Mazda MX5 – reliable roadster

The passage of time has meant that the first generation of the Mazda MX5 has now joined the ranks of the classic cars that inspired it.

Launched in 1998, the MX5 was a modern version of the British sports cars that had been popular all over the world in the 1960s, but were killed off by chronic under-development, the creation of hot-hatches and the ability of German and Japanese manufacturers to build cars that could run with fewer breakdowns in their long lives than some British cars had in a week.

At the suggestion of an American, Bob Hall, Mazda created a simple, straightforward affordable roadster in the tradition of the MGB. The MX5 was never as exotic as the Lotus Elan whose styling it reflected (with the addition of lovely doorhandles, cribbed from Alfa Romeo). Instead, it adopted the MG’s concept of an affordable, moderately performing roadster that rode reasonably, handled well and put a premium on fun, rather that searing acceleration or a high top speed.

Although they toyed with a mid-engine, rear drive layout (a la Fiat X/19, Porsche 914/916), Mazda finally chose to stick to the longtidunal front mounted, rear drive two seater format favoured by the majority of affordable sports cars in previous decades. Ironically, in 1989, this traditionalism was a bit radical for a small car, where the use of front wheel drive and an east-west mounted motor was almost universal.

The MX5’s first generation, the NA, is easily distinguished by its pop-up headlights. These are very much out of fashion these days, but I like them. They were also pretty much the only part of the Mazda MX5 to give mechanical trouble, albeit the issues were both rare and minor.

Like the overall styling, the car’s motor, with its cam covers in aluminum, looked just the part. This model sold was initially powered by a 116 bhp (87 kW) 1.6 litre engine until 1993, when the capacity was increased to 1.8 litre (the 1.6 remained a lower cost option in some markets, such as the UK).

Weighing in at a ton, this gave the MX5 adequate straight line performance. However, to focus on 0-100 times was to miss the point. With close to 50:50 weight distribution, a short wheelbase, excellent steering and the slickest five speed manual gear change in the business, the MX5 was about winding roads. As generations of MGs had done in the past, it showed that power was not the only path to driving pleasure.

As soon as they drove the car, motoring writers all over the world went into little fits of enthusiasm. Reviews were thick with words like “balanced”, “perfect”, “nostalgia” and “sweet”. I do not recall another car that has received so much praise in the press. Here was an affordable driver’s car that looked good, went well, and provided the sort of connection between driver and vehicle that had not been seen for decades. All this came along with Japanese reliability. There was even an optional detachable hardtop and a tidy interior. The only criticism was the modest power output.

Special Editions

The Mazda MX5 has seen quite a few special editions. The first of these was a version in British Racing Green with tan interior – as pictured above. Sticking with its retro-inspired theme for special editions, in 1994 and 1995, Mazda offered the MX5 in Bugatti Blue, which they called “Laguna Blue Mica”. Subsequently, there have been many more special edition MX5s in various markets.

For the 1994 model year, the first-generation MX5 was updated with the introduction of the more powerful 131 bhp (98 kw) 1.8 litre engine and some body strengthening to make the car more rigid. The latter included a bar that ran behind the seats, linking the two seatbelt mounts and transferring forces across the car in the event of a side impact.

On the secondhand market, the first generation MX5 ranges in price from about AUD$5000 to about AUD$10,000.

Second generation (NB)

The second generation of the MX5 (the NB) lost the pop-up headlights of the original NA model. The pop-ups were comparatively expensive to produce, could sometimes fail and would not pass increasingly stringent pedestrian impact standards.

In addition, the new car was slightly bigger than the previous model and marginally heavier.  Engine compression was increased, solid lifters were introduced. Power was lifted to 140 bhp (104.4 kw).

In 2001 the NB model was facelifted with modest interior updates, improved seat bolsters and improved body rigidity. The engine received variable intake valve timing.

In Australia, 2002 saw the launch of the MX5 SP. This car was locally developed by Mazda’s Australian Motorsport division and its stalwart supplier of enthusiasm, expertise and ideas, Allan Horsley. The SP’s turbocharged engine produced 157 kw (211 bhp) at 6800 rpm. The car also had an air to air intercooler to help things along. Only 100 of these cars were built. The SP was very expensive in comparison to a standard MX5 at the time, but offered blistering performance. It quickly became a highly sought after car in Australia. There are currently two for sale in Australia. One in the ACT, is advertised for $17,500, which looks a good price. Another, also in Canberra, is advertised at $24,500.

Having seen the success of the Australian MX5 SP, in 2004, Mazda produced its own IHI RHF5 VJ35 turbocharger equipped version of the MX5. With an air-to-air intercooler, and six speed gearbox, this car could do 0-100 in 6.6 seconds, drawing on its 180 bhp (134 kw) in US and Japanese spec. This model was sold in Australia with lower boost pressure than was used in the US and Japan and this reduced power to 162 bhp (121 kw).

The second generation MX5 starts at about $10,000 and tops out around $20,000 for the SE turbo versions.

Third generation (NC)

The NC model, the third MX5 generation was released for the 2006 model year. The new car came with a very different new style, with flared wheel arches as the most distinctive feature. The double wishbones at each corner, that had been a feature of the MX5 since 1989, were retained at the front but replaced with a multi-link arrangement at the rear. Engine power was lifted with a capacity increase to two litres. In Australia, this gives 158 bhp or 118 kw, mated to a six speed gearbox (either manual or flappy-paddle). The rather cheap vinyl softtop that had been supplied with the first two generations was replaced with a much more attractive cloth version on the NC.

The option of a folding hardtop was made available from very late 2006. Adding 36 kg, but offering greater security, this has been a moderately popular option. The NC model was updated in 2009 to adopt a frontal style more in common with the Mazda corporate look seen on other cars in the company’s range.

The first generation MX5 is now seen as a collectible classic (much like the cars it shamelessly cribbed in its development). On the roads, you are just as likely to see a lovingly-maintained (or even restored) one as you are to see a tired-looking early model still exhibiting the reliability that the MX5 is famous for.

Later models are not generally collectible, but they do offer more comfort, more performance and more safety. Obvious competitors were the

– Alfa Romeo Spyder (front wheel drive, body flex, striking styling)

– MGF (excellent mid-engine handling offset by awkward mid-engined servicing and a headgasket that will eventually need replacing – unless it has been done already)

– BMW Z3 (awkward styling, asthmatic motor, only reasonable handling)

More upmarket competitors (assuming that you want a roadster) include the Lotus Elise (small but high tech) and the Porsche Boxster (German precision, but not cheap).

A reader of The Classic Motorist, Terry S, has posted a comment pointing out that the Australian-developed MX5 SP of 2002 offers great performance, race pedigree and rarity at a reasonable price. Now at 10 years old, these cars are now too old for many people to consider and yet too young to be seen as classics by many. Consequently, they offer those in the know a chance to scoop up a bargain performance (even high-performance) roadster.  With only 100 produced, these are rare beasts. Their performance is in a completely different league to non-turbo MX5s. I am grateful to Terry S for pointing out this hidden gem (check out his comment). If you are thinking of a Boxster or a Subaru WRX, keep in mind the turbo-charged MX5 SP. It brings the affordable performance of the WRX with the convertible fun and handling of the Boxster. Personally, I think that the extraordinary build quality, mid engine and the immediate response of natural aspiration would give the Porsche the edge for me for $20k plus, but an MX5 SP at the right price (like the one under $20k in Canberra) would be sorely tempting, particularly if one considers the high cost of Porsche parts and servicing. In the end, given my MG addiction, I settled on an MGF in British Racing Green with a full leather interior. It is not quick, but it cost $7000 and is very comfortable.

Please send your comments. I have a friend who has up to $70k to spend on a manual-gearboxed sports car for Sunday drives. He misses his old Boxster and is now considering everything from a 15 year old Porsche 911 cabriolet to a new MX5. Savvy suggestions welcome.