Mazda MX-5 Reviews

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

Many still believe it's also the case with cars - drive from the rear and change direction through the front, weighed down by the power plant.

We are in a holding pattern ahead of the all-new, Italian-cloned roadster set for landing in 2014 and to settle our impatience and keep us amused, Mazda rolls in a reheated MX-5.It's not what we are waiting for but it's enough of a distraction to rekindle interest in a car that for 23 years has globally kept the spirit of roadsters alive. Yes, it's really good to drive. Few cars are as simple, as forgiving and as fun as the MX-5.The Toyota 86 and its sibling, the Subaru BRZ, are cut from the same cloth but - as yet - can't lose their top.Where the MX-5 falls down badly is value for money. But more than 16,000 Australian buyers have, since 1989, forgiven its price tag and bought what is arguably the cheapest classic car on the market.Not a lot, to be frank. But if you measure value in terms of emotion, fun, ownership comraderie and the simplicity of motoring, theMX-5 is a winner. It costs $47,280 in its most basic, six-speed manual guise with a metal folding roof (fabric roof models are discontinued) which is $460 cheaper than its equivalent launched in 2006.But the cash doesn't go far. Even Bluetooth is optional. Cruise control, four airbags, 17-inch alloys (but no spare), an electric folding composite-material roof, seven-speaker audio (but no Bluetooth) and leather seats are standard. Add $2605 for BBS alloy wheels and Recaro seats made of leather and alcantara.Same as, really. The grille is a bit deeper and there's a new bumper - which weighs 0.4kg less than the old one - and lip spoiler, and the trim colour in the cabin is different. It's still a cutey at a scratch over 4m long, is as ridiculously low as die-hard rivals from Lotus and Caterham, has a boot that can take a soft overnight bag and a roof that folds so neatly that it doesn't affect the minimal boot space. It's not made for big people and of course, it only holds two.This is a simple car that's based on the Lotus Elan principle - compact, cheap to build (but expensive to buy) and using as many off-the-shelf components as possible. There's a 118kW/188Nm 2-litre petrol engine in the front, six-speed gearbox behind and drive to the rear over multi-link suspension. Even the steering remains hydraulic and there's no annoying stop-start system. Sometimes the simpler things in life are best.This is a four-star crash-rated car with four airbags. It has all the relevant brake aids such as electronic stability and traction control. But it has no spare and to be honest, it's not a car that brims you with confidence when travelling alongside other - always bigger - traffic.Sometimes you have to forget about the price and the lack of some features that we take for granted. On the open road, the more undulating and tightly curved the better, the MX-5 revives that sense of being at one with a car. It's compact, condensed and almost cramped behind the steering wheel but it fits the body like a glove and responds immediately to the driver's deflections.The steering is sharp and the engine, looking a bit deflated in output, is actually a good balance for the handling. The engine is also broad in its torque delivery - good for the city - yet will rev cleanly to 7000rpm and above. The firm suspension and placement of the seats close to the rear axle invite the tremors of road undulations into your spine, but that comes with the territory.Roof up it's relatively quiet - though there is some wind whistle - and down, the cabin is quite comfortable when the windows are up and the standard wind deflector is in place.

Crowned as one of the best selling sports cars in history, the new Mazda MX-5 is a welcome treat for its large – and still growing – fan base.Base model price has risen slightly coming in at $47,280. Top spec stays the same at $52,010.The tried and tested 2.0-litre four cylinder remains – no surprise there. Even with the base model outputs hold a respectable 118 kilowatts and 188 newton meters.Mazda has made bold changes to the frontal styling of its MX-5. Whereas every model to date had a grille that harked back to the original 1989 MX-5, the latest model follows a similar theme to the other passenger models in the extensive Mazda range.The result is that the latest MX-5 has a deep grille shaped to give it a 3D appearance. The headlights have a gunmetal effect in their surrounds. Foglights are a fashion item these days, so the MX-5’s stand out proudly to attract the younger generation.This is likely to be the final shape of the third generation MX-5 prior to the all-new model that’s due in 2014.Fascinatingly, the next generation of Mazda MX-5 sees the very Japanese Mazda company teamed with the legendary Italian Alfa Romeo organisation.We can’t wait to see what should be an excellent mix of Italian style and Japanese build quality. Cynics joke that it may be the other way around, but let’s think positive.The MX-5’s interior has also received a fairly mild rework. The previous silver decoration panels and aluminium-finish steering wheel bezel have been replaced by a glossy dark grey.Two-tone Recaro sports seats with leather and perforated Alcantara facings were featured on the MX-5 Coupe Sports versions we tested.Sadly, a lack of interest in soft-top convertibles in Australia means that only the folding hardtops are being imported. I say ‘sadly’ because the lighter weight of the ragtop makes the MX-5 soft-top even more nimble. It gives the car a purer appearance even when it’s closed. Ah well, such is the reality of marketing...Boot space isn’t too bad for a car like this, but packing soft bags makes more sense than using rigid ones if you’re planning an extended holiday in a Mazda MX-5 – and that’s exactly what you should be doing if you want to really get the most possible enjoyment out of yours.Chief engineer of the MX-5 Nobuhiro Yamamoto, came to Australia for the launch of his new toy. Earlier in his career he worked in Australia with the local Mazda racing team so he really knows his stuff Yamamoto-san says his team has made changes to the throttle and brakes to further improved the turn in and the general handling ability of the car.On the road during our recent week’s road test we found the latest Mazda MX-5 to be as delightful to drive as ever. We have been road testing this little roadster since day one in Australia in 1989 and are very pleased to report the new MX-5 continues to provide driving in its purest form,We tested it extensively in our usual drive route that takes in motorway, suburban and beachside driving, as well as the hinterland behind our home area on the Gold Coast. The latter is just the type of road loved by true sports roadster drivers. Mazda MX-5 gives you fast and precise control through the steering wheel and by way of the throttle pedal.Being on the wrong side of 60 I have to admit that getting in and out of the Mazda MX-5 is somewhat of a struggle. You don’t have to be over 60 to find that the interior is on the tight side.The driving position isn’t too bad for legroom but I found that sitting in the passenger seat and not being able to straighten my legs made it uncomfortable after a long trip. Anyone over six-foot tall may like to try it for size before falling in love with the sporting nature of this beaut little roadster.

Confession time, I am an MX-5 owner, a 2003 NB model which is pretty old but gives me a good baseline from which to assess the new model.This is a car that has sold nearly a million units since introduction 24 years ago making it the best selling sports car in history. I didn't need to be asked twice to take the new NC Series 3 Roadster Sport for a test drive.Surprisingly similar to my old MX-5 . . . plus 10-15 per cent but the drive feel is the same. It has a bit more go, a bit better handling and slightly better brakes, sounds better thanks to the exhaust note generator and is a lot more rigid in the chassis with no scuttle shake, roof on or off. At around $50 grand, it would need to be (a lot) better.This will be the last version of the NC as the new MX-5 due within the next 18 months will be a collaborative effort between Mazda and Alfa. Hopefully, Mazda will prevail in the gestation process to retain all the essential elements that go into what an MX-5 is, starting with rear wheel drive, the powertrain chassis and double wishbone suspension.But this "Last of the Mohicans" pure Mazda model is already showing signs of dilution with the disappearance (in Australia) of a rag-top version moving to all hard top roadster variants starting at $47,280. Mind you, they are following market demands which seems to prefer a folding hard top over the vinyl option. That would be price-related as the car is now shopped at a higher, more luxury conscious level than before.It will also be shopped against the new Toyota 86 and Sooby BRZ against which it loses out big time on price and performance. Still offers a roofless driving experience though and Mazda build quality. They have tweaked the engine computer to give better throttle response and fitted a stronger brake booster to give better braking as well as altered the face and some body hardware. It's essentially the same as the first NC model.All models get Bose audio, aircon, power mirrors and windows (without delayed closing), multiple wheel controls and cruise.Power comes from a 2.0-litre, petrol four-pot engine with variable valve timing (SVT) but no direct injection. It's good for 118kW/188Nm output both peaking at mid to high revs. The engine redlines at 7200rpm. Six-speed manual and auto transmissions are available though why you'd buy an auto MX-5 is unfathomable.A miniscule amount of weight has been pared off but the car still weighs too much at 1167kg, 100kg more than my old NB. I suppose the additional luxury kit would account for a bit as well as the fast operating roof folding mechanism. The Roadster Sport I drove scored leather-clad Recaros and gorgeous forged BBS alloys.Safety is adequately addressed with four air bags, high strength steel chassis stability control and other features.The drive is exciting. It has plenty of get up and spins out willingly to redline. Gear changes are aided by the short throw change mechanism and closely spaced ratios. The limited slip diff' gives you more drive out of corners but the stability control system is too pessimistic activating too early on fast corners to upset the car's composure (and your drive experience). Can be turned off though.Dual mode Sport and Comfort suspension would be an improvement because the standard setting is a bit soft. Couldn't cost that much. It steers sharply and has brilliant brakes, no complaints there. The chassis is much more rigid than my old MX-5. No satnav, only OK audio (it needs a subwoofer), no delay window close function, and too many hard interior surfaces detract from the package.

If Mazda ever pulled the plug on the MX-5 there'd be a riot. Born over 20 years ago, the two-seat sports car is a fully fledged motoring icon that has almost universal appeal the go-to car for blokes in mid-life crisis. Mazda continues to refine the compact, front-engined, rear-drive concept, with a new look and subtle changes to the way the car drives but the fact remains the MX-5 is not exactly cheap motoring anymore.What's more, it is going to come under intense pressure from the likes of Toyota's new 86. Although the 86 is not available without a lid yet, the two cars share the same appeal but importantly the Toyota/Subaru is significantly cheaper.MX- comes two grades, Roadster Coupe and the Roadster Coupe Sports. It's available with a six-speed manual or optional six-speed automatic transmission, with prices starting at $47,280.The new MX-5 represents the second time the third generation model has been facelifed. A newly designed front bumper is designed to give the MX-5 a more aggressive look, with a larger, 47mm deeper front grille that offers a greater sense of depth. The corners of the front bumper flare out further, reducing the amount of air that strikes the front tires.Shaping of the outer edges along the front and the angles of the sides of the front fog lamp bezels has also reduced air resistance. The front license plate bracket is positioned entirely within the area of the front grille, creating a cleaner, more streamlined expression. Inside the trim has been changed from matte dark silver to a glossy dark grey to impart a depth of colour with shine, to create an ambience of higher quality and sportiness.Powered by the same 2.0-litre four cylinder naturally aspirated petrol engine that delivers 118kW of power at 7000 revs and 188Nm of torque at 5000 revs. Maximum power is available slightly lower in the rev range with the auto. The manual features a limited slip rear differential. Both models deliver claimed fuel economy of 8.1 litres/100km from the 50-litre tank using Premium 95 unleaded or better. Bose and Mazda worked together to develop a refined premium audio system exclusively for the MX-5. It uses seven speakers, digital sound processing and six equaliser channels. Almost every speaker is now addressed by an individual equaliser channel which allows very precise sound tuning.Mazda has sought to make the car more enjoyable to drive, with revised accelerator and brake characteristics. Improved brake and accelerator control characteristics deliver smooth transition from deceleration to acceleration, and a linear feel to the acceleration.Adjustment to the throttle management program in manual models makes the MX-5 more responsive when accelerating out of corners, while updates to the brake booster make it easier to control the front and rear load distribution improving braking ability all round.

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.

When you have been building the world’s biggest selling sportscar for almost a quarter of a century it would seem like a good idea not to mess with the formula.The Roadster Coupe starts at $47,280 for the manual and $49,405 for the automatic and as you MX-5 fans out there will know, this gets you a 2.0-litre 4-cylinder engine which is more than capable of creating plenty of driving fun.Chief engineer of the MX-5 Nobuhiro Yamamoto, came to Australia for the launch of his new baby. His doing so is a big compliment to the local importers and a sure sign that head office in Hiroshima is impressed with the big sales being gained downunder.Yamamoto-san, who has had experience working in Australia with the Mazda racing team, explained that changes to the throttle and brakes had further improved the handling ability of a car already recognised as being a leader in its class.Mazda’s stylists have made bold changes to produce the final design shape of the third generation MX-5 prior to the all-new model that’s due in 2014. The result is a deep grille that’s shaped to give it a 3D effect. The foglights are made to stand out in appearance and the headlights have a gunmetal effect in their surrounds.The interior has also received a rework, albeit a relatively mild one, with the previous silver decoration panels and aluminium-finish steering wheel bezel being replaced by a glossy dark grey. Two-tone Recaro sports seats with leather and perforated Alcantara facings were featured on the MX-5 Coupe Sports versions we tested.As someone who is on the wrong side of 60, I have to admit that getting in and out of the Mazda MX-5 is somewhat of a struggle. You don’t have to be over 60 to find that the interior is on the tight side. The driving position isn’t too bad for legroom but I found that sitting in the passenger seat and not being able to straighten my legs made it pretty uncomfortable after a while.Sadly, a lack of interest in soft-top convertibles in Australia means that only the folding hardtops are being imported. I say ‘sadly’ because the lighter weight of the ragtop makes the MX-5 soft-top even more nimble. And the fact that it gives the car a purer appearance even when it’s closed is appealing to our eyes.On the road during an extended test we found the latest Mazda MX-5 to be as delightful as ever. We have been road testing this little roadster since day one in Australia in 1989 and have spent many hundreds of hours in each generation and sub-gen since then.The new MX-5 continues to provide driving in its purest form, with fast and precise control through the steering wheel and by way of the throttle pedal. We tested it extensively in the hinterland behind the Gold Coast and in the rugged northern areas of NSW, both regions are of the type just loved by true sports roadster drivers. Mazda MX-5 owners are sometimes simply in a cruisy mood, so we also toured the wonderful beachside strips after coming down from the hills.

The Mazda MX-5 is the world’s best-selling two-seater sports-car, with almost one million delivered since 1989. In Australia, more than half of all sports-cars sold are Mazda MX-5s. But it has faced strong competition this year, so Mazda has given it a once-over to keep it fresh until an all-new model arrives in 2014 – that will also spawn an Alfa Romeo offshoot.You’ve heard of ‘if it aint broke don’t fix it’. Well what about ‘we turned the car inside out to save 804 grams?’. Because that’s the net result of the changes: trimming 700 grams from the newly designed front bumper (3.5 to 2.8kg if you’re curious) and a further 104 grams from the wiring loom by removing 10 metres of the 50 metres of wire in the car.They used to fit 50 metres of wire in the car? The engineers have also toyed with the suspension and steering a little and fiddled with the engine computer to provide more oomph from lower revs (even if peak power is unchanged). For all that, though, the car still doesn’t have a USB input. It still makes do with a headphone socket and a 12V power point. Which just shows you where Mazda’s priorities lie: driver enjoyment of the road ahead, not what’s happening inside the car.Prices remain almost unchanged. They’ve risen by $80 to $47,280 for the base model and $49,885 for the luxury version with Recaro seats and BBS wheels. Given the price rise is so minimal, I’m surprised it’s worth the paperwork. Anyone expecting a large price cut, therefore, will be sorely disappointed.Many pundits were expecting a price trim, if not a butchering, given the competition in this class starts as low as $23,990 (Hyundai Veloster) and $29,990 (Toyota 86). True, they’re not convertibles - but they are fun, small sports-cars.So value is a relative term. Compared to a Porsche Boxster or BMW Z4, the MX-5 is great value. But compared to what everyone else is buying right now, it’s still way too steep.The technology in the MX-5 is beneath the skin, in the aforementioned trimming of the wiring looms, the thinning of the front bumper, and the remapping of the engine’s computer. Mazda has also installed a new brake booster, said to provide better feel and have less “hysteresis”.I had no idea what that meant so I looked it up. Apparently it is “the dependence of a system not only on its current environment but also on its past environment. This dependence arises because the system can be in more than one internal state.” I still have no idea what it means or does, but the brakes felt good.The wheels are now charcoal in colour, there are black highlights in the interior that were previously chrome and the curvy bit of plastic above the speedometer is slightly lower so it doesn’t block the view of short drivers. The front bumper has a new bend in it and a bigger grille ‘mouth’. You know what, though? It’s an elegant, timeless shape. I’m glad they didn’t mess with it.Well you get a folding metal roof these days, which is way better than a fabric top. Mazda Australia has ditched the soft-top for the time-being. Only four airbags are fitted (two frontal airbags and one outboard of each seat) because there isn’t room for overhead “curtain” airbags. Stability control is standard but, as ever, good road holding means you hopefully will be able to avoid a crash in the first place.The MX-5’s 2.0-litre engine is unchanged (118kW/188Nm) but thanks to some computer wizardry Mazda has made genuine improvements to power delivery by increasing the amount of oomph at low revs.Although the MX-5 has a little less grunt than the Toyota 86 – the darling of the moment – it revs cleaner, sounds smoother and has a more even power delivery across the rev range. The suspension is less jiggly than I remember MX-5s to be, and the stability control no longer kicks-in in case you do something wrong – it now only kicks-in if you do something wrong.Brakes? Check. Bad points? The clutch pedal is too crowded, there’s not enough space around the floor. And I wish the driver’s side mirror was convex, so there was a better over-shoulder view.

Yawn. The 86 wins. There is no way to delay, or tease, or try and hide the outcome of a comparison test that provides the predictable verdict for anyone shopping for fun in 2012. When we put together a comparison crew of the newest and most-desirable affordable sporty cars in Australia today, we always knew the Toyota 86 would be tough to toss.But the Volkswagen Golf GTI is almost a classic, the Mazda MX-5 is a classic, and the latest Veloster Turbo is more proof that Hyundai is building cars that are much more than just A-to-B transport modules. So we were looking forward to a close contest, even if the Toyota 86 is the odds-on favourite for every Car of the Year award in the world for 2012.In the end, the only realistic challenger to the 86 is the Subaru BRZ. We didn't have one along because it's virtually identical - some say the Subaru is the original - to the 86er. But Toyota is making  the most noise, even though the BRZ is the car I'd choose for its nicer styling, slightly softer suspension, and the full-sized spare that Toyota is about to remove from the tail of the 86.VALUEIt's crazy that the smallest and oldest of the comparo crew - the MX-5 - is also the most expensive. Not just that, but at $49,805 it also doesn't come with a lot of the hi-tech stuff - such as Bluetooth - that even bargain-basement buyers expect today. Still, it does have a thumping Bose sound system, wonderfully supportive Recaro seats and good looking BBS alloys.The MX-5 also benefits from historically high resale value as a modern in-demand classic. The Veloster SR Turbo is cheapest at $31,990 yet still has a seven-inch touch screen with satnav, panoramic sunroof, leather-leatherette seat trim, rear parking camera and Bluetooth with streaming. The turbo engine cuts service intervals to six-months/7500km, but the new capped-price service plan means the total cost over three years to service the car is $1164. It also has Hyundai's five-year warranty, but that's offset by the lowest resale value.The Toyota 86 test car is the fully-loaded GTS, with bigger brakes and wheels, satnav, auto aircon, LED running lamps and more. It also has a capped-price service plan and Toyota expects a very strong resale value. We considered the costlier Volkswagen Sirocco coupe for the comparison, but the price check went in favour of the three-door GTI pocket rocket even though it's still over $40,000. It comes with dual-zone air, Bluetooth and rain-sensing wipers, but is missing some features that are standard in the Toyota and Hyundai.TECHNOLOGYAll four cars have four-cylinder engines, although they range from the Subaru boxer in the 86 to the turbos in the VW and Hyundai. Power is important for enjoyable driving and the twin turbos are naturally on top, with the GTI taking the prize with 5 kiloWatts more than the Veloster, although the Korean is lightest on fuel at 6.8litres/100km. While the 86er's engine is notoriously thirsty with 7.8L/100km, and takes premium unleaded, the MX-5 actually tails on efficiency at 8.1litres. The Volkswagen has a double-clutch automatic and the rest are driver-first six-speed manuals, while each has all-wheel disc brakes and sports suspension settings.DESIGNThe 86 has classic sports car proportions, just like the droptop MX-5 that's become a classic. But the Toyota has a modern cabin and reasonable space inside, where the Mazda is cramped and old-fashioned. There's nothing old-school about the Veloster, from its gaping mouth to a body with two hatchback doors on one side and a single coupe door on the other.There's nothing special about the GTI, but it has the right 'hot hatch' triggers despite a cabin that's now showing its age with the all-new Golf just a month away from a Carsguide preview drive in Europe.SAFETYThe age of the MX-5 is reflected in a four-star ANCAP safety rating, against the maximum five stars for its rivals. The Veloster comes with six airbags while the Toyota and GTI add a knee airbag, but the Hyundai is the only one with a standard review-view camera in a field where rear vision is often crimped in favour of fashion.The 86er still has a spare but it goes from September, when a puncture-repair kit clears some extra boot space, while the MX-5 also has a repair kit for space reasons and the Veloster and GTI have temporary spares.DRIVINGDriven on their own, each one of these cars is fun. Well, until you try and cram the weekly groceries into the MX-5 or 86. The droptop Mazda is sharp and responsive, even if the engine is a bit dowdy by today's standards, but the biggest failing is the lack of cabin space. It's a small car that really feels small, especially with the folding roof in place.It really shows its age when we head for pictures at Lakeside raceway outside Brisbane, as the MX-5 - despite brilliant steering and a taut chassis - is actually pretty slow. The Veloster is the most practical in the pack, from its extra-door access to a drivetrain that's quick enough but not overly demanding. It gets along briskly, is quiet on a cruise, and has lots of nice stuff in the cabin. The big glass window in the tail cuts vision and makes the back seat too hot for youngsters, but it's still the sort of car that most fashion-conscious buyers will enjoy. The Korean car is good enough, but the Volkswagen is truly good with a brilliant engine, a responsive DSG gearbox - despite Carsguide complaints about reliability and longevity - and a taut chassis that feels right in all conditions. It's also easy to park, easy to handle, and is only let down by a cabin that's feeling - like the Tiguan driven recently - old and dowdy.It's hard to fault the 86er, which is a landmark sports car from a company that's doing all it can to put personality into its cars. Every drive is fun in the 86, even if it's just a mundane run to the shops, thanks to a car that you wear as much as drive.Ok, the engine is a bit flat and the boot is not huge and I think the dash looks below-par for Toyota quality, but all the ordinary stuff drops away when you hit a twisty road and uncork the car's performance.VERDICTIn this field, and despite so many previous successes, the MX-5 is last. It might be the world's all-time favourite sports car, a sweet drive and a taut package, but it's an old car that costs too much. Even its party trick - that fold-down roof - is not enough to lift it off the bottom.The Veloster is third, despite its practicality and the 'look at me' bodywork. It's competent and great value, nicely youthful inside and well equipped, but not a winner. The Hyundai drives nicely enough, but when you jump into the Golf you realise the Korean maker still has some way to go. It just feels cheaper and less together. The GTI is a Veloster done right, from the driver's seat, with a truly taut chassis, great performance and German quality on the assembly front. The difference between the Hyundai and Volkswagen is rammed home at Lakeside, where the GTI is actually quickest of the crew - thanks to more punch than the 86er - and the Veloster always seems to be nice but not right. So we come to the 86, which wins because it's a sports car for the 21st century.It looks great, is practical and reasonably efficient, and is so much fun to drive. It could do with more punch, and some of the cabin stuff looks and feels cheap, but it's a landmark car at a great price. The only question that remains is how the 86 would have done against a BRZ.For me, and I've driven and lived with both, the Subaru would take a narrow points decision. But, as it stands, the 86 is a knockout winner.