THE heritage is nowhere near as long as Porsche’s iconic 911, but Mazda’s MX-5 is steadily becoming a similar icon in the small sportscar world. Revealed at the Chicago motor show in February 1989 – yes, America was the prime target market – MX-5 (also known as Miata) has evolved steadily along the way towards this third-generation model, which bears identifiable styling traits from the first-born. It is an enduring shape, now sporting bolder wheelarch flares, and Mazda is to be commended for not meddling unnecessarily simply for the sake of change.
Typically, the new car is slightly bigger than its predecessor – yet amazingly only 10 kg heavier – and in plan view is ovoid in shape to create more cabin width. That, together with a longer wheelbase, which allows for greater fore/aft seat travel, means that the interior is more spacious and accommodating than before, but tall people will still likely feel some cramp after a lengthy spell at the wheel. A rake adjustable multi-function steering wheel helps the driver to feel comfortable at the helm.
The saddle tan upholstery and trim take some getting used to, as it is mixed with black and satinsilver accents, but other manufacturers have boldly used this rather garish combination so, generally, it may not be too off-putting. Fixtures and fittings are well put together, and there is an upmarket ambience to the surroundings. Equalisation of the Bose sevenspeaker radio/6 CD player audio system can be altered to suit whether the car’s top is open or closed. The air-con includes vents that direct air onto passengers’ thighs to help counter the sun’s heat when the hood is stowed, and there are seat warmers to counter winter chills.
The all-aluminium engine is set well back in the body, helping to achieve an almost even front/rear weight balance. And the motor is bigger than before: a 2,0-litre twincam four replaces the 1,8 used previously. It is a harsh-sounding unit with a 10,8:1 compression ratio, chain-driven twin cams, variable cam timing and electronic throttle control. Peak outputs are a healthy 118 kW at 6 700 r/min, and 188 N.m of torque at 5 000. With more than 90 per cent of maximum torque available from 2 500, overall drivability is excellent. The engine revs freely, if gruffly, to the power peak, which is where the red line starts, although it will spin to 7 000 before a soft limiter calls a halt. With the 26 kg hardtop fitted, we managed the 0-100 km/h sprint in 8,15 seconds, the standing kilometre in 29,21 seconds at 179 km/h, and top speed averaged out at 216 km/h. In general terms, then, performance is excellent, as are the all-disc ABS (with EBD and BAS) brakes.
Pottering around town, the short-throw gearshift of the closeratio six-speed ’box feels very mechanical and a bit clunky, but call up some revs and it acts with snick-snick precision. The rear of the transmission is rigidly linked to the front of the diff housing by a pressed aluminium Z-shaped “power plant frame”, which helps impart a tingly feel to the powertrain, making the car appear more hard-edged and less sweet, less refined than before. A good thing? MX-5 loyalists will be the judge of that, but certainly a few more chest hairs are evident…
The speed sensitive steering gear has been beefed-up, and the 205/45s on 17-inch rims offer terrific grip and “go where you point it” handling. However, although the wheels are firmly planted, the body squirms noticeably on broken road surfaces. Surface imper-fections are absorbed with commendable firmness, but the wriggling action is discomforting even with the knowledge that the car is sure-footed and DSC stability control is watching over proceedings.
For sunny days, the re-profiled, padded soft-top is released by a latch between the seatbacks and manually concertinas away in a Zshape into a well behind the seats flush with the top of the bodywork, which precludes the need for a tonneau. The lack of a powered hood might appear cheapskate, but it means quicker operation and saves valuable weight and space. Top down, the body remains taut, and with the mesh screen between the head restraints raised, there is little turbulence in the cabin.
Fitting/removal of the lined hardtop is a two-person affair, in order to avoid causing damage and, more to the point, because the rear latches can be most uncooperative when hanging loose. Erect, the roof’s sealing is as good as you can expect.
Apart from the usefully-sized 120 dm3 boot – a puncture kit is supplied instead of a spare – there is a large lockable facia cubby, a driver’s-side small items cubby, a lockable rear storage box, a back panel storage box behind each seat, a net pocket, and door bins with drinkholders, so luggage capacity is relatively good.
Keyless entry incorporates remote central locking. The Mazda Card has no slot – it just needs to be in the vicinity. A permanent ignition key switch starts and stops the engine. Four airbags are fitted.
Test summary
With third-generation MX-5, Mazda has moved from the soft, genderless persona of the previous models towards a vibrant, masculine personality. The model’s traditionalists may bemoan this toughening-up – especially with what has been done to the chassis – but will likely continue to be won over by the car’s ongoing traditional character and allround user friendliness. Mazda’s latest MX-5 is a logical, more focused evolution of what is the world’s best-selling two-seater convertible sportscar.