The FC3S Information Booth

[Whizbang]

Updated: 2-11-09

The following is a compiling of all the useful information i have gathered and attempted to refine over the last couple years. This is my most current version. I will update when i can. If anyone has anything good to add, let me know. Credit will be given. I would like to keep this as neat as possible.

Engine and Control Information

Q: What size injectors did my car come with?

A:
84-85 13B NA (GSL-SE)

• 195500-0900
• 680cc
• low square center
• orange in color

86-87.5 13B 6PI (non turbo)

• 195500-1350
• 460cc
• low square center
• red in color (fades to pinkish)

86-87.5 13BT (turbo)

• 195500-1370
• 550cc
• low square center
• tan in color

87.5-88 13B 6PI (non-turbo)

• 195500-1350
• 460cc
• high square offset
• purple in color

87.5-88 13BT (turbo)

• 195500-1370
• 550cc
• high square offset
• purple in color

89-91 13B 6PI (non-turbo)

• 195500-2010
• 460cc
• high oval center
• red in color

89-91 13BT (turbo)

• 195500-2020
• 550cc
• high oval center
• purple in color

Q: What ratio for premixing?
A: About 1oz. to 1 Gal. works the best for most, but depending on the application you may want to add more. Most low ashing 2 stroke oil works great for this application.

Q: Can i lower my coolant temps with additives?
A: A few small studies have shown that Redline Water Wetter, and the like, are corrosive to coolant seals and are advised against. Redline being the worst. Its recommend to aviod their use and if you do, flush it out as soon as possible. (provided by TitaniumTT)

Q: What are the factory spark plugs?
A: BUR9EQ for the trailing, BUR7EQ for the leading

Q: What are all the ECU codes?
A: They are as follows:

• N304 - 1984 to 1985 13B DEI (GSL-SE)
• N326 - 1986 to 1987.5 13B 6PI
• N318 - 1986 to 1987.5 13BT
• N319 - 1986 to 1988 13BT (JDM)
• N332 - 1987.5 to 1988 13BT
• N333 - 1987.5 to 1988 13BT (?)
• N338 - 1988 Convertible 13B 6PI
• N350 - 1989 to 1991 13B 6PI
• N351 - 1989 to 1991 13B 6PI (cali emissions)
• N370 - 1989 to 1991 13BT
• N374 - 1989 to 1991 13BT (JDM)
• N380 - 1989 to 1991 13BT (Euro spec) [thanks Aees]
  
• N3A1 - FD3S ECU number

**Note: if anyone has more Ecu code information, let me know!**

Thanks to "amx tii", "Wizz" and "Flooder" for information donations in this section.

Q: How do i check trouble codes on the 1986-1988 cars?
A: see this thread HERE

Q: What do the power steering computer error codes mean?
A: The power steering computer uses a series of audible "beeps" to communicate. These are generally heard once the car is turned off.

• 1 Beep - Speed sensor signal - may occur while driving if shorts exist in harness or sensor wiring.
• 2 Beeps - Engine speed signal
• 3 Beeps - Stepping motor signal
• 4 Beeps - Power steering computer failure
• 5 Beeps - steering sensor signal

Q: What are some of the differences in the steering system and how does it work?
A: The second generation Rx-7 was first offered with a speed and G-sensing power steering with electronically controlled variable assistance. This had a 15.2:1 ratio rack as compared to the
20.3:1 ratio rack the manual steering cars were equipped with.

This system uses a computer to gather information on both the vehicle speed and the steering angle. It then determines a lateral acceleration or "G Force" and then provides the predetermined amount of assistance needed. It even takes into account the roads Coefficient of Friction in the calcuations.

With the rise of the series 5 cars, a cheaper and for what its worth, less desirable, engine speed sensing power steering system was used on the base model GTU cars. The turbo and convertible models retained the former system.

Q: The motor seems to hesitate at about 3800 rpms?
A: This is a somewhat common problem. There a few things going on in this rpm range.

1. Secondary injectors coming on
2. Opening of the 5th / 6th ports on the 13B 6PI cars

Mostly this is a grounding issue. Clean or remake ground connections between the battery, chassis and engine.

Q: There is a strange, mustard like substance in my oil cap and filler tube?
A: Those in the know, call it "lung mustard". Essentially, your PCV system is faulty and the crankcase pressure is not being vented. Common after people mess with the emissions systems during a rats nest removal. There are a few solutions to this.

• Reconnect the PCV system per the FSM or Haynes manual.
• Connect a line from the filler tube to a vacuum source. A check valve is needed for turbo cars.
• Drill about a 1/4" hole in the oil cap. Cheap but effective.

Q: I have heard different things about modifying the throttle body, whats the truth?
A: See the The Throttle Body Mod Thread

Q: Why does my 86 model start without the clutch depressed?
A: A starter interlock was not added until 1987.

[Whizbang]

S4 vs. S5 Compatibility Guide

The following are items that are not swappable between generations. Or advantages to swapping a part.

Engine and Components
-Alternator: You must change the wiring to use an S5 unit on an S4. The plug is different as is a signal wire to the ecu. No one would want to use an S4 on an S5, but the same is true if you wish to retrogress. The S5 is the same style as an FD alternator. I do not have the wiring chart for this! If someone has it, please let me know! Another good bit of information is that the alternator connecting plug on the S5/S6 cars are the same as a mid 90s Neon. See the thread here -> HERE

-ECUs: Ecus are different between years and models. See Ecu Codes above.

-MAF sensors: Quasi Swappable. They are of different design, and swapping requires changing the connector as well. Advantages are subjectional. The S5 version takes less space and by some considered "better".

-Engine (complete): The S5 engines were higher compression motors and are not a direct swap per say but can work with a little research (ie MOP change, etc).

-NA Manifolds: Swappable with modification. VDI system must be disconnected or modified to operate. Not too worthwhile.

-Throttle Bodies: There are some differences due to the difference in the Meter Oil Pump differences, but will bolt up in place of each other.

-TPS (Throttle Position Sensor): No, different.

-MOP: No. S4 are mechanical. S5 are electrical.

-Turbocharger: Sorta. The S4 and S5 have some fundamental differences which make it a little bit of extra work inorder to get to operate correctly. To use either, you need the entire setup with manifold (including the canister if using the s4).


Engine Parts
-Housings: There are a few differences:
1. For the Turbo Housings, the S5 rear housing has a threaded hole for the knock sensor. This is on the intermediate plate for the S4 models.

2. The placement of the spark plug holes is different between the S4 and S5 housings.

-Rotors: The S5 rotors have a higher compression ratio and lower weight than the s4 rotors.

S4 13b 6PI: 9.4:1 compression ratio ~10lbs
S5 13b 6PI: 9.7:1 compression ratio ~9.5lbs

S4 13b Turbo: 8.5:1 compression ratio ~10lbs
S5 13b Turbo: 9.0:1 compression ratio ~9.5lbs

Suspension

-Rear Sway Bar Links: S5 models use plastic ones, S4's use metal. A good idea is to upgrade to the metal ones. Or buy after market from Racing Beat.
-AAS(Auto Adjusting Suspension): Requires all controls to be swapped as well. Can only use factory struts. Not worth the time for the results.


Interior and Body Components
-The Stereo Surround: S5, made from rubber, doesn't crack like the S4 models.
-Idiot Lights and Cover Piece: Maybe be swappable as a set.
-Tail Lights: Yes, but putting S5 lights onto a S4 requires very minor alterations to make them fit.
-Gauge cluster: the S5 models have a different RPM limit (s5's have a redline of 9k)
-All body panels, spoilers, and related are interchangeable.
-All interior components unless otherwise stated should be checked for interchange before purchese due to differences in seat belt style and other nuisances.


Thanks to "josh18_2k" for information donations to this section.

[Whizbang]

TII vs. NA Compatibility

These must be cross compared to the S4/S5 compat. information. Anything not mentioned, presume swappable.

Engine
-Engine internals:
------>Rotors: Yes, but different compression ratios. Will need counter weights as well to match the rotor set.
------>E-Shaft: yes.
------>Intermediate Plate: Yes, but port timing differences exist.
------>End Plates: Yes, but the NA version has the 5th and 6th ports. the turbo models do not.
------>Housings: Identical minus the exhaust sleeves. The turbo sleeves do not have the diffuser. Rear turbo S4 housings have threaded port for the knock sensor.
------>Front Cover: Yes, but the turbo front cover has an oil return inlet
------>Oil Pump: Yes, but there is a difference between the turbo and non turbo pumps. The turbo pump is a slightly nicer improvement over the non turbo pumps, yielding slightly higher oil pressures and more flow.

-Fuel Injectors: yes, but as noted in sections above, the Turbo injectors where 550cc, and the NAs 460cc. Also, the connectors for the injectors are shaped different for low and high impedance to prevent accidental swaps.
-Fuel Pump: yes. TII model flows more. but its better to get a FD pump for cheap or a Walbro or similar.
-Radiators: Identical, variance found in manual vs automatic transmissions.
-Water Pump: Not swappable. The turbo model has a provision for coolant line running to the turbocharger.
-MAF sensor: Not swappable, reads differently.
-Coil Packs: They are the same, don't let anyone charge you more for "TII" coils, when they are the same coil, and the same part number as ones from an NA.
-Intake Manifold: The short answer is no. as NA models are 6port, turbo models are 4port. The manifolds will not line up when interchanged without major modification. If rebuilding your engine, things can be done to remedy this problem.
-Throttle Body: Somewhat. Can be with bit of work.
-Throttle Cable: Yes, longer for the TII by a significant amount as it wraps around the front of the engine. Will need to reverse the throttle rotor on the TB to do so.
-ECUS: No. See "ECU CODES"



Driveline
-Transmission: Yes. TII is a beefier unit. But requires all related parts below in order to be swapped.
-Driveshaft: Required for trans. swap. due to longer dimesion of turbo transmission.
-Axles: Required for trans. swap due to different size of diff.
-Slave Cylinder: May or may not be required, i believe the rod is longer on the turbo transmission.
-Differential: Not Required, but a good recommended upgrade. Will work with turbo driveshaft.
-Flywheel / Pressure Plate / Clutch: Required for trans. swap. Different diameter, TII flywheel is a single plane unit, while the NT is a stepped piece. Splines are also different.
**Supposedly you can use the TII transmission and NA Diff and use an Automatic drive shaft to make it a bolt up deal...not positive, but this has come up several times***


Suspension
-Sway Bars:No for certain models. The TII, GTUs and GXL sway bars are the same. Not sure about later S5 models. If in doubt, the rule of thumb is that if the car has LSD, it probably has the same exact sway bar. This holds true for most of the suspension items. For vehicles which do not have a LSD installed, changing the sway bars to ones from a model which did will cause under steering, as the sway bars where meant to compensate for the effects of the LSD in cornering.


Body/Interior
-Gauge Cluster: Sorta, the Turbo version has a "boost" gauge in place of a voltmeter on the NA models. The NA can go onto the TII version, and for whatever reason the Voltmeter will work.
-TII Seats: Yes. And they are a hell of alot more comfortable. If you see black leather TII seats in a parts car. Steal them!!
-Body Panels: all are swappable. Hood is scooped for use with top mounted intercooler. Turbo models for the S5 did come with a front chin spoiler and a factory aero kit.
-Chin Spoiler: On the S5 turbo models. Hard to come by, will fit any S5 bumper. may require minor modification to existing bumper to mount.
-Hood: Swappable. Better than a steel hood (assuming a aluminum TII hood is sourced) but does add 0.01 to the Coefficient of Drag (Cd) of the car.



Convertible Vs. Coupe

There are a number of details the convertible models have (cabriolet in foreign markets) over the standard coupes. These are as follows:

• Additional cross member was added on the under side of the car. (this can cause interference with engine swaps)
• Sills where produced in a heavier gauge of steel
• Extra plates where welded to the floor pan and transmission tunnel
• The door posts where strengthened

These additions added close to 264 lbs (120kg) to the car.

• No convertible came with a spoiler.
• For 1988 and 1989 convertibles, a 3.91 final drive was used (same as automatic coupes), even on manual transmission cars.
• Aluminum hood was standard on convertibles whereas only Turbo II (US) and 1988 GTU and GTUs models had an aluminum hood.
• The Cd of a convertible was 0.34 with top up or 0.39 with top down as compared to a GXL with a Cd of 0.30 or 0.29 with Aero Kit package
• BBS 6.5Jx15 wheels where standard on US spec convertibles. Foreign market saw a mix of wheels. The only coupes that came with the BBS 6.5Jx15 wheels where the Anfini I and II models.

[Whizbang]

Base Specifications of the 2nd Generation RX-7

1986/1987/1988

The first year of the new body styling was in 1986. Having developed the new Rx7 for years, Mazda's new release was a vastly different take from what the now aged 1979 to 1985 Rx7 was.

Specifications for NON TURBO

Wheelbase: 95.7 inches
Length: 168.9 inches
Width: 66.5 inches
Height: 49.8 inches
Track: Front 57.1 / Rear 56.7
Curb Weight: 2,625 lbs

16.6 Gallon Gas Tank

Brakes in Front: 9.8" Vented w/ Single Piston Calipers or a 10.9" Vented w/ 4 Piston Calipers
Brakes in Rear: 10.3" Non Vented or 10.7" Vented Single Piston

Wheels: 15"x6" 5x114.3 Aluminum Wheel (GXL, BBS Convertible) or 14"x5.5" 4x114.3 Aluminum Wheel (SE)

*The engine was a 13B six port, not unlike the GSL-SE's 13B engine released two years prior. But there were many small differences that set the motor apart including a better EFI system.

Horsepower: 146 @ 6,500
Torque: 138 @ 3,500
Comp. Ratio: 9.4:1
Alternator: 70A

*There were two transmissions offered, manual and automatic.

Manual
1st: 3.475
2nd: 2.002
3rd: 1.366
4th: 1.000
5th: 0.711 or 0.697 (0.758 UK)

*All US spec Final drives for the manual transmission were a 4.10 ratio while the automatic was a 3.91. UK models used a 4.30 final drive. The Convertible models for 1988 had a 3.91 final drive in spite of only being available in a 5 speed manual. Some models have limited slip, namely the GXL, GTU and Turbo II models.

**Another note is that UK models did not come with power steering at this time. This was added later when the Series 5 models where released.

The 1988 GTU model should not be confused with the 1989 and later GTU models. The 1988 GTU was meant to be a sports package. This included:

• New rear spoiler
• Clutch Type LSD
• No 2+2 option was offered
• No power steering was offered.
• Manual transmission only.
• About 145lbs (66kg) lighter than the Turbo II trim.

Specifications for TURBO

Wheelbase: 95.7 inches
Length: 168.9 inches
Width: 66.5 inches
Height: 49.8 inches
Track: Front 57.1 / Rear 56.7
Curb Weight: 2,845 lbs

16.6 Gallon Gas Tank

Brakes in Front: 10.9" Vented w/ 4 Piston Calipers
Brakes in Rear: 10.7" Vented Single Piston

Wheels: 16"x7" 5x114.3 Aluminum Wheel

*The engine was a 13B four port, turbocharged, inter cooled engine. The first turbo charged rotary engine available in the United States from Mazda.

Horsepower: 182 @ 6,500
Torque: 183 @ 3,500
Comp. Ratio: 8.5:1
Alternator: 70A

*Abroad an automatic transmission was offered, buy state side only a manual transmission was available.

Manual
1st: 3.483
2nd: 2.015
3rd: 1.391
4th: 1.000
5th: 0.762 (0.806 Japan)

*All Final drives for the manual transmission were a 4.10 ratio with a clutch type limited slip.
**The turbo engine was not offered in UK at this time.





1989/1990/1991

After three years of sales, Mazda revamped the Rx7 with changes to the exterior, interior and drive line.

Specifications for NON TURBO

Wheelbase: 95.7 inches
Length: 168.9 inches
Width: 66.5 inches
Height: 49.8 inches
Track: Front 57.1 / Rear 56.7
Curb Weight: 2,625 lbs

18.5 Gallon Gas Tank

Brakes in Front: 9.8" Vented w/ Single Piston Calipers or a 10.9" Vented w/ 4 Piston Calipers
Brakes in Rear: 10.3" Non Vented or 10.7" Vented Single Piston

Wheels: 15"x6" 5x114.3 Aluminum Wheel (GTU, BBS Convertible) or 16"x7" 5x114.3 Aluminum Wheel (GTUs)

*The 13B 6 port engine under went some changes including higher compression, revised spark timing, as well as an electric metering oil pump and a new "VDI" or variable dynamic intake system which produced more power than the previous non turbo engines.

Horsepower: 146 @ 6,500
Torque: 138 @ 3,500
Comp. Ratio: 9.7:1
Alternator: 80A

*There were two transmissions offered, manual and automatic.

Manual
1st: 3.475
2nd: 2.002
3rd: 1.366
4th: 1.000
5th: 0.697

*All Final drives for the manual transmission were a 4.10 ratio while the automatic was a 3.91. For Convertibles a 4.10 final drive became standard for either transmission option. Some models had limited slip but is rare in an 1989 up model.
**The GTU trim become the base model is vastly different than an series 4 (1988) GTU model.
***A tan leather interior option for the convertible was made available in the Japan market only starting in 1990.


Specifications for TURBO

Wheelbase: 95.7 inches
Length: 168.9 inches
Width: 66.5 inches
Height: 49.8 inches
Track: Front 57.1 / Rear 56.7
Curb Weight: 3,003 lbs

18.5 Gallon Gas Tank

Brakes in Front: 10.9" Vented w/ 4 Piston Calipers
Brakes in Rear: 10.7" Vented Single Piston

Wheels: 16"x7" 5x114.3 Aluminum Wheel

*The engine was a 13B four port, turbocharged, inter cooled engine similiar to the previous turbo engine, but with a revised turbocharger and newer electronics, a higher redline and more compression.

Horsepower: 200 @ 6,500
Torque: 196 @ 3,500
Comp. Ratio: 9.0:1
Alternator: 80A

*Abroad an automatic transmission was offered, buy state side only a manual transmission was available.
**In the UK, the turbo engine was adopted while the 13B 6PI was dropped.

Manual
1st: 3.483
2nd: 2.015
3rd: 1.391
4th: 1.000
5th: 0.719

*All Final drives for the manual transmission were a 4.10 ratio with a vicious limited slip

Stock Wheel Information

1987 Turbo II wheel - 16"x7" 23.4lbs


1989+ GTUs / Turbo II wheel - 16"x7" 17.0lbs

[Whizbang]

The Infini Models ∞

The Infini I

• 300 units were released in August of 1986 priced at 2,788,000 Yen
• Model was a 2 seater (other trims in Japan where 2+2)
• Aluminum and Aero Kit were standard
• Momo steering wheel and matching shift knob
• 6.5Jx15 BBS wheels (same as later convertible models, but with ∞ centercaps)
• Was 88lb (40kg) lighter than the GT-X it was based on

• January of 1987 another 300 were produced
• These were at the same price point.
• But did have bronze tinted glass and a passenger foot rest
• Was available in Brilliant White or Noble Black

The Infini II

• 300 units were released in January of 1988 priced at 2,818,000 Yen
• Model was still a 2 seater
• 4:30 Final Drive was added for improved low end acceleration
• New rear spoiler
• Available in either the new Crystal White or Brilliant Black
• Maintained many of the features of the Anfini I
• Now had a black interior.

The Infini III

• 600 units were released in September of 1989 priced at 2,843,000 Yen
• Engine output was increased to 215 hp and 202 ft-lbs
• A Torsen LSD was used over the Viscous LSD found in the Series 5 cars
• A strut bar was also added
• A larger brake master cylinder was used
• Bucket seats and Knee pads were also added. (Note: These are NOT the Recaro seats found in the Anfini IV)
• Model was available in Shade Green and Brilliant Black

The Infini IV

• 600 units were released in June of 1990 priced at 2,843,000 Yen
• Engine output remained at 215 hp and 202 ft-lbs
• A Torsen LSD remained as did many of the Anfini III features
• A new lightweight Recaro seat was used.
• A 7Jx16 variant of the BBS mesh wheels was issued.
• Model was available in Shade Green and Brilliant Black
• This model was reported to have a 0.91g on the skid pad per Road & Track.

Japanese Home Market Models

***This section is in progress. Attempting to verify some items.

There seems to be a fair interest in what the trim levels where in the Japanese market. These are as follows:

G - A base model package lacking power steering, power windows and air conditioning. Did come with a radio (AM/FM only). These are rumored to have had to rump guards on the on the sides of the cars. Steel wheels were standard.

Australian Home Market Models

There were two models available in the Australian market, the turbo II and Sports.

Turbo II

• ABS (standard)
• Cruise control (standard)
• Sunroof (standard)
• Headlight washer squirters (optional)
• Limited Slip Differential (optional)

Sports

• Limited run of around 250 models based on the series 4 chassis.
• Utilized the 13B 6PI engine similar to the US market.
• No power steering
• No power windows
• No rear wiper

[josh18_2k]

S4/S5 interiors are not all that interchangable.
the dash, armrest, side carpet that goes around the rear shocktowers, and bins are the same. probably a couple other random pieces too. just about all of the plastics dont fit, thanx to the seat belt change.
the carpet does fit, but has a lot of holes in wrong places, so there is a lot of exposed chassis.
basically, andyhting that is near any part of the seat belt system is different.

[wizz]

Originally Posted by Low Impedance

Q: What are all the ECU codes?

A: They are as follows:

• N304 - 1984 to 1985 13B DEI (GSL-SE)
• N326 - 1986 to 1987.5 13B 6PI
• N318 - 1986 to 1987.5 13BT
• N332 - N332 - 1987.5 to 1988 13BT
• N338 - 1988 Convertible 13B 6PI
• N350 - 1989 to 1991 13B 6PI
• N370 - 1989 to 1991 13BT

**Note: if anyone has more Ecu code information, let me know!**

Don't see N333, unless it is a typo.

[Whizbang]

Vin Number Information

The 1st - 3rd digit of the vin number will be "JM1" indicating a Mazda passenger car.

The 4th / 5th digit of the vin number orients to the series of Rx-7. This is "FC" for all 2nd generation models.

The 6th / 7th digit of the vin number orients to the following:

• A Japanese imported coupes will read 33.
• A Japanese imported convertible (cabriolet) will read 35.
• Australian cars will read 10.

The 8th digit of the vin number orients to the engine selection.

• 13B 6PI : 1
• 13BT : 2

The 10th digit of the vin number orients to the year of production.

• 1986 : G
• 1987 : H
• 1988 : J
• 1989 : K
• 1990 : L
• 1991 : M

The 11th digit of the vin number orients to the plant of production.

• Hiroshima - 0

The remaining 6 digits is the unique serial number in order of production.

Paint Code Information

Some of these paint options were not available for all years in the series and/or were replacements for earlier colors. If i can sort out which years the colors ran, it will be added.

1986

• Artic Silver Metallic - J5
• Dover White - WU
• Pure Red - NP
• Royal Maroon Metallic - 3A
• Sapphire Blue Metallic - 5A
• Satin Gold Metallic - 1A
• Tornado Silver Metallic - K8

1987

• Artic Silver Metallic - J5
• Brilliant Black - PZ (Turbo Only)
• Dover White - WU
• Pure Red - NP
• Royal Maroon Metallic - 3A
• Sapphire Blue Metallic - 5A
• Satin Gold Metallic - 1A
• Tornado Silver Metallic - K8

1987.5

• Artic Silver Metallic - J5
• Brilliant Black - PZ (Sport Package & Turbo II Only)
• Noble White - WY
• Royal Maroon Metallic - 3A
• Sapphire Blue Metallic - 5A
• Satin Gold Metallic - 1A
• Sunrise Red - RH
• Tornado Silver Metallic - K8

1988

• Artic Silver Metallic - J5
• Brilliant Black - PZ
• Claret Mica - 2H
• Noble White - WY
• Sapphire Blue Metallic - 5A
• Satin Gold Metallic - 1A
• Sunrise Red - RH
• Tornado Silver Metallic - K8

1989

• Blaze Red - SQ
• Brilliant Black - PZ
• Harbor Blue Metallic - 5D
• Noble White - WY
• Shadow Silver Metallic - 3G ??? Need to verify
• Winning Silver Metallic - 1F

The GTUs

• Blaze Red - SQ
• Brilliant Black - PZ
• Nobel White - WY

1990

• Blaze Red - SQ
• Brilliant Black - PZ
• Crystal White - UC
• Harbor Blue Metallic - 5D (Except Turbo II)
• Winning Silver Metallic - 1F (GXL Only)

1991

• Blaze Red - SQ
• Brave Blue - 5N
• Brilliant Black - PZ
• Crystal White - UC

Production Numbers

Second Generation (272,027 total):

• 1985 - 29,543
• 1986 - 72,760
• 1987 - 52,204
• 1988 - 34,592
• 1989 - 37,624
• 1990 - 29,411
• 1991 - 15,648
• 1992 - 245

Grand total of 811,634 RX-7s produced

[Whizbang]

reserved for future use

[firzen]

Might be a neat if we get a comparison of the coupe and convertible models as well. Just an idea.

[Flooder]

N350 and N351 were the same ecu except one was tuned to meet california emissions requirements. So all cars sold in cali had the N351 ecu. Its popular to swap out N351's for N350's among NA owners. I had one of each, however, I noticed no difference between either of them.

The rest of the US NA S5 FC's came with N350.

[Whizbang]

Originally Posted by firzen

Might be a neat if we get a comparison of the coupe and convertible models as well. Just an idea.

ill see what i can do

[Whizbang]

Updated!

[Rotary#10]

SPELL CHECK

The Anfini Models ∞

The actual spelling that Mazda PR uses is "Anfini" so that is what i prefer to use. Infini is an American derived termed term that the press used and has since stuck. Its sorta like how Mazda denotes the "Metering Oil Pump" or "MOP" but for some reason "Oil metering pump" is still a common term.

The Anfini I
300 units were released in August of 1986 priced at 2,788,000 Yen
Model was a 2 seater (other trims in Japan where 2+2)
Aluminum and Aero Kit were standard
Mom steering wheel and matching shift knob ' MOM' SW? LOL !! isn't it' MOMO'

Im not trying to get at anyone here just please correct it. thanks

[Whizbang]

damn typo