Mazda MX-5 Reviews

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

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

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

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

Yes, if you wear a skirt then getting in and out of this car may mean you expose more of yourself than you want too. I even practised trying to elegantly step out of it to avoid flashing to the world.Whether I succeeded, I will never know, but hopefully passers-by were more interested in this convertible's curvaceous silver body.Yes, this is a hot little toy, and if only the weather had been as hot while I was testing it, instead of bucketing down.On the bright side, I can report the soft-top is just as waterproof as a hardtop when it's pelting outside and with the added bonus of having that charming rain-on-the-roof acoustics. Add a bit of Pete Murray on the six-stacker CD (the speakers are directly behind your head) and it's very romantic inside.Hmm, yes, this car exudes va va voom. Luckily, a break in the weather meant I had the chance to take the top down – it's a manual roof but all it takes is a quick flick of a latch or two and a solid shove.To avoid windswept hair, there's a built-in "windblocker" aero board, but I could still feel my shortish locks blowing around as the 1.8-litre, turbocharged engine MX5 hit the 110km/h zone. But who cares about that when you're behind the wheel of a hot convertible? Once you grab hold of the muscly, racer-style wheel, settle back into the snug leather seats and put the short, solid shift into gear, then the only thing that matters is where you are headed.There's no cruise control – this is a car you actually want to drive for the pleasure of it.Six speeds were at my disposal, but for me, the exhilaration came in second and third gears when the power of the turbo kicked in. It took off with such force that it caused me to gasp in delight.And being so low to the ground, you feel almost every groove in the road, but the faster you go the lighter and nimbler the MX5 feels. It is surefooted into the turns and those wide, sexy, low-profile tyres keep a solid grip on the road.This is a low little car but there's nothing tinny or cheap about it.Yes, so low is this car that the petrol tank valve has been positioned on top of the boot, so you don't have to bend down far to fill it up.Now, if the exterior doesn't do it for you, inside the tidy dash is as flashy as they come. Laid out in red, white and black during the day, it turns to a sexy red when the lights go down.And the black leather, red-stitched upholstery ... what else can I say?Yes, I am besotted, but I am getting sick of looking at truck tyres.

The MX-5 SP was a wild and outrageous thing, almost dangerous you might say in the hands of an inexperienced driver.Only 100 examples at 55 grand a pop were produced which in hindsight is probably a good thing.Since then Mazda has obviously pondered the exercise and has finally delivered a detuned, factory- built version of the car.It is a last hurrah for the current model that is due for replacement in the very near future, but a very good one.The MX-5 SE (the nondescript moniker gives little away) is a brilliant example of what can be achieved with a little thought and refinement.It lifts the cute little sportster to a level beyond a bit of fun to that of a real performance machine, while retaining some sense of self preservation.The original SP produced a formidable 157kW at 6800rpm and 289Nm at 4600rpm and was capable sprinting from rest to 100km/h in a fraction over six seconds.The SE in comparison delivers a conservative 121kW at 6000rpm and maximum torque of 206Nm at 4500rpm, with 0-100km/h expected in 7.8 seconds.This compares to 107kW and 168Nm for the standard model.While the increases in power and torque may not appear terribly great, in real terms they translate to a car that offers very strong performance across the entire rev range.The significant increase in torque and an earlier peek, deliver a car that is quicker off the line and much easier to manage in day to day driving.It's no WRX, but then the WRX is no MX-5 either.What the MX-5 SE is, is a fantastic, all round sports car in the classic sense of the term.Just like the days of old, it's awkward to get in and out of, vision is terrible with the hood up and there's not much room for anything besides the driver and their passenger.And although it is reasonably well equipped, the cabin is not what you'd call opulent, it's pretty noisy inside and the ride is harsh on anything but smooth roads.The steering is direct, the six-speed manual short, sharp and close on hand and it handles like a go kart, with a rear end that likes to hang out in the breeze if you're not careful – but it's all great fun?The SE features significant mechanical improvements, including for the first time 17-inch alloys with 205/40 series unidirectional tyres and a torque-sensing limited slip diff.It also comes with a body kit, large exhaust pipe and coloured brake calipers. The body kit includes a new front spoiler incorporating a more prominent air intake and recessed fog lamps, a boot spoiler and rear under spoiler.Inside, the interior also features a number of luxury features and can be optioned with leather trim for another $1000.The MX-5 SE is priced from $45,490 plus on-road costs.

Mazda's venerable MX-5 is one such car and it is heartening to find that although the next generation is almost with us, the company has not given up striving to improve.The MX-5 has been a benchmark for affordable soft-top motors. It was designed as a driver's car. Creature comforts were minimal but what a chassis! The model has soaked up a string of power increases without so much as a hiccup and is essentially unchanged in more than a decade.If there was a pinnacle for the car it was surely the limited run of 100 turbo SP models out of the Australian garages of Mazda Motorsport boss Allan Horsley.What a cracker. Mazda Japan said it couldn't be done; wouldn't be done. Mazda Australia said it could and it would. With the Turbo SE, headquarters has sort of said, "we were wrong" in a very face-saving way. The new SE – shamelessly and thankfully aimed to keep up the interest in MX-5 until the all-new car arrives late next year – is a low-blow version direct from the factory with only a fraction of the extra power, torque and sheer in-your-face attitude of the locally-developed car.However, for its $45,490 – a mere $5000 more than the naturally aspirated model – the SE comes with limited slip differential, 17-inch alloys shod with 40-series rubber, a body kit including a restrained rear spoiler and signature exhaust, painted brake callipers, drilled sports pedals and new seat trim. The Turbo SE adds some 14 per cent to the MX-5's power output, lifting it to a handy 121kW, but more significantly boosts torque by almost 25 per cent, taking it to 206Nm for the 1.8-litre four.The delivery is noticeably different for both the normally-aspirated model and the SP. While the turbo cuts in about 2000rpm to provide an initial surge, there is a clear second effort at just over 4500rpm when the engine appears to be most comfortable. Why it is there at all is a question even Mazda can not answer.Keeping the revs in the play range takes a little getting used to and can prove costly in regard to fuel economy but the rewards are so satisfying that the occasional spirited drive should be budgeted for. While the suspension, as good as it is, can still be unsettled by sharp corrugations, ride quality is good for the class of car. The MX-5's suspension comes into its own in sweeping bends where the shift in direction is absorbed seamlessly allowing the driver to press on with confidence-inspiring balance.The addition of the slippy diff only enhances the car's ability to drive out of corners under load, and while the 17-inch rubber and sharpened steering ratio have changed the feel of the car on turn-in, it is all for the better. The SE comes as a six-speed manual only – a precise and enjoyable box with ratios to encourage a maximum of time spent in third, fourth and fifth.Inside the SE is a typical MX-5. Space can feel at a premium but once you have settled in it fits like a well-cut suit.Roof operation remains manual and can be a little fiddly. It is easier to drop than put back on with the need to operate twin locks.Airconditioning is optional ($2000) and leather is an extra $1000 but neither is essential to the enjoyment of the car.

The nightmare from which I have clawed my way out of was a flash of me hanging on for grim death as I tried to make a turbocharged Daihatsu Charade go around a corner.It's a recurring theme and harks back to the days when a turbocharger was seen as a panacea for wheezy engines.The big problem was the turbo (literally) blew the manufacturer's budget and there was no more money for suspension work.Time has improved these early woes. Since playing with Mazda's latest effort of plumbing a turbo under the MX-5's aluminium bonnet, my nightmare hasn't returned. Mazda's concept isn't new. This version, the SE, is a factory job and comes after a limited run of rorty Australian-engineered turbo versions called the SP.The SE is restrained, quiet and although it's quick – but not up to the SP – it hasn't the rawness of the SP.Which is possibly what Mazda intended; a roadster that is a bit faster than the standard version and a touch more exclusive but doesn't harm tradition or upset the loyalists.Power goes up 15kW and – more importantly – torque is up 41Nm over the standard MX-5, while handling improves with a lowered body, Bilstein shocks and 17-inch doughnuts.The already acclaimed MX-5 fun factor goes up in proportion to the performance, so once again the MX-5 is a hard car to leave idle in the driveway.Unlike the blown Charade, it hunts out and eats corners with go-kart handling and pin-sharp steering – all aided by a willing engine and crisp six-speed gearbox.Despite firmer suspension, the ride is compliant. The engine has virtually no turbo lag, with a pleasant lineal power flow that gets a kick at 5000rpm as the variable-valve system changes to performance mode.One look under the bonnet shows a lot more performance potential, such as a bigger intercooler to replace the A4-size cooler.It's not dramatically better than the standard model but merely gives the buyer more oomph for $5000.With the roof up, it is snug and warm. The turning circle is tiny making it very city friendly and the fuel economy only goes out the window when you cane it.There's a nice six-speaker sound system, personal storage space within the cabin is minimal, and the airconditioner is a $1953 option – but with the top down, who needs it?

A replacement will be here in about two years but in the meantime, we will have to make do with a turbo MX5 - hardly an imposition.Long talked about, threatened even, the turbo MX5 came about as a result of an Australian force-fed MX5. Mazda Australia cooked up its own SP turbo MX5 a year or so ago and it absolutely rocked the socks off Mazda's MX5 chief designer.The SP was a hugely powerful and quick car capable of almost running with the Ferrari/Porsche wolf pack.And only a few were made.The SE on the other hand is a genuine factory turbo and is significantly tamer than the fire breathing SP.It will keep sales of the sporty Mazda ticking over beyond the 700,000 mark which it achieved this month.All have been built at at Mazda headquarters in Hiroshima.The SE runs a 1.8-litre, twin cam, four cylinder engine with a light pressure turbo boosting output to 121kW/206Nm driving the rear wheels.Complementing the extra urge are dynamic enhancements such as larger 17in wheels with low profile tyres and a torsen limited slip differential.The SE also gains a large outlet exhaust and mild body aero enhancements.Just 7.25psi blows through the turbo which breathes through an air-to-air intercooler.One wonders how long before someone turns up the turbo wick for more power and performance.Mazda says the SE will sprint from 0-100km/h in 7.8 seconds which seems realistic.It is a fabulous driver's car, even in non-turbo form, offering precise handling, flat cornering and powerful braking.The SE takes everything to a higher plane with even greater grip, faster response and more kick off the line.It is hindered a little by turbo lag and a torque drop-off at intermediate revs. But once the correct mode of driving is mastered, it's a quick thing.Enthusiast drivers will seek out winding roads to extend the car's handling but the SE will usually exceed the driver's ability.Sitting in the close fitting cockpit is a treat, complemented by the slick six-speed gearshift, direct stering and powerful brakes.The roof is manually retracted but it doesn't take long to flick off or on.A classic?Sure is, especially considering the MX5 is responsible for resurrecting the whole compact ``sports car'' genre.

Their demand has now been satisfied with the cult car's engine having grown from 1.6 to 1.8 litres, giving a useful boost in torque and mid-range power. Other changes have also been made which ever-so-subtly change the car's character, without sacrificing the essence of the MX-5.The Clubman model is the version for the purist sports-car driver and the model I tested. It has a Torsen limited slip differential and firmer suspension through Bilstein gas dampers. It takes a short time to adjust to the muscle power required to operate the manual steering: no wimpish power assistance in the Clubman! The only other clues to the bigger-engine are new alloy wheels and a brace bar behind the headrests.Other improvements have also been made to the fashionable two-seat sports car including a stiffer chassis, bigger brakes, larger clutch and driveshaft, and a fuel tank which has grown from 45 to 48 litres. Mazda has refined the independent double-wishbone suspension layout, and further boosted the car's impressive body rigidity with the brace bar and "performance rods" to stiffen the rear lower control arms.Other minor improvements include better shift quality for the manual, electric exterior mirrors, small pockets on the doors, a new seat fabric, and the attachment of the seatbelt buckle to the seat. Mazda's 1.8-litre engine gives a 14 per cent boost in power and an improvement of almost 20 per cent in torque over the 1.6-litre unit.But on-road performance does not improve at a similar rate because the MX-5 Clubman is 25kg heavier. Response has definitely improved in the mid-range when you are rolling along in second, third and fourth gears, but its off-the-line performance is only marginally better. Fuel consumption suffers about 10 per cent with the bigger engine and greater weight. Under-the-skin changes bring subtle differences to handling, making it want to behave a tad more conservatively.The saddest aspect of the Clubman is that its price, because of the strong yen, is now more than $40,000 once you pay on-road costs. Despite the price-tag, the MX-5 Clubman remains the pick of sports cars at the "affordable" end of the market.Mazda MX-5 ClubmanENGINE: 16-valve, double overhead-cam, 1.8-litre with electronic fuel-injection. A bigger engine has been the one demand of MX-5 owners.POWER: 98kW/6500rpmTORQUE: 155Nm/5000rpm. Extra power and torque are most useful in boosting mid-range acceleration.FUEL CONSUMPTION: 10.8 litres/100km average on test. 48-litre tank.STEERING: Rack-and-pinion. Manual steering requires good biceps, but you adjust quickly.WHEELS: 6x14-inch alloy.TYRES: 185/60 radials. The wheels look different, but rim and tyre sizes are unchanged.PRICE: $39,455. Depth of pockets must match desire for wind-in-the-hair motoring.WARRANTY: Three years/80,000km.