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Joe Kenwright1 Oct 2005
REVIEW

Mazda MX-5 Sports (1989-1997)

The latest Mazda MX-5 is a reminder of how right the original was. New regulations have ensured that any future MX-5 will never be as compact, agile and simple as the first. Joe Kenwright examines how the original MX-5 defied the odds at launch and still

BACKGROUND
By 1989, the year the first MX-5 arrived, the world had given up on the concept of a two seater sports car defined by British classics like the MG Midget and Austin Healey. There was a huge vacuum waiting to be filled by a minimalist rear drive open car with light weight, low centre of gravity and good performance that was as exciting to drive during the week as it was on the weekend in club competition. Until the MX-5 arrived, it seemed like a dream lost forever.

Mazda painstakingly analysed what was required without losing sight of the fun factor. Mazda purchased British sports cars like the Triumph Spitfire and the Lotus Elan then used them as benchmarks. Although the MX-5 couldn’t be further removed from the MGB in terms of technology, it was a revival of the MGB’s mass market accessibility, purpose-built open body structure and the adaptation of proven mechanicals. Like the MGB, the MX-5 could be driven to work every day, carry some luggage and deliver a thrill every time the driver climbed behind the wheel.

Mazda unashamedly benchmarked the technology of the very expensive and slightly fragile Lotus Elan from the same era as the MGB, then found ways of making it reliable and accessible. Like the tiny Lotus, the MX-5 started with a sweet twin-cam 1.6-litre engine, already proven in Mazda’s pocket rocket turbo rally cars.

The Elan’s structural stiffness was legendary when Lotus hung a fiberglass body from a centre girder of steel. Mazda went one further by combining a monocoque which underpinned the MGB then reinforcing it with a centre aluminium bridge that replicated the backbone chassis of the Lotus.

Unlike most convertibles that start as sedans with their roofs chopped off, the Mazda MX-5 was designed as an open car which generated that hewn from granite feel that only the Porsche Boxster has surpassed. In simple terms, it leaves the MX-5 with a platform rigid enough to support optimum suspension geometry and tuning that doesn’t have to compensate for a body that twists when driven hard. From the driver’s seat, it is a pleasant surprise not to have the doors, windscreen, dash and seats all moving independently of each other. The MX-5 was an outstanding achievement even before the price was factored in. That makes an original example a classic already.

Yet Mazda didn’t stop there. After the British sports cars defined the genre, the Italians added extra verve in cars like the Alfa Romeo and Fiat 124 spiders plus various Ferraris. The original MX-5 blended various Italian elements including the door handles, curves, mirrors and tail lights then added a face inspired by its own RX-7 to deliver a landmark sports car that still defies time.

Its only shortfalls included an interior that was not as exotic as the exterior led you to expect and performance limited by the 1.6 ltr engine. This makes the various limited edition models with their extra leather and cabin detailing sought-after.

The 1.8 ltr engine as introduced to the original shape in 1993 was different in detail to that fitted to the MX-5’s first styling update in 1998. Although it delivered extra power and torque over the original 1.6 engine, the early 1.8 didn’t have the lighter flywheel, sophisticated intake system and special block and crankshaft of the later 1.8. It therefore felt less sporting than the engines before and after it. In conjunction with a weight increase, it was not the step forward it was in other markets.

Because the MX-5 sold so well globally, the chances of being sold an import that has been dressed-up to look like a local delivery are much higher than usual. If the car is in great shape, it may not be a big problem but when a genuine local example of this model MX-5 has the potential to increase in value, it would need to come much cheaper.

WARNING:
The MX-5, as with all good rear drive sports cars, tightens up its cornering line as the driver increases the pressure on the accelerator pedal. Drivers who apply too much throttle can cause the rear of the car to break away.

This is the opposite to what a front drive car will do under the same conditions.

ORIGINAL MX-5 MODEL HISTORY

  • Oct 1989: Released as a 1.6 with 85 kW/130 Nm in red and white only. Blue followed shortly after.
  • Dec 1990: 300 examples of Neo Green limited edition with leather, hardtop, CD.
  • Dec 1991: 60 examples of Malibu Gold limited edition with CD and head rest speakers. All models gain remote boot release in lockable centre compartment and minor changes to centre dash and vents.
  • Jan 1993: Power steering standard but deleted on special order.
  • May 1993: 100 examples of Classic Red limited edition with leather, head rest speakers, sill plates, power steering and BBS alloys.
  • Nov 1993: Major 1.8 upgrade with 98kW/155Nm based on Astina engine. Drive shafts, clutch and diff upgraded and body stiffened. Revised cabin cloth. New Clubman model with Bilstein shocks, Torsen diff and deleted power steering.
  • Jan 1996: 75 examples of Neo Green limited edition with leather, CD. Minor changes to all models including upgraded seats and sound system.
  • Jan 1997: Second batch of Neo Green 1.8 limited editions with leather, CD.
  • Mar 1998: New body style released.

CHECK IT OUT

Body
Local MX-5 models were a combination of the upmarket Eunos version and entry Miata model sold in Japan. Because a reasonable number of local MX-5 examples have been written-off, it was common to transfer the wreck's identity to a parts import or illegal Eunos or Miata import. When different inquiries have pushed for the government removal of these vehicles from Australian roads, a process that has already started in some states, you could end up with an MX-5 that is worthless if it is carrying the identity of another vehicle. Steering wheels, trim, seats, badgework and a wide range of items were unique to Australian cars. If it doesn't look or feel right, then walk away. As a final confirmation, it might be worth checking against Mazda Australia records.

Not everyone wanted a red or white MX-5 when new so cheap resprays were common. A respray is not necessarily a negative but it must be done properly including the hidden areas and not hiding something more sinister.

The alloy bonnet dents easily so look for tell tale filler under the paint. The large front and rear bumper fascias also require an expensive paint finish and the fine panel fit with adjoining panels can be difficult to replicate after a big smash.

The open body and centre spine is difficult to straighten or replace after severe offset crashes and can require a total strip down. Because this can generate a write-off with relatively little panel damage, it is not uncommon for backyarders to repair the superficial damage and sell off the car with structure that still is out of square. Apart from weakening its crash resistance, kinked or bent structure can generate all sorts of suspension and drivetrain alignment problems including a gear shift that will no longer sit squarely in its allocated space.

Early hoods, rear windows and cabin trim can now be sun damaged enough to require major replacement or repair. Check all switchgear including electric windows. A hard top is a vital security item if the car is stored outside. Be suspicious if the keys don't match up between doors and ignition.

Engine
Derived from the same 1.6 and 1.8 engines seen in the Laser/323/Astina, the MX-5 engine should last up to 300,000 kms with clean, high quality oil every 5000 km. Chipping or modifying the engine can shorten its life as can regular competition use. Routine cam belt change is a must.

Oil leaks and clattery lifters may indicate severe sludging from neglect and missed oil changes so investigate further in case engine is a throw away item.

Costly spark plug leads require routine replacement. They show up as an occasional miss during idle progressing to a severe miss under load.

Major oil leaks can require the crankshaft pulley to be removed. There is a key way on the crankshaft that can be stripped during this process and cause the timing to be out and the pulley to slip. In extreme cases, the wrong tension on the pulley can cause the crankshaft to snap.

The correct exhaust note is sensitive to exhaust and muffler design.

Expensive battery works hard in this application and the temptation of a cheap, under specification replacement can lead to ongoing electrical niggles.

Transmission
Sturdy if notchy gearbox is reliable providing it hasn't been straight shifted without using the clutch. Linkages are usually precise but can be damaged by ham fisted drivers or can be mis-aligned to compensate for bent structure.

Watch for worn synchros usually on second and a slipping clutch. Worn or leaking clutch hydraulics can also lead to premature clutch and gearbox wear.

Check gearbox extension housing seal, diff seals and drive shaft boots for leaks.

Optional autos in later cars need to be checked for crisp, clean engagement at rest from cold. Overdrive 4th must also engage and disengage without flaring.

Suspension
Fine suspension design doesn't like being crunched against kerbs front and rear and may need a four wheel alignment. Check the gaps between the wheels and all wheelarches and make sure they are the same for both sides. If the car squirms under brakes, follows the camber of the road, feels too taily or requires constant correction, get a suspension specialist to take a look at it.

Too many drivers brought up on front drive lose the tails of these cars and hit solid objects from the side. This will bend or kink the centre bridge, buckle suspension frames and components. Look for rear suspension excessively shimmed to compensate for bent body but it won't track correctly.

Dampers can require replacement as early as 30,000 kms under hard driving. Quality replacements are essential. Undersized disc rotors are common. Check for correct wheels. If non-genuine wheels are fitted, check out their legality and whether it will affect the insurance.

An MX-5 deserves good tyres. If they are a cheap, no name brand then they might be a good indicator of how seriously the car has been maintained.

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Written byJoe Kenwright
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