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Glenn Butler1 Mar 2004
REVIEW

Buying a used Mazda MX-5 (1998-2005)

Mazda's MX-5 reinvented the two seat sports car when it launched in 1989. The second generation, released in 1998, only made it better

What we liked
>> Makes driving fun
>> Short, sharp gearshift (man)
>> Light, accurate, talkative steering

Not so much
>> Poor low-rev performance
>> Un-adjustable driving position
>> Still short on power

OVERVIEW
Australians got their first glimpse of what would become the world's biggest-selling sports car in 1989. Mazda, then enjoying strong market appeal but heading quickly towards a dark era, delivered a small, two-door convertible to market.

It was simple, yet accomplished in all the right areas. Low slung, and just 3.98m tip to toe, the diminutive drop-top weighed just 1081kg. It had room for two people and useable boot space; a manual folding soft-top roof, which reveals and conceals in seconds; an economical and sparingly powered 1.6-litre, four-cylinder engine; pop-up headlights and 14inch steel wheels.

It was a simple two-seat roadster, which tried gamely to recall the glory days of motoring when every dashing young chap drove an MG or Austin Healey. The MX-5's success was confirmed when it easily won Wheels Car of the Year, Australia's most prestigious automotive award, in 1989.

To this day, the MX-5 stays true to that first formula. It is still a two-seat roadster, which makes the most of small-capacity engines thanks to light-weight bodies and supremely capable chassis and suspension tunes. It delivers an exciting drive whether chasing friends along a mountain pass, winding through wineries, or just commuting to work. It has that intangible ability to make you feel good about going for a drive, a quality that a lot of cars twice the price can't claim.

The MX-5 received a major update in 1998, when it became a little longer, a little more practical, a little more powerful. And a little more curvy. You'll pick this version, with its 1.8-litre engine and six-speed manual gearbox, by the fixed headlights; Mazda decided to ditch the pop-ups, and we're sad they've gone.

In January 2002 Mazda Australia trotted out a home-grown turbocharger kit for the MX-5, bolting it into 100 examples and offering the Mazda MX-5 SP for sale. All 100 of the high-revving, hard charging roadsters were snapped up lightning quick, causing Mazda Japan to sit up and take notice. SP mastermind Allan Horsley promptly threw a few turbo kits their way, had many a long chat with engineers on the dog and bone.

The result in 2004 was the Mazda MX-5 SE -- a more lightly-boosted turbo than the Aussie SP version, and one the Japanese say is targeted at boosting the MX-5's inline performance right across the rev range.

FEATURES
For us the MX-5's biggest feature, and indeed the biggest reason to have one, is that it brings simple pleasures back to motoring. It's a driver's car in the purest sense of the term. It doesn't dazzle you with truckloads of horsepower, nor does it seek to impress with high-tech gadgetry or materials. It simply enjoys a good drive, and is happy to leave the details up to you.

So, how does it do this? Let's take a closer look at the Mazda MX-5. At the time of writing in March 2004, Mazda Australia offers three MX-5 models, with prices starting just over $40,000. A four-speed automatic version adds $1500 to the equation, and arguably sucks a lot of life from the soul of the MX-5. For those with more serious intentions, the $45k turbocharged SE version is the one to buy. It's easy to pick from the crowd with bigger 17inch wheels and tyres and its extroverted sports body-kit, which includes a rear wing and deep front bumper.

The MX-5 pursues the traditional sports-car arrangement with an engine up front driving the rear wheels. It's got seats for two, and a reasonable boot in the rear, though you'll not fit the golf clubs in it. If golf's your game, then best to leave the hubby or wife at home and put the clubs in the passenger seat.

COMFORT
The MX-5's cabin was designed in a simpler era, when such niceties as driver's seat height adjust and steering wheel adjust were not de rigueur. It makes for a "one size fits all" driving position where the driver's sole choice is legroom. For our 175cm test pilot, the driving position was workable, but either the seat was a little too high, or the wheel too low. Mazda did raise standard seat height on the new model in 1998 to ease occupant entry and exit.

As a driver, we also found the closely-spaced pedals sometimes caught our shoe on the move from throttle to brakes, though only a passing snag. Passenger comfort is fine, with decent legroom ahead of the firewall, though the transmission tunnel does take some of the real estate away in both seats -- and in the turbocharged SE version, it can get a little hot.

In-cabin storage is taken care of by a small glove-box that's almost filled by two drink bottles, a central cubby hole under your elbows -- which also hides the petrol filler and boot releases -- and a couple of very slim door pockets. There's one cupholder, but it does get in the way of the driver's gearchange arm in manual versions.

All MX-5s feature air-conditioning, CD player, electric windows and mirrors, remote central locking and a manually folding roof with glass rear window. A wind deflector nestles between the two headrests, reducing wind swirl back into the cabin.

SAFETY
Start with the sublime chassis and the superb handling characteristics it delivers, continue past the decent levels of tyre grip and the engine's inability to overwhelm without lunacy on the driver's part and you've got a very stable, yet surprisingly pliable sports car.

It turns in and hangs on tenaciously in corners, giving the driver plenty of enthusiasm -- and the merest hint of rear-wheel steer -- without ever becoming tail-happy. It's a safe, sporting setup, which is more than capable of responding to urgent driver inputs and swerving safely around sudden obstacles.

There's no traction control -- not that it needs it -- and antilock brakes are only a recent addition to the specifications. There's a driver's front airbag and one for the passenger, and... well, that's about all she wrote. Oh, the A-pillars (either side of the windscreen) are capable of holding the weight of the car off occupants' heads in the case of a rollover. Comforting, that.

MECHANICAL
Like we said earlier, the Mazda MX-5 follows the traditional sports car, front-engine rear-drive arrangement. It's a diminutive vehicle; less than 4m long, 1.68m wide and barely 1.2m off the deck. A relatively long 2.27m wheelbase gives the MX-5 a purposeful wheel at each corner stance, and wide front and rear track enhance the MX-5's footprint and resulting stability.

Under the longish bonnet rests a simple 1.8-litre, four-cylinder engine. It's a cast-iron block topped with alloy heads -- a twin camshaft setup with four valves per cylinder, and capable of varying valve timing based on driver demands. The result is an honest 107kW and 168Nm of torque -- very disappointing figures on paper for anything purporting to be a sports car, but remember the MX-5 weighs just 1081kg.

The basic MX-5 features a short-throw, six-speed manual gearbox, renowned as one of the sweetest in the game today, and its tightly packed ratios make the most of every kilowatt. Even so, don't expect sub-8.0 second 0-100km/h performance -- for that you need to buy the SE model.

The SE, launched in March 2004, is the first major mechanical change to the MX-5 since generation II launched in January 1998. Not only does it get a turbocharger and intercooler -- which boosts power to 121kW and torque to 206Nm -- but it benefits from bigger 17inch wheels and tyres, and a sports exhaust.

The SE's suspension has been tweaked; it rides 7mm lower than standard, has bigger front and rear anti-roll bars, Bilstein shock absorbers and 20 per cent stiffer springs. It also gets a quicker steering rack, down from 2.7 to 2.3 turns lock-to-lock, which sacrifices the car's turning circle for a more responsive turn-in and more steering feel.

Mazda claims a fuel economy rating for the naturally aspirated MX-5 of 8.9 litres/100km. The automatic MX-5 drops to 9.5 litres/100km, and the turbo delivers 9.1 litres over the same distance.

COMPETITORS
Mazda's major competitor is the MG TF roadster and Toyota MR2, really the only two-seat convertibles in the same price range. Holden's Astra convertible is a similar price, but drops performance for four-seat practicality. A turbocharged version of the Astra is offered, though it's priced over $50,000.

Second tier competition depends a lot on how you slice your bread. Does the hardtop Toyota Celica count? What about the more expensive, more powerful Honda S2000 roadster? Or the cheaper Peugeot 206 GTi 180 hot hatch, possibly even the Mini Cooper S, and -- due later in 2004 -- the Mini Convertible.

ON THE ROAD
These comments relate to the MX-5 SE model, launched March, 2004. If you're after road test comments on the naturally aspirated Mazda MX-5 or the limited edition SP model, see our 7Day test section below this.

Mazda MX-5 SE -- Few cars in the world give so much driving pleasure with so few kiloWatts, and for so few dollars. Sure, we would all like another 30 horses under the bonnet, but getting pleasure out of driving is more than just how fast you devour the straights.

It's about corners. Let's face it, who's ever come back from a Melbourne to Sydney drive and called the Hume Highway a ripping good driver's road? The MX-5 was made to devour corners, whether they be fast sweepers or slow, tight hairpins. It's light, responsive chassis turns in quickly with the barest hint of lock, the back-end follows in with the reliability of a Kelpie.

The turbocharger in the SE model does make getting between the corners a more rapid affair, and it also enhances the MX-5's punch out of the corner. But it's hard to feel the benefits of an extra 14kW and 38Nm below 3500rpm on the tachometer. Perhaps it's turbo lag, perhaps it's also the comparison with the same car's urgency above 4000rpm, but the lower revs feel flat.

We suspect it's also a little to do with the rapidity supplied by Mazda Australia's more powerful -- yet limited edition -- SP model, which carried an extra 36kW and 83Nm over this turbocharged SE. Some critics suggested that particular model had too much power for the chassis. We thought the balance was pretty right.

Get the SE ticking above the magic 4000rpm marker and you can see why Mazda Japan bothered to build this car. It fleshes out the standard model's relatively uninspiring performance, giving the Roadster a real sporting edge.

It's not perfect, not by a long shot, and it's fair to say the MX-5 is showing its age. Cabin comfort and driving comfort needs improving, the steering rack in this model suffers from rough corner kickback, sometimes excessively so, and the ride's a little on the rude side over long distances.

Fifteen years since the first generation blew our minds, and six years since Mazda improved on perfection, this car's only got one more year to run. In 2005, a brand new model arrives, based around the Ibuki sports concept shown at the Tokyo show in 2003. Despite its age and the car's foibles, we still reckon it's the best roadster under $50,000.

Model tested: Mazda MX-5
RRP: $41,190
Price as tested: $41,190
Road tester: Wheels magazine
Date tested: October, 2000
Distance covered: 4000km-plus

BOTTOM LINE: More gears, more go, more goodies, more dough ... that's the Gen II MX-5 in a nutshell.

What can't be reduced to such brevity however, is the culminative effect of the latest model's many changes. You have only to slip behind the wheel for some differences to be immediately obvious. Then just squirt away through the gears or, better yet, hurry along a winding road to appreciate that the facelift is more than skin deep.

The big news is the engine, now crowned with an upgraded head featuring revised intake and exhaust systems besides S-VT variable intake valve timing. This facilitates deeper breathing through the mid-range and top-end, enhancing performance without detriment to fuel consumption.

With 113kW maximum power, the new engine has 7kW more than the old 1.8, and now requires premium unleaded petrol. For Oz, the S-VT boasts 181 Nm max torque, which is heaps more than the previous local's 165 Nm, and also 11 Nm superior to the differently tuned Japanese S-VT.

Another performance incentive is the six-speed manual 'box that debuted on a previous limited edition model. Auto is not offered. Combined with a long (3.63) final drive, the six-speed gives a little lower first gear overall and slightly taller top gear, one to benefit get-away and the other for unfussed cruising. Top speed is a bit over over 205 clicks. Our only misgiving is that the stubby shift lever hasn't quite the rifle-bolt precision and famed flick-ability of the five-speed.

The uprated performance helps offset the 60kg increase in mass, owed largely to the stiffer, safer body structure. Strategic reinforcements, including a brace between the front spring towers, mean beam strength is up by 16 per cent and torsional rigidity by 22 percent. The MX-5 was never sloppy across rough stuff, and now feels bodily more taut over ripples and bumps.

Changes to the undercarriage make the MX-5's renowned handling all the more enjoyable when you hook it into corners. New 16-inch alloys and 205/45 tyres raise grip and lessen squirm, while high-spec dampers improve the roadholding and ride control. Demanding braking is better served by the bigger binders and standard ABS.

The remodelled front bumper, with Mazda's corporate-look air intake, now sports fog lights to complement visibly improved headlighting.

Having spent 4000km at the wheel, driving Japan from top to bottom (see WHEELS Yearbook's full report), we can vouch for the fact that MX-5's deeper seat cushions and taller, shapelier backrests benefit both cruising comfort and cornering support. Belt pretensioners and force limiters are now included. Add creature features such as remote central locking, CD player and more functional centre console, and the whole package comes up smiling even though the price has modestly climbed to $41,190. Aircon and hardtop are optional at two and three grand respectively.

Model tested: Mazda MX-5 SE
RRP: $45,490
Price as tested:
Road tester: Glenn Butler
Date tested: May 2004
Distance covered: 337km

BOTTOM LINE: Still the best value for money sports convertible, starting to show its age.

You've gotta applaud Mazda for keeping the MX-5 focused on simple, uncomplicated sports performance when so many others weigh down their offerings with electric lids, masses of cabin space and 46 flavours of gadgetry that only makes sense on a sales brochure.

Still, 2005 is as long as we'd want to stretch the current model's lifespan, because it's starting to feel a bit tired and fall behind the game is some crucial areas.

Sure, we love driving the turbocharged SE. It delivers the right amount of oomph for this chassis. Any more and you'd become lazy as a driver, and less and it'd be a pointless exercise above the naturally aspirated car. Get a crispy cold Melbourne morning and you can feel the extra kiloWatts belting out through the LSD rear end, enhanced even more so by tyres struggling to get up to temperature.

That slick shifting six-speed gearbox is as good as any we've ever driven with a real fingertip precision about it. Throws are short and intuitive, though having reverse right next door to sixth is a bit unnerving at times.

Steering's near perfect for accuracy and feel, and the car's handling is faultless for a $45k asking price, but, like we said earlier, a few 'features' that were okay a few years ago are sub-par now.

Like the unadjustable steering column. Yes, Mazda's wheel to seat ratio is much better than the MG TF, but not all humans are built the same, and we need adjustability. Then there's the single layered soft top roof which -- by today's standards -- does bugger all for keeping wind noise out and barely keeps the cold from your door. Thank goodness for a mightily efficient heater which melts the cabin in no time flat.

And so, onto the ride, which holds up remarkably well for a model essentially penned in the mid-1980s -- you know, when Madonna was the name of Christ's mother. It's firm, nonetheless, and copes poorly with speed humps and changes in tarmac, but keeps most of the annoying stuff out of the cabin.

Yup, it's hard not to like the MX-5, which, even six years after this generation hit the stands, is still the best value sports convertible on the market. We hope Mazda retains the essence of the current car in the 2005 model, but with 21st century manners and flexibility.

We're not asking for Porsche performance, Odyssey practicality and Prius economy, after all this is a minimalist performance car -- which reset the benchmark for vehicle dynamics with its first generation in 1989. But hey, a few practical storage compartments would be nice, as would a flexible driving position, more boot space and a more refined cabin.

It's a fact of life, even for a car, that you can't hide your age.

Model tested: Mazda MX-5 SP
RRP: $55,540
Price as tested: $55,540
Road tester: Rob Smith
Date tested: April, 2002
Distance covered: 460km

BOTTOM LINE: The SP has elevated the MX-5 into a serious sports car with serious performance in an attractive package. With a serious price tag.

With the turbo cramming the intercooled mixture into the MX-5's four-cylinders with 0.5bar of boost, the SP now spins hard enough to boast a significantly improved 157kW @ 6800rpm and 289Nm @ 4600rpm. This, my friends is enough to make the SP a true grin cracker.

Naturally, there's all the usual standard features like ABS anti-lock brakes, 16-inch alloy wheels, remote locking, power windows, a glass rear window with demister, CD player, front fog lamps and dual airbags, although the aircon is optional at $2500.

In order to make the SP stand out that little bit more there's a 'big bore' exhaust system, a polished alloy fuel filler cap and some tastefully understated SP badges. Inside, there are alloy air vent surrounds, a polished alloy gear knob and gear lever surround, and polished door scuff plates.

In light of the fact that the SP is 44kW and a whopping 108Nm more powerful than a standard MX-5, we wondered if the engine has now overtaken what the chassis can safely handle. Let's look into that a bit more.

Lets start with the power increase and how that translates on the road. Throttle response is excellent and for sure the car feels like it has plenty of power. Strangely though, despite the numbers, it doesn't feel very fast. Other publications reckon that the SP can chest-up to big guns like the Falcon XR8 and deliver comparable performance figures. On the speed camera-infested roads of Victoria, the SP never really gets the chance to power-down for long enough to really deliver a big hit.

Sure, it feels alive and rev-happy zappy off the line, and it begs you to hang on to the revs just to hear the turbo clatter as you come off the gas between changes. But somehow the noise and sensation fails to match the numbers on the speedo.

Where the increase in power makes the biggest difference is on smoother, tight roads, with no more than 50-100m between corners. In that environment, keeping the engine revving hard in third and ripping-out to snatch fourth momentarily before diving on the brakes and third again is exhilaration plus. The frenzied pace with which you can leave one corner and arrive at the next is enough to dump on any doubts about the usefulness of the extra power.

It's true, the chassis really is a darlin' and before long you get used to the predictable way the back swings around on the throttle, correcting with barely a twitch of the wheel. However, not everything is as sweet as the chassis or the 'bang-me' power delivery, or even the swift action of the six-speed gearbox.

The suspension action is simply too stiff for real roads with real bumps, yumps and stutters. The steering, which is beautifully go-kart precise on smooth surfaces, loses its weight and grip, darting around in the hands from one bump to the next while the back end scutters around, the low profile tyres scrabbling for traction.

Don't get me wrong; it's still exciting, but in the end you just know that it would be a far better experience if the tyres stayed on the bitumen and let you use that sweet chassis and its prodigious power. In higher speed corners, the song remains the same with bumps upsetting the car's poise enough to have you slowing down when you should be going faster. I know if the car was mine I'd be having serious conversations with an MX-5 suspension expert!

So is the Mazda MX-5 SP the kind of car you could live with day to day? Well, it's a two-seater roadster modelled around people under 90kg and 180cm. There's not much space for luggage anywhere, including the boot, and there's not really a great deal of room for the driver or the passenger.

An hour into the boring transit section of the return journey from a prawns and chips lunch at Apollo Bay, I wanted out. Although the seats are good, my elbows and knees had had enough of banging against the sides of the cockpit and I needed room to stretch. Quite simply, too much bloke in too little space; mind you that probably says more about prawns and chips than about the car!

This is a car for the weekend racer or the club enthusiast. It belongs in the hands of someone who knows what it is and how to use it. Using it as a commuter would be a waste. There's no doubt that the turbo has elevated the MX-5 into a serious sports car with serious performance in an attractive package, but to my mind $55,540 is a serious amount of money for what is still a small car. Then again, no one said buying cars had to make sense.

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Written byGlenn Butler
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