Mazda MX-5 2015 Review

In a world where sports cars generate headlines for their stupendous power, performance and pricing, the new ND Mazda MX-5 bucks the trend.

Now in its fourth generation, the MX-5 is being offered with a second (smaller) engine choice -- a 1.5-litre Skyactiv-G naturally-aspirated four-cylinder that shares its bones with the engine in the Mazda2 city car. Even tweaked, this thing makes just 96kW and 150Nm.

As we have reported separately, Mazda is launching the 1.5 with a four-month head start over its 2.0-litre sibling. Alongside the dramatically slashed pricing, that starts at just $31,990 (before ORCs) for the 1.5 six-speed manual, that wait might tempt some impatient buyers to downsize.

Add in a six-speed auto option ($2000) and a more richly specified, but mechanically identical GT, and the four 1.5 variants on offer climb as high as $39,990.

The 2.0-litre is also offered in four variants, ranging from $34,490 to $41,550 in price.

As there is no drop-top that can be regarded as a direct competitor for the MX-5 if you want low budget rear-wheel drive thrills, then the Toyota 86 at $29,990 is its most obvious rival. Its almost identical twin the Subaru BRZ follows along at $37,150.

There’s been many sneak peeks, pre-drives and deep dives on the new MX-5 over the last six months or so and we’re not going to reprise it all here. Instead, the links at the bottom of this story will guide you through the essentials of design and engineering.

In essence, however, this car is lighter, smaller and claimed to be more focussed on driving pleasure than ever. That last bit is what we are all about here; the first Aussie drive of the MX-5 1.5.

And on some pretty challenging Queensland roads (up, down, rough, smooth, tight, fast etc), it quickly became clear that to extract the most from the new MX-5 you really have to work hard at it.

In the MX-5’s favourite serpentine environment you fire it in relying on the quick electric-assist steering to track accurately into the corner. But the trick then is to be carrying plenty of engine revs so you can pivot the rear-end of the car on the throttle to drive it out.

It’s a marvellous feeling, because you are sitting over the rear axle and can really feel small adjustments as the revised multi-link rear-end and 195/50 Yokohama Advan tyres adjust and bite, adjust and bite. That’s with the stability and traction control engaged, so the tune is pretty sympathetic to having a go.

Compared to the last 2.0-litre NC I tested (which was  a folding hard-top, so it was not only heavier but had a higher centre of gravity) the ND feels more progressive and less grab, slide, grab, slide.

But if you’re not committed -- not prepared to be running in there above 5000rpm (remembering ‘all’ that peak power doesn’t arrive until 7000rpm) and braking late so you can carry that corner and engine speed -- then you are going to be mildly disappointed. There’s less pivot and less nose tuck, so it feels like you are pushing the front.

Remember, there is no massive well of torque here to boot you out of the corner and paper over your sins if you get it wrong.

There are a couple of characteristics to get used to no matter whether you ace or flunk a corner.

First this car does have body roll. For such a little, light vehicle with a limited amount of suspension travel it is surprising the amount it tilts when tipped into a turn. Okay, it is not Citroen-esque but it is noticeable.

Secondly, the Mazda-first electric assist steering lacks feel just off-centre. It’s really only noticeable when moving the wheel small increments, but peel into a hairpin and there’s rapid response, a true sense of where the wheels are headed and what’s underneath them.

This engine is happy to rev beyond its 7500rpm redline, although it never sounds super-excited about doing it. In fact, at lower revs it drones. But once in the range beyond 5000rpm there’s a real sense of enthusiasm, allied with the new manual’s short throw shift that doesn’t baulk at being jammed into a shorter gear at sometimes silly revs.

Exit from your favourite Sunday morning road and the engine shows it has enough flexibility for cruising. On a freeway in sixth gear at 100km/h the MX-5 lollops along at 2500rpm in top gear.

It struggles to carry that on rises once you drop below 3000rpm, but the mid-range gears can cope with most challenges. Only one 10 per cent grade on the test loop had us scrabbling back to first gear.

Of course, there is also the six speed auto to consider. A brief drive around Noosa Heads established it was well mated to the engine and didn’t go madly chasing up and down at the hint of a hill. Flip into manual mode and the flappy paddles allowed sharply swapped gears; and it will not change gears unless you ask to -- even if the engine is banging away on the rev limiter. As it should be then.

Mazda thinks there will be quite a big take up for the auto, but if you fancy a sports drive our feeling is the manual delivers that rawness and connection an MX-5 needs, especially in the 1.5.

Speaking of rawness, there’s no doubting the MX-5 continues Mazda’s traditional ability to pass road noise into the cabin. Limited insulation and a soft-top mean the Yokohama Advan tyres can really set up a din on a coarse chip surface. There’s also plenty of wind noise with the roof in-place, especially around the B-pillar.

The ride can also be intrusive when there are lateral scars that disrupt both rear wheels at once. But when an individual corner is charged with the job of quelling the intrusion of a pothole or broken road edge, it does a very good job. Especially so, the new double wishbone front-end.

Drop the roof and the MX-5 again shines. Tall passengers will get some wind blast over the top of the windscreen, but blowback is efficiently quelled by the wind blocker between the seats. Despite this car being so light, there is no sign of flex or scuttle shake.

Raising and lowering the roof is a simple all-manual process that requires you to be only moderately limber to lock the roof down or extract it from behind the two headrests.

It’s probably an easier task than clambering in or out of the car. It’s a long way down; I sort of fell into it. And it’s a long way up; I sort of fell out of it too!

There’s not a lot to get excited about in the cabin itself. With echoes of the Mazda2 mini-car it’s designed to do a job and that about says it all. The GT looks classier because it’s got some chrome rings, leather trim and the full-size MZD Connect screen, but you won’t be wowed by the difference.

Weight saving dictates no steering wheel reach adjustment – rake is pretty minimal too. The seat base isn’t that generous but the seatback is tall and well supported. At 180cm I fitted, but you wouldn’t want to be too much taller for it to be a struggle.

Storage is minimal – there isn’t even a glovebox and the cupholders sit high-up between the seats, which means a tall bottle keeps banging into your upper arm as you corner. The boot is tiny at just 130 litres and doesn’t have a remote opening lever. There’s enough space for a couple of overnight bags and a bit of paraphernalia.

But if you buy an MX-5 based on its cabin eloquence and functionality then you’ve got the wrong priorities.

This new MX-5 with its 1.5-litre engine is an even more pared down and efficient version of what’s come before. Based on the driving it retains and in some ways enhances the driving enjoyment of what has been delivered previously.

Whether it’s better than the 2.0-litre is a question still some months from being answered. For now, the ND MX-5 1.5 emphatically sends the message that bigger does not always mean better, be it engine size or pricetag.

2015 Mazda MX-5 1.5
Price: $31,990-$39,990
Engines: 1.5-litre four-cylinder petrol
Outputs: 96kW/150Nm
Transmission: 6-speed manual/6-speed auto (opt)
Fuel: 6.0L/100km - 6.4L/100km
CO2: 140g/km -148g/km
Safety Rating: N/A