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ezeecarrental · 5 months

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Luxury car rental in Goa self-drive

Introduction:

Goa, with its sun-kissed beaches, vibrant nightlife, and rich cultural heritage, has long been a destination synonymous with relaxation and indulgence. For those who seek to elevate their travel experience, a luxury self-drive car rental in Goa presents an unparalleled opportunity to explore the region with style and sophistication. In this comprehensive guide, we will delve into the allure of luxury self-drive car rentals in Goa, the unique offerings of opulent vehicles, and the key considerations for an unforgettable and indulgent journey.

I. The Allure of Luxury Self-Drive Car Rentals in Goa:

A. Tailored Luxury:

Luxury self-drive car rentals in Goa offer an experience that goes beyond transportation – it's a lifestyle. The allure lies in the ability to tailor the journey to personal preferences, from selecting high-end vehicles to curating a bespoke itinerary that aligns with the traveler's desires.

B. Freedom and Flexibility:

Unlike traditional guided tours or group transportation, luxury self-drive rentals provide a level of freedom and flexibility that is unparalleled. Travelers have the autonomy to choose their destinations, explore at their own pace, and deviate from the beaten path to discover hidden gems, all while cocooned in the lap of luxury.

C. Opulent Comfort:

Luxury vehicles are synonymous with opulent comfort. From sumptuous leather interiors to cutting-edge technology and amenities, the experience of driving a luxury car in Goa is akin to being in a mobile sanctuary of comfort and style.

II. The Fleet of Opulence: Luxury Vehicles for Self-Drive in Goa

A. High-End Convertibles:

The coastal roads of Goa are best experienced with the top down and the wind in your hair. High-end convertibles, such as the Jaguar F-Type or the Mercedes-Benz E-Class Cabriolet, offer a perfect blend of performance and open-air extravagance.

B. Prestigious Sedans:

For those who prefer a sleek and sophisticated ride, prestigious sedans like the BMW 7 Series or the Audi A8 provide an exceptional driving experience. These vehicles combine elegance with cutting-edge technology for a truly luxurious journey.

C. Sporty Exotics:

Driving a sports car is an experience like no other. Luxury car rental services in Goa often offer exotic options such as the Lamborghini Huracán or the Ferrari 488 Spider, allowing travelers to turn heads as they navigate the scenic roads of Goa.

D. Spacious SUVs:

Luxury SUVs cater to those who crave both opulence and practicality. Models like the Range Rover Vogue or the Bentley Bentayga offer ample space, advanced features, and the ability to conquer diverse terrains, making them ideal for exploring Goa's varied landscapes.

III. Elegance in Every Detail: The Unique Offerings of Luxury Self-Drive Car Rentals

A. State-of-the-Art Features:

Luxury vehicles are equipped with state-of-the-art features that redefine the driving experience. From advanced infotainment systems to cutting-edge safety technologies, every detail is meticulously designed to enhance both comfort and convenience.

B. Impeccable Interior Design:

Step inside a luxury car, and you're enveloped in a world of refined elegance. Impeccable interior design, premium materials, and attention to detail create an ambiance of opulence that adds an extra layer of pleasure to the journey.

C. Personalized Service:

Many luxury self-drive car rental services go beyond providing a vehicle; they offer a personalized and attentive service. From concierge assistance to seamless rental processes, travelers are treated to a level of service that complements the sophistication of the vehicle.

D. Exclusive Access:

Some luxury car rental services provide exclusive access to premium events, VIP lounges, or curated experiences. This adds an extra dimension to the journey, allowing travelers to immerse themselves in the local culture and lifestyle.

IV. Crafting an Indulgent Itinerary: Luxury Experiences in Goa

A. Coastal Cruises:

The coastal roads of Goa offer an idyllic setting for a luxury self-drive experience. Cruise along the shoreline, stopping at scenic viewpoints, pristine beaches, and beachside cafes for a leisurely and opulent journey.

B. Fine Dining Escapades:

Goa boasts a culinary scene that marries local flavors with global influences. Indulge in fine dining experiences at renowned restaurants, perhaps arriving in style with a luxury car rental to complement the exquisite cuisine.

C. Sunset Yacht Cruises:

For the ultimate luxury experience, complement a self-drive adventure with a private yacht cruise during the golden hour. Revel in the breathtaking views of the sunset over the Arabian Sea, creating memories that linger long after the journey ends.

D. Spa Retreats and Wellness:

Goa is home to luxurious spas and wellness retreats that offer a rejuvenating escape. Combine the thrill of a self-drive in a luxury car with indulgent spa treatments, creating a holistic and opulent experience.

V. Tips for an Optimal Luxury Self-Drive Car Rental Experience:

To ensure an optimal luxury self-drive car rental experience in Goa, travelers can follow these tips:

A. Plan Ahead:

Plan the itinerary in advance, taking into account preferred destinations, dining experiences, and leisure activities. This ensures a seamless and well-organized journey.

B. Utilize Concierge Services:

Leverage the concierge services offered by luxury car rental providers. They can assist with restaurant reservations, event tickets, and other exclusive experiences, adding an extra layer of convenience and indulgence to the trip.

C. Opt for Special Packages:

Many luxury car rental services offer special packages that include additional amenities or services. Explore these packages to enhance the overall experience, whether it's a spa voucher, a guided tour, or exclusive access to events.

D. Embrace Spontaneity:

While planning is crucial, leave room for spontaneity. Some of the most memorable experiences happen when travelers embrace the unexpected and allow the journey to unfold organically.

Conclusion:

A luxury self-drive car rental in Goa is more than a means of transportation; it's an invitation to indulge in the finest experiences that this coastal paradise has to offer. From the diverse fleet of opulent vehicles to the state-of-the-art features and meticulous attention to detail, luxury car rentals elevate the travel experience to new heights. Whether cruising along the coastline in a convertible, savoring fine dining experiences, or embarking on a spa retreat, every moment becomes a celebration of opulence and sophistication. As travelers explore Goa's landscapes in style, the luxury self-drive car becomes not just a mode of transportation but a key to unlocking a world of indulgence and unforgettable memories

#self drive car rental in goa airport #Self Drive Car Rental in Goa #Rent a Self drive car in Goa #Book self drive car in goa #Luxury car rental in Goa self drive #Best Self drive car rental in Goa

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umcarasemvontade · 2 years

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Need For Speed é uma das franquias de corrida mais clássicas dos jogos eletrônicos, lançada em 1994, e promete se superar no novo game, chamado Need For Speed Unbound.

A Criterion Games e a Electronic Arts revelaram que o próximo jogo vai contar com um catálogo com 143 modelos de carro, superando a quantidade disponível no NFS: Heat, com 127 no total. São eles:

Acura NSX 2017

Acura RSX-S 2004

Alfa Romeo Giulia Quadrifoglio 2016

Aston Martin DB5 1964

Aston Martin DB11 Volante 2018

Aston Martin DB11 2017

Aston Martin Vulcan 2016

BMW M3 2006

BMW M3 Evolution II 1988

BMW X6 M 2016

BMW M3 2010

BMW M5 2018

BMW Z4 M40i 2019

BMW M4 Coupe 2018

BMW M2 Competition 2019

BMW M1 1981

BMW i8 Coupe 2018

BMW M4 GTS 2016

BMW M3 Convertible 2010

BMW M4 Convertible 2017

BMW i8 Roadster 2018

Bugatti Chiron Sport 2017

Buick Grand National GNX 1987

Chevrolet Corvette Stingray 2020

Chevrolet Corvette Stingray Convertible 2020

Chevrolet C10 Stepside Pickup 1965

Chevrolet Corvette Grand Sport 2017

Chevrolet Camaro Z28 2014

Chevrolet Corvette Z06 2013

Chevrolet Camaro SS 1967

Chevrolet Bel Air 1955

Chevrolet Corvette ZR1 2019

Chevrolet Colorado ZR2 2017

Dodge Challenger SRT8 2014

Dodge Charger R/T 1969

Dodge Charger SRT Hellcat 2019

Ferrari LaFerrari 2016

Ferrari Testarossa Coupé 1984

Ferrari 488 GTB 2016

Ferrari F40 1988

Ferrari 458 Italia 2009

Ferrari 488 Pista 2019

Ferrari FXX-K Evo 2018

Ferrari 458 Spider 2011

Ford F-150 Raptor 2017

Ford Mustang GT 2015

Ford GT 2017

Ford Mustang BOSS 302 1969

Ford Mustang 1965

Ford Mustang Foxbody 1990

Ford Crown Victoria 2008

Ford Focus RS 2016

Ford Mustang GT Convertible 2019

Honda Civic Type-R 2000

Honda Civic Type-R 2015

Honda NSX Type-R 1992

Honda S2000 Ultimate Edition 2009

Infiniti Q60S 2017

Jaguar F-Type R Coupe 2016

Jaguar F-Type R Convertible 2019

Koenigsegg Regera 2016

Lamborghini Countach LPI 800-4 2021

Lamborghini Huracán LP580-2 2018

Lamborghini Aventador S 2018

Lamborghini Countach 25th Anniversary 1989

Lamborghini Murciélago SV 2010

Lamborghini Urus 2018

Lamborghini Huracán Performante 2018

Lamborghini Aventador SVJ Coupe 2019

Lamborghini Diablo SV 1995

Lamborghini Huracán LP580-2 Spyder 2018

Lamborghini Aventador S Roadster 2018

Lamborghini Aventador SVJ Roadster 2019

Lamborghini Aventador LP750-4 SV Roadster 2018

Lamborghini Huracán Performante Spyder 2018

Land Rover Range Rover Sport SVR 2015

Land Rover Defender 110 Double Cab Pickup 2015

Lotus Exige S 2006

Lotus Emira 2021

Mazda RX-7 Spirit R 2002

Mazda MX5 1996

Mazda RX-8 Spirit R (R3) 2011

Mazda MX5 2015

McLaren P1 2014

McLaren F1 1993

McLaren 570S 2015

McLaren 570S Spider 2018

McLaren 600LT 2018

McLaren P1 GTR 2015

Mercedes-Benz 190E 2.5-16 1988

Mercedes-AMG C 63 Coupe 2018

Mercedes-AMG G 63 2017

Mercedes-AMG GT S 2019

Mercedes-AMG A 45 2016

Mercedes-AMG GT R 2017

Mercedes-AMG GT S Roadster 2019

Mercedes-AMG C 63 Cabriolet 2018

Mercedes-AMG GT Black Series 2021

Mercury Cougar 1967

MINI John Cooper Works Countryman 2017

Mitsubishi Lancer Evolution IX 2007

Mitsubishi Lancer Evolution X 2008

Mitsubishi Eclipse GSX 1999

NISSAN GT-R Premium 2017

NISSAN Skyline GT-R V·Spec 1999

NISSAN 370Z Heritage Edition 2019

NISSAN Silvia K’s 1998

NISSAN Z Prototype 2022

NISSAN Silvia Spec-R Aero 2002

NISSAN Skyline GT-R V·Spec 1993

NISSAN 350Z 2008

NISSAN Skyline 2000 GT-R 1971

NISSAN Fairlady 240ZG 1971

NISSAN 180SX Type X 1996

NISSAN 370Z Nismo 2015

NISSAN GT-R Nismo 2017

Pagani Huayra BC 2017

Plymouth Cuda 1970

Polestar Polestar 1 2020

Pontiac Firebird 1977

Porsche 911 GT3 RS 2019

Porsche 911 Carrera RSR 2.8 1973

Porsche 918 Spyder 2015

Porsche 718 Cayman GTS 2018

Porsche 911 Carrera S 1997

Porsche 911 GT2 RS 2018

Porsche Panamera Turbo 2017

Porsche 911 Turbo S Exclusive Series 2018

Porsche Boxster 718 Spyder 2020

Porsche 911 Carrera GTS 2018

Porsche 911 Turbo S Cabriolet Exclusive 2018

Porsche 911 Targa 4 GTS 2018

Porsche 911 Carrera GTS Convertible 2018

Porsche Cayman GT4 2015

SRT Viper GTS 2014

SUBARU Impreza WRX STI 2006

SUBARU BRZ Premium 2014

SUBARU Impreza WRX STI 2010

Volkswagen Beetle 1963

Volkswagen Golf GTI 1976

Volkswagen Golf GTI Clubsport 2016

Volvo 242DL 1975

Volvo Amazon P130 1970

Need for Speed Unbound será lançado em 2 de dezembro para PS5, Xbox Series X|S e PC.

#gaming #series #xbox news #need for speed

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mudifukud · 2 years

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Bedienungsanleitung jaguar xj x350

BEDIENUNGSANLEITUNG JAGUAR XJ X350 >> DOWNLOAD LINK vk.cc/c7jKeU

BEDIENUNGSANLEITUNG JAGUAR XJ X350 >> READ ONLINE bit.do/fSmfG

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Jaguar Auto Bedienungsanleitungen. Suchen Sie Ihr Auto und lesen Sie Bedienungsanleitung 2810 Seiten. Jaguar XJ (2012). Bedienungsanleitung 217 Seiten DIGITALE BEDIENUNGSANLEITUNG. Durchsuchen Sie die digitale Bedienungsanleitung Ihres JAGUARS. Optimiert für PC und mobile Geräte. ERFAHREN SIE MEHR. Auf dieser Seite können Sie komplett kostenlos herunterladen Handbuch Jaguar XJ. PDF Handbuch hat 207 Seiten und ihre Größe ist 7.28 Mb.Startseite · Auto, Motorrad & LKW · Autos · Jaguar; XJ (X 350). Anfrage Recherche Bedienungsanleitungen. Für eine kostenlose Recherche Ihrer Bedienungsanleitung. Sehen Sie sich hier kostenlos das Handbuch für Jaguar XJ (2012) an. Dieses Handbuch fällt unter die Kategorie Autos und wurde von 4 Original Jaguar Fahrerhandbuch Deutsch, passend für folgende Fahrzeuge: XJ X350/358: alle Modelle Komplette Gebrauchsanweisung mit Abbildungen für Ihr Bedienungsanleitung Jaguar Super Eight (X 350) · Bedienungsanleitung Jaguar 420 G · Bedienungsanleitung Jaguar XJ 12 (Serie 1). Bedienungsanleitung für das Gerät Jaguar XJ. Internetdatenbank der Bedienungsanleitungen.

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silhouettehistory · 6 years

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E-Cat SilhouetteHistory

Silhouettes of the Jaguar E-Type Fixed Head Coupe Series I, II and III

#silhouettehistory #jaguar #e type #fhc #coupe #jaguar e type #series i #series ii #series iii #jaguar e type fhc #jaguar e type series i #jaguar e type series ii #jaguar e type series iii #sports car #british cars #car #silhouette #history

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mjl-love · 3 years

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One last post: the Jaguar E-Type series II.

#jaguar E-Type

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premierfinancial · 5 years

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#JustLeased a 1974 Jaguar E-Type V12 Series II

#pfs_leasing #JaguarLease #White

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carsthatnevermadeitetc · 7 years

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Jaguar E-Type Series II Fixed Head Coupe, 1970. Thought to be the last E-Type Series II Coupé ever delivered, in unrestored immaculate condition, is to be offered at auction at Salon Privé at Blenheim Palace on September 2 with an estimate of £65,000 - £75,000

auction listing

#Jaguar #Jaguar E-Type Series II Fixed Head Coupe #Jaguar E-Type #FHC #1970 #auction

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frenchcurious · 2 months

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Jaguar E-Type Coupe II° Serie 4.2 L (2+2) 1970. - source Ruote da Sogno.

#jaguar

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englishcarssince1946 · 4 months

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1968 Jaguar E-Type Coupé Series II

My tumblr-blogs: https://www.tumblr.com/blog/germancarssince1946 & https://www.tumblr.com/blog/frenchcarssince1946 & https://www.tumblr.com/blog/englishcarssince1946 & https://www.tumblr.com/blog/italiancarssince1946 & https://www.tumblr.com/blog/japanesecarssince1947

#1968 #jaguar #e-type

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somar78 · 5 years

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A Brief History of the Mazda Cosmo – Everything You Need To Know

The Mazda Cosmo – An Introduction

The Mazda Cosmo was born in the midst of the maelstrom of the 1960’s, the era of the Space Race between the Soviet Union, the United States, Britain, and the other democratic allies. In a sense the two rival political, economic and social systems were in direct and not particularly friendly competition with each other, and one of the areas in which that competition could be indulged in without actually getting into a nuclear war was the “Race for Space”.

It was in this environment of a hunger for technological advancement and prestige being given to those who made great strides in science and technology that a small Japanese car maker named Mazda were looking for a way to raise their company image and to thus raise their market share. Japan’s motorcycle and car makers, like Honda, were at that time making dramatic advances into the western world so Mazda’s leadership could see that if Soichiro Honda could do it then so could they.

Just as Honda had redefined what a motorcycle could be with their CB750, Mazda wanted to achieve a similar result with a motor car and realized that a good way to do that would be to pioneer newer technologies that other car makers hadn’t embraced. What technology could that be? It needed to be technology that would get people excited and interested, but it would need to be technology that would work with the existing fuel and maintenance infrastructure that mainstream conventional cars used.

The technology that jumped out as an obvious choice was the new Wankel rotary engine.

The Decision to use the Wankel Rotary Engine

The Wankel rotary engine had been first conceived in the years prior to 1951 by Felix Heinrich Wankel and he had made his first running prototype and tested it on February 1st, 1957. A number of companies purchased licenses to develop and use Wankel’s design, among them German car maker NSU and Japan’s Mazda.

Both NSU and Mazda would present cars powered by Wankel engines in 1967 but not before significant development work had been undertaken. The Wankel engine was new technology and had some major bugs that needed to be worked out before the engine could be used in a mass-produced production car. Mazda were more successful in achieving this than the Comotor joint venture between NSU and French car maker Citroën.

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The major technical problem that needed to be solved in getting the Wankel engine into a usable state was the problem of “chatter marks” in the rotary engine’s housing caused by the rotor’s apex seals vibrating and impacting on the housing. It was Mazda’s engineers who came up with a decent solution to this problem initially by using hollow cast iron apex shields.

The prototype engine based on that solution was the 798cc (48.7 cu. in.) twin rotor L8A and it was used in two Mazda Cosmo prototypes in 1963. This solution was then further improved on by the use of aluminum/carbon apex seals. Legend has it that an engineer was inspired to try this when one day he was looking at the tip of his pencil and the thought struck him that carbon could be effectively used in the seals. This was then used in the next generation engine, the 982cc (60 cu. in.) twin rotor L10A, which was fitted in the car that was first shown to the public.

Mazda Cosmo Series I (1967-1968)

With work progressing on refining and debugging the radical Wankel rotary engine Mazda’s design staff got to work on the creation of a suitable vehicle with which to generate public interest both in the company and in their new rotary engine. In order to get the full attention of the automotive press one of the safest strategies is to create an exciting sports car.

British car maker Jaguar had demonstrated this both with their post-war Jaguar XK120, a car whose success came as a surprise for the company with orders flooding in to the extent that they had to actually put it into production – something that they had not originally intended to do.

Jaguar had repeated that success in 1961 when they showed their new E-Type which was so admired that even Enzo Ferrari described it as the “most beautiful car ever made”. Likewise American car maker Chevrolet had gained much admiration for their Corvette sports car and rival Ford had done likewise with their Mustang. So Mazda’s leadership could see that a sports car would be a relatively safe concept to roll the dice on.

The next question was how should the car look? Appearance and aesthetics are a make or break item when presenting a new car to a buying public. What was wanted was a car that would be beautiful like the E-Type, attractive to Americans like the Thunderbird, and reminiscent of a spaceship. The resulting car that emerged from the Mazda design studio featured a front end styling inspired by the E-Type, a rear end inspired by the Thunderbird, it was painted white just like a spaceship, and it was named “Cosmo” to capture the public imagination in the midst of the Space Race.

The Mazda Cosmo concept car was first shown at the 1964 Tokyo Motor Show and it garnered plenty of interest, no doubt there were eager people with check books in hand looking to make a Mazda Cosmo sized hole in their bank balances.

Mazda knew that although they had a working engine they still had development and extensive testing to do before they could risk releasing the car for public sale. The check books would need to go back into their pockets and the Cosmo money would have to remain in their bank accounts earning boring interest.

Mazda began thorough testing of the Mazda Cosmo pre-production cars in January 1965. There were 80 of these cars made and they were fitted with the 0810 version of the L10A engine. The engine rotor housing was made of sand cast aluminum which was chromed. Then the sides of the rotor housing were sprayed with molten carbon steel for added strength.

The rotors of these engines were cast iron while the eccentric shafts were chrome-molybdenum steel. This engine was fitted with a conventional Hitachi four barrel carburetor with a slightly unconventional twin ignition distributors and dual spark plugs in the combustion chambers.

The bodywork and suspension of the Mazda Cosmo was kept conventional with the body being a steel unibody, front suspension being fully independent with the tried and proven double “A” arms with coils springs, tubular shock absorbers, and an anti-roll bar.

Rear suspension featured leaf springs and a De Dion tube. Brakes were 10″ (284mm) discs at the front and 7.9″ (201mm) drums at the back, wheels were 14″. Brakes were not servo assisted, which was a common arrangement at that time and many sports car drivers preferred it because it gave a better feel than the power brakes commonly available at the time. The gearbox was an all synchromesh four speed manual and these Mazda gearboxes were very positive and smooth to use.

With its 982cc twin rotor engine producing 109hp @ 7,000rpm and 96lb/ft of torque the Series I Cosmo could do a standing to 60mph in 8.2 seconds, standing quarter mile in 16.4 seconds, and had a top speed of 115 mph (185 km/hr).

The car had a wheelbase of 86.6″ (2,200mm), an overall length of 163″ (4,140mm), and width of 62.8″ (1,595mm). Kerb weight was 2072lb (940kg).

With testing satisfactorily completed the Mazda Cosmo went into regular production on May 30th, 1967, so after an almost three year wait those who had waited were at last able to buy their car and Mazda was able to welcome all those nice crisp banknotes into company coffers.

The year following the car’s going on sale Mazda were confident enough in the car’s reliability to put it to the test in a very public way. Although the 24 Hours Le Mans is one of the most challenging motorsport events on earth Mazda decided to go one better and enter the 84 hour Marathon de la Route at Germany’s difficult Nürburgring circuit. Mazda entered two modestly modified cars in a field of fifty eight. The engines of the two competition cars were tuned up to 128hp, which was a modest increase over the road going model’s standard, to help ensure their reliability, and they were fitted with a side and peripheral port switching intake system, which featured a butterfly valve which would switch from the side to the peripheral port as the engine’s rpm increased.

The cars both performed well holding on to fourth and fifth places throughout most of the race. When one car did fail it was not the engine, but the axle that failed in the 82nd hour. The other car went on to take fourth place. This was a most satisfactory result and proved that the efforts invested into the research and development, and the extensive testing, had all paid off. Mazda were content with that single excursion into motor sport competition and did not attempt a full program.

Production of the Series I cars was just 343 and ended in June 1968.

Mazda Cosmo Series II (1968-1972)

The Series II Cosmo took over from the Series I in July 1968. This model was fitted with an updated engine, the L10B 0813, which produced 128hp and torque of 103lb/ft. With the more powerful engine the standing quarter mile time went down to 15.8 seconds and the top speed was a little north of 120 mph (193 km/hr).

The Series II was fitted with servo assisted brakes and a five speed manual gearbox. The wheelbase of the Series II was increased by 15″ bringing it up to 101.6″ both to provide additional room and also to improve the car’s ride qualities. These Series II cars had a very comfortable ride quality, not harsh as many sports cars tend to be but very much inclined towards long distance comfort.

The Series I and Series II cars were all hand assembled as a limited production model so build quality was kept high: these were “halo” cars intended to gain positive publicity for Mazda and so great effort went into them. They were in direct competition with Toyota’s 2000GT and they needed to meet at least the same quality standards.

Production of the Series II cars was 1,176 and ended in 1972.

The Series I and II Mazda Cosmo achieved everything Mazda had hoped for. The company’s cars became famous in part because of the halo effect of the Mazda Cosmo and the company were able to become a world leader in Wankel engine technology.

Sensibly Mazda marketed both Wankel engined cars and conventional engined cars in the same body styles so customers could choose either Wankel rotary performance or conventional car performance. The Mazda 929 of the 1970’s was an example. One disadvantage of the Wankel engine was that it gave poorer fuel consumption than a conventional engine.

In some markets this was made up for because a Wankel is significantly lower in its engine capacity for a given power and torque levels than a conventional four stroke engine. This placed the rotary engine car in a less expensive licensing category in markets such as Japan, which was a significant cost offset.

Mazda Cosmo AP/CD (1975-1981)

With the phasing out of the hand-built original Mazda Cosmo Series I and II Mazda decided to shed the space age image and build a Wankel engined car that looked more American in style. By 1975 the Space Race was pretty much over and cars like the Jaguar E-Type and 1960’s Ford Thunderbird were starting to look dated in the eyes of some.

The new car to wear the Cosmo name was not in any way derived from the original but instead was a new production car with a Wankel engine. The model was called the “AP” (Anti-Pollution) model in Japan and was the first car to pass Japan’s new 1976 exhaust emissions regulations. The AP received strong advertising and sold more than 20,000 units in the first 6 months of production.

Within three months of going on sale the car won Motor Fan Magazine’s “Car of the Year” award. In 1977 a model with a vinyl covered landau roof was also introduced: this was called the Cosmo L. In export markets this car was designated the Cosmo CD.

The export version of this model was marketed as the Mazda RX-5 and often sold in parallel with a piston engined identical model the Mazda 121. (Note: that model name would later be re-used for a sub-compact Mazda car).

The Mazda AP was made with two different Wankel engines; the AP/CD22 was fitted with an 1,146cc twin rotor type 12A engine, and the AP/CD23 was fitted with the 1,308cc 13B twin rotor engine. Two piston engine models were sold in parallel with the Wankel engine models; the Cosmo 1800 was fitted with a 1,769 cc inline four cylinder SOHC gasoline engine and the Cosmo 2000 was fitted with 1,970 cc SOHC four cylinder.

This model was built in two series just like the original Cosmo: the AP/CD Series I were made from 1975-1978 and the Series II from 1979-1981. The CD Series I cars were exported to the US and other markets but sales were poor so the Series II cars were made for Japan’s domestic market only where they remained popular.

The car was equipped with front independent suspension and a five link suspension at the rear. Brakes were servo assisted discs all around.

Mazda Series HB (1981-1989)

When the Cosmo AP was phased out it was replaced by the Series HB which was also sold in export markets as the Mazda 929 (Note: This would be the second export model to bear this name as a previous 1970’s car had also been called the “Mazda 929″).

The HB Cosmo was sold in both sedan and two door coupé versions and was offered with Wankel engine options, gasoline piston engine options, and a diesel piston engine option. By this stage Mazda had invested a great deal of research and development into the Wankel engine such that the engine had become quite sophisticated.

There were three rotary engine options; The 1.1 liter 12A-6PI (6PI=”six-port induction”), the turbocharged 12A Turbo, and the interesting 1.3 liter 13B-RESI. The 13B-RESI used “Rotary Engine Super Injection” in which the engine used Helmholtz Resonance created by the opening and closing of the intake ports in a two-level intake box to effectively provide positive intake port pressure in synchronization with the intake cycle. The 13B-RESI engine used Bosch L-Jetronic fuel injection and was only available with an automatic transmission.

The Mazda Cosmo fitted with the Wankel 12A Turbo was the fastest production car in Japan until it lost that crown to the Nissan R30 Skyline RS. Not only had the turbocharged rotary engine contributed to this but also the car’s aerodynamics: it boasted a drag coefficient of just 0.32.

The piston engine’s used for the HB Cosmo were a 1.8 liter SOHC four cylinder, two different 2.0 liter SOHC four cylinder, and a 2.2 liter four cylinder diesel.

Eunos Cosmo: Series JC (1990-1996)

The last car to wear the “Cosmo” name was Mazda’s Eunos Cosmo of the Series JC. Eunos was Mazda’s luxury brand name similar to Toyota’s Lexus. The Eunos Cosmo was a superb successor to the original Mazda Cosmo and outstripped even the Cosmo Rotary Turbo which was itself a fabulously exciting car.

The Eunos Cosmo was made with two engine options: The smaller engine was the twin turbocharged 13B-RE which featured twin 654cc rotors giving total capacity of 1,308cc. This engine was fitted with a Hitachi HT-15 primary turbocharger and a smaller HT-10 secondary. Engine power was 235hp.

The larger engine was the triple rotor 20B-REW. This was the first triple rotor production car engine in the world, and the first to be fitted with twin sequential turbochargers. The rotors of this engine were the same capacity as the 13B-RE; i.e. 654cc, and with three of these rotors the engine capacity became 1,962cc. This engine was mated to an electronically controlled four speed automatic transmission and produced 300hp. Torque was 280lb/ft torque @ 1,800rpm: suffice to say its performance was nicely adequate.

The Eunos Cosmo was made as a 1990’s cutting edge technology luxury vehicle and boasted a built in GPS navigation system, and the Palmnet serial data communication system for ECU-to-ECAT operation. Not content with that the car was fitted with what we would nowadays regard as an “old school” CRT touch screen for control of the climate control system, mobile phone, GPS, TV, radio and CD player.

The Eunos Cosmo marked a return by Mazda to an expensive limited production sports coupé and it was never exported but only made for the Japanese market. In Japan it was speed limited to 180km/hr 118.8mph) but if that speed limiter was disabled it could reach 255km/hr (158.4mph).

Mazda sold just 8,875 Eunos Cosmos with about 60% of those cars being fitted with the twin rotor 13B-RE engine and 40% being fitted with the triple rotor 20B-REW. It was an expensive automobile and after production ended in September 1995 Mazda did not make another vehicle in the same price bracket again.

Conclusion

The Mazda Cosmo Series I and II were the ice-breaker vehicles that not only looked space age, back when a space age looking car was a fashionable thing, but they broke completely new technological ground.

The Mazda Cosmo was the car that helped make Mazda a household name and so it was the foundation on which the company built their public identity. Mazda not only made a success of the Cosmo but they also developed and made a success of the Wankel rotary engine technology: something that looked impossibly difficult back in the 1960’s and indeed something that the NSU and Citroën Comotor joint venture had much less success with.

Thanks to Mazda and that first Cosmo, and then its Cosmo named successors and others such as the RX-8, Wankel engine had its time in the sun. It did not replace piston engines as perhaps Mazda had hoped that it would, but it became a viable alternative until emissions restrictions killed it off. Rumours now abound that new apex seal technology is going to bring the Wankel back into production, and it’s believed that Mazda is still developing rotaries in secret.

Photo Credits: Mazda, Bonhams, RM Sotheby’s

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source https://silodrome.com/history-mazda-cosmo/

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