The honeymoon soon turned sour though.  During the first weeks of driving my new rotor, a significant power loss experienced at 3800rpm was severely dampening the cars appeal.  First noticed when taken for a test drive, the owner was convinced it was just in dire need of a tune up.  Two weeks later the rotor was booked in at Penfolds Mazda for a full service and tune up.  As with most second hand cars, a teething period is always to be expected and I wasn't too concerned... yet!

Two weeks later I eagerly picked her up, coughed up the pre GST Mazda enhanced bill and was set for smooth sailing.  The car turned over and started straight away... good start, sounded a bit smoother... nice, jumped in, smiled and off I went.  Turning onto Burwood Hwy., the smile immediately faded to a pained expression. The same lack of power and hesitation was still there.  It gave my RX-7 the pulling power of a Hyundai Excel towing a caravan.  Fairly unimpressed I turned around, parked right outside the lobby and took up words with the Service Manager.

After seeing my point of view, the discussion was hastily transferred to the mechanic for a please explain.  Not realising there was a lack of power, I quickly convinced them of the problem after a short run around the block.  Apparently concerned the disappointed mechanic claimed another week would be needed, explaining he really had no idea what it could be, that's exactly what I wanted to hear!  Upset and without a car, they hesitantly passed over a courtesy car, which I showed due courtesy and hesitantly tore that Astina a new arse hole!  Proverbially speaking of course!

Not hearing anything from Mazda during the week, I expected everything to be in order.  So I excitedly returned the tattered Astina and headed over to the mechanic to upgrade my ride back to the Rexxy.  The mechanic happily explained that the secondary actuators on the 6 port had seized.  Hence not allowing it to open properly, flooding the engine, causing the stuttering and lack of power.  To overcome this predicament, the actuators were wired open giving good top end power but compromising low end.  Simple! fantastic, I can deal with lack of low end power I thought.  Under the impression I was in the wrong, I happily paid Mazda the hefty bill they love to deliver and I was on my way.

Once again I started her up and once again I turned onto Burwood Hwy.  I cautiously put my foot down suprisingly only to find the purr smoothly progress to a roar.  Success!, I couldn't get the grin off my face as I pushed the old girl harder than ever before.  No hesitation at 3800rpm and none at 7500rpm either and bags more power to boot.  After a few carefree weeks of driving, that "pained expression" once again reared its ugly head.  Only slight stuttering at first, but gradually transforming into episodes of violent bunny hoping.  As you'd expect, I was none too impressed.

I faced the facts, and listened to my old girls cries for help.  Not wanting Mazda to touch the rotor again, I was forced into submission after putting so much hard earned money into the Mazda Black Hole.  I had to give them a final chance before somehow attempting to regain lost money.  Mazda were none too pleased to see the rotor again, as I was to see them.

In a less than affectionate tone the latest episode was described to the disbelieving mechanic.  I quickly demanded a courtesy car so I could get the hell out of there.  Ironically I was given a Mazda 4WD Tray, possibly knowing that I'd be giving this car and absolute canning, not proverbially!  After receiving the usual apologies I "jumped" into the 4WD and commenced a crash course in learning the art of four wheel driving.  I have to admit it was a most pleasurable week.

The following week I once again returned to Penfolds parked the mud ridden 4WD (that's another story) in-between two spots and headed to the Service Manager.  Upon visual contact the Service Manager instantly took to his feet and met me half way.  I politely urged him towards the car only to find it still being worked on.  After some chit chat it was resolved between the two idiots that now my catalytic converter had seen it's last days.  They described how this could restrict the exhaust flow and I agreed it did seem likely.  But 7 to 8 thousand Mazda dollars to replace the trio of cats was somewhat unthinkably, disgustingly, ridiculously expensive.  Moments later I gasped, breathed my last Penfolds Mazda air and we happily parted ways.

The following day as I should have done months earlier, I forged my new friendship with rotary specialist Maztech of Melbourne.  I was quoted a mild steel 3" into twin 2 1/2" exhaust with 3" high flow cat and twin stainless steel mufflers.  Sounded good to me, about $6800 better than a certain previous Mazda quote.  A week later the exhaust was installed and was hopefully better than ever.  I happily handed over the cash and started her up, Bwup Bwup Bwup... at last it sounded like a rotary!  So happy to finally have her back I gave her a well deserved rev as I exited... BANG!!!   That doesn't sound right... F@%K!!!

After backing her in and patiently waiting for assistance, I quietly screamed my disappointment.  Up on the hoist she went, "looks like the diff mount", Diff Mount!, "How the f@%k would that of happened?".  Understandably I was confused as to how a diff mount could be broken while replacing an exhaust.  I was of the opinion it was caused due to the obligatory canning given to all customers' cars, but can you ever prove it?

Oh well, new diff mounts it is then.  Another two weeks went by without my girl, the first, waiting for the mounts to be shipped from Queensland, the second week passed while having them installed.  A week to install them may seem excessive, but take into account laziness and having to remove the new exhaust for access and you'll begin to understand.

Confident this was the day, I headed off to Maztech to collect my girl.  On the hoist, the underside looked tiptop.  Quickly pulled her down, started her up, hesitantly gave her a rev... no noise, good start, anxiously drove out and steadily headed down the road.  So far so good, with increasing confidence I pushed her passed four, then five and six but still noticed slight hesitation.  Somewhat annoyed I turned around for a please explain.  Maztech put it quite simply, "Blame Penfolds", the actuators should be unwired!  Happy with their reasoning I headed off for two weeks of problem free driving before the inevitable.

I booked into Penfolds to get the wired actuators un-wired and for the first time in months happily trekked out to Burwood Mazda.  But with five minutes until Penfolds quick braking on Tram tracks found the front of car attached to a new Commodore.  Uninsured I was reluctant to look at my demise.  Though sighting the Commodore driver exiting his vehicle gave me the push I needed.  Creeping around the corner I was surprised to see no damage to the other car, luckily only to mine in the shape of a tow bar! F%&K!!!  I apologised emphatically.  Obviously noticing that "pained expression" that the car has given me many times before, he also graciously apologised for his quick braking and bid me good luck with my car.

In no mood to argue I entered Penfolds, told them that their loose effort to fix the car was the cause of my new problem and misery.  I told them in no uncertain terms, I wasn't paying a cent, I'd be back in a week and wasn't taking "No" for an answer.  Though this happened 2 years ago and I'm sure the story has escalated in aggressiveness since, you get the idea.

The following week was spent ringing every Mazda wrecker known in the free world tracking down an internal bumper bar and polystyrene.  As the nose cone itself luckily wasn't punctured, a bumper restorer was contracted to complete the reconditioning.  Later in the week an internal bumper was tracked down, nose cone was finished and painted and all was ready to be transplanted back into place.  All that was needed was the obvious.

Well I wish I could carry on with the mini series of Penfolds f#@k up's but I'm pleased to report all was well.  I picked her up, casually smiled at the low life scum, hoped in, started her up, let the rotary vibrations soothe the dull Penfold tensions for a moment then set off.  Turning onto Burwood Highway gave me the first chance since owning the rotor to really give her a push.  And if you could have seen the smile on my face you would of realised all was well, she ran like a dream, better than I'd ever experienced.  So good in fact I wound up losing my license for 18months.  (Now that's another story, a long one!)

Now I could piss and moan about the bloody police, but we've all heard hard luck stories.  And I tell you mine is a "HARD LUCK" story but instead of losing the plot, the next 18 months were devoted to transforming my little baby.  If I ever needed it, this was confirmed after experiencing the ride of my life in a friends T04E RX3.  I was committed to the turbo cause.  My options were either find another turbo model or upgrade my ride.

In the next 3 months every rotary for sale was looked at, from series III turbos up to series V turbos.  But no matter how hard I looked nothing had the same impact as my Sapphire Blue Series IV.  Not that I needed convincing I quickly turned my efforts to tracking down a Rotary Engine Conversion specialist.

With the general consensus "buy an original turbo", "can't be done" or "it'll cost you more than the cars worth" I stumbled across a Dyson Rotary Advertisement in an old Hot 4's and Rotaries magazine.  Upon ringing him, I was pleased to hear that they had done the conversion many times before, wouldn't be that expensive and would be done in 2 weeks, Fantastic!  A few weeks later she was sitting in the Dyson Rotary workshop awaiting the conversion of a Rebuilt J spec SIV ported 13BT.

True to his word 2 weeks to the day saw my baby transformed into a turbo monster (compared to the NA of course).  Along with the engine, a Microtech MT8 timing and fuel computer, extra fuel pump, pod filter and SIV turbo bonnet was also added.  After a quick run around the block driven by Craig Dyson (8 sec Drag racer) I couldn't get the smile off my face.  Still shaking I jumped out and gave my friends the thumbs up, "I could get used to that" I thought.

With only a few weeks before regaining my license and the car without registration and a RoadWorthy, every spare moment was used to get her back into shape.  A week later, as far as I knew she was ready to go.  I took her down to the local service station and handed over the $70 odd dollars to complete the RoadWorthy.  A few hours later I was happy to hear only a clean of the under carriage was required and the obligatory new windscreen!  What is it with Road Worthies and windscreen companies?  I've rarely heard of a certificate given without a new windscreen installed.  I'll admit though, I did have 1 or 2 tiny chips!

A few days later a new windscreen was installed, the under carriage was degreased and ready to go.  This is too easy I was thinking, I've just put a turbo into my car and only a windscreen was essential for a certificate!  Not complaining I took her back to complete the paper work only to find the boss had a problem with the engines lack of air pump.  Shit!  Unaware of the implications this had, I continued on with the conversation until it became painfully obvious that without an air pump I had no Certificate.  Never realising I was even missing an air pump, I rang Craig Dyson who explained why it was lacking.  Telling him of my RoadWorthy troubles, he gave me the name of a work shop in Geelong who he deals with.  "Not another trip to Geelong in an unroadworthy, unregistered car!" I thought to myself.  Not wanting to risk it, I took the car to another local service station and explained the story behind the air box.  The next day, and another $70 odd dollars later the report came in.  They would cut me some slack on the air box but refused to budge on the vacuum hoses without homes.  And on top of that, they had no idea about Rotaries and wouldn't touch the job.  Thanks for telling me before you took my $70.

Enough was enough, I unwillingly coughed up the money for a weekly registration pass and took her down to Geelong.  As I'd done all that was required of the first roadworthy attempt besides the air pump, I expected this trip to be short and sweet.  Two hours later I rolled up to the workshop out the back of Geelong, made some short talk to the mechanic and then she was hoisted up hopefully for the last time.  After anxiously waiting an hour I was confronted with yet another blow, besides the blow to my pocket in the amount of another $70.

Now I've obviously condensed all my rotor's mishaps into a short story, but the anguish of getting blow after blow, even weeks or months apart was nearly bringing me to tears.  "What is it this time" I thought, It couldn't be new tyres, they are virtually brand new.  If they claim a new windscreen in required, I'll dead set call "shenanigan's".  After a short huff and puff the bad news was relayed.  In disbelief the mechanic showed me the engine actually sitting on the cross member, most probably due to dodgy engine mounts.  The extra fuel pump was located dangerously close to the ground and last but not least new brakes were required all round.  Realising this was not a 4 hour job, I reluctantly called it a day.  Still puzzled by the engine mount situation, I dropped in at Dyson's on the long trip home.

Craig concerned for my freshly converted engine checked over it in amazement, half an hour later still no conclusion was made.  With no solution conceived she was booked in the following week for a full check up.  (Long agonizing drive to Melbourne, long agonizing drive back to Geelong)  Fast forward a week later the car was dropped off, fast forward another week and she was ready for pick up.  During the previous week the long awaited license was finally re-obtained (Another Long story).  And being the Friday before a long weekend I shouldn't need to explain to you how keen I was to have her back for the extended break.

To cut a long story short, it eventuated that the sump was the cause of the clearance problems.  Somehow a Cosmo sump ended up on my engine giving the dangerously snug fit against the cross member.  Craig replaced the sump, attached some new pads and repositioned the fuel pump.  Ten minutes later I jumped in the air holding my RoadWorthy certificate screaming out, "There is a God!".  The previous sentence may have varied slightly!

With only 15 minutes before closing time, I made it to VicRoads, argued with the lady concerning the legalities associated with the engine conversion, won the argument, paid the cash, slammed on the registration sticker and passed out in relief.  The feeling of sinking into the RX-7's bucket seat felt like heaven.  I had my license and my baby back after 18 roller coaster months, and I was a very happy boy.

Dynoed at 171rwkw at 10psi and somewhere in the vicinity of 200rwkw at 18psi the need for speed is now stronger than ever.  If you've read this far you've probably realised I'm a little fanatical about my car, probably no more than you but with only money being an issue who knows where it will end.  Since the conversion, a Series V aluminum bonnet and rear lights (more stories), TREX plates of course, turbo timer, polished wheels, gauges, stereo, 2 stage boost kit etc. have all been added.

With the injectors being on the verge of total maxing, currently power advancements are at a standstill.  Future modifications planned are a Garret T04E V Trim, large front mount intercooler, bigger injectors, malpassi fuel regulator, new lightened flywheel, heavy duty clutch (priority!!), full leather interior retrim, 17" or 18" Mags and full suspension rebuild just for starters.

Morale of the story, if you're going to be the proud owner of an RX-7.  Expect to cough up a lot of hard earned cash.  Expect to pay over twice the price for the same product as anyone else.  Expect a lot of electrical f&%k up's, but once right expect a lot smiles.  Both from you and from others checking out your ride.

Well, it's getting close to February 2002 and the story of the demise of TREX must be told.  Picture this, a lovely drive back from Sorrento to Portsea the night before New Years.  Not a care in the world, just listening to the buzz of the rotor and the screaming turbo.  Then without prior warning a close encounter of the Australiana kind put a dampener on the evening and on the new year.  Out of right field came a bounding Gray Kangaroo that had decided to test out the reflexes of my co-driver.  Given there was approximately 4 milliseconds to react imminent damage was inevitable.

After the kangaroo took off like something resembling the QANTAS logo, we quickly came to a screaming halt.  F#@K!!  After just having the bonnet repaired for the second time, new 17" wheels bolted on, lowered King springs, heavy duty Pedders struts, HKS blow off valve and series V rear wing added, the car was finally shaping into the final product that I had envisioned.  Sitting calmly in the passenger side, I exited to review the damage.  After a quick evaluation: aluminum bonnet bent, bonnet scoop cracked, pop up lights and supports damaged, front bar pushed in and one broken heart.  Unf@#kenbelieveable!!  WHY!!!

Oh well, such is life.  Still driveable we shakily headed back to Flinders to console ourselves using the soothing techniques hidden within a bottle of Makers Mark, and it worked quite well!  Not allowing this latest set back ruin the New Years celebrations, the following night we took off back to Sorrento to enjoy the festivities.  Upon arrival of my friends holiday house, the car started behaving very unusually.  First of all it stalled for no reason, then upon starting again my co-drivers left foot like his jaw fell straight to the floor.  What the f#%k is going on here!  After popping the bonnet, the first abnormality noticed was a constant relay like clicking... ham not sure what that is, but I do know what all this fluid is!!!

Somehow on impact with the kangaroo, the intercooler had jolted back gouging the hydraulic clutch hose spilling clutch fluid all over the engine bay.  Given we were lucky enough to stall out the front of our friends residence and it was New Years eve the car was locked and forgotten about for the rest of the evening.

After wrapping anything and everything around the clutch hose to regain some sort of pressure, we finally gave up the puerile attempt after the 13 plate 550cca truck battery suddenly died and stopped any attempt at restarting it.  The clicking that was heard the night before was due to a faulty relay damaged from the night before: hence flat battery.  Now I had a car with front end Kangaroo damage, no clutch and a dead battery... she's not going anywhere.

Enough was enough, I trekked up to Melbourne grabbed the old mans GenIII and car trailer and landed back in Sorrento a few hours later.  With the help of a friend, we tried in vain to load up the tattered RX-7.  No matter which angle or method of winching her on we couldn't overcome the fact that the car would bottom out on the ramps.  With blood sweat and tears pouring from every pore on my body, I huffed and puffed and concluded I needed professional help; and not from a shrink.

Cutting another long story short, the RACV were employed to take on the job of bringing my baby back home.  So to bring you all up to date, as of late January she's getting the full going over.  The front end is being repaired on top of a full respray in her original colour with some pearl mixed in for added spice.  Stay tuned!!!

Well, nothing ever goes to plan does it?  My baby is back but wearing a disguise.  The original Mazda 5A blue was cast aside and after a two week search a fresh coat of Honda Captiva Metallic Blue Pearl was given the nod.  While at it, Scoresby Panels took on the task of straightening her up, pulling out all dents, replacing the terminally rusted sunroof, lipping the guards and colour coding anything and everything.  The end result in my opinion was an extremely unique and neat RX-7.

But all good things must come to an end, call me melodramatic but I can't seem to go a month without the rotary demon poking his head up.  Heading down to Geelong for the AusRotary Dyno Day was always going to be an enjoyable day.  Lots of nice cars and excitable boys playing with their pride and joy.  Though given the warning signs had been their for months, losing power, exhaust noise getting beyond ridiculous and constant soot expelling from the exhaust I always knew it would happen.  But just before your getting your car dynoed in front of an enthusiastic crowd, having your turbo give way is a quick way to bring a tear to your eye.

The only problem now is figuring out whether to do the monster turbo upgrade or be conservative. Hmmm