary valve was added between the intake tracks on the NA engines, opening at about 4500 RPM. This valve enhanced the DEI (Dynamic Effect Intake) by altering the length of the path between the intake ports. This changed the tuning of the pulses that provide the ram air effect to the intake charge. The airflow meter was also changed from the flapper-type to a linear-type for reduced air resistance and more precise measurement. Instead of the door which flapped in the old meter, the new linearic meter used a sliding cone to measure air flow. The oil metering pump was changed from a manual pump to an electronic model for more effective lubrication and reduced oil consumption. These engine modifications raised the output of the NA 13B to 160 HP @ 7000RPM and 140lb-ft of torque @ 4000RPM. The power band was effectively widened, giving more usable power at lower RPMs.The automatic transmission was now electronically controlled with a "hold" mode that allowed the transmission to be shifted manually in the lower three gears. Ball joint mountings were used on the anti-roll bars to reduce noise, harshness, and vibration. Vehicle speed sensitive power steering was standard in all models except the GTU (base) which used engine speed sensitive power steering. The fuel tank was increased to 18.5 gallons in all models. The exterior and interior saw some changes as well. Shifting was enhanced by a revised shift rod mechanism, and a shorter shift rod. Leather was used to cover the shift knob, steering wheel, and handbrake, in all models except the GTU (base) model. The seats were recontoured for better lateral support. The temperature, fuel, voltage, and oil pressure gauges were placed in round recesses rather than the pie-wedges that were used previously. The body trim strip now matched the car color rather than being only black. The front bumper was slightly reshaped. The nose cap was restyled with the word MAZDA embossed rather than using a decal. Larger brake cooling ducts were added in the nose cap. The radiator opening was reshaped. The GXL, Turbo II, and convertible had integrated fog lamps. All coupes came with the new rear spoiler which had been introduced in late 1988. The tail lights were changed. The new lights used circular lamps under a smoked lens giving a more exotic look. 15 inch wheels were now the standard.