2006 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.

It is also the world's favourite, after building a showroom total — more than 770,000 and running — that takes it well past any other sports car in any era of motoring.But there is always room to improve . . . which is why we now see a Roadster Coupe with an electric clamshell roof.Mazda is not the first to go to a powered coupe roof, but it has taken a very different approach by putting the new top on the existing MX-5.It deliberately decided not to meddle with the winning ingredients, despite aiming to spread the appeal of the MX-5 and give something new to people who might already have owned a car or two.Mazda says there is almost no difference between the convertible and the coupe, listing everything from its unchanged boot space to a roof that is only 10mm higher.And the roof is easily the quickest in the business, with a 12-second operation time.The basic body is unchanged, but the car's rear guards are a little more contoured, the rear end sits a little higher and there is an air guide to reduce top-down turbulence.Best of all, Mazda says the powered top and other changes add only 37kg to the MX-5's weight. And that is a huge move for people who want a real sports car.The roof, made from a fibre-plastic composite, weighs only 18kg more than the manual soft top.It has two pieces and the rear window is noticeably larger than the one in the soft-top.The Roadster Coupe also brings a few other changes, with the arrival of electronic stability control and traction control as part of a rollout across the whole Mazda family. It also has twin-chamber side airbags.There is a price rise, of course, to $47,660, but Mazda Australia says this is only an increase of $2930 over an MX-5 with the leather trim and Bose sound system that are standard on the Roadster Coupe.There is also expected to be a change in the people who buy the car, with more customers looking for practicality, security and safety."We view this car as an expansion on the current MX-5 and forecast a changing demographic who will purchase the MX-5 Roadster Coupe, for reasons different to a soft-top MX-5 driver," managing director Doug Dickson says."Of course, we will continue to offer the soft-top roof and we are sure it will maintain its popularity."The mechanical package of the Roadster Coupe is unchanged.This means a 2.0-litre four-cylinder engine with a six-speed manual gearbox or six-speed activematic with paddle change behind the steering wheel, fully independent suspension and excellent four-wheel disc brakes.THERE are no surprises with the new MX-5. It is a mystery why Mazda took so long to produce a more secure roof system, but the rest of the deal — including the tight price — is pretty much what you would expect from a company that knows its cars and is in top form.The Roadster Coupe drives as you would expect, though perhaps a little softer than we remembered.No, it's better than that. It's a masterpiece of clever design and packaging.It is quick and effective, and you only have to lock or unlatch the roof before using the one-touch button to get it up or down.The 12-second operation beats anything else with a similar system, though we could get the convertible done in the MX-5 in less than five seconds.Unlike some systems in bigger and heavier cars, it also looks and feels as if it will go trouble-free for the life of the car.Best of all, boot space is unchanged. And it is the same with the roof up or down. It's still not going to take much gear, and you would never go supersize in an MX-5, but it is good to see that it can be done.The Roadster Coupe gets along nicely, grips and turns as you would expect of a sports car, and has brilliant brakes.We have always said the MX-5 could do with more power and a more refined engine, and we stand by the judgment of the 118kW powerplant.But the gearbox has always been a favourite and the six-speed manual, though it has never matched the rifle-bolt action of the original five-speed, is still first-class.The Bose sound system really hits, and there is enough luxury equipment. Sound and cruise controls are on the steering wheel in a break from tradition.There is a lot to like in the Roadster Coupe, though we were disappointed by the noise levels in it. Mazda claims the new top cuts cabin noise, but it is still not quiet.Then again, we could just open the roof and forget about noise and enjoy the driving and the countryside.On that front, one of our team is convinced the Roadster Coupe is softer in the suspension. Not a lot, but perhaps something that an MX-5 regular would notice and question.Still, the car has few rivals and you have to spend a lot more to get a Lotus with a similar driving edge or compromise with a dual-purpose cabrio such as a Renault Megane.Some of the new-age coupe-convertibles score highly on our ranking, but they are not really rivals to the MX-5 Roadster Coupe, which will definitely stretch the appeal of the MX-5.We have had a lot of people asking recently about moving into a coupe-convertible and, until now, Mazda did not make the shopping list against Renault, Peugeot or Holden.It is still not a four-seater, which could be a sticking point, but otherwise it does everything you need. And it is still a real sports car.The bottom lineTHE same successful formula with some new icing on the cake will win more friends for the MX-5.

The Mazda MX-5 Roadster Coupe carries a $47,660 price-tag. This hard-top edition adds $2930 to the price of its soft-top sibling (with leather and Bose sound), which is not cheap for a small, rather impractical two-seater car.But it's in a league of its own as one of the few sports models priced below $90,000 with a power folding roof. So if you're after some fun and want to turn heads without hurting the hip-pocket too much, the MX-5 is up to the job. Sitting low to the ground, you spend most of your time looking up at the surrounding traffic.You physically feel small, in a good way of course, as you pass the larger Commodores, Falcons and Camrys. Despite a 37kg penalty for the folding roof, the MX-5 retains the class-leading dynamics and road manners for which the marque is famous.The 2.0-litre, four-cylinder engine puts out 118kW at 6700rpm and while you have to stay into the throttle to get the best out of the moderate 188Nm of urge on tap at 5000rpm, the fun factor remains high. While it may not be the most powerful sports car in the shed, its looks are matched to its performance balance — and that is all good. With its low height, low body weight and decently loud revs, there is a feeling of satisfaction as you settle into this Stuart Little-type car.The weight-saving — or more accurately, weight modification — in the roof comes from the use of leading technology plastics. Take the MX-5 to high speeds and you notice some minor issues. First, road noise. Second, it gets a little shaky and the steering weights-up considerably around fast, tight bends.But turn up the six-stacker Bose sound system and hold on tight and neither will be too big of a problem. Being so low to the ground, it has a ride like a go-kart, but with good firm suspension and a decent ride quality. With a six-speed manual gearbox, shifting is short and sharp and sixth gear particularly comes in handy on the highway. The MX-5 will travel smoothly around the 2500rpm mark.The pedals take some getting used to, and the footrest feels slightly wider than usual — which means the clutch, the brake and the accelerator are positioned a little further to the right than normal.The good thing about the Roadster Coupe, is that when you switch into topless mode (the car that is), you don't have to sacrifice the already limited boot space.Instead, the roof folds into a space behind the seats and it only takes about 12 seconds for it to become a convertible.There's also extra storage space behind the rear seats. The opening and closing of the roof isn't by the most technically advanced method, but it's efficient for the price.And although parts of the interior and the inside of the roof have a touch of the plastic look, the leather trim and sports seats do add a genuine touch of class.With the roof up, there's a large blind spot on the driver's side of the car and you have to ensure your mirrors are properly adjusted to avoid lane-change moments.If you have a passenger, it's not too bad as you can get some reassurance.But it's when you are driving on your own that it becomes scary.Also, drivers should be warned, when taking the top off, even though you feeltrendy and look cool, you leave yourself open to sunburn. This driver came to that conclusion the hard way. So it's slip, slop, slap all the way. The Roadster Coupe adds Dynamic Stability Control with traction control to the safety mix, on top of the ABS with Electronic Brakeforce Distribution and dual front and front side airbags previously offered on the soft top.These new additions are now standard across the MX-5 range. While it's affordable, it still seems a tad pricey at just under $50,000.But if you're after some fun, want to be noticed and don't mind the impracticality, the MX-5 could be the one. Good things come in small packages. While you'd think "cute" might deter some males, one who used to refer to the MX-5 as a "hairdresser's car" came back for several rides.

Reliable, economical, ruggedly built, practical and affordable — with few vices. If you drove a Beetle, you were personally releasing those characteristics. You were, in effect, living the car.The Beetle is dead, but embodying motoring in one of its simplest, most captivating forms, is a rising star — the Mazda MX-5.I didn't think this little convertible could so magically sway a person until I watched an old mate of mine, who, while admitting to appreciating cars was never one to become enthused, fall under the MX-5's spell.Jim bought an old MX-5, the one with the flip-up headlights. It came from Japan, second-hand, painted red and with over-width, non-original wheels. Not tired, just used.Jim drives it with the roof down. I asked about the state of the fabric roof. He didn't know, given he has not seen the car with the roof up.The weather didn't bother him. When it came, he was always dripping wet and tinged with blue.But even though he wasn't a car enthusiast, he never stopped raving about the MX-5.The latest one is just as lovable, just as simple and just as much fun.Though the 2006 MX-5 is bigger, more powerful and more lavish, little of the original car has changed.It seats two, has some room for luggage, a 50/50 weight distribution, an engine in front and rear-wheel-drive, and the manual fabric hood can be erected more quickly than any electrically driven job.The latest MX-5 gets the two-litre engine from the Mazda3, a standard six-speed manual and the option of a clever six-speed automatic, more fruit for the cabin but not too much more.The price starts at $41,860 and rises by optioning the automatic gearbox and a hardtop, or the higher-spec Bose sound system.Not a cheap car, certainly, for something that appears quite small. For sports enthusiasts, it's also right on the money for a Subaru WRX, which has faster acceleration, quicker cornering and four seats.But that's not the point.The MX-5 is in a different league.This is a car that became a classic in its first year of manufacture.Despite its popularity, and the numbers on the street, people still gawk when one drives past.Women yearn for one, men yearn for the ladies and so want an MX-5. It's foreplay on wheels.In the metal, this is a small car. Yet, despite its exterior dimensions, it will take a 1.85m (6ft 2in) driver with ease, with plenty of cabin width and without this driver having to stare under the windscreen top rail.It has a superb dashboard highlighted by piano-black horizontal trim, big dials, neat switches and everything is accessible.The boot will take a fair amount of luggage, but that's only because there is no spare wheel. Mazda supplies a compressor and an aerosol kit, so lots of luck.If you get a puncture, quickly choose between the passenger and the beautiful 17-inch 10-spoke alloy rim and its punctured tyre because there's no room in the car for both.Other than that, the MX-5 has a lockable personal storage binbehind the seats, a centre space with two cupholders, a lockable glovebox and door pockets.The high engine revs when cold and on overrun are annoying, and the steering wheel appears to be bigger than before and is no longer made in Italy. But ignore all the above if you love driving.The more you drive this car, the better you start to appreciate the art of driving.You don't need speed for it to relay how accurate it is at turning a corner, how responsive the accelerator is at putting power to the road, and how cleverly it quickly starts to become an extension of yourself.On the track it was such a simple car to punt: Point at the corner, turn the steering wheel. If the front slides wide, lift the accelerator to correct. If the back comes out, lift the accelerator to correct. Even Homer Simpson couldn't fail.The ride may be firm and the bumps may hurt your butt, but this is a car that is almost raw in its relationship with the driver.The six-speed manual box is crisp and the throws between the ratios are quick and sharp.The clutch is light, the steering responsive and the brakes are simply magnificent.When the harsh summer sun goes down, it's a single-handed movement to retract the hood.Only on the freeway at 100km/h does the cabin become a bit windy, though that's solved by winding up the windows.Swapping to an automatic, I thought the whole game was over. But it actually got better.The six-speed auto has almost all the handling acumen of the manual, but with a lot less stress.The box is controlled by moving the gear lever or by flipping paddles on the steering wheel. Or, if you're slack, just put it into "D" for Drive and enjoy the ride.Certainly, in the city and suburbs, the auto makes more sense. It's easy to drive and you lose very little performance. Hell, you can only do 60km/h, anyway!I just love this car.I don't believe this is a car of the year (it isn't that good), but it's still possibly as close as anyone's going to get to the perfect two-seater convertible.

"Pack light" was the advice, given the photographer was destined to use almost all of his luggage space quota with his camera equipment. The MX-5 two-seater is 3995mm long and is short on storage space – that much is blindingly obvious.But what is not as clear is the superb dynamics and driving experience in the slick little convertible.It was this I wanted to exploit – most definitely for my own enjoyment. After all, if I'm to going to buzz around some of the hottest holiday destinations in South Australia watching and writing about how much fun others are having, I want to enjoy myself ... and driving the MX-5 delivered the goods. Fellow CARSguide writer Stuart Martin – a man whose stature is not particularly matched to the cute and sleek little MX-5 – warned that some women might throw me a strange sideways look when they saw me behind the wheel.It has something to do with the car's lack of masculinity. Big on brawn it is not.Martin has given up trying to sway his at-home boss that the driving experience of the MX-5 builds on the superb dynamics and feel of the old one. Myself, well, I had no problem with my domestic leader calling it a "girl's car" – I'm comfortable with my masculinity and even more pleased she had no desire to steal the keys and that enviable driving experience from me. Off the line, the 1090kg Mazda isn't super quick. The two-litre in-line four-cylinder engine throws out 118kW of power with 188Nm of torque, driving it from 0-100km/h in 7.8 seconds. But it is the cornering ability of the MX-5, the ease at which it can be thrown through the twists and bends and how it hugs the road even when pushed. That is what puts it in a fancied league.Drop the soft-top and there's an element of "look-at-me" fun to be had also, although that tends to attract those strange looks from women I spoke of earlier. They're just jealous.The fact I found myself asking where the rest of the car went each time I looked in the rear-view mirror has a lot to do with how good this car is to drive.The saying "good things come in small packages" is only too true when it comes to the MX-5. Don't be mistaken – there's a lot packed into this little parcel.Something which could be easily overlooked – but not on a long trip – is the fuel efficiency achievable while having all this fun.Combined city/country driving tests put the MX-5 consumption, for the six-speed manual, at 8.5 litres/100km. It was stunningly obvious just how frugal this setup is when the 333km trip from Naracoorte to Adelaide barely troubled the fuel-gauge needle.The manual shift furthers the driving enjoyment. The short sports stick, offering clean and quick gear changes, is typical of the MX-5 controls and switch gear.All the controls – from the indicator stalk through to the radio and CD player controls on the steering wheel – are set up to meld the driver with the car.Mazda calls this the principle of "Jinba Ittai" – rider and horse as one. Handling has been refined so it is so intuitive that it feels like an extension of the body, and balance and harmony, the most complex of feelings, come together to create the ultimate Zoom-Zoom. The new MX-5, we're told, was engineered and designed around the Jinba Ittai idiom instead of specific, unemotional performance targets such as the time required to accelerate to 100km/h.The comfy leather seats continue that marriage of car and driver. The fact those seats in the road-test model were in a somewhat disturbing terracotta colour was something I was willing to deal with to enjoy the ride.It is fair to say some sacrifices have to be made in order to enjoy the MX-5.There's the space issue for one, and also the fact envious women – and uneducated men – will refer to it as a girl's car.So what, I say. Let the name calling begin.PADDLESHIFTS and an extra cog are just the beginning when it comes to the new MX-5.Where the second-gen drop-top had to make do with something of a slug in the auto gearbox stakes, the new car looks set to up the rate of sales of the auto significantly.While the speed of the shift is not likely to frighten the engineers at Ferrari, its shift quality in auto or manual-change mode is slick.Dawdling around in traffic with the selector in D, the other qualities of the car – taut frame, extra room, quality fittings and an easy-to-operate manual roof – can be admired without the distraction of gear changes.Its a bit like cheating when a lightweight with great on-road manners and a sweet four-cylinder changes gears on its own.Flip the lever to the left and the decision is back with the driver. It will hold gears in corners at high engine revs, something many "sports" cars refuse to do, and the accurate throttle makes the whole package a joy.– Stuart Martin