Helping my GT tester live up to the 6-second claim was Mazda's 6-speed manual gearbox. Its notchy, short-throw stick was a joy to administer

(Photo: Rob Rothwell)

although the narrow spacing between 1st, 3rd and 5th and 2nd, 4th and 6th gears required some getting used to before instinct took over. Unlike many traditional sport coupes, the RX-8's cabin is somewhat elongated, providing a 2+2 architecture. Clamshell configured doors allow decent rear seat access without stigmatizing the RX-8 with the look of four conventional doors. When the front buckets are placed mid-track, reasonable legroom exists in the rear however this is not to say that large adults would ride complaint-free in coach class. Place them up front though and the complaints are sure cease. Legroom in the front perches is excellent for this segment of vehicle. Headroom is also generous bearing in mind conventional sports car dimensions. Mazda has paid close attention to the design, layout and build quality of the RX-8's premium-level cabin, making it an inspiring locale from which to form a bond with the road. And with or without Mazda's Dynamic Stability Control (DSC) system activated, that's a tough bond to break indeed.

DSC with traction control is standard equipment on the optional GT model but regrettably not available on the more basic GS line. Despite this GS-shortcoming, the RX-8 must be pushed remarkably hard to disengage

(Photo: Rob Rothwell)

its wheels from the pavement. Despite the lack of GS-level DSC, all RX-8s receive a full complement of airbags as standard equipment, including dual front, dual front side, and dual front and rear curtain airbags; that's a lot of inflatable protection for such a compact cabin- well done Mazda! The lightweight RX-8 (1,389 kg / 3,055 lbs with auto trans.) utilizes a sport-tuned suspension setup incorporating an independent double wishbone arrangement at the front and a multi-link format out back, making the svelte runner surefooted, composed and predictable in the corners. Gas-filled shock absorbers all around along with front and rear stabilizer bars keep the handling dynamics tight without rendering a punishing ride, at least not punishing in so far as sports cars go.

Very responsive, direct-drive electronically assisted steering is quick to react to driver inputs while transmitting back decisively clear road feel. Add to that a full set of ventilated, antilock disc brakes augmented with

(Photo: Rob Rothwell)

Electronic Brake-Force Distribution (EBFD) and you've got a serious handling machine with menacing stopping power. Brake-feel is as near perfect as humanly possible, delivering linear, predictable performance time after time. Completing the RX-8's performance infrastructure is a stiff, monocoque frame and a rigid body structure that combine to hold it all in place when the road roughens or the G-forces pull. Not only is the body structure granite solid, it serves as eye candy as well. I particularly admire the RX-8's pronounced front fenders, long nose and short rear deck. Unfortunately the stubby rear end provides only a narrow portal into the RX-8's otherwise spacious trunk. Further restricting cargo capacity is the inability to fold the rear seat backs down; obviously Mazda focused on building a pulse-quickening sports car not a utilitarian "Costco" runner. That said I would give the RX-8 higher marks in overall refinement if road and wind noise were less intrusive at highway speed. When combined with the drone of the engine, ambient noise levels at high speed can become tiresome.