2005 Mazda MX-5 Reviews

Ewan Kennedy road tests and reviews the used 1989-2014 Mazda MX-5.

Not only becoming the biggest selling roadster of all time, but also nudging many other car makers into building open-top cars, something that had previously seemed to be impossible due to ever tightening safety regulations.The Mazda sportscar is a delight to drive, with pin-sharp steering, excellent road grip, near-neutral balance and the ability to change direction mid corner at the merest hint through the wheel that it’s needed. Many owners love to take them for a quick blast along their favourite stretch of road on a sunny Sunday morn.They usually drive with the top down of course, even if the weather is threatening. That’s because the soft-top only takes seconds to send down and pack up again. You can do it when stopped at a red light, though it does require you to have a supple body, because a fair bit of upper body twisting and shoulder strength is needed.A folding hardtop roof made things much simpler when introduced in September 2006. It not only works neatly, but has added a minimum of weight to the car and takes little away from luggage carrying capacity. So popular did the folding hardtop become in Australia that imports of the soft-top slowed to a crawl and in the latest model, introduced in November 2012, the hardtop became the only unit offered in Australia. You may be able to get one on special order by speaking to your Mazda dealer.The Mazda MX-5 was launched in Australia in October 1989 and remained almost unchanged in its body until March 1998, when a near-new car was introduced. The original model had pop-up lights, the latter one fixed units. At the same time, an increase in boot space made the MX-5 a more practical car, one that could be used as a daily driver by a couple.A facelift in October 2000 saw the rounded grille replaced by what Mazda calls a five-point grille to bring it into line with the styling of the rest of the Mazda family. An all-new MX-5 arrived in October 2005. It was slightly larger than before, though weight rises were kept to a minimum.Engine power isn't quite as impressive as the chassis dynamics; the original MX-5 only had 1.6 litres. That was lifted to 1.8 litres in November 1993 in a new engine that was slightly modified but, surprisingly, wasn’t as happy to rev as in its previous incarnation although torque was fattened out.The 1998 model change kept the engine at the same size but gave it a little more punch, although still not quite enough. In October 2000, the engine received a new variable valve timing system to improve power and torque. Response was significantly improved with that latest engine but is still nothing to get excited about.A 2.0-litre engine was introduced in the new 2005 model and is arguably the best yet. Changes to the 2.0-litre engine in 2009 and 2012 saw it able to rev to higher numbers, yet it was improved in the low down grunt department at the same time.Anyway, half the fun of driving a little roadster like this is rowing it along on the gearbox, going for the right gear at the right time to make the best of the engine’s limited power. The gearchange on the original Mazda MX-5 is one of the sweetest units you will ever meet, with short positive changes that not only work well but feel great at the same time. So the relative lack of engine power is actually a bonus in the minds of some owners.Earlier gearboxes were five-speed manual units. A six-speed was used in the 10th Anniversary limited edition of 1999, and became standard in the October 2000 model. The six-speed is a close-ratio unit, having a similar ratio in top gear in both boxes. To our way of thinking the six-speed isn't quite as pleasant in its feel as the latter five-speed, but it’s still an excellent unit.An automatic transmission with six forward ratios became an option in 2005. Believe it or not, it's almost as nice to sit behind as a manual because of the very-sporty programming of its electronics. Good design and high build quality mean the MX-5 is reliable. It’s fairly easy for a good amateur mechanic to work on and spare parts are normally reasonably priced. The Mazda dealer network isn't huge but works effectively and we have heard of no real complaints about availability.Insurance can be expensive, particularly for young and/or inexperienced drivers so it’s worth shopping around to get the best deal. As always, make sure you understand what you are getting for your premium dollar.WHAT TO LOOK FORIn early models look for stitching that's worn or even broken in the soft-tops and for discolouration in the plastic rear window in early models. A glass rear window was used in the new model of 1998. Check under the carpets for dampness as the car may have been caught with its top down in the rain. It's best to ask the owner of the car for permission before pulling up the carpets.It's probably best to keep clear of MX-5s that have been used in lap dashes at race tracks or in rallies. These can often be recognised by tyre scrubbing (if they haven't just been renewed to hide the fact) and by the fitment of a rollcage, fire extinguisher or extra instruments. Also look for heavy deposits of brake dust on the callipers and the inside of the wheels.Check that the Mazda's engine starts easily, idles reasonably smoothly and doesn't blow smoke from the exhaust under hard acceleration. The gearbox should be light and positive in its change action and not baulk or crunch even on the fastest of changes. The third-second change is usually the first one to show up any troubles.Look for crash damage that's been repaired, indeed it may be very wise to call in a professional if you are in any way suspicious.CAR BUYING TIPBeware the sports car that has actually been used as a car in sport - these are comparatively rare and may be in need of expensive repairs.

In a world in which it is becoming increasingly difficult to enjoy driving cars the Mazda MX5 stands out as a beacon of old fashioned fun. Mazda’s little sports car isn’t the most expensive, it isn’t the most powerful, and it certainly isn’t the fastest car on the road, but it has to be the most fun of any currently putting rubber to road. It’s one of those cars that can be enjoyed even while parked at the kerb, a car that puts a smile on your face the moment you see it.The MX5 is a thoroughly modern car, but at the same time it’s a blast from the past, built to the time proven formula that produced some of the great old sports cars. It’s a beguiling blend of cute looks, light weight, an agile chassis and adequate power at an affordable price.Mazda launched the original MX5 in 1989 and gave the sports car a place in the world of modern motoring. Before the MX5 sports cars had virtually disappeared from our roads, it was only the very well heeled who could afford Ferraris and Porsches and the like. Sports car motoring had become the pastime of the rich and famous.The MX5 changed all of that.MODEL WATCHThe MX5 was an instant hit when it arrived in showrooms in 1989. It was snapped up by sports car fans that’d been deprived of their fun for almost 20 years since the last MGB left Leyland’s Sydney production line in the early 1970s. The MX5 was very much the spiritual successor of the old MG.Once the euphoria had died down, however, some found fault with the MX5’s modest performance and rather rubbery chassis. Simply, while they loved the MX5 they wanted more.It was inevitable that the MX5 would evolve as Mazda strove to meet the demands of the market, and ward off the growing number of rivals that were spawned on the back of its runaway success.The MX5’s evolution continued with the 1998 update, which is instantly recognised by its new face.While it looked like its predecessor there was a number of detailed changes that set it apart. It had fixed headlamps in place of the pop-up units that were part of the original model, the gaping mouth was reshaped according to Mazda’s corporate look at the time, the front and rear guards were given new lines that gave the MX5 a tougher look overall.The same 1.8-litre double overhead cam four-cylinder engine could be found under the bonnet, but it was then producing 106 kW at 6500 revs and 165 Nm at 4500 revs to boost the performance of the 1026 kg two-seater roadster.Variable valve timing further boosted power and torque to 113 kW and 181 Nm in October 2000.A locally developed turbocharged model was added to the list to satisfy those with a need for more speed. That engine’s output was up to 157 kW at 6800 revs and made the MX5 a more lively ride.One of the delights of the MX5 from the beginning was the gearshift with its precise short throw that made gear changing fun. In the 1998 update the throw was reduced to make it even more fun.Underneath, the MX5 retained its double wishbone independent suspension, which was enhanced by power-assisted rack and pinion steering and four-wheel disc brakes.The MX-5 was always a responsive little car with an agile chassis, but the body was stiffened in the 1998 update and it became even more responsive.There were a number of changes aimed at improving the MX5’s comfort. A glass rear window replaced the old flexible one making it even easier to operate the roof and eliminating the problem of fogging that eventually claimed the old window. There was also a wind blocker that reduced wind turbulence in the cockpit and made topdown motoring a little more comfortable.IN THE SHOPThere’s not much to be concerned about with the MX5. Check the usual things like a service record to confirm regular maintenance and body condition for evidence of a traffic tangle, but the little roadster generally stands up well.It’s worth taking a close look for evidence of motor sport use, which can be the presence of a roll bar in the cockpit, extra holes drilled in the body, the fitment of a fire extinguisher, or extra bonnet pins or tie-downs.Although the MX5 will cope quite well with amateur competition it’s probably worth walking away from cars that have been used in motor sport and look for one that’s obviously been used in more leisurely pursuits.IN A CRASHDual airbags provided the ultimate crash protection in the MX5, but it shouldn’t come to that given the little roadster’s nimble chassis and powerful four-wheel disc brakes, which were ABS assisted after 2000.OWNERS’ VIEWSGiuseppe Baratti owns an MX5 SE. From when he first saw it he says he wanted one because it looked smarter, was faster and handled better than the non-turbocharged model, while only being marginally more expensive. It inspires confidence in the driver, he says. the steering is quick, gearbox precise, handling sharp, and grip levels ridiculously high. A trip to the shops will never be the same. It has been 100 per cent reliable and running costs are quite reasonable. If you really try, he says, you might convince yourself that the MX5 is a sensible car. But there is only a token effort at practicality, with snug driving position and a tiny boot.Col Nicholl has been driving for 34 years and says he still gets excited when he drives his 1999 10th Anniversary Edition MX5, which he says has become one of the most sort after models since the MX5’s inception in 1989. Col’s is one of 150 sold here and was packed with special features like Innocent Blue Mica paint, black leather/blue suede interior, Bilstein suspension; tower strut brace; ABS; six-speed gearbox, polished alloy wheels, blue soft-top, etc.Kristian Curcio is the proud owner of a 2002 MX5 with 52,000 km on the clock. He bought it one year ago after taking one for a test drive and noticing the perfect balance and road holding, and the magnificent gearbox. The power is not great, but it is very nippy especially when run on 98 RON fuel. It says it looks great and he’s happy with the fuel economy.LOOK FOR• modifications that suggest motor sport use• generally robust and reliable mechanically• avoid grey imports with an unknown history• great handling• modest, but adequate power• small cockpit can be tight• tiny boot• cute head turning looksTHE BOTTOM LINEThe perfect tonic after a boring day in the office, the MX-5 is what sports car motoring is all about.RATING85/100

It is the all-new Mazda MX-5, the first time the car has been totally renewed since it arrived in 1989. And a lot of people will not be satisfied unless it ticks all the boxes.The good news is that it does the job. It looks fresh and new, it drives a fair bit nicer, it has more space, more refinement, and is still designed and built to the same winning formula.The new MX-5 is also still relatively affordable, from $41,860.The bottom line? It is a top drive and delivers real fun. It will make its new owners, and even people who just see it driving past, smile.It still looks cute and cuddly and Mazda hasn't strayed far from the formula that has made it the world's best-selling sports car.The mechanical layout puts the engine in the front, the drive to the back wheels, and there are two seats in the middle.The roof is an easy-fold mechanical system that turns the car into a convertible in fewer than 10 seconds.So, what is new? The body is bigger and stiffer, there is more power and torque, a new six-speed automatic, multi-link rear suspension for the first time, and an equipment upgrade that adds everything from side airbags and a tilt-adjustable steering wheel to a leather-pack upgrade with a Bose sound system.There is more but those are the basics, and the basis for a continued run of sales success in Australia and around the world.Mazda says it went back to basics for the MX-5, which was developed by a new program director, Takao Kijima.He is as passionate as anyone who has led the MX-5 team and adopted the Japanese expression jinba ittai -- for the feeling of one-ness between a rider and a horse -- for his objective.He focused on everything from weight control to a bigger cabin and has delivered on all his aims.Things that most people will notice run from the upgraded 2.0-litre engine to the extra leg and shoulder room in the cabin, some real boot space (at the expense of a spare tyre), the improved mechanism for the roof, and better headlamps.There are even cruise-control and sound-system buttons on the steering wheel.It is also good to find side-impact airbags, larger disc brakes, more storage space in the cabin and slightly lighter steering.The new look, including flares over the wheels, makes the MX-5 more muscular without losing the car's heritage or broad appeal.Mazda Australia expects to sell 140 cars a month in the first year and has already delivered more than 450.The new MX-5 is a winner. It looks tasty and drives like a real sports car. Just what you would expect, really. It's proof the development team at Mazda knows what it is doing, with everything from the baby Mazda2 to the flagship RX-8.The new MX-5 is not better, but that would have been impossible without jacking up the price to Porsche levels. There is still room for a tickle-up, and perhaps a turbo engine, in coming years. Let's hope we don't have to wait another 16 years for the next total overhaul. From the start, the new MX-5 feels more roomy and refined and has a little more go. We found the ride a bit jiggly at first, but on home ground and over time it is not a problem.We're still a bit worried about the absence of a spare tyre and wonder why any car, but particularly an MX-5, needs four cup holders.The performance just about matches the outgoing MX-5 Turbo -- 0-100km/h in 7.8 seconds. But we most enjoyed the mid-range punch. The updated engine is really going from 3000 revs and is keen to push to the red line to liberate its 118kW.It is nicely perky, has good overtaking punch and the six-speed manual gearbox is light to use and its ratios well-chosen. We like the idea of the automatic's six speeds and paddle change, but it dulls the car.There is nothing dull about the ride and handling, though. It's turn-and-go unless you go totally crazy in a tight corner.The suspension seems more compliant than the previous MX-5, particularly in the rear, but the response to the wheel is still crisp and instant. The brakes are great.There is almost no wind buffeting in the cabin, the new top works easily, we liked the extra boot space and found the seats more comfy and supportive in the bigger cabin.The dash layout is what you expect in a sports car, but we wonder about buttons on the steering wheel, even if they help with the welcome cruise control.There are plenty of details to like, from the twin exhaust pipes to the alloy wheels.The MX-5 is really about driving and the new model is a top drive. It is a car that encourages you to take a trip, have some fun, enjoy the sunshine and relax. It is a winner.

Getting the auto is considered tantamount to drawing the short straw and is suffered under notice.With that in mind it makes it all the more strange that we could not find an auto for love of money at the this week's launch of the new third generation Mazda MX-5.Those that got to drive the auto first were reluctant to part with them, despite an enforced changeover midway through the drive program.Luckily we got to go for a short squirt in the auto the following morning and we can now see why our colleagues were not particularly interested in changing.The six-speed sequential shift with steering wheel mounted change paddles is a little ripper.Not only can you change gears just like a manual but this is one box that will absolutely not change up (or down for that matter) without instruction from the driver.The car itself is an impressive piece of work, an evolution in terms of appearance and revolution in terms of performance and handling.Perhaps this is a reflection of the fact that the final design is distilled from 320 different sketches, seven quarter-size models and three full-size renditions of the car each constructed by Mazda's design studios in Japan, Europe and the United States.Then there was the 97 different engine specifications, 473 different shock absorbers and 960 different tyres ghost were evaluated that the design process.We could also tell you about the Japanese philosophy of Jinba Ittai, the mystical bond that exists between horse and rider.Suffice to say that the MX-5's project manager Takao Kijima draws a parallel between it and the relationship between car and driver.Starting to get the picture?Let's just say that Mazda put a lot of time and effort into getting the third generation MX- 5 right– a car that many regard as the best thing to come out of Japan.Interestingly, Mr Kijima said a retractable hard roof was in fact considered for the car but dismissed as not true to the roadster concept, so the fabric is retained, albeit with just the one centre catch.The result is an MX-5 that is much better than its predecessor, stronger in the body and more responsive to the wheel and throttle, yet weighs just four kilos more than the old one.A 2.0-litre engine replaces the previous 1800cc model, producing 118kW of power at 6700rpm and 188Nm of torque at 5000rpm, with 90 per cent of torque delivered from 2500rpm.The engine itself is an amazing 19.1kg lighter than the old one, while the car itself is just 4kg heavier.Engineers were able to shave 84g just by using a different rear vision mirror.The new car takes takes 7.8 seconds to dash from 0-100km/h, down from 8.4 seconds.Now with double wishbone suspension front and back, it is virtually a scaled down setup of that in the RX-8.The car feels remarkably tight, with no apparent body flex.Handling is tight and controlled on twisting sections of road, with extremely good mid corner balance.The 17-inch 205/45 Michelin Pilot Precedas grip like glue, with a ride best described as firm without being quite harsh.At the end of the day, the Mx-5 is no red light racer, but revels in smoother twisting sections of the road where it darts from corner to corner.Fuel consumption which is becoming some- thing of an issue these days reduces from 8.9 to 8.5L/100km.Mazda MX-5 is priced from $41,860. 

Rather than a mid-life update, this model is new.Mazda promises that the MX-5, due in Australia in October, will still be as much fun and as agile as the original but with improvements, including a spacious interior.The new MX-5 has a fresh look, with pumped-out guards, slit headlights and a rounded bonnet that sits higher than the previous one.Many of the design themes, including the bonnet shape and flared guards have been carried over from the Ibuki roadster concept that Mazda showed at the 2003 Tokyo Motor Show, but are toned down slightly.Mazda wanted the new shape to look forward, but also to retain the theme of the original MX-5. The two-seater has become a cult car because it is simple, light and fun to drive, attributes that Mazda says will form the core of the new model."We are convinced this car is going to please the purists – the flock of faithful MX-5 buyers around the world – and attract new converts," Mazda research and development chief Joe Bakaj says.Some of the new converts are going to be taller and larger people who were too cramped in the MX-5 to enjoy it.Mazda has made the new car 4cm wider, 2cm taller and 2cm longer and increased interior space with more leg and shoulder room.So does this mean that the MX-5 is another Japanese classic that's got bigger and heavier?Not really. The body strength is increased (for handling and safety reasons) and the car is only 10kg heavier for a total of 1100kg.Because keeping weight down for a car such as the MX-5 is vital, Mazda used aluminium for several chassis parts, the bonnet and the bootlid and stayed with a fabric roof.It even resisted power operation, because that would have added weight. Even so, the new roof is easier to put up and down than the last and you don't have to worry about electric motors failing.To improve weight distribution, engineers moved the engine back 13.5cm. It still sits in front of the driver, but behind the front axle.The four-cylinder engine, up from 1.8 litres to 2.0, with variable intake valve timing, generates 118kW at 6700 revs and 188Nm at 5000 revs.This is down on the present mildly turbocharged MX-5 SE's output of 121kW and 206Nm, but Mazda steered clear of a turbo in the new car because it wanted it to have smooth, progressive power delivery.With four valves a cylinder, electronic throttle, a lighter flywheel and stiffer driveshaft, the car is more responsive to driver input.The engine hits redline at 6700 revs and engineers have tuned it to emit what they call a "powerfully resonant" engine note above 5000 revs.Mazda is making it clear that the new MX-5 is not about setting the best 0-100km/h time, and has not yet provided one, but is more about matching engine performance to the car, with handling a priority.Mazda has increased body stiffness and pushed the wheels farther out from the centre of the car, widening the track. And the distance between the front and rear wheels (wheelbase) is now 6.5cm longer, all of which should improve handling.The MX-5 uses the RX-8 sportscar's six-speed manual transmission, and a six-speed automatic will be an option.Optional side airbags will be offered for the first time.Pricing for Australian models is yet to be confirmed, but Mazda says they will not be too far from the present $43,690 model. Would you buy the new MX-5? We'd like to know.  

For a long-time fan of the mighty "Mex" – stretching way back to 1989 – that is a hard opinion to record.But the fact remains, the MX-5 is crying out for a replacement car that carries on the tradition of the Lotus Elan look-alike.Mazda's attempt to prolong the life cycle of the MX-5 – a turboed version of the standard car – simply does not cut it.The SE suffers an acute case of turbo lag from rest – and again, when cruising in the mid ranges, any demand for maximum go in an overtaking manoeuvre does not produce sufficient goods.The Japanese brand bolted on a light intercooled turbocharger to the 1.8-litre DOHC motor to create the SE and, in the process, boosted the output by a meagre 14 per cent to 121kW.That cuts the 0-100km/h sprint from 8.4 seconds to 7.8 seconds, which is not a dramatic improvement by any means.The SE came about as a production model after Allan Horsley, Mazda's motorsport maestro, cooked up his own 150kW turbo MX-5 SP at his Sydney workshop and the factory decided to do one for international release. The only problem is the works turbo fails to replicate the Horsley magic. In sum, the turbo is far too light on. Even accepting the fact that the MX-5 has never traded on pure speed, the SE would find it difficult to defend a charge of false pretences.The car is not a performer in the grand turbo manner of models gone. One can think of half a dozen little turbos which would have blown the shine off an MX-5 SE. The Horsley car proved the chassis, albeit with mods, could handle more blast to the rear wheels.So why did not Hiroshima follow his formula and give it the gun?The turboed SE comes to market at $43,690, $4760 more than the naturally aspirated model. A leather interior adds just under $1000. True, the Horsley SP was sold for $55,540. But word around is that the majority of those who snapped up the limited run of 100 cars would not even consider parting with their true performers.All is not negative with what clearly will be the last MX-5 before major revision. Its looks have weathered the test of time – as one could expect from a car based on an auto legend.The MX-5 still attracts admiring looks, particularly with the hood down. The SE sports a body kit which complements the simple rounded shape of the standard car.The add-on kit includes a deeper front spoiler which features a larger air intake and recessed fog lamps, a boot-mounted spoiler and rear under spoiler.The single scroll turbocharger adds a bit of boost, which enhances performance – marginally. Other driveline changes in the SE include a more efficient radiator, an upgraded clutch, prop shaft and differential, and harder rubber mounts.Mazda says it has retuned the four-wheel double wishbone suspension with modified Bilstein shocks and coil springs, 20 per cent stiffer than the standard model.Its creators claim improved handling – and, without wishing to labour the point, the turboed MX-5 does not produce sufficient power to put the chassis to any acid test.But let us finish on a positive note, if for no other reason than the MX-5 has pleased a lot of enthusiasts along the way – 700,000 worldwide and 10,500 in Australia.The car is not totally lacking in fun and MX-5 is still a genuine sports car in the real sense and not a sophisticated sporty model which has no relationship with the rag tops of old. The six-speed manual gearbox is a joy to operate – a slick switch component which is not unlike the one Chapman had engineered for the Elan.It really is more like a switch than a gear lever, and the gearbox it operates works smoothly and quickly with synchro ensuring good snatch-free operation. The weather during the test period was ideal for almost exclusive roof-down motoring. And that is where the MX really comes into its own. No, it does not have a buzz-down roof. But the two clips which fasten the vinyl roof to the windscreen are engineered to release and catch without trouble.The SE's cabin picks up a number of luxury touches including stainless-steel scuff plates and a centre dash featuring a swirl alloy finish.Alloy trim has been added to the air vents, door handles and gearbox surround.TEST TORQUEMAZDA showed the Ibuki concept at the 2003 Tokyo Motor Show hinting that it was the replacement MX-5. It was not, of course.Mazda is far too smart to move that far away from the original styling theme.But word around is that the pre-production MX-5 will make its debut at the Geneva Motor Show in March and start its global roll-out before the end of the year.Rest assured, MX-5 will have a future equal to its past.But the SE turbo will do little more than help it limp towards replacement.