Mazda MX-5 2016 Review

Mazda MX-5 Roadster (1.5L)
Road Test

The latest ND-series Mazda MX-5 uses modern technology to deliver a smaller, lighter, yet even more engaging sports convertible than the original 1989 NA-series. It brings a refreshing dose of unadulterated fun to a jaded world and, with a pre ORCs opening price of $31,990 for the endearing 1.5-litre version, doesn’t cost the earth.

Pure and unadulterated always triumphs over artificial enhancement. Just like comparing tinned food with fresh produce, Mazda’s latest MX-5 is a delight to the senses.

Mazda has always resisted the temptation to give its engineers and designers free reign over the essentially simplistic two-seat soft-top. In fact, with the latest version of the MX-5, they’ve gone a few steps better by not only shrinking its size and weight, but also pulling a few cubic centimetres out of the base powerplant.

In doing so, Mazda has created a plaything that’s not only more fun than it’s ever been – and thoroughly contemporary yet instantly recognisable in terms of style – but is better by practically all measures than its also-minimalistic predecessor.

Actually, by suggesting the MX-5 is a back-to-basics exercise we’re probably being a bit misleading. To achieve what they’ve achieved, Mazda engineers and designers have drawn heavily on technology that has developed since the first MX-5 was launched in October of 1989.

For example we have Mazda’s new-generation SKYACTIV-G engine technology to thank for the ability to extract more from less. We also have structural and passive safety know-how to thank for the fact that the MX-5 is a smaller, lighter car than its immediate predecessor – and is only 39kg heavier than the 1989 original despite the inclusion of more equipment, more technology and higher safety standards.

We also have clever design to thank for a soft-top roof that can be actuated by a seven-year-old, whether it’s folding it down, or clipping it back in place to prepare for an approaching rainstorm.

Living with the entry-level 1.5-litre manual-transmission MX-5 for a week is a real privilege for a jaded writer at the end of a long year who’s more accustomed to being mollycoddled and spoiled than being forced to come to grips with the stark realities that come via direct communication with the road, the weather and the inner masochist.

It’s a bit like taking a sea voyage in a 25-foot yacht when you are more accustomed to imbibing chilled Moet Chandon on the deck of a (safely moored) luxury cruiser.

The MX-5 has a tiny cockpit, its ride is as firm as you’d expect of a light, handling-prioritised short-wheelbase sports car and the little 96kW/150Nm normally-aspirated engine is never likely to overwhelm with its surging power delivery. You need to work to get the best out of the Mazda. And that’s just one of the things that make it so rewarding.

The steering, though it’s electrically assisted and quite well insulated from road irregularities, is so direct you need to pay attention to pointing it exactly where you want, and the snick-snick gearshift is a credit to Mazda engineers who’ve always worked to provide that feeling of being in direct contact with the inner machinations of the six-speed transmission.

The MX-5 feels what it is: Light, tight and satisfyingly responsive to instructions from the driver’s busy hands and feet. Scuttle shake – always a challenge for designers of open-top cars – is virtually undetectable and the ride, while firm, avoids jolting the fillings out of your teeth on sharp impacts.

And there’s no pretence at making it a BMW 6 Series Cabriolet. General noise levels in the MX-5 are intrusive to the extent you need to turn up the radio when driving at speed on coarse-chip bitumen.

The compensation is the lovely, crisp note constantly inviting you to explore the upper reaches of the rev band where as much as 7500rpm is attainable in the lower ratios (maximum power comes in at 7000rpm, maximum torque at 4800rpm).

The overall flexibility – helped undoubtedly by the long-stroke configuration – is surprising, given the engine’s paltry 1.5 litre displacement, and is further assisted by the slightly more than one-tonne kerb weight. The MX-5 is relatively free of that helpless feeling in many small atmo engines of getting very little response from a bootful of accelerator at low or mid-range speeds.

The MX-5’s gearing has been changed a lot for the new model, what with the 1.5-litre version’s smaller 16-inch wheels, a significantly higher final-drive ratio offset by a “proper” spread of closely-matched intermediate gears eliminating the overdrive sixth gear used in the previous model. The result is a well-spaced set of ratios that play a part in helping keep the engine in its sweet spot.

Of course there is one compromise that comes from scaling-down the MX-5: The cockpit is clearly small and is not going to be of much use to a professional basketball player, and the already cosy boot has shrunk from 150 litres to 130 litres. There’s no room for a spare wheel, so owners must make do with the supplied tyre repair kit in the case of a flat.

All that said, a 186cm driver (me) can sit comfortably behind the wheel, while shoulder room in the now slightly-wider MX-5 is fine.

The cockpit offers no conventional glovebox, but there’s a lockable bin between the seats in the rear bulkhead, a tiny lidded receptacle in the centre console, cubbies behind the backrests and small door pockets to take care of most stuff.

And the soft-top roof is a miracle in terms of simplicity and ease of operation. I remember attempting to close the roof of an early MX-5 while seated inside and, though possible, it was not easy – awkward enough to threaten shoulder dislocation if not done carefully. The new MX-5, as mentioned earlier, can truly be operated by a seven-year-old, quickly, securely and without fuss.

And get this: Driving the MX-5 in a mix of conditions admittedly favouring some country running, saw a fuel consumption figure of 5.6L/100km coming up on the trip computer after covering more than 400km of driving. That’s better than the official claim and was achieved without any conscious attempts at being frugal.

A salutary lesson in restraint that faithfully adheres to the original MX-5 code while remaining entirely relevant in today’s automotive climate. And, as a $32k soft-top sports convertible, it has no real competitor in the market.

2016 Mazda MX-5 Roadster pricing and specifications:
Price: $31,990 (plus on-road costs)
Engine: 1.5-litre four-cylinder petrol
Output: 96kW/150Nm
Transmission: Six-speed manual
Fuel: 6.1L/100km (ADR Combined)
CO2: 142g.km (ADR Combined)
Safety Rating: Four-star ANCAP

Also consider:
Mazda MX-5 2.0L Roadster (from $34,490 plus ORCs)
Toyota 86 (from $29,990 plus ORCs)