When you’ve seen a car since your earliest days of being in the hobby, it’s easy to get complacent. Another day, another Porsche, Camaro, Rolls Royce, and so on. But then a vehicle comes along that you’re quite familiar with and that is still a stand-out example of that model. This 1984 Mazda RX-7 GSL is perhaps one of the most loaded-up and detailed examples of an FB-chassis example we’ve ever seen, and it comes with the sort of documentation that tells you everything you need to know: this car was loved from the day it left the showroom. Find the Mazda here on eBay with bids to $7,900 and the reserve unmet.
The seller reports that the one and only owner this Mazda has ever had was given a bonus at work, presumably for some measure of outstanding performance. And he took that money and went right to the local Mazda dealer, where he purchased what was presumably a dream car of his, the first-generation RX7. Not only did he get the car on his vision board, but he also got one loaded with seemingly every option that the dealer could affix to it, including the rarely-seen targa-style brushed B-pillars. It was clearly loved in that time, as even the factory fog lights retain their original rock shields – that’s the stuff of unobtanium.
The RX-7 features a gorgeous burgundy leather interior, which remains in excellent condition. The car has been sparingly used, racking up less than 50,000 original miles. However, that’s not to say it wasn’t driven. While eBay descriptions can sometimes stretch the truth, the condition of the car seems so honest, and the picture of a mess of a paperwork so dense, that we’re inclined to believe it. According to the listing, the gentleman who bought the car used it for back-country drives around Florida’s hidden roads with his son, saving it for those special occasions when the two of them could wind the little rotary-powered coupe out, as the manufacturer intended.
Once the father passed away, however, some of the joy was gone and the car was used even more sparingly, before being offered for sale here. The Mazda’s 1.1L rotary engine produces 101 horsepower and 107 lb.-ft. of torque. Now, if it were my money in 1984, I would have sprung for the 1.3L GSL-SE model, which kicks out a respectable 135 horsepower and 133 lb.-ft., respectively. However, this car sports so many factory accessories and remains in such well-preserved condition, it seems likely a Mazda collector will overlook the smaller engine in favor of owning a low mileage specimen in excellent condition.
In 1984 the GSL was $2k less than the GSL-SE. 15%
Perhaps the original owner’s bonus was 13k not 15k.
“Now, if it were my money in 1984, I would have sprung for the 1.3L GSL-SE model….”
This. I’ve owned two GSL-SEs as well as an RX-7 with the smaller engine and the GSL-SE is the one to have. At $16k new in 1984, a GSL-SE would have cost less than this car with its dubious add-ons that simply clutter up an attractive, clean design (IMO).
Listing has no pictures of the undercarriage or engine compartment …..
Nice RX7. Can anybody tell me who made that front air dam? It is the same one I have on my 1982 RX7. I do not think it is Mazda OEM. The 12A is a very good reliable engine. Plenty of fun in stock form, and minor modifications can extract plenty more power. A rotary engine is a whole different experience than the 4 cylinder and small 6 cylinders that competed in this segment. Everyone has different tastes. I can do without the extra bling on this one… two tone paint and polished Targa B-pillar isn’t my cup of tea. Driving experience of a well breathing Rotary is my cup of tea.
The airdam is definitely not OEM. I personally don’t like the stainless targa or the airdam.
I had an 1985 RX7 GSL-SE and it was a fun car, not fast but fun.
In my fleet I have an ’84 GSL… interesting, fun car. However, If one is actually going to drive one of these things, the down side is many drive train parts are now basically unobtanium… and trim or interior bits, forget it. Things are slightly better with the GSL-SE as 13B parts are somewhat easier to source than 12A… but neither is like owning an old British or Italian roadster where one can practically build a new car out of a parts catalog. Another thing for those not familiar, is that compared to anything remotely new, the 12A engined versions are rather slow and thirsty for a car of its weight… Honda Fits are going to beat you to the next stop light. This one’s got a little too much bling for me, but to each their own. GLWS.
Surely one of the best first gens out there has me tempted to buy my first Japanese car LOL.The opinions of the experts has dissuaded me.
I was super excited to buy one of these. Test drove a new one, and it backfired like crazy on every shift. Some issue with emissions controls, maybe only in Canada? Anyways, they told me it would be a factory fix within a few months. I never did buy one, priorities changed.
I have to comment. Most of the prior comments are pretty accurate. The 13B was much peppier than my 12A (1984 GSL). However, with some modifications to the Nikki carb and an improved pump piston lever, you can wind that 4 barrel up pretty well. The thing about the rotary is that it doesn’t kick into its power band until about 4K rpm and you can run it up 7K easily. There are no moving parts to scramble other than the rotors and the eccentric crankshaft, so it winds up to high revs. Yes, gas mileage is not great for such a light car and you really need to eliminate the bird’s nest of relays and flapper valve in the intake manifold. Stop up the vacuum lines. Due to the lack of metal components, it tends run hotter. I replaced the fan clutch several times, but have installed an electric fan that really does the job. It’s always been a fun ride. BTW, current bid is over $10K now.
I’m pretty certain that the front air dam along with the whaletail spoiler are factory with the Targa tiara. I’m surprised that there’s no mention of the glass roof that was an option along with the hardtop roof. I believe that there are aftermarket suppliers for the front air dam, and I’ve seen them with side and rear dams.
Mine was purchased with literally 5K on it in 1988 (by me, of course). I put racing springs on it that lowered it 2″ all around and it came with thin chrome strips around the wheel wells (not the pimp-mobile type of wide chrome strips…..thin and very classy). I have the brown leather seats and the beige/yellow color is pretty unusual to see. It goes great with the window tint. I have about 180K on it and replaced the engine at about 155K (although it turns out that I didn’t need to). It’s spent its life in a garage so the paint is great and there’s not a single trace of rust anywhere, having spent its life in the central Piedmont of NC.
Nice comments. I would have said, “good power delivery up to 8k rpm”. Technically I am the third owner of my 1982. My brother was the second owner and he purchased it around 1987. Currently has around 128k miles with good compression numbers. As far as I know, the engine is all original internally. I did convert to DLDFIS using three coils & GM style ignitors. I wish mine were as rust free as yours, but it has spent it’s life in upstate NY and now in KY.
One of the most fun I had racing was a well worn ex-PRO7 RX7 in Chump car. The 12A ran great until the apex seals blew out. We tried to get it running again by pouring motor down the carb (ya, I was just as astonished when I saw one of the old school rotary guys do it..) but it didn’t work..
So we ended up swapping the 12A out for a 13B that had been breathed on with port matching and some other small “tweaks.”
After that switch, we drove the daylights out of the car and even podiumed a few times with. The car was soo well balanced, I could turn inside other cars on the sharper turns and when our dash lights went out during one 24 hour race, we ended up just shifting by feel!
The only downside was the rear seal on the transmission which tended to push fluid out the back flooding the rear footwell – leading to an interesting win where I as the last driver only had 4th gear for my last stint! But the car made it to checkered and we still got first in class… Though the tranny was toast.
If I had stuck with the team longer, I probably would have switched the stock transmission out for a MX5 unit (apparently a common swap in racing).
I miss racing that car.
Ya no way would I own a rotary engine car. I friend of mine bought a new RX8 in August. In January they went out to start it and it wouldn’t start. Had it towed to the dealer. They replaced the engine. I don’t remember the exact reason but if you ruin the engine by trying to start it on a cold morning……..
I don’t know where you heard that you could ruin the engine by starting it on a cold morning, but I’m here to tell you that’s utter nonsense as far as the RX7s are concerned. You pull out the choke, a couple of pumps on the pedal, and it starts right up. Minor smoke due to the oil feed pump to the carb that lubes the end seals, and it stops very quickly. When at temperature, the magnetic hold on the choke cable is released and the idle drops from about 1800 to 700.
Ha… my ’84 GSL still has its intact and functional ‘sub-zero start assist’ system… Meant to kick in at starts below 0F… Injected a mix of glycol and water at the intake to aid in rotor tip seal during initial rotation (in theory)… Mazda put out a tech bulletin some time in the later ’80s (?) to disable / remove the system, as apparently they determined it didn’t actually do much. Mine was never disabled. I don’t run my ‘7 at sub zero temps, but I did play with the system once to see if it worked… and it did. And ya, I have no issues with normal cold starts using just the choke.
The add-ons were factory pieces purchased from the dealer. I had a 81 GSL with the 12A motor and the front air dam. I installed a turbo kit with 10 lbs. boost and added some Comp TA tires, this car was the ultimate sleeper.
What a pity the son doesn’t keep it sweet memories of him and his father he could just drive it occasionally it looks a very nice car I had a RX2 & RX4 and loved them.Hope it finds a good home .
Maybe he did keep it. Bidding ended @ $13,110 reserve not met.