Mazda MX-5 2005 News

Mazda has indicated it is considering putting rotary power back into a sports car, possibly in the form of a merger between the MX-5 and the RX-8. Mazda CEO Takashi Yamanouchi has repeatedly ensured the future of the rotary powerplant - despite the RX-8 production scheduled to end in 2012 - "we will continue the research on the rotary engine - we won't extinguish the flame of the rotary engine," he said.The joint-venture sports coupe developed by Toyota and Subaru has kept the door open for a rotary sports car from Mazda, including the possibility of a rotary-powered MX-5."That kind of product is iconic for our brand, so the current MX-5 or RX-8 we have decided in the future to maintain that kind of product, I can't say if they will be separate - they may be merged into one," the CEO says.Mazda Research and development director Hirotaka Kanazawa confirmed the next MX-5 would remain naturally-aspirated with a Skyactiv powerplant of similar outputs to the current car's 118kW/188Nm outputs (for example, the incoming CX-5 SUV has a direct-injection two-litre producing 114kW and 196Nm), but less burdened by weight.The modern-classic Mazda sportscar will be taken back to its roots, with weight reduction targets aimed at taking the 1135kg two-seater (in its lightest guise) below a one tonne kerb weight, while retaining a soft top and hard top model."We want to go back to the lightweight sports origins, the power is not so much, it is easy to handle and it is fun to drive," he says. Kanazawa-san also says the company is aiming to reduce weight without compromising crash safety performance, which would entail using Skyactiv high-strength steel body structures and composite plastic materials for a hard-top. "We must achieve crash safety, starting with CX-5 the Skyactiv body with load paths and enhanced crash safety, we will apply this to our rear-wheel drive."The R&D director didn't rule out turbocharged versions of the sub-two-litre Skyactiv engines - "We haven't decided that we won't do turbocharging, but first of all we wanted to enhance combustion efficiency of naturally-aspirated engine, that was our first priority"- but maintains the first priority was developing naturally-aspirated engines.

I was one of six Australian motoring journalists to compete last week in a promotional Mazda MX-5 race on a frozen Swedish lake.  We approached the event cautiously as most of us had never driven on snow, let alone ice. But having now represented our country so successfully, all I can say is bring on the ice age so we can all tear around in rear-wheel-drive open-top roadsters. THE IDEA Mazda Europe boss Jeffrey Guyton says the event was a follow-up to last year's invitational tarmac race in Venice to celebrate the MX-5's 20th anniversary. "We were hoping for more teams this year and really happy to see Australia participate," he says.  "The idea is to have fun and I can see from the smiles that it has been successful." He wouldn't say how much the exercise cost, however it must have been an expensive promotional event.  Mazda invited 120 drivers from 25 European countries plus Australia to drive 20 race-prepared cars on a specially constructed ice course on Lake Kallsjon in northern Sweden.  Over the two days the drivers covered 11,000km at 550km per car over 157 driving hours. Before heading over to Sweden to represent Australia's motoring media, I asked V8 Supercar legend Craig Lowndes for some advice, but he just laughed.  "You've got to be kidding; a short-wheelbased, rear-wheel-drive open-top car on ice? Good luck." Former World Rally Championship driver Chris Atkinson was a little more constructive with his tips to another of our team. He said racing on ice was like driving on gravel. He suggested we keep the wheels spinning so the 300 nipple-shaped metal studs on the tyres break through the slippery ice surface. Race director Pontus Sandell advised: "You won't win this race in one lap or even one race.  The whole two days of practice, qualifying and racing will be important."THE COURSE The 4.9km track was graded into 60cm-thick ice on the artificial lake surface in a tight slalom of 23 left corners and 20 rights.  It varied from 10-15m wide with slushy snow banks on either side to beach cars that slid wide. Temperatures on the two days ranged from a balmy -10C to a bracing -30C with conditions changing throughout the day as bright sunshine melted the surface, only to freeze again later in the day.  Like any ski field, the course was carved up during the day. By afternoon, it was bumpier than a stage of the Australasian Safari.THE CAR Despite Lowndes's skepticism and our fears, the rear-wheel-drive MX-5 was hot on the ice.  Sure, it had limited grip, but that was what made it such fun.  Our car was number 21 as there was no number 13. All race cars are stripped for weight.  Gone are the soft top, roll bar, fog lights, insulation, carpet, wheel liners, sound system, airbags, seats, exhaust and suspension springs. It gets a racing body kit, rear wing, diffuser, carbonfibre trim, racing seats, four-point racing harness, roll cage, 320mm racing steering wheel, lap timer and fire extinguisher. One driver joked that if the car is on fire, just drive it deep into a snow bank. In the Aussie car, the centre console had the added weight of a packet of Tim Tams.  The race cars also get a limited-slip differential, racing clutch and brakes, special powertrain control module, a stainless-steel exhaust system that belches out a macho tone and anti-freeze coolant, transmission fluid and oil. Underneath is racing suspension, 16-inch alloy wheels, and, of course, special ice tyres with 300 small metal studs. Surprisingly, the open-top roadster was quite warm with the windows up and the heater belting out hot air into the cockpit bubble. Or maybe it was the nervous energy we put into qualifying and the race that had us pitting in a lather of sweat. Bump and rebound was the only adjustment allowed, apart from tyre pressures. Our race mechanic, Markus Lungstrass - a driver trainer at Germany's Nurburgring - checked the pressures but left the suspension as is.  Later in the day when the bumps became bigger, we were grateful. THE DRIVERS Our team was comprised of six motoring journalists including Big Wheels reporter James Stanford and me representing Carsguide.  Stanford was our quickest driver setting the pole time of 4:41, six seconds better than anyone else in the field. The amateur part-time club rallycross driver went on to set a race lap record of 1:38. The other teams also brought a wealth of talented drivers, including the Russian national ice-racing champion, Sergey Voskresenskiy, while Switzerland had former F1 driver Rene Arnoux. "I've raced on ice before, but never on a big course like this," Arnoux says in his flambouyant Swiss-French accent.  "This is very long and very interesting. The track I race on in France is only 600m." Some countries couldn't muster enough drivers for a full team, so they shared cars with other countries.  The Italians shared our pit bay, but seemed more interested in drinking coffee and smoking cigarettes.  In one pit stop debacle, their car entered the bay and the next driver still had his snow overboots on, and no helmet or gloves. After some cross words from the race manager they could be seen with three drivers prepared with their helmets on in the pits while still trying to smoke. The UK entered two teams and Germany three.Mazda design boss Ikuo Maeda - known as "Speedy" because of his motorsport involvement - drove for one of the German teams. "When I enjoy racing it stimulates emotion and that is important for stylists. They need passion," he says.  "This is the first time for me on the ice, though." THE METHOD As Atkinson says, ice racing is like driving on gravel. And the course was so tight we only used second and third gear.  What is surprising is how much motorsport fun you can have without needing big power. In fact, we find sticking to third gear allowed us to control the torque oversteer much better. We only used second to slow for tight corners, turn in early, chuck it sideways and throttle out in third as straight as possible to avoid wasting momentum on wheel spin.  It's not the most spectacular way through a corner, but it's the fastest.  We only used the brake three times per lap, but sometimes just a touch more to settle the car, rather than slow it. THE STRATEGY While the Russians, Poms and Germans seemed very serious, most teams treated the race with the fun spirit it was intended.That was also our intention before the race. Our only strategy was to make fast pit stops and try not to spin too much. We were more concerned that the "Zoom-Zoom" logo on the car didn't read "Wooz-Wooz" after up-ending the vehicle.  However, when we found our qualifying times among the top of the 120-strong field, we became more serious. At the end of the first day of practice and qualifying we not only captured pole, but seemed to have captured the attention and respect of the European teams. THE RACE Race day dawned at -30C with a beautiful clear blue sky.  Teams arrived looking serious, while we Aussies arrived with board shorts over the top of our race suits.  Despite all the hoop-la from the teams and the AC-DC playing on the PA, ice racing is actually very quiet. Driving on ice allows you to appreciate the macho burp from the exhaust and the crackle on the over-run as you "barp, barp, barp" through the corners, the tail hanging out wide, showering snow in your wake and hopefully over trailing Poms. Stanford leaves everyone in his wake in the rolling start and pretty soon we scythe through the back markers, despite few acknowledging the blue overtaking flag. The race starts as an Ashes duel with the Poms, but ends in a Cold War with Russia with the Aussies victorious.  That gives us the pole for race 2 and we stick to our pit and race strategy. After nearly four hours of racing, it comes down in the last few laps to a close dice with the Russians.  The crowd were on their feet, enjoying the stoush and the Aussies could taste the victory champagne. However, with a bit of panel-swapping and maneuvers that would have attracted the stewards' attention in club or professional racing, the Russians cut off our legitimate passing attempts and we spun in frustration. We may have finished second, but we won the hearts and minds of the European drivers and were the toast of the awards night. THE AFTERMATH"The idea was to have a bit of fun, but who could have written a script like this," Guyton said of the close result.  He said the event was a "significant investment" for the promotion of its hero car which holds the Guinness record for the most sales of a two-seater open-top roadster, having passed the 900,000 mark recently. Maybe we Aussies took things a little too seriously in the end and were disappointed to hear of some cheating that had gone on - false driver changes, double-stinting and speeding through the pits.  At least we can be proud of having played fair.  Plus, there is always next year as the organisers have suggested it becomes an annual event. And who knows, Mazda Australia PR boss Steve Maciver was so chuffed with the result, he'd like to see it staged on bulldust roads in the Outback. Mazda MX-5 ice race results 1 Russia2 Australia, 1:10 seconds3 Belgium, 2:504 Croatia, Czech rep, Slovakia, 6:215 Austria, 1 lap6 Italy, 1 lap7 France, 2 laps8 UK2, 2 laps9 Germany3, 2 laps10 Spain, 2 laps11 Denmark,Norway, 3 laps12 Netherlands, 4 laps13 Finland, Ireland, Romania, Serbia, 4 laps14 Poland, Sweden, 4 laps15 UK 1, 5 laps16 Switzerland, 6 laps17 Germany2, 6 laps18 Germany1, 6 laps19 Portugal, 7 laps20 HungarySlovenia Turkey, 8 lapsMazda MX-5 race carEngine: 1999cc 4-cylinderPower: 118kW @ 7000rpmTorque: 188Nm @5000rpmFuel: 95 RON Tank: 50 litresTransmission: 6-speed manualBrakes: 290mm ventilated discs (front), 280mm solid discs (rear), ABSPerformance: 213km/h (top speed), 7.6 secs to 100km/hEconomy*: 7.6L/100kmCO2: 181g/km Weight: 1150kg (* production model, not the race car)

While the original MX-5 was quite a basic car; nicely appointed but hardly luxurious, the current iteration with its 20 years of refinement is in a new league. The Mazda designers have managed to evolve the car over that time, completely changing it along the way while always keeping it exactly the same. They have developed a look that is instantly recognisable through three major redesigns while improving it with each iteration.In its market space the MX-5 Roadster Coupe has only two true competitors, the BMW Z4 and the Mercedes SLK. These are the three two-seat rear-drive roadsters currently available with the folding metal hardtop. The MX-5 is by some margin the cheapest. The fact that it does not have the prestige of the Germans does not diminish its appeal, however as there are a large percentage of buyers that simply like it as a package over the other two. All three for some reason suffer from the hair-dresser reputation, which in our opinion is ridiculous.When the new top was first introduced, a number of automotive journalist where asking why bother, it's not broken, it doesn't need fixing. The soft-top and the experience it brings may not be broken but the folding hardtop has enormous appeal for many buyers. Drivetrain Power comes from a 2-litre, 16 valve DOHC in-line four cylinder engine that develops 118kW at 7000 rpm in the manual version and 118kW at 6700rpm in the automatic we tested with paddle shifters. Both develop a maximum 188 Nm of torque at 5000rpm. Exterior With 20 years of very good sales it would be hard to find anybody who can’t recognise an MX-5. The Roadster Coupe with its folding hardtop adds a bump to the body behind the seats. This metal torneau manages to not adversely impact the simply lines of the car. The 17-in wheels fill the continuous arch of the wheel wells beautifully and the whole package is very neat.Interior The cocoon that is the cockpit is appealing to all senses. Visibility is very good and the only thing that may be troubling initially is finding the petrol cap release - it's in the compartment between the back of the seats.  Operation of the folding hardtop is a simple lever release near the rear vision mirror and then it’s a matter of holding the button down until it buzzes - all while in Park. Just do the same in reverse to put it back up. Safety The MX-5 features both front & side SRS airbags, Anti-lock Braking System (ABS) as well as Dynamic Stability Control (DSC) which alters power delivery when the car judges it needs to intervene with an overly aggressive turn-in. This can be switched off.Pricing The MX-5 starts at $43,850 for the base manual soft top and goes through to $53,655 for the folding hardtop with automatic and the Sports package (as tested). This excludes all current additional charges and taxes.Driving Driving is a joy. It is far from a hardcore sports car but it does give you a refined sports car experience.  Steering is very direct, as it should be - you point it and goes and stays where you point it. The steering we found very neutral with no surprises.The cockpit is very comfortable and there is not a great deal of road noise for a small two-seat. A bit more engine note into the cockpit would actually be a good thing.  It is extremely easy to drive - in automatic you can just putter around sedately and feel comfortable. Rev it a bit and start using the paddles correctly and it becomes a true sports car.SummaryThe Mazda MX-5 is the epitome of a practical sports car.  It has its market space all to itself as you need to move up several price rungs to reach the competition. While the competition might beat it in the performance stakes, they still only equal it on overall appeal to many buyers.  The MX-5 is also quite a practical mode of transport if you don't need space. It is easy to park, fits in small garages and only consumes 8.1l/100km.Verdict: 9.1/10

The share market is shot, superannuation is in “negative growth” whatever that means, house prices are dropping alarmingly and interest rates look like falling. Where can you make an honest investment dollar these days? Well, art has some attraction but the numbers involved would make plenty of people tremble in their boots.What about collectable classic cars?We have all heard the stories about the six figure Falcon GTHOs and Monaros not forgetting the European thoroughbred classics, some of which go for multi-million dollar prices.But what if you're just an average punter and want to get in on the action.Take a look at Japanese collectable cars - is the advice coming from those in the know.This is because they have the potential for increased value from a relatively low base. And depending on the car (and luck) you could have a tidy little nest egg in the garage, one that you can take out and actually enjoy at your discretion.Christophe Boribon is the National Auction Manager for Shannons Auctions and he has some firm ideas on what cars are good buying with potential appreciation and those that are dead certainties.Chris' named the Toyota 2000GT as the most collectable classic Japanese car in Australia because of its rarity (only eight imported) and the specification of the car. He says a good one will go for between $2-300,000.Hardly accessible to the average punter.But other cars from most Japanese manufacturers operating here are shaping up well at the auctions and as long term prospects.Mazda's 1960s R100 coupe is worth a look at 10 grand according to Chris' as is the original, glass back RX7.“The RX3 is also good buying at $25-35,000 if you can get a good one and it should appreciate if looked after,” Chris' said.”Then there is the late '90s twin-turbo RX7 and RX7 SP - a locally fettled hotrod that will appreciate because it was a low volume performance car.”“You will pay big dollars for a Mazda Cosmo (up to 100 grand) but the first MX5 is a good proposition for not much money.” He said the SP versions of the later MX5 will be worth more in the long run and even the Japanese turbo model, the SE, should appreciate over time.Toyota has a few potentially collectable models including the late '60s Celica RA23 and TA23 models as well as the rear drive Sprinter 1.6. Celica GT4s should also be good buying if you can find one that hasn't been raced. Honda's most collectable car is the NSX but Chris' says the first S2000 sports cars are worth a look if you can get one that hasn't been thrashed. The tiny S600 and S800 sports cars are good property and even the quad headlight Integra TypeR could appreciate given time.Any Mitsubishi Lancer Evo in reasonable road condition will be worth a punt as a collectable particularly the Evo 6.5 Makinen edition. And if you can get hold of a twin turbo GTO 3000 (non-factory import) it should be a solid investment.Nissan has plenty of collectable cars dating right back to the 1960s. Think Datsun Fairlady sports cars, Datsun 240Z and 260Z coupes and of course the R32 Skyline GTR Godzilla Bathurst winning car - (Australian spec) of which only 100 were imported by the factory. You'll pay about $35,000 for Godzilla these days and it's on the way up for a decent standard one.Subaru has a couple of collectable cars too, the SVX coupe 3.3-litre flat six all-wheel-drive has possibilities and the 22B two door Impreza WRX STi for which you'll pay about $100,000 and going up.Good luck.