The RX-2 was Mazda's first true rotary passenger car. Released in Japan on the 13th of May 1970 as the R612, a designation combining the rotary 12A and the piston 1600. Two weeks later Mazda strangely changed its direction from the R100, 110S and the R130 theme to rename its rotary version the RX-2. The Capella name was taken from a star. This led to marketing slogans such as the "Star of the Highways". Capella is also the name of an African Antelope, which is represented in the badges.
Mazda Australia released the Series I RX-2 in October 1970. Model specs were the Deluxe and Super Deluxe sedan plus the Super Deluxe Coupe. Prices were $2998 for SD sedan and $3298 for the SD coupe.
The RX-2 had its 'M' symbol surrounded by a rotor where the Capella had its 'M' symbol inside a circle. Due to larger porting and an extractor-type cast iron manifold, Aussie 12As made 130hp. Mixed with 950kg (SD coupe), the RX-2 was reasonably quick at 16.3 seconds for the quarter mile. Still with this sort of performance the RX-2 was far beyond the opposition in its class. In order to find a comparable game, the little car had to go hunting for bigger fish like the GTR-XU1, Capri V6 or the Valiant Pacer 245.
The RX-2 opened the American market to Mazda. On introduction it won several motoring awards including Motor Trends 'Import Car of the Year'. Initially, demand for the RX-2 exceeded supply, and some Mazda dealers were selling RX-2s well above sticker price. This was primarily caused by an inadequate dealer/distribution network. It wasn't until mid 1972 that Mazda organized an efficient dealer network.
From February 1972 the Series I became available with optional 3-speed auto transmission. The Jatco automatic slowed the RX-2 by only 1.2 seconds down the quarter mile. The auto option sold well. On its introduction the auto RX-2 cost only $3814; this was at the time, amazing value.
Mazda Australia introduced the Series II in late 1972, the Series II was instantly recognisable by its twin headlight front. Apart from the twin headlights the only other differences are to be found in the way the chassis number is stamped flush on the firewall for the Series I and raised for the Series II. In late 1973, the Series III arrived on the Japanese market. There were big changes for the RX-2 this time. Firstly, under the bonnet was the newly developed single dizzy 12A. Really known as the 12B; however, due to the millions spent on marketing, the 12A name stayed. An added feature was the Rotary Engine Anti-Pollution System or REAPS. A five-speed manual gearbox became an option on RX-2s. The interior received considerable updating including an oversized RX-4 steering wheel. Suspension setting were altered and quite notably the taillights were changed to meet 1974 Japanese government regulations.
The Series III arrived in early 1974. Australian models found all the extra interior updates, including the 12A single dizzy plus its REAPS, wider 165SR13s and a 3.9 to 1 differential ratio, previously reserved for the auto. The rear end treatment followed the Japanese brake-indicator-brake-reverse taillight pattern. The major rework of the Series III packed an extra 75kg onto the curb weight. With 1025kg and still only 130 (official) hp, the RX-2 was slowed to 18.0 seconds down the quarter mile.
To keep customers happy, Mazda offered a 2-year/40,000km warranty on the rotary engine. Fortunately, the new 12B proved more reliable than the twin dizzy 12A. The price rose marginally to $3668 for the manual and $3958 for the auto. Mazda Australia's marketing people decided to drop the coupe from the line up. The reasoning was to give the RX-3 coupe the sporty two-door image and keep the RX-2 in the medium-sized family-car bracket.
Mid 1974 saw release of the Series IV in Japan. Externally, the Series IV carried an updated front end. A smooth pointed bonnet and RX-4 style grille with RX-3 type headlights and surrounds gave the engine better cooling and great looks for the RX-2 to finish out the decade.
Australia received the Series IV RX-2 at the end of 1974. However, due to the slowed sales of the Series III (caused by delays in ordering of about 7-8 weeks, the OPEC oil crisis and the RX-3 and RX-4 to choose from) customers had to wait until mid 1975 before the first of the 19'74 models appeared in showrooms. By this time the RX-3 was almost gone, RX-4 sales had slowed significantly and the RX-5 was only a matter of months away. All up, Australian Mazda dealers sold around 300 Series IV sedans. They continued to take orders up until April '76.
On the racing front, the RX-2 did well but due to the RX-3, its racing glory didn't last. in July 1971 an RX-2 won its class finishing 3rd overall in the Fuji 1000, while it won its class at Bathurst in '71 and '73.
A genuine RX-2 can be identified by the chassis number. It starts with the prefix S122A whilst the Capella starts with SNA. There's the well known taillight differences for the series I and II, but the only way to tell the Series III and IV from the real thing is by the ROTARY ENGINE badge on the grille and the rear beaver panel.
All RX-2s will have different rear muffler exit points when compared to the Capella. RX-2s have a large 65 litre fuel tank, and the spare tyre is located inside the boot on the floor. The Capella has a smaller 50 litre tank so it's spare wheel is mounted under the boot. Because of room for the RX-2 muffler, it's exit point will be about 15cm toward the center. There will also be a very large cutout for the series III and IV models due to the REAPS rear muffler. The steering box on a series III and IV will be unique to all the Capella and the Series I and II. This is due to the REAPS thermal reactor requiring it to be modified and repositioned for better clearance.
