Mazda MX-5 1.5 SKYACTIV-G 2015 Review

In a time when more is expected from each new-car arrival, it's rare that a model seemingly offering 'less' aims to not only retain its loyal fans, but attract more of the uninitiated.

Of course we're talking about the MX-5, Mazda's compact two-seat rear-drive roadster which for a large part has preserved the purity of its formula over the past quarter-century while evolving to meet the expectations the modern motoring world has thrust upon it.

That engineering balancing act has defeated many who've gone before it – and indeed all that inspired the first MX-5's creation, which actually began way back in 1983. Yet in spite of the pressures that befell its mentors, the MX-5 somehow continues to thrive.

Mazda says it's through adapting, and not conceding to the demands of increased regulation, that the much-loved roadster has prevailed. It's an ethos reflected throughout the company's SKYACTIV vehicle portfolio, but one that seemingly is simultaneously at odds with the MX-5's playboy character.

Yet here it is, four generations and almost one million sales on, still ticking both the emotional boxes its devoted fans demand and the stringent safety and emissions laws of the many markets in which it is sold.

The new ND-series MX-5 arrives cheaper, smaller, lighter and greener than the model it replaces. It's also set to be offered with as many as three engine options, and will, initially at least, arrive only with a folding soft-top roof.

Locally, for the downsized 1.5-litre version at least, pricing is expected to begin from under $40,000 (before on-road costs), making the new MX-5 the cheapest it has been since 1998. It's also anticipated that Mazda's Service Select tailored servicing program will be available as part of the list price.

The body is shorter (-105mm) and lower (-20mm) than the NC-series before it, yet wider (+10mm) and lighter (-100kg). In its most basic form, the new MX-5 tips the scale at just 1000kg in six-speed manual guise, making it almost as light as the original NA-series, which first took to Australian roads back in 1989 (see table below for details).

Just like the original, the 'ND' will focus on driver enjoyment, and not power, beginning proceedings with a high-compression 1.5 SKYACTIV-G (for gasoline) unit based on the same engine that powers the humble Mazda2.

With a steel crankshaft (in place of the cast-iron crank on the Mazda2), a modified cylinder-head, lighter flywheel and shorter intake and exhaust manifolds, the modified, longitudinally-mounted direct-injected mill sends to the MX-5's rear wheels 96kW at 7000rpm and 150Nm at 4800rpm, with 90 per cent of the latter available over 2000-6000rpm. It's mated to a six-speed manual transmission, with a six-speed auto to arrive later.

Also expected to arrive later — in Australian and US markets at least — is a 2.0-litre petrol engine familiar to the Mazda3 and CX-5. The 2.0 SKYACTIV-G produces 114kW and 200Nm in those models listed, but is expected to produce 125kW (and 200Nm) in the MX-5.

The figures will see the more powerful MX-5 variant surpass the output of its predecessor by at least 7kW and 12Nm, which bodes well for its performance credentials considering the aforementioned reduction in weight (the previous MX-5 managed the 0-100km/h dash in 7.8sec). It should also be offered with a choice of six-speed manual and automatic transmissions.

The new model's reduction in weight, more efficient drivelines and re-sculpted body is also expected to provide a significant improvement in fuel economy and exhaust emissions. Mazda is yet to publish its official figures, though with a European (NEDC) combined CO2 value of 139g/km, we estimate fuel consumption to sit somewhere around 5.9L/100km.

By way of reference, the Mazda2 1.5 SKYACTIV-G uses 4.9L/100km on the ADR Combined cycle and emits 114g/km of CO2. The previous NC-series MX-5 used 8.1L/100km and emitted 192g/km.

Mazda has yet to quote a 0-100km/h time for its new MX-5 range, but based on our calculations, the 1.5 SKYACTIV-G should hit triple figures in around 7.0sec.

Of course, like any roadster, the MX-5 is as much about form as it is function. It's here we see Mazda's KODO design language stretched to its most acute, the body creating an intense and energetic expression of the roadster mould.

Naturally, the long bonnet and rear-set cockpit are retained, as is the wide, wheel-at-each-corner stance (the body overhangs are now shorter than ever before). We're sure the edgier new shape is not too everyone's taste, but in the metal the styling makes an undeniable impact, and one Mazda says is as much about emphasising the car itself as it is about accentuating its occupants.

Nestled in a cockpit made purposefully snug, the MX-5's driver and passenger sit lower and nearer to the vehicle's midpoint than before. The body-coloured caps atop the door cards are said to "emphasise the feeling of oneness between the driver and car", visually flowing into the bonnet when viewed from behind the wheel.

It's a compact space, and one taller drivers may find places their eye-line in parallel with the top of the windscreen. However, the primary controls do fall easily to reach, and act to brace the driver in an optimal position for, shall we say, enthusiastic driving.

We mentioned at the outset that the MX-5 was about offering more of 'less', and that's more or less true. The latest generation presents a higher standard equipment level than ever before, with many of the technology items identical to those found in MZD Connect-equipped Mazda2 and Mazda3 variants.

It's also the safest roadster Mazda has ever built, with many of the brand's iACTIVSENSE driver aids to be made available optionally in addition to roll-over protection bars, a full complement of airbags and an active bonnet aimed at reducing injury in the event of a collision with a pedestrian.

But as you'd expect from any roadster, the MX-5 is not worth a pinch if it doesn't deliver that feel behind the wheel. Mazda calls it Jinba Ittai — a sense of being at one with the car — we call it driving like a true roadster should. Fortunately, this sensation hasn’t just been retained, it’s been improved.

There’s a linearity to the throttle which improves the MX-5’s drivability at speed, yet still manages to provide enough urge in urban driving for decent response at tip-in. The engine complies readily to input, and in spite of its relative lack of torque feels uninhibited, spinning freely to (and just over) its 7500rpm rev ceiling.

The engine note — tuned specifically to deliver a ‘beat’ in its middle ranges — is the best we’ve yet sampled from Mazda’s SKYACTIV range, and with just the right amount of resonance from the exhaust is engaging, especially at higher engine speeds between corners.

The new MX-5 seems to defy its meager on-paper figures. It will happily ‘pull’ from lower in the rev range without needing to downshift in ordinary driving scenarios, but drop a cog or two and the little 1.5 races briskly to redline offering progressive acceleration for overtaking.

The clutch and gear throw complement the process perfectly, recalling a feel (both ergonomic and mechanical) of some of the better Japanese sports cars of days gone by (think W20-series MR2 or AP2-series Honda S2000).

Mazda says it has gone to great lengths to provide the driver with the right level of haptic feedback from all its primary controls. It’s a sensation noted from the ideally spaced pedal box, through to the weighting and response of the pedals and gearshift and even the electrically-assisted steering.

The smaller-diameter steering wheel conveys the feedback from the front wheels with a similar alacrity to the non-assisted NA-series once at speed. It’s responsive, but not abrupt off-centre, and linear as the wheel loads into corners.

The return action is equally smooth, and free of any of the ‘digital’ feel usually associated with electric units, though if we had to nit-pick, a little less assistance from the motor would be a good thing.

Our drive of prototype ND-series MX-5’s also revealed a better balance from the suspension. The car is less inclined to pitch on harder corner entry, allowing a smoother transition to corner exit. The body stays flatter and feels more taut, resulting in a better spread of grip across even challenging road surfaces.

Mazda says it has worked to ensure the suspension is doing more work than the tyre, and it shows when deliberately carrying too much pace to evoke mid-corner under or oversteer. Here the MX-5 remains quite neutral, tending to slight oversteer only when provoked. It’s a cleaner action than exhibited from the NC-series, which was prone to ‘snap’ to oversteer when provoked in the same manner.

The ride quality too is much improved. The stiffer body transmits no unwanted vibrations through to the cabin, and on 16-inch wheels the jarring over sharp road edges is minimal. We noticed no scuttle shake or vibration through the doors that’s so often exhibited in convertible vehicles, and the compromise between ride comfort and handling agility is as good straight out of the box as we’ve yet experienced from the MX-5.

It’s a similar story when it comes to braking. The action of the pedal is such that it loads progressively through its short travel, providing the kind of feedback needing to trail brake into corners, or to just make a smooth stop at the lights.

There’s adequate power from the four-wheel discs, too, the MX-5’s lower kerb weight eliminating a lot of stress from the system under harder brake applications. There’s certainly less pitching under braking than before, which is great for harder runs requiring late braking into corners.

The MX-5 is a roadster through and through, and as such we expect most will enjoy it with the roof down. The canvas top is easily lifted into place while seated and clicks into its latch with the help of a small mechanical lever above the rear-view mirror.

There’s very little wind rustle with the roof off, and like the calm, steady breeze that quarter windows used to provide in cars of yore, the Mazda’s top-down draft flows quietly around your arms and chest, and not around the back of your neck or face.

Roof-on, the MX-5 is quieter than expected, with only a hint of rustle across the top of the canvas’ peak. It’s not as quiet as heavily insulated convertibles from European prestige marques, but it's not meant to be. That said, it’s still possible to have a (hands-free) phone conversation without raising your voice — even at freeway speeds.

As a shorter driver, I found the controls all well within reach and the field of vision excellent. I dare say taller drivers may find their line of sight level with the top of the windscreen frame, though two six-foot colleagues said they experienced no real problems.

The space etched out in the cockpit is rather impressive and, although it's snug, there is enough leg, elbow and head room to stretch out between corners. The passenger side is even more accommodating, with enough legroom to allow both legs to sit straight.

And with no glovebox to consume precious room, there’s even space to bend one's knees when getting in and out (it doesn’t sound like a big deal, but ask any girl in a short skirt to explain what I mean).

Again, if I had to nit-pick I’d say the console’s elbow rest could be around 10mm higher to avoid the driver’s forearm striking the infotainment controller when shifting gears. I’d have also liked telescopic adjustment from the steering column and perhaps a little more adjustment from the hard plastic sun visors. Otherwise, it’s a pretty sweet use of space.

On test and through some rather enthusiastically driven mountain roads the MX-5 used an average of 9.5L/100km. That’s rather high in the scheme of things but, in the absence of an official fuel consumption figure to reference, we expect a combined ADR figure of around 5.9L/100km based on Mazda’s published CO2 figure.

On the whole, however, the new MX-5 shows a lot of promise. The base model is far more lively than we expected and even in prototype form is wonderfully cohesive and entirely engaging.

It seems MX-5 fans need not have worried: the MX-5 formula has changed only for the better and we can’t wait for a drive of a production model on home soil later this year.

2015 Mazda MX-5 1.5 SKYACTIV-G pricing and specifications:
Price: From under $40,000 (estimated)
Engine: 1.5-litre four-cylinder petrol