Mazda MX-5 Reviews

It's been over 20 years since Mazda released the first MX-5 and it's still going strong. Now in its 4th generation, the designers have remained true to the car's original DNA.Sadly though it has suffered from price creep over the years, with the entry level model now $44,265 before on-roads. Our test vehicle, the hard topped sports coupe, is $49,805 putting it perilously close to the $50K mark.Of course Mazda would argue and we would agree that you get a lot more for your dollar these days. But it's still a heck of a long, long way from the $29,550 that the car kicked off at in 1989.These days you get a high revving 2.0-litre DOHC petrol engine that produces 118kW of power and 188Nm of torque, together with a six-speed manual or six-speed automatic with paddle shifts. That's not much power you might say and you'd be right, but it's not all about power  it's the power to weight ratio and tidy dynamics of the car that are most important.The manual is rated at 8.1 litres/100km, same as the auto.MX-5 gets four out of five stars in crash tests. That's not bad considering its size but it could be better (suffice to say we feel a lot safer in one these days). The roadster is fitted with driver and passenger front and side airbags, dynamic stability and traction control systems, as well as anti-lock brakes. The manual also scores a limited slip rear diff.The coupe allows you to enjoy the best of both worlds, with an electric folding hardtop that opens or closes at the touch of a button in just 12 seconds. The hard shell makes it more secure and also a lot quieter inside the cabin.The current model dates back to 2009, but you may still find a few special editions kicking around with Bilstein suspension (200 were released priced from $47,200). The sports coupe adds Recaro seats and a set of great looking 17 inch BBS alloys over the standard model. Quality 200 watt Bose audio system is fitted, with an AUX input for iPods  but the six-stacker CD is overkill these days.Bluetooth for one thing and there's no trip computer to help you keep track of fuel consumption.Great fun. The drive is engaging and will have you searching for winding roads where the car can stretch its legs. The steering is direct, the clutch action light and the short shifting close ratio box is child's play to use.Keep it revving to get the best out of it. Unfortunately the Recaros are a bit narrow for mature backsides (we're working on that) because the side bolsters press into your thighs and tend to become uncomfortable after a while. Not a great range of seat or wheel adjustment either (tilt only).

The arrival of the Mazda MX-5 in 1989 was like a breath of fresh air in a market that was as dull as dishwater.It was a car you could truly enjoy driving again, a modern sports car that turned the clock back. Like all good things, the MX-5 has evolved over the years into a more refined, more sophisticated car, and you can't blame Mazda for allowing it to happen.The first MX-5 appealed to sports car buffs and anyone who wanted to relive their long lost youth, but when that demand was satisfied Mazda had to broaden its appeal to win over buyers who weren't traditional sports car buyers.Those buyers typically wanted the fun of the sports car, but weren't keen on giving up the comforts of the regular passenger cars they'd been driving. Hence, the MX-5 grew in size, comfort, and refinement. It became more serious.The 2009 update model was greeted with enthusiasm, rated the best ever. Outwardly there wasn't a lot of change apart from the smiling corporate grille that was common with the rest of the range in this new era of Mazda success.But the changes went deeper than a mere grille swap, the body was stiffer, the suspension was fine-tuned, the steering sharpened, and the engine output boosted. Where Mazda had one model in 1999, the range had grown to four models in 2009, with the choice of two-seater convertible and two-seater coupe with a folding roof.The folding roof helped rekindle dwindling sales when it was released in 2006, and the 2009 model went further by reducing noise levels and overall harshness. While Mazda made the sorts of improvements that would appeal to those not really committed to sports cars, they also made the driving experience better for those that are.The stiffer body made the steering response much sharper and the engine was more responsive with a new exhaust note that echoed the performance boost. At the top of the range the fully loaded Sports Coupe boasted BBS alloy wheels and Recaro seats.IN THE SHOP Mazda is a generally reliable brand and its cars give little cause for concern. The MX-5 rarely crosses our radar here at CarsGuide, suggesting owners are having a largely trouble free run from their cars. While it is early days for the 2009 model and most will have done less than 50,000 km, history suggests that there will be no hidden demons in the foreseeable future. For the moment look for oil leaks around the engine, and any signs of harsh treatment and crash damage, and seek proof of maintenance.IN A CRASH The MX-5 was well equipped with safety features, including front and side airbags, ABS braking, stability control and traction control. Equally as important it had a stiff chassis with the agility and responsiveness to avoid a crash.AT THE PUMP Mazda's official claim for the MX-5 was 8.1 L/100 km average; road testers at the time of the release recorded numbers above 9.0 l/100 km, but these higher numbers are likely to have been the result of a heavy right foot.MAZDA MX-5Price new: $42,460 to $49,805Engine: 2.0-litre 4-cylinder petrol; 118 kW/188 NmTransmission: 6-speed manual, 6-speed automaticEconomy: 8.1 L/100 kmBody: 2-door roadster, 2-door coupeVariants: Convertible, Coupe, Coupe Sports, Touring ConvertibleSafety: 4-star ANCAPVERDICTMore refined, but also reinvigorated, and even better than before.

A shiney scalp middle aged bloke biffs through the traffic in a roof-down roadster. Not a good look, is it? And I should know.Pity, because at a time when some states seem poised to levy fines and demerit points for so as much mentioning "fun" in the same sentence as "driving", the Mazda MX-5 remains an unadulterated dose of jollies.It's become easily the world's most popular roadster largely because of its affordability, but this perennial Mazda is also a dynamic classic and an almost unique experience among new cars. If you've the least drop of petrol in your veins, you must drive one at least once.Nothing to touch it at this price. The alternatives we suggest aren't entirely comparable except in so far as they will drop their tops.The base soft roof touring, which really is all the MX-5 you need, starts at $42,460, the Roadster Coupe range with it's foldaway hard top of lightweight composite materials begins at $47,200. Our "special" edition gets nice silver paint ( metallic blue or black if you prefer), beige seats and grey stitching around the wheel and handbrake with Bilstein shocks.Otherwise it's stock. Moreover, it's gift that'll keep giving. Well-maintained MX-5's with more than 150,000km on the clock are not uncommon.Simplicity is the key. Although the folding hard top folds up or away at a button's touch, still it needs to be manually latched.  The revable, willing and able 2.0-litre atmo four is driven through a short throw six-speed manual. There are auto MX-5s and these are not bad, but they remove some of the interaction which is central to the roadster experience.For once "classic" isn't a misnomer. The MX-5 remains all of that  a (still fairly) lightweight, low slung, rear-wheel-drive two seater that exists to be driven for the sake of it.Generation three has been with us for six years, but the diminutive shape shows no sign of ageing. That's what comes of being (sorry) a classic.Time has been less kind to the inside which is looking distinctly last decade. Some of the plastics, especially around the centre storage bin serve to remind this is a budget sports car. If you want opulence, by all means spend at least twice the money on a German roadster for nothing like the return in terms of what one of those brands bills as sheer driving pleasure.Four crash safety stars is not of the top drawer but acceptable. Anti-skid brakes bolster discs, ventilated up front solids on the rear. While the limited slip differential allows you to burst out of corners, it's equally a safety measure for the distribution of power to the driving wheels.Dynamic Stability Control, Mazda's take on what most car maker's call an electronic stability program, is among the most sympathetically tuned in the business. It cuts in deftly when called upon, but you need to be speaking loudly.The absence of a spare tyre is acceptable in a tiny roadster, though that's no consolation if you cop a flat.As ever, a delight. The MX-5 has never been about outright power, though at under eight seconds from standing to the 100km/h mark it's handily quick and, being so sweetly petite, almost always feels fast.Rather, as cars become more cosseting and forgiving, this remains about intimacy and instant response to your inputs. Yes, the MX-5 has acquired heft due to modern necessities as airbags and (unforgivably in the eyes of purists) that folding hardtop, but there is nothing, repeat, nothing, quite like it at anything like the money.Turning through that wonderfully alive and accurate steering is paper cut sharp. Though a joyous device when pushed, perhaps the greatest thing about the MX-5 is that under the ever more draconian enforcement regimes of our revenue hungry state and territory governments, you need not chart extremes to enjoy it.Top up or scalp scorchingly down, it gives you something back on a suburban roundabout or dodging through city traffic.The iconic yet completely contemporary sports car.

But traditionalists will tell you that the folding metal hard-tops that have become fashionable recently aren't worthy of consideration. The folding metal hard-tops boast of being the best of both worlds but the folding roof takes up what little cargo space is on offer in these sports machines, not to mention adding weight - the enemy of true performance.Anyone who grew up with traditional sports cars will - once the rose-coloured glasses are removed - recall leaks, draughts, opaque plastic windows and fussy installation and removal. Modern fabric hoods are becoming much sturdier and are better insulated for noise and the elements, so much so that the snowballing trend of folding metal roofs has slowed.The open-air thrills of a convertible need not be pinned to a property-sized pricetag, with plenty of open-topped opportunities available for less. We look at five of the best here.MAZDA MX-5The designers of Mazda's MX-5 looked long and hard at the original Lotus Elan before embarking on the Japanese sports car that is now a modern classic and record holder for global sales. The true spiritual successor to such cars as the Austin Healey Sprite and the MG B - the lightweight, nimble, open-topped, rear-wheel-drive sporty - has maintained its focus on remaining true to the vehicles that inspired it.Only recently has the company strayed from its traditional path and offered a folding hard-top in the MX-5, thankfully without removing the cloth-topped variant from its range. All the vital items are here: airconditioning, cruise control, dual front and side airbags, stability and traction control, plus drilled aluminium pedals, sports leather seats and steering wheel, a Bose sound system, a torque-sensing limited slip differential and a six-speed manual gearbox with a rifle-bolt action. Enough said.Price: From $44,265Engine: Two-litre 16-valve four-cylinderTransmission: Six-speed manual or automatic, rear-wheel drivePower: 118kW @ 7000rpm.Torque: 188Nm @ 5000rpm.Performance: 0-100km/h 7.6 secondsFuel consumption: 8.1litres/100km, tank 50 litresWheels: 17-in alloys.ALFA ROMEO SPIDERAlfa Romeo's Spider is a convertible steeped in tradition. The current Spider is the latest in a long line of Alfa drop-tops, perhaps the most famous being the little Italian sports car that featured in The Graduate. The Italian marque has rarely put a foot wrong when it comes to styling its convertibles - some of its sedans were questionable to say the least - but the design talent of the artisans at Alfa Romeo, Giugiaro and Pininfarina all had hands in this rag-top.While there is a V6 on offer the 2.2-litre 16-valve four-cylinder is lighter and therefore less prone to affecting the front-wheel drive's cornering prowess. The features list for the 2.2 includes dual front, side and driver's knee airbag, six-speaker CD sound system, a full electric roof, trip computer and leather trim. The 2.2 JTS also comes standard with anti-lock brakes, stability and traction control and hill-holding functions.Price: From $69,990Engine: 2.2-litre 16-valve four-cylinder, front-wheel driveTransmission: Six-speed manual or Selespeed automaticPower: 136kW @ 6500rpmTorque: 230Nm @ 4500rpmPerformance: 0-100km/h 9 secondsTop speed: 220km/hFuel consumption: 9.5litres/100km, tank 70 litresWheels: 18-in alloys.BMW 135i CONVERTIBLEThe BMW brand's littlest machine (before dropping into the Mini model range) is the 135i Convertible. The littlest Beemer is by no means a dud, particularly if the wallet extends to the 135i Convertible's $82,000-plus asking price.One of the most spirited rides within the BMW range, the rear-wheel drive, twin-turbo six-cylinder punches well above its apparent station in life, with the drivetrain offering unfussed cruising or giant-killing ability. It might look like a bit of a hairdresser's car but dropping the roof and stretching its legs will do little for the 'do.Price: From $82,200Engine: Three-litre twin-turbo 24-valve six-cylinderTransmission: Six-speed manual or seven-speed double-clutch automatic, rear-wheel drivePower: 225kW @ 5800rpmTorque: 400Nm @ 1200rpmPerformance: 0-100km/h 5.6 secondsTop speed: 250km/h (governed)Fuel consumption: 8.6 litres/100km, tank 53 litresWheels: 18-in alloys.MINI COOPER S CABRIOLETAnother one from the BMW stable of products that can make a mess of a hairstyle in the best possible way is the Mini Cooper S Cabrio. It has features like climate control airconditioning that has a Cabrio mode, a MP3/USB port-compatible sound system, pop-up roll bars, cloth/leather trim and a split-folding rear seat to improve cargo space.The brattish upstart of the Cabrio market, which can now run in targa-top or full Cabrio mode, is powered by a 128kW/240Nm 1.6-litre, turbocharged direct-injection four-cylinder engine, enough to whip it to 100km/h in 7.4 seconds. But more gentle throttle applications can see fuel consumption as low as the official figure of 7.2 litres per 100km.Price: From $48,000Engine: 1.6-litre 16-valve turbocharged four-cylinderTransmission: Six-speed manual or automatic, front-wheel drivePower: 128kW @ 5500rpmTorque: 240Nm @ 1600rpmPerformance: 0-100km/h 7.4 secondsTop speed: 222km/hFuel consumption: 7.2 litres/100km, tank 50 litresWheels: 16in alloys.AUDI TT ROADSTERAudi's TT Roadster is a sharper-looking machine than its predecessor and it has plenty going for it. There's a range of TT Roadsters on offer, starting with the front-wheel drive, two-litre turbo, a mid-spec model with the same engine and all-wheel drive or the highly-entertaining TT S at a tickle more than $100,000.All are entertaining little sports cars to drive - with the nippy front-wheel drive two-litre a worthy machine for a leisurely drive in the country. The TT S is also a smile-inducing drop-top but a leisurely pace, while easily achieved, is not its forte.Price: From $78,000Engine: Two-litre 16-valve turbocharged four-cylinderTransmission: Six-speed double-clutch automatic, front-wheel or all-wheel drivePower: 147kW @ 6000rpmTorque: 280Nm @ 1800rpmPerformance: 0-100km/h 6.5 secondsTop speed: 237km/hFuel consumption: 7.8 litres/100km, tank 55 litresWheels: 17-in alloys.

A little burble from the exhaust system, go-kart-like handling, the wind in your hair and a clean set of heels at the lights... that is what many office-bound men and women live for.

The giant grin already seen on the Mazda3 has been slapped on the world's best selling sports car to mark the change to a 2009 model, but the car drives a long way different from a simple cosmetic tweak.There is nice new comfort stuff in the latest MX-5, but there have also been some significant — and worthwhile — improvements to the mechanical package. The basic body is stiffer, there have been changes to the steering and suspension settings, and even the carryover 2-litre engine has been freshened and given a sportier note.The bottom line still looks good, with recommended retail prices from $43,850 through to $51,455, covering the basic soft top through to the loaded Roadster coupe sports that picks up Recaro seats and BBS alloy wheels.The spread of MX-5 models now gives Mazda buyers more choice against the latest rage of of hardtop convertibles from other brands, from the Mini Cabrio and Ford Focus CC through to the Renault Megane, as well as BMW's raunchy 1 Series droptop. But it is still only a two-seater, and a tight one too.The move to a folding electric hardtop helped to pull back some lost ground and now Mazda is going softer again with the improvements to noise levels and all-round harshness. But, thankfully, the softer touch is also sharper in the driving.The new car is an update to the third-generation body that arrived in 2005 with more cabin space and a look which reflected the thinking behind the then-new 3 and 6. It's still the same in the basics but Mazda points to everything from a 'soft-touch' pad on the centre console and a new storage net on the passenger's side to new valve springs and a forged crankshaft in the engine.This year is the 20th anniversary of the MX-5 and the numbers look good, from 855,000 worldwide sales and 15,000-plus deliveries in Australia — no-one is sure of the exact number of 'grey' imports, some even carrying Eunos Roadster badges, which have landed — to 178 worldwide awards.Mazda Australia is still forecasting 500 sales a year, which reflects the ongoing popularity of the car and the proven appeal of a REAL sports car in a world of hot hatches and soft-stock coupes.It's still a car people buy to reward themselves and, despite the popularity of CC coupes, has the sort of driving enjoyment that is impossible to match below $100,000.To be honest, I really wasn't expecting much from the latest MX-5. Just that big grin on the car and a grin for me after seat time with my favourite baby sports car. I already knew the MX-5 is no straightline match for a Mini S Cabrio and lacks the space of a Megane CC, and the update work on the '09 car looked like the usual bla-bla-bla stuff that's so common from carmakers.Then I rolled through the first kilometre. And then five. And then ten. And I was won.The new MX-5 feels like a totally new model after the last one, which was the first model I drove with the folding hardtop. The superseded MX-5 was — to be honest — a bit slow, too noisy, and missing the sparky edge which had been a hallmark since 1989.Now it's back. The new car has instant-response steering, is a lot quieter and more refined, has an engine which sounds and feels more responsive, and even benefits from things like Recaro seats with better comfort and support.I had to find out what has happened."It's all about the stiffening. They've put a lot more strength into the chassis and that is why you can feel all the other stuff," says Allan Horsley, motorsport manager at Mazda Australia.Horsley has been responsible for the SP range of upgraded Mazda models, including a rorty little MX-5, and knows his stuff.For technical types, the tweaks for '09 include a lower front rollcentre, sharper steering settings and changes to the suspension, while the engine has a redline set 500 revs higher, stiffer internal parts and some tweaking to the induction.The result is a car that feels more like the 1989 original than the 2005 tweak. I still miss the rifle-bolt action of the original five- speed gearbox — lost when Mazda when to a Toyota six-speed — but even the gearshift is a little more direct than before.On the downside the headlamps are dismal and the engine is still way behind the best 2-litre fours, and I wonder about the need for the electric hardtop. Then again, I don't live in an inner-city ratrace with slash-and-grab thieves who love softtop convertibles.The driving experience on the '09 MX-5 is sharp and rewarding and the engine has enough pull from 2000 to 6000 revs to make any twisty road fun. The brakes, as you'd expect, are great.Surprisingly, there is even enough space for a couple of nights away with a partner who is eight months pregnant, although several pieces of luggage had to be tucked down inside the cavity below the folding roof. I also love the Recaro seats in the MX-5 Sports pack, for support and comfort, but have to complain about the boring steering wheel and a system that does not adjust for reach.But those are little things and, for my money this is the best MX-5 since the first one in 1989. I've driven them all and I like this the most.

It is becoming the Galapagos turtle of the motoring world — fascinating in its ability to look its age when born and exactly the same a century later.

So you, the driver, can choose who sits in the remaining seat. No kids in the back jabbing each other with their elbows, staring at the floor so they turn green with car sickness or whine about not be

The MX-5 has always been a favourite, for its classic lightweight sportscar capabilities and affordable bottom-line - I'm a fan.When they gave it a major upgrade we held our breath - had they ruined it? The answer was no.The Mazda decision makers gave in to market trends and offered a folding metal hardtop, but they managed to keep true to the modern classic's strengths - light of weight, nimble and satisfying.The first MX-5 was launched in 1989 at the Chicago Motor Show, tipping the scales at just 940kg with an 85kW/130Nm 1.6-litre engine.Now, the 118kW/188Nm two-litre hardtop weighs in at 1167kg (the soft-top weighs 38kg) but offers better security and noise insulation, but detracts little from the drive experience apart from less than bountiful three-quarter rearward vision.Spark the two-litre engine - which offers unchanged outputs at 118kW and 188Nm but has a higher 7500rpm redline (up 500rpm) and some revised internals - into life and the MX-5 offers fuss-free driving.The variable-valve engine is flexible around town and the only problem in traffic is having to look around other cars rather than through them - you're looking up at people driving shopping trolleys, let alone the SUV brigade.But slot the sensational six-speed manual into gear and point the nose at the hills and a smile is impossible to avoid.Mazda says the 50/50 weight distribution has been retained but the steering response has been improved - it's not like it really needed work.Being closer in dimensions to Top Gear's Clarkson than Hammond, the little roadster looks a little on the small side as I clamber down and drop into the seat.The lack of reach steering adjustment doesn't help with getting an ideal driving position, but I manage.The cabin is snug but the seats feel comfortable, although lacking in lateral support at the top of the backrest.There's not a huge amount of storage space in the cabin but the features list has cruise control, drilled aluminium pedals, a leather-wrapped steering wheel, leather-trimmed seats, dual front and side airbags.It might only be a two-litre engine but with weight being the enemy of performance, the little roadster doesn't suffer.The engine revs enthusiastically and quickly gets the MX-5 underway, but its perfect weight balance, strong body and well-tuned suspension mean the charismatic little convertible can carry a lot of corner speed.Ride quality doesn't suffer for the cornering ability either, so mid-corner bumps don't unsettle it much and it can be driven daily without re-arranging vertebrae.The MX-5 can also be thrown around and driving enthusiastically, without any of the sting-in-the-tail of some of its far more expensive opposition.Mazda says the ADR fuel economy number has been reduced by 0.4 to 8.1litres/100 km, although if the talents of the car are being explored more fully then low double figures can be expected.Styling wise the little Mazda looks better with the hardtop dropped - the upright rear window tends to spoil the lines - but the benefits of the solid roof outweigh the disadvantages.Phrases like `mid-life crisis’ and `hairdresser's car’ are sometimes unfairly directed at this little beauty - if that's the case then I'm nearly old enough to qualify, maybe I should sign up for scissor school now.

Celebrating its twentieth birthday this year the MX-5 is universally lauded for its design, performance and sales success.