Mazda Cosmo

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marcel
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Mazda Cosmo

Post by marcel » Thu Dec 06, 2012 10:24 am

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BACK TO LIFE
XXX https://www.youtube.com/watch?v=eCjVdCJYbQc XXX
IF IT AINT MAZDA, YOUR DRIVING SOMETHING WEIRD AS HELL!!

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Re: Mazda Cosmo

Post by marcel » Mon Jan 19, 2015 5:08 pm

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marcel
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Re: Mazda Cosmo

Post by marcel » Mon Jan 19, 2015 5:14 pm

Eunos Cosmo L10A en de L10B details,
http://www.youtube.com/watch?v=ijbd8QnZDvY

Club van eigenaren,
http://cosmosport.net/kabegami.htm

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Re: Mazda Cosmo

Post by marcel » Mon Jan 19, 2015 5:17 pm

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Re: Mazda Cosmo

Post by marcel » Mon Jan 19, 2015 5:18 pm


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Re: Mazda Cosmo

Post by marcel » Sun Jan 25, 2015 8:53 pm

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marcel
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Re: Mazda Cosmo

Post by marcel » Sat Dec 17, 2016 12:12 pm

BRON http://www.roadandtrack.com/

Driving Impression: 1967 Mazda Cosmo Sport
In 1967 we traveled to Japan to drive the rotary-powered Mazda Cosmo Sport.

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From the 1967 December issue of Road & Track

A young, leathery-faced mechanic brought the low coupe to the sun-drenched test track of the Toyo Kogyo Company in a suburb of Hiroshima. Asked if there was any instruction he wanted to give before handing over this unique piece of machinery, he replied, "I don't know anything technical about this car. but was told just to drive it out from the assembly line. My superior has asked that the honorable R & T correspondent keep revs under 5000 per minute, as this is a brand-new car and is soon to be delivered to a customer." After the customary exchange of bows, I took the car for a couple of introductory laps on the track. It was one of the first batch of GTs currently produced at Toyo Kogyo's passenger car division at the rate of 30 cars per month.

The Mazda (means "Light," and nicely rhymes with the names of two amicable but shrewd businessmen who control the company) Cosmo Sport is the second production car in the world to be powered by Dr. Felix Wankel's controversial invention, following the NSU Spider but preceding the RO 80.

Unlike either of the NSU cars, the Cosmo has its engine at the front driving the rear wheels. With an overall length of 163 in. and width of 62 in. it is in the same size category as such popular British sports cars as the TR4, Alpine and MGB, but its 46-in. height is lower than any of them. Initially the Cosmo was planned in both convertible and coupe versions, with separate ladder frame, but the former has since been dropped (unsuitable for Japanese driving conditions… who wants to be exposed to smog and dust?), and the car is now available in unit-body coupe form only.

The Cosmo body was designed from the ground up for the Wankel application, but styling is not the strong point of the car. We have been seeing the prototype at the annual Tokyo Show for four consecutive years, and there has been little styling change from the first wooden mockup. So it looks dated and its surface development is somehow crude. One cannot help suspecting that the Mazda styling man drew a rough and quick sketch of the car in the late Fifties, gave it to the body shop, then suddenly fell in love with Bertone and while they were busy bringing up the new body for the Mazda Luce sedan, he completely forgot about the Cosmo.

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The motive power of the Cosmo is a twin-rotor-in-tandem, water-cooled Wankel engine, with single chamber capacity of 491-cc. It should simply be a 982-cc engine, and that is what NSU and Wankel licensees have been claiming. Not so, say the competitors and legislators. The extremist insists a single-rotor Wankel engine with chamber capacity of 250-cc should be considered a 750-cc unit, as it has three separate chambers. The Japanese officialdom and Toyo Kogyo have reached an amicable compromise that the "982-cc" Cosmo will fall into the 1.5 liter tax classification. The engine puts out 110 bhp at 7000 rpm and propels the 2060 lb car to velocities in excess of 110 mph, so the performance is quite competitive in the 2-liter sports and GT class. Its price tag of $4111 delivered in Japan is quite steep, as compared with the Datsun 2000's $2360 and the stylish Nissan Silvia's $3333.

The interior of the Cosmo is well appointed: comprehensive instrumentation, well padded dashboard, bucket seats with reclining backrests, radio, heater and full carpeting.

The steering column is telescopically adjustable, but the wheel is positioned too low for straight-arm driving by taller drivers, a fault often found in Japanese cars. Pedals are not ideally situated for heel-and-toe operations, either.

The engine catches on the starter quickly and idles at 700 rpm with some rocking and 2-stroke-like exhaust note. With 300 more revs, it becomes dead smooth. With no valves to bounce and no chains to scream, revs build up deceptively quickly. In lower gears, the needle can go easily beyond the 7000 rpm red mark. There is practically no torque below 1000 rpm. The clutch takes up quite smoothly, and once under way the engine gives plenty of usable torque. The 7000 rpm in the lower three gears corresponds to 36, 58 and 86 mph.

The manufacturer claims a top speed of 115 mph, standing- start 1/4-mi acceleration time of 16.3 sec and 0-100 km/h (62 mph) time of 8.7 sec. With two aboard, we recorded a quarter- mile time of 17 sec and a 0-100 km/h in a fraction over 9 sec, so the factory claims are not too far off. In busy central Tokyo, the car can be left in 4th at legal 25 mph, which corresponds to 1500 rpm, and pick up from that speed without protest. The factory claims it can drag as low as 16 mph in top gear. On the other side of the scale, the Cosmo cruises at 75 mph all day with the engine turning at 4600 rpm. The body shape must be aerodynamically efficient, and it is stable at high speeds.

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A very small amount of lubricating oil is injected into the carburetor by a metering pump, more for gas sealing effect than lubrication. Gas-to-oil ratio at the richest is something like 500:1. so oil consumption in this area is minimal. Fuel consumption is in the region of 20 to 25 mpg, about that of a 2-liter car.

Suspension at front is by double A-arms, coils, tubular shocks and anti-roll bar; at rear by de Dion axle, semi-elliptics, tubular shocks and trailing arms. Its setting is typically Mazda, with long suspension travel and soft springing. It offers a good ride over city roads and turnpikes, but leaves something to be desired when motoring fast on a winding road. There is considerable rolling and some pitching on fast corners, and it becomes a bit twitchy on corners with surface irregularity. Toyo Kogyo makes no claim that the Cosmo is a sports car, but rather calls it a comfortable grand tourer. Brakes are discs at the front and drums at the rear. Stopping power is quite adequate if not phenomenal.

Toyo Kogyo is confident of the Cosmo's reliability, and offers a warranty of 2 years/50,000 kilometers.

Driving the Cosmo Sport in and out of busy Tokyo traffic has confirmed for me that the Wankel rotary engine developed by the Hiroshima factory is a thoroughly practical automotive power unit. It is certainly far more tractable than highly tuned sedan engines in some popular sports cars. We can eagerly look forward to the next car in the series— the Cosmo sedan.


BRON http://www.roadandtrack.com/
GEHELE ARTIKEL http://www.roadandtrack.com/car-culture ... smo-sport/
BACK TO LIFE
XXX https://www.youtube.com/watch?v=eCjVdCJYbQc XXX
IF IT AINT MAZDA, YOUR DRIVING SOMETHING WEIRD AS HELL!!

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