Mazda MX-5 Reviews

The model is now more than 20 years old and in its third generation guise.  But the sweetly styled sportscar has remained a light-weight two-seater, powered by a rear drive four-cylinder engine with perfect 50-50 weight balance.Mazda's now retired MX5 program manager, Takao Kijima, says the company has resisted temptation to fiddle with the formula that has made the MX5 a world-wide success.Kijima knows what he's talking about. He was the chassis engineer on the first MX5 when work started on it in 1986, culminating in its launch in 1989.More than 850,000 have been sold worldwide and it has won too many awards to list. Kijima admits that a bigger engine, maybe even a rotary, would give the car faster acceleration but its essence would be lost."If we put a bigger engine in it would be a much more expensive car too," he says. "It's our philosophy to deliver a light sportscar.  It's very important for us to provide maximum satisfaction for the driver."Turbocharging too would be beneficial but overkill, he says. However, the company is aware that it must keep the car fresh.To that end the newest MX5 adopts the more pronounced Mazda `smiley face’ family grille and some subtle design changes that deliver a tougher, more masculine look. The lower side sills provide a stronger, more aerodynamic look and the rear bumper and lights are better integrated.Mazda has added a new model to the line-up, the Roadster Coupe Sports, bringing to four the number of model choices. With the revisions have come modest prices rises of 2 per cent, between $980 and $1195 depending on the model.Apart from exterior changes the cabin has been reworked slightly to lift quality and improve user friendliness. The excellent Bose sound system carries over and so too, the car's excellent passive and active safety systems.An auxiliary jack is also now part of the package for MP3 compatibility. The 2.0-litre four cylinder S-VT engine also continues but has been tweaked to provide better mid-range response and fuel economy.The engine now spins out to 7500 revs and the synchromesh on the six-speed manual gearbox has been improved for smoother shifting. Manual buyers also get a limited slip differential as standard. The six-speed Activematic, which accounts for about 38 per cent of all sales, is a $2200 option.Underneath, the double wishbone front and multi-link rear suspension has been tuned for more precise reaction to steering inputs and the front roll centre has been lowered 26mm for more linear steering response.The MX5 continues to have one of the stiffest two-seater convertible body structures around.  Almost 60 per cent of the car's body is made from ultra-high tensile steel and this creates a very stiff body structure.The hardtop is expected to account for 80 per cent of sales and its light-weight folding roof folds compactly into a space behind the rear seats, allowing maximum use of the boot.  Mazda also points out that because the roof mechanism is relatively simple and does not fold into the boot - closer to any rear end shunts - the car's insurance premium is better.  Like the previous model, the hardtop opens or closes in 12 seconds.Mazda says extra sound-deadening in the hardtop has helped lower cabin noise. In true Mazda fashion, the individual changes add up to another complete sportscar. Driving FIRST up, we'd have to say that the MX5 has no logical competitors this side of a Lotus.Of its closest rivals, perhaps the Nissan 350Z Roadster comes close but costing about $75,000, it is also a more expensive car. The Ford Focus Cabrio, Holden Astra Cabrio, Mini Cooper Cabrio, Peugeot 207CC, Volvo C70 convertible and Volkswagen Eos may match its open-air abilities and add two extra seats but as Takao Kijima says, they may not have that almost intangible `essence’ that is an MX5.We've said before that the MX5 is a masterpiece of design, packaging and dynamics and this carries over to the new car.  The car's styling was already good but the subtle changes have given the overall look a new leash on life and a more purposeful stance.It could be argued that the Mazda "smiley face" grille works better on the MX5 than it does on the new Mazda3.  Inside, moving the cupholders, making the armrests more comfortable and the overall quality lift of the cabin are measured and well thought out.Fortunately little has changed about the cars steering, suspension or dynamics. They remain impressive. On the road, the MX5 will bring a smile to any jaded driver who has tired of revenue-raising speed cameras and inattentive drivers.Unleash the two-seater in a corner and the chassis balance and grip is quickly apparent.  The ride too is surprisingly comfortable and supple.However, without driving the previous model back-to-back it is hard to measure the improvements to the free-revving 2.0-litre engine. It feels strong, will happily sing right up to 7500 revs and on manual models, the "sound enhancer" does provided a meaty sound to the engine.While maximum torque is still produced at 5000 revs, maximum power is up 300 revs to 7000 revs. The 2.0-litre four remains a smooth and enjoyable powerplant. The biggest problem is perhaps deciding between the slick six-speed manual or well-sorted ratios of the automatic with its steering wheel mounted paddle shifters.We managed to spend time in both the standard Roadster Coupe and Sports model, which adds Recaro sports seats and BBS alloys, which add a more customised look to the car.  The comfort of the Recaros cannot be faulted but any generously proportioned drivers may prefer the standard seats.The softer looking dark silver panel across the dash is an improvement over the previous piano black too.  Despite work on reducing cabin noise on the Roadster, at highway speeds the noise levels are still disappointing.  But that's a very small niggle.The MX5 has won more than 180 awards in its 20-year history, including a listing in the Guinness Book of Records as the best selling open two-seater ever.  We can only add that if you have an automotive must-do list, owning an MX5 should be at Number 1.

From the moment the Mazda MX5 was launched there were calls for more power, calls that were finally answered in 2002 when the locally developed turbocharged SP went on sale. The MX5’s chassis always seemed as though it could handle more grunt, and the engine appeared capable of being fitted with a turbocharger, so it seemed inevitable that it would eventually be turbocharged.Mazda itself had no plans to turbocharge their sweet little roadster, so it was left to Mazda Australia and its veteran motorsport manager Allan Horsley to see the project through to realityAlthough the SP project was a Mazda Australia initiative it only happened once approval came down from Mazda headquarters.MODEL WATCHThe Mazda MX5 has been one of the great motoring success stories of the last 20 years. It was the car that made owning and driving open top cars socially acceptable again after many years in which they were shunned. It was the car that made motoring fun again.If there was a criticism of the MX5 it was that it lacked power. Not everyone was of the view it should have more grunt, the original 1.6-litre engine was plenty for most owners, but those with more of a motorsport bent wanted more power to exploit the little roadster’s very competent chassis.Mazda first responded by increasing the size of the engine to 1.8-litre, and then refined it with sequential valve timing, but some owners wanted still more.Finally that came early in 2002 when Mazda delivered the first of 100 SP models developed and built right here in Australia.Allan Horsley led the development of the car, but it was built by Prodrive in Melbourne, the company that builds FPV performance Fords in partnership with Ford.The heart of the SP was its turbocharged engine. Mazda took the MX5’s 1.8-litre double overhead camshaft four-cylinder engine and added a turbocharger to boost power by 44 kW and torque by 108 Nm.Boost pressure was set at a conservative 7.5-8.0 psi (0.54 bar) in the interests of engine durability, but peak output still surged to 157 kW at 6800 revs and 289 Nm at 4600 revs.It was enough to have the little two-seater racing to 100 km/h in six seconds, impressive given the standard car required 8.5 secs for the same journey.An air-to-water intercooler was employed to help get the incoming charge to the engine, a big-bore exhaust carried the spent gases away after they were expelled from the engine, larger radiator was installed to handle the extra heat the turbo engine generated and higher flow injectors were used to deliver the fuel the engine needed.Other features of the SP included anti-skid ABS brakes, 16-inch alloys, remote central locking, power windows, CD player, dual airbags, along with special touches like a polished alloy fuel filler cap, gearshift knob, door scuff plates, air vent surrounds, and special SP badges.IN THE SHOPThe main thing to look for when inspecting a Mazda MX5 SP is evidence of competition. Hard driving isn’t necessarily harmful if the car has been well serviced, but if it hasn’t been serviced competition can be detrimental to a car’s health.Look for holes that have been drilled in the body work for things like a roll bar, fire extinguisher, and other equipment under the bonnet.It’s best to reject a car that has clearly had a hard life, but don’t be so concerned about one that has been used for the occasional club event.It’s highly likely that most SPs will have been owned by members of the MX5 club so talk to members about them to ascertain their history before handing over your cash.Lift the oil filler cap and take a look inside the valve covers for sludge, which might suggest a lack of servicing. Turbo engines need more regular oil changes so be suspicious of a car that has sludge in the engine.Inspect brakes for disc wear to avoid the potential cost of replacement, also check tyres for wear as they tend to use them up.Keep an eye on the exhaust while driving looking for any smoke from the engine.IN A CRASHSafety in the MX5 is all about handling and braking. Its agile chassis and responsive steering, along with powerful antiskid disc brakes are a potent recipe when it comes to avoiding collisions.Add to that dual front airbags for that moment a collision becomes unavoidable and you have a strong safety story.OWNER’S VIEWSRob Spargo is a committee member of the Mazda MX5 Club of Victoria and owns SP number 82, bought in 2002 after convincing his wife, an MX5 owner herself, that it would be an investment much like the Falcon GT HO Phase III. It has now done over 83,000 Km and has had a couple of exhaust brackets replaced after they broke, the intercooler piping had to be realigned to correct a build problem, and the power steering pump and blow-off valve have been replaced. Rob says that it is just brilliant as a daily driver and fun machine.LOOK FOR• agile sports car handling• high performance from turbo engine• potential for increase in vale as a classic• be wary of cars used in competition• check history of use• ensure it has been regularly servicedTHE BOTTOM LINEThe MX5 was finally given the power to match the chassis and a great sports car was the result. Good potential for value to increase in the future as it becomes recognised as a classic.RATING75/100

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

When the Mazda MX5 was launched in 1989 it was like a breath of fresh air to a country starved of sports cars for almost 20 years and it ushered in a new era in fun motoring. Now in its mid-life the original MX5 is a reliable and affordable entry level sports car, particularly for anyone keen to enter motor sport and enjoy events such as the annual Grand Prix Rally and the many other mostly social road rallies that are now so popular.The MX5 changed the way we looked at cars. After a decade or more when cars were viewed as evil polluting monsters it was no longer antisocial to enjoy motoring and the clearest sign of that was the MX5’s instant acceptance by the car buying public.We’d been starved of real sports cars since 1972 when Leyland halted local production of the MGB, the last of the traditional British sports cars, which first hit the roads in 1962. The lack of sports cars meant enthusiasts had to keep the old MG going well beyond its use-by date if they wanted to continue to enjoy the thrill of wind-in-the-hair motoring.Ironically the arrival of the MX5 gave the venerable old MG a new lease on life. Those who held nostalgic memories of the sporty British roadster went looking for another one to rekindle their youth, while others turned to the ageing sportster as a substitute when they couldn’t afford the $29,550 Mazda was asking for the MX5.For a time the price of MGBs climbed as the demand increased and it wasn’t long before clean, original cars were going for $20,000-plus. Restorers were flat-out trying to keep up with the call for fully rebuilt cars, for which they were getting up to $40,000.Underpinning the MGB’s price was the fact that the MX5 defied the natural laws of depreciation and its price on the used car market held up well against the trend. Anyone waiting for the price to fall was left disappointed.It’s only in the last year or so that the price of used MX5s has dipped below $20,000, and ironically the bottom has dropped out of the MGB market as the price of MX5s has dropped. Now with early examples around $15,000, unless you’re a died-in-the-wool MG enthusiast, there’s no reason to buy an MGB with its breathless performance, oil leaks and unreliable British electrics.MODEL WATCHIt’s no secret that Mazda used the MGB for inspiration when they sat down to create the MX5. In the nearly 20 years it was in production the MGB became the biggest selling sports car ever, and in many ways the MX5 is a modern remake of it.When it was first launched the MX5 had a cute innocence with its clean curves, pop-up headlights and youthful proportions.Power was from a double overhead camshaft, fuel-injected 1.6-litre four-cylinder engine that produced 86 kW, and it had a delightful four-speed gearbox and drove through the rear wheels.Suspension was independent front and rear and there were disc brakes on all corners.It was well equipped with power steering, power windows, leather-trimmed steering wheel and gearshift knob, and radio/cassette sound, but air-conditioning was optional. The roof was manual, but simple to use.Performance was brisk with a top speed of 188 km/h and the ability to reach 100 km/h 8.6 seconds from rest, but its nimble chassis was clearly capable of more and Mazda finally succumbed to calls for extra power and installed a larger 1.8-litre engine in November 1993.At the same time the chassis was stiffened, and a new Clubman model, with a limited-slip differential and sports tuned suspension, was added to the range.An all-new model replaced the first generation MX5 in March 1998.IN THE SHOPThe first generation MX5 has stood the test of time well, and few problems are being reported from the trade.One source reported a weakness in the gearbox with second gear synchro needing replacement at around 60,000 km, and noisy input shaft bearings necessitating an $800-$900 rebuild under 100,000 km.Generally it seems there are few problems, but prospective owners should be aware that with the cars having done 100,000-150,000 km on average that they could face some major service items, like clutch replacement, camshaft timing belt replacement, and overhauling the brakes.The first generation MX5 had a plastic rear window and this can become discoloured over time, particularly if it’s been folded when wet, but any trimmer can fit a replacement.

But what are hats and sunscreen for?Besides most of today's roadsters can get their fabric or folding metal lids up at the push of a button within half a minute. These are Carsguide's favourites: Affordable fun Mazda MX-5 Price: from $42,870Engine: 2L/4-cylinder; 118kW/188NmEconomy: 8.5L/100kmTransmission: 6-speed manual or autoIf there was an annual award in this category it would reside perpetually in Mazda's trophy cabinet. The original MX-5 reinvented the classic Brit roadster adding such novel notions as performance and reliability.The third generation retains the 1989 model's exhilarating dynamics and sheer fluidity. If you don't find pleasure in the way an MX-5 drives you've probably ceased breathing.Purists might decry such modern innovations as air-con, power steering, ESP, a folding composite roof and (egad!) an auto transmission, but it hasn't been 1957 for some time now. Still others would rather it went quicker, but they're missing the point.The MX-5 is the affordable roadster. Track marqueLotus Elise SPrice: $69,990Engine: 1.8L/4-cylinder; 100kW/172NmEconomy: 8.3L/100kmTransmission: 5-speed manualThe salient figure here is 860 that's the number of kgs the entry-level Lotus weighs, or about 500 less than a Toyota Corolla whose engine this spartan roadster uses to get from standing to 100km/h in 6.1 seconds.While it's absolutely one for the enthusiast - or the fanatic - even if you've not the least wish to drive something so uncompromised (though a good deal more civilised than the Exige) you should at least be driven in a Lotus once. It'll open your eyes. Wide.At its best at track speeds, where the Lotus's wonderfully unassisted steering comes into its own and where it doesn't matter that it takes ages to assemble to roof, you can smilingly drive one every day. But beware barging SUVs. Zed's not dead Nissan 350Z RoadsterPrice: $73,990Engine: 3.5L/V6; 230kW/358NmEconomy: 12L/100kmTransmission: 6-speed manual or 5-speed autoThe Roadster version of the still outstanding 350Z gives very little away to the coupe model and while the same-priced auto is a cog short of the manual's six, it's easy to live with in city traffic.Though we've yet to try the Roadster with the substantially new the faster V6 that causes the bonnet to bulge so priapically, our recent week in the revised Coupe suggests that it too will be more of an already good thing.It's almost impossible to believe that same company is responsible for the Tiida ... Gay tidingsAudi TT Roadster V6 quattroPrice: $92,900Engine: 3.2L/v6; 184kW/320NmEconomy: 9.6L/100kmTransmission: 6-speed DSGLike the coupe, the lighter front-wheel-drive with the GTI's turbo four pot is a better bet most of the time than the heftier all-wheel-drive, though it's not really a sports car there'll be moments when you'll love yourself for the latter's extra go and grip.Dispensing with the coupe's comedy back seat, there's ample room behind when with the fabric roof's folded. Some find the ride a bit terse; I don't but would still take the optional magnetic suspension.With performance and handling that are both entertaining and accessible while wrapped in such an aesthetically bell-ringing package, the TT is fairly loveable. If only ...Porsche Boxster SPrice: from $135,100Engine: 3.4L/6-cylinder; 217kW/340NmEconomy: 10.4 or 11L/100kmTransmission: 6-speed manual or 5-speed autoIn our rare idle moments hereabouts, certain of us scan the classifieds trying rather pathetically to convince ourselves that a used Boxster is almost within our reach. Almost. Well, maybe one day ...That's the problem with spending any amount of time in a Boxster, particularly, the top whack S. There's nothing wrong with it, you see. Well, maybe the ride on bigger tyres is just a bit savage, but so what when all else is perfect. It even sounds wonderful.At it's worst, the Boxster will make you hate yourself for not being a better driver. So sublimely intuitive is the handling, so poised and balanced does it feel even in extremis, it almost always feels capable of more. Even if you're not. Two plus twosAffordability aside, floating the open top proposition can founder on the fatal shores of practicality. Society frowns upon selling one's children, though surely financing a Boxster should be cause for sympathy.Still, Volkswagen's Eos (from $49,990) cabriolet/coupe comes is a practical, stylish and - with the drivetrain of the Golf GTI - tolerably rapid 2+2. It retains adequate bootage with the sophisticated folding metal lid, which can be configured five different way, folded down. Uniquely there's also a diesel option (from $48K), so you needn't use much juice.And there are further options afoot.With BMW's glorious twin-turbo 3-litre petrol six, the 135i cabriolet (due in June) will be by far the sharpest 2+2. Audi's A3 cabrio, likely to feature the 1.8-litre TFSI, follows in July.And if fortune smiles upon you to the tune of $1.19 there's the sensuous land yacht that is Rolls-Royce's Drophead coupe. Plenty of room in the back for the kids in this baby. 

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.

The MX5's chassis always seemed as though it could handle more grunt and the engine appeared capable of being fitted with a turbocharger, so it seemed inevitable it would eventually be turbocharged.But Mazda had no plans to turbocharge its sweet little roadster and it was left to Mazda Australia and its veteran motorsport manager, Allan Horsley, to see the project through to realityThe Mazda MX5 has been one of the great motoring success stories of the last 20 years. It was the car that made owning and driving open-top cars acceptable again after many years in which they were shunned. It was the car that made motoring fun again.If there was a criticism of the MX5 it was that it lacked power. Not everyone believed it should have more grunt. The original 1.6-litre engine was plenty for most owners, but those with a motorsport bent wanted more power to exploit the roadster's competent chassis.Mazda responded by increasing the size of the engine to 1.8 litres and it was then refined with sequential valve timing. But some owners wanted more. That came early in 2002 when Mazda delivered the first of 100 SP models developed and built in Australia.The heart of the SP was its turbocharged engine. Mazda took the MX5's 1.8-litre double-overhead camshaft four-cylinder engine and added a turbocharger to boost power by 44kW and torque by 108Nm.Boost pressure was set at a conservative 7.5-8.0 psi (0.54 bar) in the interests of engine durability, but peak output still surged to 157kW at 6800 revs and 289Nm at 4600 revs.It was enough to have the little two-seater racing to 100km/h in six seconds, impressive given the standard car required 8.5 seconds for the same journey.Other features of the SP included anti-skid brakes, 16-inch alloys, remote central locking, power windows, CD player, and dual airbags.There were also some extra touches such as a polished alloy fuel filler cap, gearshift knob, door scuff plates, air vent surrounds, and special SP badges.The main thing to look for when inspecting a Mazda MX5 SP is evidence of competition. Hard driving isn't necessarily harmful if the car has been well serviced, but if it hasn't been serviced, competition can be detrimental to a car's health.Look for holes that have been drilled in the body work for things such as a roll bar, fire extinguisher, and other equipment under the bonnet. It is best to reject a car that has clearly had a hard life, but don't be so concerned about one that has been used for the occasional club event.It is highly likely most SPs will have been owned by members of the MX5 club, so talk to members about them to ascertain their history before handing over your cash.Lift the oil filler cap and take a look inside the valve covers for sludge, which might suggest a lack of servicing. Turbo engines need more regular oil changes.Safety in the MX5 is all about handling and braking. Its agile chassis and responsive steering, along with powerful anti-skid disc brakes, are a potent recipe when it comes to avoiding collisions. Add dual front airbags for that moment a collision becomes unavoidable and you have a strong safety story.

"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