Buying a used Mazda MX-5 (2006-2013)

Mazda's third generation MX-5 delivered the improved space and performance for which buyers had been lobbying for some years.

Supplies of the NC Series began appearing on Australian roads during late 2005, so in 2006 Mazda’s open-top two-seater achieved its best sales year in ages.

Compared to its predecessor, the NC Series MX-5 enjoyed an engine enlarged by almost 10 per cent in capacity, with a corresponding gain in power from 107kW to 118. However most devotees were probably looking beyond the bonnet to the interior – specifically into a redesigned and more spacious passenger area.

The increase in overall width was 40mm, but where the design changes became most apparent was in track width - 55mm more that the rear and a massive 75mm at the front. Check out the corresponding wheel-arch flares which are essential to keep the broadened MX-5 legal.

Broader, deeper seats offer comfort improvements while still cuddling their occupants with sufficient force to maintain lateral support. Greater fore-aft adjustment provides extra space for taller drivers but those over 190cm still may need to incline their head like a parrot on a perch when the soft-top or innovative hardtop is in place.

MX5s started life in 1989 with lift-off hardtops as an option, however in 2006, when an NC Upgrade was announced, the range changed to incorporate an innovative solid folding roof.

Made from tough Sheet Moulded Composite (SMC), the roof fitted to Mazda's new Hardtop Coupe was fully lined and added a sense of being in a closed car. However, a claimed 12 seconds after the ‘Retract’ button was pushed, the top split into three cleverly-hinged sections and stowed itself into the luggage area behind the seats.

Despite its bigger body and weight gain, the NC Series MX-5 still offers handling for the road which would not feel inadequate on a race circuit. Suspension design changes echo that of the larger Mazda RX-8 and the 17-inch wheels run 45 profile tyres.

However the ride remains perfectly acceptable, even for a low-slung sports car with taut suspension. Bumps and ripples certainly don't shake your dentures loose or even slosh one’s latte in the cup-holder.

Six-speed transmission - full manual or automatic with manual over-ride - was mandatory in NC Series MX-5s, with auto versions stickered $2000 more than the manual. Debate will rage over whether a car like the Mazda MX-5 should even be available in automatic form, especially when the manual feels so 'right' in the ratios and is so entertaining to use.

A changed shape arrived in 2008 which involved grafting new light pods into the front sheet metal plus new side-skirts, rear bumper and lights. To help enthusiastic drivers of manual MX-5s hold their gears a little longer, the red-line moved from 6700rpm to 7200 and the cut-out to 7500.

Crash protection can be challenging in cars like the Mazda MX-5 with so little metal to work with and no solid roof to help with structural integrity.  However the NC Series captured Four Stars in crash-protection tests, recording 13/16 for side-impacts, but dropping to 11/16 in the tougher offset-impact crash.

In 2011, as sales of NC Series cars slowed, Mazda concocted an Special Edition (SE) version intended to generate showroom traffic and deliver a few extra sales. Only 200 SEs - boasting Bilstein suspension, leather seats and special colours - were built for Australia and you won’t find many in the used car market.

The first Mazda MX-5 I ever drove was white, with just 85kW of power and a hardtop which, in the early morning chill of the Blue Mountains west of Sydney, was a welcome compromise. Wind-in-the-hair sports car motoring would have to wait for another time and place. Of course this was part of the MX-5’s allure - unlike older 'traditional' sports cars, owners of Mazda’s newcomer didn't have to leave them hidden under covers awaiting a sunny day.

As the MX-5 evolved, growing more spacious and powerful, so did the traffic around it. The NC with its 118kW was demonstrably quicker and less demanding to drive than that original 1.6-litre, but still it was under constant threat from Korean hatchbacks loaded with jeering kids.

Then the bends would arrive and the Mazda could almost be heard flexing its underpinnings and saying "OK kids, now watch this."  Uphill or down-dale the Mazda was quick, tight and flawlessly controllable. Even fairly exotic performance sedans had to make space as one of those low-slung 'zoom zoom' machines darted by; turning in precisely, clipping apexes and revving hard as it vanished down a twisty and tricky rural road.

It's hard to critique MX-5 brakes without access to a race circuit. In normal use the braking reserves for a car of this weight are vast, the pedal light with excellent feel and, even if you do stomp with too much enthusiasm, the ABS is there to mitigate embarrassing screeches.

Because the MX-5 doesn't have reserves of power to accommodate the 'slow in-fast out' cornering style, enthusiasts use the brakes sparingly and it is possible to find cars showing more than 80,000kms still running the original rotors.

Many MX-5s were not purchased for everyday commuting and today there’s a reasonable chance used car buyers will snare one yet to crack 100,000km. Depending on where and how cars like this have been stored and used, the mechanicals can be perfect, but the paint may be starting to lose its protective gel coat

NC Series MX-5s have no spare wheel , so bear that in mind if venturing any distance from a tyre shop stocking rubber to fit a trendy little sports car. The payback for no spare comes in luggage space, and MX-5 occupants aren't obliged to skimp too drastically when packing for a weekend away. Providing you are happy to run with the roof or hardtop in place, some extra stowage space can be found behind the seats as well.

Performance and fuel economy are rarely comfortable bed-fellows but the MX-5 will deliver a sub eight second sprint to 100km/h while making very measly demands for Premium Unleaded. Officially sanctioned figures came in at around 8.0L/100km but some media test drivers were amazed to better that number without any special driving techniques.

>> A high proportion of MX-5s travel minimal annual distances, however low kms don't always guarantee trouble-free motoring. Oil must be changed regularly or it can generate sludge which blocks lubrication passageways and causes internal engine damage. If a car hasn't been frequently serviced, a professional pre-purchase inspection is essential to identify possible problems.

>> Clutch shudder in the manual is most likely due to owner abuse. These cars can reach 100,000km before needing a clutch change, but one which hasn’t covered that sort of distance and exhibits shuddering or slipping is best avoided.

>> The gear-shift action should be sharp and the gearbox almost silent. A sloppy lever or buzzing sounds indicate worn selectors or bushings.

>> Make sure soft or folding hard-tops move easily and with no creaking or cracking noises. Both should stow tidily and clip into the windscreen header catches without excessive force. Drive with the top up and sound system off listening for wind noise. Check the rear window demister works too.

Technical advice provided by Red Book Inspect