Mazda MX-5
Theres something about the latest Mazda MX-5 that engenders a feeling of cultural dislocation. Mazda made no secret of the fact that the original MX-5, launched on February 9th 1989, was based in philosophy on classic British sports cars and the phenomenal global success of this car tends to mask the fact that this is a very Japanese car indeed. Tasked with replacing the MX-5 with an all-new car, Mazda delved into Nipponese history to come up with a philosophy that defined the development of the latest model.
Its not easy to translate the expression Jinba Ittai into English. The literal translation of rider and horse as one stems from the longstanding artistic ceremony of Yabusame, where archers on horseback compete against each other in order to fire arrows from a galloping horse at a fixed target. While this may sound very romantic, its not at first clear what this has to do with putting a number on rivals in the affordable roadster market. Bear with me.
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Melding the philosophy to the practicalities is where so many designs lose their way, but Mazda are keen to stress that hand in hand with Jinba Ittai is the creation of a big fun factor. Weve seen plenty of cars down the years that score well on performance measures, can crank big lateral g through corners and yet are absolutely no fun to drive at all. The spirit has been ruthlessly engineered from these cars, leaving them feeling flat and lifeless.
"I was afraid the MX-5 would show evidence of middle age spread. Im delighted to be proved wrong"
Five basic requirements were defined to realise their concept. Firstly the car would be as light as possible while meeting global safety requirements. Next, the cockpit would comfortably accommodate two full stature occupants with no wasted space. The basic layout would continue with the originals front-engine rear-wheel drive configuration with the engine positioned ahead of the driver but behind the front axle for a 50:50 front to rear weight distribution. All four wheels would be attached by wishbone or multi-link suspension systems to maximize tyre performance, road grip and dynamic stability. Finally, the chassis would provide a solid connection between the engine and the rear mounted differential to sharpen throttle response. That the latest MX-5 scores in these departments is obvious from its basic details.
The engine moved back fully 135mm for better weight distribution, while chassis torsional rigidity goes up by 47 per cent. Rather than concentrate on kilograms saved, Mazda insisted that every component would be weighed in grams. Take care of the grams and the kilos look after themselves. While the philosophy hasnt changed a great deal from the car launched on that day in 1989, the execution is quite different.
Gone are the curvy Coke-bottle flanks of the old car, replaced instead by a cleaner, slabbier look. Viewed in profile, the differences arent huge, but from front and rear there are quite fundamental changes. The wheelarches are considerably beefier, allowing the fitment of big alloy wheels. To accentuate the tapering shapes of the body, the headlights and tail light are, somewhat unusually, mounted well inboard of the corners.
One thing that didnt really need a lot of changing was the cars hood. Even now, there are plenty of prestige manufacturers who have never got anywhere close to the simplicity and elegance of design of the MX-5s original rag top and the latest car doesnt divert too far from that base. The Z-folding roof unclips with one central latch and is then throw down flush with the cars rear deck. It would have been sacrilege to burden the MX-5 with weighty folding tin top with a million and one electric motors to blunt performance but Mazda couldnt resist the modern trend for movable metal roofs entirely.
Instead, they designed a folding hardtop that sets new standards for lightness and simplicity. Thats why buyers who really dont want the cloth top MX-5 can turn to the MX-5 Roadster Coupe. One area where the MX-5 was starting to fall off the pace quite obviously was in terms of interior design. Roadster buyers want a little visual pizzazz and the acres of black plastic and low rent trim hamstrung the company in their bid to present ever more upmarket variants of the MX-5.
The latest car is a whole lot smarter inside with a T-shaped dash layout housing a neat centre console, while the driver-focused dials feature metallic bezels to lift the ambience. The speakers, gear change gaiter, ventilation controls, air vents, main dials, cupholders and steering wheel boss all follow a circular theme. The quality of trim material is way higher than before with a high-gloss piano black finish across the fascia. Its certainly as good as any sports car in the sub £20,000 bracket.
Waist level vents and a mesh wind deflector improve comfort on typically fresh British mornings while an adjustable steering wheel and added seat travel will enable most drivers to find a comfortable setting position. Twin front and, for the first time in an MX-5, side airbags are also fitted as standard, while bigger brake discs help ensure the airbags are never called into action. A 160bhp 2.0-litre engine (from £17,465) and a 125bhp 1.
8-litre unit (from £15,665) shift the MX-5 a little further upmarket compared to its predecessor as does the presence of the folding hard-top Roadster Coupe derivative, but prices are still accessible. The famously wristy short throw sports gear change has been retained. Improving a legend isnt easy. Fortunately, Mazda have been astute enough to refine the MX-5 where refinements were possible, but have left the essential character unchanged.
More than 700,000 buyers liked the original MX-5 recipe. Expect big numbers from this successor.
FACTS AT A GLANCE
CAR: Mazda MX-5 range
PRICES: £15,665-£21,015 on the road
INSURANCE GROUPS: 11-13
CO2 EMISSIONS: 171-193g/km
PERFORMANCE: [2.0] Max Speed 130mph / 0-60mph 7.9s
FUEL CONSUMPTION: [2.0 5-speed] 36.7mpg
STANDARD SAFETY FEATURES: Twin front and side airbags, ABS
WILL IT FIT IN YOUR GARAGE?: Length/Width/Height, 3995/1720/1245mm
