Mazda MX-5 2009 Review

Mazda MX-5: Third Generation Update

What we liked
>> Rev-happy engine
>> Sharp handling
>> Sharper styling

Not so much
>> Noisy cabin
>> Still no reach adjustment on steering
>> Footwell's tight for all

OVERVIEW
Mazda's much-loved MX-5 is in its third generation and well on the way to one million global sales, including 15,000-plus in Australia alone.

This update comes well timed, bringing the popular sportscar back into the limelight after the third-gen model was released late 2006.

Mazda says the makeover is an evolution of the MX-5's "Jinba Ittai", or "one-with-the-car feeling". Indeed, retiring MX-5 Program Director of 23 years, Takao Kijima says the updated model has been designed to reach "max out" levels of driver enjoyment.

"We've always made the best efforts to realise its [MX-5's] 'fun' aspects," says Kijima. "While providing new functional aspects we must also provide some emotional aspects as well.

"To realise such fun, we designed the revolution point at an extra 500rpm. This is a kind of symbolic approach for our facelift," says Kijima referring to the extra revs Mazda's freed up in the engineroom.

The fun factor certainly remains, and the MX-5's 'affordable sportscar' catch-cry is yet more qualified with improvements to engine response, as well as the latest looks and onboard 'must-haves'...

PRICE AND EQUIPMENT
The facelifted MX-5 went on sale last month (March), starting from $43,850 for the manual soft-top model. That's just under $1000 more than the outgoing version, but the latest model sports new looks front to rear and boasts revisions to the otherwise carryover 2.0-litre engine and six-speed manual transmission.

Opting for the six-speed 'Activematic' auto with sift paddles will add $2200 across the range.

Standard-fit features include cruise control, height adjustable driver's seat, auxiliary jack for MP3 players and upgraded six disc BOSE audio system: "optimised for the MX-5 facelift" with more channels and better speakers.

The soft-top models come with all other customary mod-cons at this price point: power windows, cruise control, remote central locking and air-conditioning. The folding cloth roof remains a manual item.

The Touring pack, starting at $45,720 for the manual and $47,920 for the Activematic, adds leather trim, alloy pedals and premium seven-speaker sound system.

Roadster models feature an electric folding hardtop, with open-close time of 12 seconds. The hard-top models start at $48,755 for the six-speed manual and $50,955 for auto.

The new Sports version of the folding hardtop MX-5 comes complete with Recaro bucket seats, 17-inch BBS alloy wheels and a heap more cache, for an extra $2700.

MECHANICAL
The third-gen revisions extend to under the MX-5's bonnet. The manual version now revs to 7500rpm -- up 500 compared to the outgoing model -- and the 2.0-litre four is more efficient at 8.1L/100km for both manual and auto versions.

The higher engine speeds are accommodated by a forged crankshaft and reworked powertrain including fully floating pistons with higher pin-boss reliability. Bounce-resistant valve springs and more durable rod bearings are also used, says the carmaker.

The six-speed manual has also been reworked for smoother shifts. Mazda's 0-100km/h sprint time for the manual-equipped MX-5 is now 7.6sec (compared to 7.8sec).

Much like the new Volkswagen GTI -- and probably every small hottie to come -- the updated MX-5 gets an 'Induction Sound Enhancer' which is integrated in the exhaust system to improve engine sound through to the cabin.

Mazda engineers also lowered the height of the MX-5's front roll centre by 26mm for sharper steering response, and tuned yaw and roll rates to "feel more natural for a higher quality ride".

Suspension is otherwise carried over from the third-gen release model. Details (more here).

Manual models come standard with a limited slip differential.

PACKAGING
The third-generation MX-5 now features Mazda's new "family face" five-point grille, as worn by the latest Mazda3 and Mazda6 models, and first revealed on the Nagare concept at the Detroit motor show in 2006.

The Jap sportster also features restyled head and taillights and revised body styling including new side sills bringing "aerodynamic improvement", according to Mazda.

Engineers also attempted to lower noise levels in the cabin, claiming a scant 2.7dB improvement. It's far from enough...

The MX-5's interior is improved with the addition of soft-touch materials (leather) in the centre console and the plasticky-looking piano black finish for the dash has been replaced with a more modern silver effect.

There's also more silver effect on the door handles, and the air-con vents have chrome-look rings surrounds. The dash gauges have been moved further apart for greater legibility, and the trip/odometer now features red backlit LCD. The whole effect is clear and uncluttered, if rather bland.

Designers made more provision for space in the footwell by way of relocating the cupholders to the armrests. Still, room in the driver's footwell and also knee room, is at a minimum. Tall occupants are reasonably well-accommodated, however, with surprisingly decent headroom.

Boot space is 150 litres with the folding hardtop or soft-top retracted. The hardtop roof adds 37kg over the soft top version (1167kg compared 1129).

Three extra exterior colours are offered in addition to the existing eight-colour palette. The 'hero' colour for the new MX-5 is the stand-out 'Sunset Yellow'.

SAFETY
The updated MX-5 carries the same safety credentials as the original third-gen model (see links hereabouts). Mazda says 58 per cent of the MX-5's body-in-white structure is comprised of ultra-high or high-tensile steel for stiffness and crash resistance.

Like the outgoing model, all models come with switchable stability control and front and side airbags as standard. However, with leg room at a minimum we'd also like to see knee bag protection on offer.

EuroNCAP has not published crash-test results for the third-generation MX-5. The second-generation model scored four stars for adult safety and one star on pedestrian protection.

COMPETITORS
Mazda has always marketed the MX-5 as an "affordable sportscar" and that's where the Japanese car gets it over rivals... Just.

Audi's A3 convertible, for example, is a lot of open-top car and close on price, and even if the German comes with a slight premium it offers four-places and similar drivetrain (2.0-litre four; with six-speed manual or optional DSG).

More precisely, then, the MX-5 is Australia's most affordable rear-drive two-seat roadster, and elsewhere in its literature Mazda says as much. So it has the game to itself, unless you read between the lines and contemplate open-top four-place front-drivers like Volkswagen Eos (more here) or Holden Astra TwinTop (more here). At the very least they're in the same 'affordable' price bracket.

But for authentic roadster ownership, you're looking at the likes of Lotus Elise S, starting at $70K. Suddenly the game's not so affordable...

ON THE ROAD
Even if the new MX-5's extra spin is 'symbolic' it's welcomed. Not that the outgoing version's engine was lacklustre, just that the latest iteration is even more revvy and enjoys having its limits loaded, running happily right up to the new 7500rpm redline.

The MX-5 was wieldy and spirited around the twists of the Otway Ranges, with good balance and grip in corners and a solid steering feel that's nicely weighty at speed. There's some understeer in the sharper stuff but combined with the vigour of the engine, the drive was nothing short of fun and we were never caught short-winded in the hills.

The six-speed manual is smooth-shifting and the lever itself is well positioned. That is, high and forward in the centre console so that the long-limbed aren't too cramped behind the wheel.

It's a pity the steering wheel isn't reach-adjustable, however, as we found it difficult to actually manage that 'Jinba-Ittai' deal at the reins. In an already cosy cabin, this accommodation for drivers is a must.

We drove the hardtop Roadster models: the Coupe and the Coupe Sports. The latter model's Recaro seats were too snug for the writer's gentleman co-driver, however, this tester (at 5'5" and 50-something kg) found them better than the standard-fit pews.

The Sports version is definitely the pick... The MX-5's cabin update gives the interior a classier feel and the Recaros round it off. The Sport's BBS alloys look great, and the wider rubber doesn't appear to generate any more road noise than the others.

None that we could discern, anyway, considering the elevated level of cabin noise... Despite the apparent benefits of the hardtop, an unreasonable level of wind noise permeated the cabin of our tester, especially at roof level which quickly became headache-stuff. If the engine didn't sound so good, you'd quickly cry 'enough!'

In terms of the open-top's operation, the folding metal roof (still) requires the manual release of a centre-mounted latch. That's where 'affordable' comes in... Otherwise it's a quiet, quick-operating affair -- once you're stationary.

Annoyingly Mazda didn't have enough soft top models, or auto-equipped versions, in the launch fleet to go around. We'll have to wait for our seven-day test of the soft top and auto MX-5 for a verdict on each. We have little doubt the auto will also be a slick unit, but we're especially interested to see if the soft top's interior will be yet noisier than the hard-roofed version...

Meanwhile, the MX-5 remains, as ever, a sound investment. And still both fun and affordable -- factors especially important considering all our scrimping these days...