GT7 Mazda RX-7 FC3s Savanna GT-X By No Sanity Garage

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This model Originates from Gran Turismo 7 and has been ported with the efforts from Valkyrie Speedshop, freddy_spec, Auto_K_Garage and Dill under No Sanity Garage.

All official photos of this base is by Dill

All of their socials can be found below:

https://www.instagram.com/no_sanity_garage/

https://www.instagram.com/valkyrie_speedshop/

https://www.instagram.com/freddy_spec/

https://www.instagram.com/auto_k_garage/

https://www.instagram.com/dillon_beckmann/

The second generation of the RX-7 ("FC", VIN begins JM1FC3 or JMZFC1), still known as the Mazda Savanna RX-7 in Japan, featured a complete restyling much like similar sports cars of the era such as the Nissan 300ZX. Mazda's development team, led by Chief Project Engineer Akio Uchiyama (内山 昭朗), chose to focus on the American market when designing the FC, where the majority of first-generation of the RX-7 models had been sold. The team drew inspiration from successful sports cars that were popular at the time, such as studying the suspension design of the Porsche 928

While the SA22 was a purer sports car, the FC tended toward the softer sport-tourer trends of its day, sharing some similarities with the HB series Cosmo. Handling was much improved, with less of the oversteer tendencies of the SA22. The rear end design was vastly improved from the SA22's live rear axle to a more modern, Independent Rear Suspension (rear axle). Steering was more precise, with rack and pinion steering replacing the old recirculating-ball steering of the SA22. Disc brakes also became standard, with some models (S4: Sport, GXL, GTU, Turbo II, Convertible; S5: GXL, GTUs, Turbo, Convertible) offering four-piston front brakes. The rear seats were optional in some models of the FC RX-7, but are not commonly found in the American Market. Mazda also introduced Dynamic Tracking Suspension System (DTSS) in the FC. The revised independent rear suspension incorporated special toe control hubs which were capable of introducing a limited degree of passive rear steering under cornering loads. The DTSS worked by allowing a slight amount of toe-out under normal driving conditions but induced slight toe-in under heavier cornering loads at around 0.5g or more; toe-out in the rear allows for a more responsive rotation of the rear, but toe-in allowed for a more stable rear under heavier cornering. Another new feature was the Auto Adjusting Suspension (AAS). The system changed damping characteristics according to the road and driving conditions. The system compensated for camber changes and provided anti-dive and anti-squat effects.