Ten Second Review

Mazda's MX-5 remains the undisputed king of the affordable roadster segment. This part of the market isn't over-blessed with subjects at the moment and the latest set of improvements means that any newcomers that do emerge will have a difficult job dethroning the monarch. For pure driving pleasure on a budget, the MX-5 continues to be where it's at.

Background

Beneath the friendly, accessible, even cute facade of Mazda's MX-5 lurks a streak of determined control freakery that has seen the car lord it over the affordable roadster market since 1989. There's something about Mazda's ubiquitous sports car that strikes fear into rival manufacturers to the extent that over the last two decades, only a plucky few have dared challenge it with likeminded models. To drive it or look at it, you'd never know but the MX-5 seems to guard its own corner of the market as jealously as a lion would a freshly slain wildebeest and now a package of revisions has been introduced to further underpin its dominance. Under normal circumstances, the merest whiff of profit in a sparsely populated area of the car market has the leading brands circling like vultures looking to grab their piece of the action. The Mazda MX-5, however, has done very nicely for twenty years without much in the way of direct or sustained competition. Could it be that Mazda's roadster is simply too good, making other brands reluctant to throw their own efforts into the ring for a swift mauling? If that is the case, things aren't about to get any easier with the latest facelifted MX-5 offering sharper styling and numerous improvements to its already slick driving experience.

Driving Experience

The MX-5's roar has never been as impressive as its bite. The 1.8 and 2.0-litre petrol engines offered enough power to exploit the car's agile chassis but didn't reward you with a banshee wail or a feral snarl when you left your foot in the corner. Modifications to the intake manifold and the introduction of a forged crankshaft on today's car are specifically designed to produce the kind of aural exhilaration that can add so much to a roadster's character. The 2.0-litre engine also has an extended rev limit so that it now tops out at 7,500rpm while peak power of 158bhp is generated at 7,000rpm. The 1.8-litre unit delivers its 124bhp maximum at 6,500rpm. Power, of course, has never been the point of the MX-5. The joy of the little Mazda has always emanated from the purity of its chassis and its intuitive handling. The Japanese call it Jinba Ittai, the feeling of oneness between car and driver: if we call it 'fun' we won't be a million miles away. Compared to more hardcore sports cars, the MX-5 has always felt softer and more forgiving but its pure, communicative driving experience always gave it the edge over most of them in terms of sheer enjoyment. The current car moves the game on with a number of small revisions. A retuned suspension set-up encourages faster responses to steering inputs and reduces body roll. The 6-speed manual gearbox has been revised for faster, smother shifts and an automatic gearbox is available for the first time.

Design and Build

Five basic requirements were defined to realise Mazda's design criteria for the MX-5. Firstly the car would be as light as possible while meeting global safety requirements. Next, the cockpit would comfortably accommodate two full stature occupants with no wasted space. The basic layout would continue with the original's front-engine rear-wheel drive configuration with the engine positioned ahead of the driver but behind the front axle for a 50:50 front to rear weight distribution. All four wheels would be attached by wishbone or multi-link suspension systems to maximize tyre performance, road grip and dynamic stability. Finally, the chassis would provide a solid connection between the engine and the rear mounted differential to sharpen throttle response. The car puts a big tick beside all those boxes and in its latest guise, dresses the winning formula in a smarter suit of clothes. The changes aren't drastic but the front end now has a more aggressive edge courtesy of a reshaped air-intake with cutaway sections either side to house the fog lights. Revisions to the side sills and the rear bumper complete the effect. The MX-5 interior is simple but effective and does indeed have space for a pair of lofty adults. There's more silver detailing about the place and that gives a more upmarket feel than the previous dark plastics. The hard-topped Roadster Coupe model has also undergone a series of changes aimed at reducing cabin noise.

Market and Model

As ever, MX-5 customers can choose from 1.8 and 2.0-litre petrol engines as well as deciding on a soft top roof or the folding hard-top Roadster Coupe. The 1.8-litre cars have a 5-speed manual gearbox but the 2.0-litre models get the further option of a 6-speed manual or a 6-speed auto. Despite its dominance of the affordable coupe market, what's surprising about the MX-5 is how sales have decayed since its initial introduction. In 1990, its first full year of production, it enjoyed worldwide sales of 75,789 cars. Sales tailed off until 1998 when in its first full year the Mk2 MX-5 sold 49,205 units. Again, sales attenuated to such an extent that in 2005 only 14,316 cars were shifted. In 2006, Mazda sold 22,546 of the Mk3 MX-5, yet the concept of a lightweight, affordable sports car seems as relevant today as ever before, maybe more so. Without notable direct rivals, perhaps the MX-5's time could be about to come again.

Cost of Ownership

The latest MX-5 has also improved its environmental credentials. The car's lightweight design gives it a solid base for reducing emissions and enhancing fuel economy and now Mazda engineers have lowered the rolling resistance of the tyres, reduced engine friction and altered the gear ratios to move the game on further. The catalytic converter has also been upgraded to improve emissions performance. Expect to average between 35 to 40mpg on a regular basis, depending on your engine choice, while insurance should be somewhere between groups 11 and 13.

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