Mazda MX-5

The Mazda MX-5 causedn a sensation when launched in the UK 20 years ago, re-inventing the affordable sports car. Today it’s the ‘new’ MGB!

Mazda brought the spirit of the classic British sports car back to life when it unveiled the MX-5 and it’s all thanks to an American motoring journalist! Bob Hall was a respected motor-noter who a love for classic British sports cars – and the ear of Mazda‘s md! When in 1979 Hall was asked what should Mazda do next, the scribe instantly suggested a low cost sportster of traditional design. Fast forward virtually a decade later and the Mazda MX-5 was unveiled to the World. A pretty but simple body, a modest but revvy twin-cam engine and unrivalled rear-wheel drive handling that never fails to create a smile proved an instant smash hit. There’s no denying that Mazda’s roadster is virtually a carbon copy of the Elan, but there’s no shame in emulating the fi nest driver’s car ever. The Japanese fi rm added one crucial element that pretty much every UK-built sports car lacked, though – infallible reliability. The baby roadster made it to the UK in 1990 and over 850,000 have been sold ever since – so the proof is very much in the pudding.

History

By the mid-1980s, the lightweight British sports car movement was pretty much extinct. People wanted performance carswith real power and targa tops, rather than cute lethargic little roadsters. Lotus had long since ditched the Elan and was concentrating on turbocharged versions of the Esprit, while the MG badge was confi ned to the likes of the Maestro and Montego. Typically, the Japanese had their fi nger on the button and caught us Brits napping. American motoring journalist Bob Hall joined Mazda in the early 1980s and highlighted the fact that the world was missing an old-fashioned but simple convertible like the English used to make. Top brass at the company cannily let Hall loose to research the idea. In 1983, the concept was given the thumbs up and labelled Offl ine 55, so work got underway in Mazda’s California and Tokyo sites. The American team came up with a traditional front-engine, rear-wheel drive layout labeled the Duo 101, which, despite some opposition from the Japanese, eventually made it through. In 1986 the project was fi nally approved for production under the name P729 and the MX-5 went on to make its debut at the 1989 Chicago Motor Show, arriving on these shores in January 1990. The fi rst and purest generation (the NA model) with its pop-up headlamps, remained in production until 1997. Changes to the car were generally few; a 150bhp Turbo conversion that was offi cially approved from ex saloon racer extraordinaire David Brodie for ‘93 was the main one – the rest were mostly cosmetic in the shape of special and limited editions that engulfed the range. Some models, such as the SE, Merlot, California, Gleneagles and Dakar are worth going for however. In many ways April 1995 was a dark day for MX-5 lovers, because that’s when the 1.6 was de-rated and degraded, kicking out just a paltry 88bhp. Sitting on plain steel wheels, it’s a model to avoid – unless cheap, of course! The second generation (NB model) joined the scene in spring ‘98, with a more refined and spacious interior, fi xed headlamps and extra grunt – up to 143bhp in the form of the delightful 1.8i Sport. Again special editions abound with the 10th Anniversary the most gifted of the lot. According to specialists, the MK2 is starting to overtake the MK1 sales-wise. The third series (NC) model arrived in 2005, by which time the MX-5 had grown considerably and featured larger 1.8 and 2.0-litre engines as opposed to the 1.6 and 1.8-litre offerings of previous versions, based upon the Mazda RX-8 platform. The current model underwent a mild facelift last year to give it back some bite, so the MX-5 is now more polished than ever.

Driving

Every MX-5 is a delightful thing to drive as they are a successful blend of modern and classic. It goes without saying that the early cars are the least refi ned, but they’re also by far the purest from behind the wheel. The steering is incredibly delicate and brimming with feedback. Unlike many classics that are often robbed of feel by a power steering system, the MX-5 is actually improved by it, so it’s well worth seeking out a car that has it. The 1.6 and 1.8-litre engines aren’t brimming with power – expect 114bhp from the ‘normal’ 1.6 and 131bhp from the 1.8. Neither will keep up with a modern hot hatch but they’re more than happy to reach for the redline, and the long travel throttle has scalpel sharp responses. The one to avoid is the base 1.6 which can feel tardy. The MX-5’s gearchange is one of the highlights of the driving experience – it’s short, fi rm and requires little more than a swift fl ick of the wrist to swap cogs. The design credo for the MX-5 was the Japanese phrase Jinba ittai, which roughly translates as ‘rider and horse as one’ – and that’s exactly what you get. The weight distribution is almost a perfect 50:50, so the handling is beautifully balanced. Wherever you point an MX-5, it will go, and let you know about every single alteration of the road surface while you’re at it, which is why it’s so much fun. In the wet it wants a bit more watching as the rear end can become a bit lively as many drivers have discovered.

Prices

Prices have pretty much bottomed out for the early models and even some of the older second generation cars, so it’s a terrifi c time to buy – but you’ll always get a bigger bargain in winter. The 1.6-litre UK car cost £14,295 when it arrived in showrooms in 1990, but a similarly aged model can be yours for around £1000 – and you’ll struggle to have more fun for this money. Bank on spending over £2000 for an early car in good condition with below average mileage, but only mint cars with minimal mileage should command anywhere near £5000. UK cars are generally worth slightly more than imported Eunos models, too. MkII values vary dramatically – earlier models can be found for well under £3000 but last-of theline 2005 cars are still hanging on to a chunk of their new value and good ones sell for up to £8000 at the right time of year. Don’t be fobbed off by special editions. There were a ridiculous number of limited run MX-5s, many of which had little more than a slightly different shade of paint or fancy alloy wheels. Granted, if you fi nd a BBR Turbo or Le Mans special model, then you should pay more, but don’t put up with sellers trying to squeeze more cash out of you just for a different colour or a snazzier set of wheels. As a rule, cars featuring better cabins may command a tad more.

Improvements

The rule here is: less is more. There are plenty of worthy tune-ups for the MX-5 but the best ones are not obvious at fi rst sight. A good quality set of tyres should be your starting point (Fulda Carat Progressos suit the Mazda exceptionally well) as this will complement the handling. In the same vein, a set of performance brake pads like EBC Green Stuff items will sharpen up the brakes no end – but there’s not much point in going mad for racing discs and callipers. Do not, under any circumstances, mess with the ride height or the wheel size. The original 14-inch alloy wheels suit MkI MX-5s perfectly and even Mazda got it wrong when it fi tted 15-inch alloys to later models – steer clear of cars with silly aftermarket wheels, too. By far the best way to brush up the handling is to fi t a full set of polyurethane bushes, which allow the suspension to move more freely and improve the already brilliant steering. A set costs around £85 from online specialist Mx5parts.co.uk. A full alignment check is always worth investing in, too. If power’s your thing then the MX-5 might not be for you, but there is a BBR turbo conversion available that dramatically ups power and torque, but you’re looking at around £2500 for it bought and fi tted, which is seriously pricey and corrupts the originality of the car.