Mazda MX 5

Buyer Beware

Fast Facts

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WHY DO SO MANY RECKON THE MX-5 IS THE NEW MGB?

It’s easy – many ex-MG owners are now driving Mazdas! Seriously, the reason why the MX-5 has become such a broad-based hit is because it appeals to a wide audience, many who aren’t even enthusiasts, but like the thought of owning a sports car.

That’s something the MGB did brilliantly in its day. The Mazda has become easy to maintain as that classic as well thanks to an ever increasing specialist base.

WASN’T IT A COPY OF THE LOTUS ELAN?

It’s easy – many ex-MG owners are now driving Mazdas! Seriously, the reason why the MX-5 has become such a broad-based hit is because it appeals to a wide audience, many who aren’t even enthusiasts, but like the thought of owning a sports car.

That’s something the MGB did brilliantly in its day. The Mazda has become easy to maintain as that classic as well thanks to an ever increasing specialist base.

WASN’T IT A COPY OF THE LOTUS ELAN?

In many ways yes but with a modern twist. The styling ethos with its pop-up headlights and cute sweeping lines echo the Elan alright while it’s said that even the engine’s look – a derivative of the 323 hatchback in this case – was given a traditional Ford Twin Cam look. What the MX-5 did – and still does – provide is modern day usability and dependability, something the Lotus could never provide.

BUT THEY ARE FUN?

Definitely. Pin sharp steering and rear wheel drive handling allied to near perfect weight distribution gives the MX-5 a kart-like fun factor although the rear can be tetchy in the wet – bad enough to have caught out many experienced drivers! Apart from being great fun on the road and track on track days, there’s also a thriving one-make racing series for standard or tuned cars.

THE MK1S ARE THE BEST, AREN’T THEY?

They certainly have the most classic appeal as you’d expect, but the later cars are more rounded yet don’t lose that essential flavour that makes the MX-5 so good. Also there’s too many old Mk1 clunkers about that have been thrashed and been track day cars. The Mk2 took over in 1999 with a more conventional look and useful engine and chassis revisions. The current Mk3, which represented the first major change to the design in 2005 thanks to its RX 8 chassis and 2-litre power, is great, yet still retains all that’s good about the MX-5. And with these later cars, which can be bought for around £5000, there’s the convenience of a metal foldaway top. The current model underwent a mild facelift last year to give it back some of the old bite it lacked, so there’s a car for every taste and budget.

WHAT ARE THE BEST BUYS THOUGH?

On the Mk1 and Mk2 it has to be the 1.8-litre ranges thanks to their added power over the 1.6, which while isn’t a bad unit was seriously detuned to less than 90bhp in the mid 1990s. None are Elan quick you understand, but the pleasure comes from the crisp engine characteristics and a rile-bolt gearchange that’s reminiscent of 60’s sports classics. There are shed loads of special editions but some are purely for show. On the Mk1, SE, Merlot, California, Gleneagles and Dakar are the better ones worth having, as is the 150bhp Turbo model from ex-racer extraordinaire David Brodie (1993) which had Mazda’s backing and blessing. But whatever you see, don’t pay over the odds for a bit of extra glitz. On the Mk2, the 10th Anniversary special is the one to go for and should have some classic status but overall we’d go for the delightful 143bhp 1.8 Sport.

BUT WHAT ABOUT A GREY IMPORT?

Ah yes, the Grey Imports that are non US spec cars but because they are right-hand drive have been imported in their droves. These cars can boast equipment never seen on a UK car – automatic transmission being one of them – and, if they come with a good service history and past are worthy buys. Greys used to be slated because they differed from UK specs and needed some alternations to make them UK legal – but this is well known and easy to do; tales of thinner glass fitted is a bit of a red herring.

That said, some could do with a splash of added rust-proofing which wasn’t so critical for home cars. Greys only really concern Mk1s and early Mk2s as the practice of importing these cars lessened thereafter.

SO WHAT SHOULD I PAY?

Prices have pretty much bottomed out for the early models so it’s a terrific time to buy plus you’ll always get a better bargain over the winter. £1000 Mk1s are now ratty prospects so bank on spending £2000 for an early car in good condition. Only mint Mk1 cars with minimal mileage should command anywhere near £5000. UK models are generally worth slightly more than imported Japanese Eunos models where once the reverse was the norm, incidentally. Mk2 values vary dramatically – earlier models can be found for well under £3000 but lastof- the-line 2005 cars are still hanging on well to their residuals; £4000 will secure a really good one and add £500 for the start of the Mk3 range where here a forecourt-sourced 2.0 Sport retails at just over £5000.

HOW RELIABLE ARE THESE CARS?

Very! You can buy with genuine confidence. Of course, there’s the doggy Mk1s and Mk2s but you can spot them a mile off. Do watch for rust however – the sills are common MoT fail areas. Inspect the rear corner of each sill towards the rear wheelarch as this is the most common spot and could mean a big repair bill. Bodged crash damage is common, as well. The original Minilite-style alloy wheels were the best, not only for looks but also because their size suited the ride and handling well, so it’s well worth seeking out a car that still has them.

Mechanically there’s even less to worry over if serviced right and this means replacing the anti-freeze on time. Water pumps and head gaskets can let go but if a timing belt breaks, it won’t wreck the engine – unlike virtually every other modern… Engines can weep oil from the cam box but a gasket is only £20 or so. Suspension and brakes just demand the usual checks.

CAN I MAKE ONE EVEN BETTER TO DRIVE?

There’s a wealth of tuning gear around but don’t overdo it as the car’s inherent design is okay from the outset. A good quality set of tyres should be your starting point (Fulda Carat Progressos suit the Mazda exceptionally well). By the same token, a set of performance brake pads like EBC Green Stuff items sharpen up the brakes without further mods needed. Do not, mess with the ride height or the wheel size; even Mazda got it wrong when it fitted 15-inch alloys to later models! The best way to brush up the handling is to fit a full set of polyurethane bushes. For the engine, there’s induction, head cam and exhaust upgrades as well as turbocharging for well over 200bhp!

WELL – SHOULD I SELL MY MGB?

That’s up to you… But if you desire a car of similar carefree character but with modern conveniences and safety gear, then the Mazda MX-5 is a worthy replacement.